A diesel engine operation control method and device, electronic equipment and storage medium

Abstract

The application discloses a diesel engine operation control method and device, electronic equipment and a storage medium. The method comprises the following steps: after a transient state of a diesel engine occurs, it is judged whether the current state of the diesel engine meets a preset transient correction opening condition. The preset transient correction opening condition comprises one of the following conditions: the oil quantity of the diesel engine is greater than a preset opening oil quantity, and the intake air quantity of the diesel engine is less than a preset intake air quantity, and the aftertreatment conversion capacity of the diesel engine is greater than a preset conversion capacity. If yes, the transient correction of the diesel engine is opened to run in a transient control strategy. If no, the diesel engine continues to run in a steady state control strategy, and the aftertreatment conversion capacity of the diesel engine is added to the opening judgment condition of the engine combustion parameter transient correction, so that the transient correction is opened only when one of the oil quantity and the intake air quantity of the diesel engine and the aftertreatment conversion capacity meet the condition at the same time, and the transient economy and the emission performance of the diesel engine can be maximally improved.

Description

Technical Field

[0001] This application relates to the field of operation control technology, and in particular to a diesel engine operation control method, device, electronic equipment and storage medium. Background Technology

[0002] During normal operation, diesel engines produce significant NOx emissions due to insufficient urea injection. Existing transient correction strategies for operational control most commonly employ rail pressure transient correction and advance angle transient correction. The rail pressure correction values ​​for both transient rail pressure correction and advance angle transient correction are primarily determined by the diesel engine's circulating fuel quantity and speed.

[0003] In practical applications, the transient correction activation condition for operation control is mainly that the oil quantity deviation or gas quantity deviation meets the preset transient correction activation condition. That is, the control rail pressure and control advance angle used by operation control meet the preset transient correction activation condition when the oil quantity deviation or gas quantity deviation meets the preset transient correction activation condition. The control rail pressure is jointly determined by the steady-state rail pressure and the transient correction rail pressure, and the control advance angle is jointly determined by the steady-state rail pressure and the transient correction advance angle.

[0004] The inventors discovered that the activation conditions for transient correction only consider fuel quantity deviation or gas quantity deviation and do not consider other factors. In order to ensure NOx emissions, transient correction is achieved by reducing the original NOx emissions. After transient correction is activated, it will lead to an increase in the fuel consumption rate of the diesel engine, which is not conducive to improving the transient economy and emission performance of the diesel engine. Summary of the Invention

[0005] In view of the shortcomings of the prior art, this application provides a diesel engine operation control method, device, electronic equipment and storage medium to solve the problem that the activation conditions of the existing transient correction only consider the fuel quantity deviation or gas quantity deviation and do not consider other factors, which leads to the increase of diesel engine fuel consumption rate, poor transient economy and poor emission performance of diesel engine.

[0006] To achieve the above objectives, this application provides the following technical solution:

[0007] The first aspect of this application provides a diesel engine operation control method, including:

[0008] When the diesel engine experiences a transient operating condition, it is determined whether the current operating condition of the diesel engine meets the preset transient correction activation conditions. Meeting the preset transient correction activation conditions includes one of the following: the fuel quantity of the diesel engine is greater than the preset activation fuel quantity and the intake air quantity of the diesel engine is less than the preset intake air quantity, and the after-treatment conversion capacity of the diesel engine is greater than the preset conversion capacity.

[0009] If it is determined that the current operating condition of the diesel engine meets the preset transient correction activation conditions, then the transient correction is activated for the diesel engine to operate with a transient control strategy;

[0010] If it is determined that the current operating condition of the diesel engine does not meet the preset transient correction activation conditions, the diesel engine is controlled to continue operating with a steady-state control strategy.

[0011] Optionally, in the above-described diesel engine operation control method, the after-treatment conversion capacity of the diesel engine is greater than the preset conversion capacity, including: the after-treatment temperature of the diesel engine is in a preset high-efficiency range, and the ammonia storage value of the diesel engine is greater than the preset ammonia storage value.

[0012] Optionally, in the above-described diesel engine operation control method, determining whether the current operating condition of the diesel engine meets the preset transient correction activation condition includes:

[0013] The following criteria are determined: whether the fuel quantity of the diesel engine is greater than the preset start fuel quantity; whether the intake air volume of the diesel engine is less than the preset intake air volume; whether the after-treatment temperature of the diesel engine is within the preset high efficiency range; and whether the ammonia storage value of the diesel engine is greater than the preset ammonia storage value.

[0014] If it is determined that the fuel quantity of the diesel engine is greater than the preset opening fuel quantity or the intake air quantity of the diesel engine is less than the preset intake air quantity, and the after-treatment temperature of the diesel engine is in the preset high efficiency range and the ammonia storage value of the diesel engine is greater than the preset ammonia storage value, then it is determined that the current operating condition of the diesel engine meets the preset transient correction opening condition.

[0015] If it is determined that the fuel quantity of the diesel engine is not greater than the preset opening fuel quantity, and / or the intake air volume of the diesel engine is not less than the preset intake air volume, and / or the after-treatment temperature of the diesel engine is not in the preset high-efficiency range, and / or the ammonia storage value of the diesel engine is not greater than the preset ammonia storage value, then it is determined that the current operating condition of the diesel engine does not meet the preset transient correction opening conditions.

[0016] Optionally, in the above-described diesel engine operation control method, activating transient correction for the diesel engine to operate with a transient control strategy includes:

[0017] Determine the control rail pressure and control advance angle of the diesel engine respectively;

[0018] The in-cylinder combustion of the diesel engine is controlled based on the control rail pressure and the control advance angle.

[0019] Optionally, in the above-described diesel engine operation control method, determining the control rail pressure of the diesel engine includes:

[0020] Determine the rail pressure correction value and the after-treatment conversion capability correction coefficient of the diesel engine respectively;

[0021] The transient corrected rail pressure of the diesel engine is obtained by calculating based on the rail pressure correction value and the post-processing conversion capability correction coefficient.

[0022] The control rail pressure of the diesel engine is obtained by calculating the transient corrected rail pressure and the steady-state rail pressure.

[0023] Optionally, in the above-described diesel engine operation control method, determining the control advance angle of the diesel engine includes:

[0024] Determine the advance angle correction value and the after-treatment conversion capability correction coefficient of the diesel engine respectively;

[0025] The transient corrected advance angle of the diesel engine is obtained by calculating based on the advance angle correction value and the after-processing conversion capability correction coefficient.

[0026] The control advance angle of the diesel engine is obtained by calculating the transient correction advance angle and the steady-state advance angle.

[0027] Optionally, in the above-described diesel engine operation control method, the transient operating condition of the diesel engine includes:

[0028] The difference between the instantaneous intake air volume and the steady-state intake air volume of the diesel engine is greater than the preset intake air volume difference.

[0029] A second aspect of this application provides a diesel engine operation control device, comprising:

[0030] The judgment unit is used to determine whether the current operating condition of the diesel engine meets the preset transient correction activation conditions after the diesel engine experiences a transient operating condition. The preset transient correction activation conditions include either the diesel engine's fuel quantity being greater than the preset activation fuel quantity or the diesel engine's intake air quantity being less than the preset intake air quantity, and the diesel engine's after-treatment conversion capacity being greater than the preset conversion capacity.

[0031] The first control unit is configured to activate transient correction for the diesel engine and operate it with a transient control strategy if it is determined that the current operating condition of the diesel engine meets the preset transient correction activation conditions.

[0032] The second control unit is used to control the diesel engine to continue operating with a steady-state control strategy if it is determined that the current operating condition of the diesel engine does not meet the preset transient correction activation conditions.

[0033] Optionally, in the above-mentioned diesel engine operation control device, the after-treatment conversion capacity of the diesel engine is greater than the preset conversion capacity, including: the after-treatment temperature of the diesel engine is in the preset high-efficiency range, and the ammonia storage value of the diesel engine is greater than the preset ammonia storage value.

[0034] Optionally, in the aforementioned diesel engine operation control device, the judgment unit is used to determine whether the current operating condition of the diesel engine meets the preset transient correction activation condition, specifically for:

[0035] The following criteria are determined: whether the fuel quantity of the diesel engine is greater than the preset start fuel quantity; whether the intake air volume of the diesel engine is less than the preset intake air volume; whether the after-treatment temperature of the diesel engine is within the preset high efficiency range; and whether the ammonia storage value of the diesel engine is greater than the preset ammonia storage value.

[0036] If it is determined that the fuel quantity of the diesel engine is greater than the preset opening fuel quantity or the intake air quantity of the diesel engine is less than the preset intake air quantity, and the after-treatment temperature of the diesel engine is in the preset high efficiency range and the ammonia storage value of the diesel engine is greater than the preset ammonia storage value, then it is determined that the current operating condition of the diesel engine meets the preset transient correction opening condition.

[0037] If it is determined that the fuel quantity of the diesel engine is not greater than the preset opening fuel quantity, and / or the intake air volume of the diesel engine is not less than the preset intake air volume, and / or the after-treatment temperature of the diesel engine is not in the preset high-efficiency range, and / or the ammonia storage value of the diesel engine is not greater than the preset ammonia storage value, then it is determined that the current operating condition of the diesel engine does not meet the preset transient correction opening conditions.

[0038] Optionally, in the above-described diesel engine operation control device, the first control unit is used to activate transient correction for the diesel engine during transient control strategy operation, specifically for:

[0039] Determine the control rail pressure and control advance angle of the diesel engine respectively;

[0040] The in-cylinder combustion of the diesel engine is controlled based on the control rail pressure and the control advance angle.

[0041] Optionally, in the above-described diesel engine operation control device, the first control unit, when determining the control rail pressure of the diesel engine, specifically performs the following functions:

[0042] Determine the rail pressure correction value and the after-treatment conversion capability correction coefficient of the diesel engine respectively;

[0043] The transient corrected rail pressure of the diesel engine is obtained by calculating based on the rail pressure correction value and the post-processing conversion capability correction coefficient.

[0044] The control rail pressure of the diesel engine is obtained by calculating the transient corrected rail pressure and the steady-state rail pressure.

[0045] Optionally, in the above-described diesel engine operation control device, the first control unit, when determining the control advance angle of the diesel engine, specifically performs the following functions:

[0046] Determine the advance angle correction value and the after-treatment conversion capability correction coefficient of the diesel engine respectively;

[0047] The transient corrected advance angle of the diesel engine is obtained by calculating based on the advance angle correction value and the after-processing conversion capability correction coefficient.

[0048] The control advance angle of the diesel engine is obtained by calculating the transient correction advance angle and the steady-state advance angle.

[0049] Optionally, in the above-mentioned diesel engine operation control device, the transient operating condition of the diesel engine includes:

[0050] The difference between the instantaneous intake air volume and the steady-state intake air volume of the diesel engine is greater than the preset intake air volume difference.

[0051] A third aspect of this application provides an electronic device, comprising:

[0052] Memory and processor;

[0053] The memory is used to store programs;

[0054] The processor is used to execute the program, which, when executed, is specifically used to implement the diesel engine operation control method as disclosed in any one of the first aspects.

[0055] The fourth aspect of this application provides a computer storage medium for storing a computer program, which, when executed, implements the diesel engine operation control method as disclosed in any one of the first aspects.

[0056] This application provides a diesel engine operation control method, comprising: when a transient operating condition occurs in the diesel engine, determining whether the current operating condition of the diesel engine meets preset transient correction activation conditions, wherein meeting the preset transient correction activation conditions includes: the diesel engine fuel quantity being greater than a preset activation fuel quantity and the diesel engine intake air quantity being less than a preset intake air quantity, and the diesel engine after-treatment conversion capacity being greater than a preset conversion capacity; if it is determined that the current operating condition of the diesel engine meets the preset transient correction activation conditions, then the transient correction of the diesel engine is activated and the engine is operated with a transient control strategy; if it is determined that the current operating condition of the diesel engine does not meet the preset transient correction activation conditions, then the diesel engine is operated with transient correction activated; if it is determined that the current operating condition of the diesel engine does not meet the preset transient correction activation conditions, then the diesel engine is operated with transient correction activated. The transient correction activation condition allows the diesel engine to continue operating under a steady-state control strategy. By incorporating the diesel engine's after-treatment conversion capability into the activation criteria for transient correction of engine combustion parameters, transient correction is activated only when either the fuel quantity or intake air quantity of the diesel engine meets the conditions along with the after-treatment capability. This maximizes the improvement of the diesel engine's transient economy and emission performance, solving the problem that existing transient correction activation conditions only consider fuel quantity deviation or air quantity deviation without considering other factors, leading to increased fuel consumption and poor transient economy and emission performance of the diesel engine. Attached Figure Description

[0057] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0058] Figure 1 A flowchart of a diesel engine operation control method provided in this application embodiment;

[0059] Figure 2 A flowchart illustrating a transient control strategy for controlling a diesel engine, as provided in this application embodiment;

[0060] Figure 3 A flowchart for determining the control rail pressure of a diesel engine is provided in an embodiment of this application;

[0061] Figure 4 A flowchart for determining the advance angle for control of a diesel engine is provided in an embodiment of this application;

[0062] Figure 5 A transient correction logic diagram for a diesel engine operation control method provided in this application embodiment;

[0063] Figure 6 This is a schematic diagram of the structure of a diesel engine operation control device provided in an embodiment of this application;

[0064] Figure 7 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0065] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0066] In this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0067] First, it should be noted that SCR (Selective Catalytic Reduction) technology is a treatment process for NOx emissions from diesel vehicles. It involves injecting a reducing agent, such as ammonia or urea solution, under the action of a catalyst to treat carbon oxides in the exhaust gas, reducing NOx in the exhaust gas into N2 and H2O, so that the exhaust gas meets emission requirements.

[0068] This application provides a diesel engine operation control method, device, electronic equipment, and storage medium to solve the problem that existing transient correction activation conditions only consider fuel quantity deviation or gas quantity deviation without considering other factors, leading to increased fuel consumption rate, poor transient economy, and poor emission performance of diesel engines.

[0069] Please see Figure 1 The diesel engine operation control method mainly includes the following steps:

[0070] S101. When a transient operating condition occurs in the diesel engine, determine whether the current operating condition of the diesel engine meets the preset transient correction activation conditions.

[0071] Among them, meeting the preset transient correction activation conditions may include either the diesel engine's fuel quantity being greater than the preset activation fuel quantity or the diesel engine's intake air quantity being less than the preset intake air quantity, and the diesel engine's after-treatment conversion capacity being greater than the preset conversion capacity.

[0072] It is understandable that in the preset transient correction activation conditions, the fuel quantity and intake air quantity of the diesel engine are in an OR relationship. When either of them meets the condition and the after-treatment conversion capacity of the diesel engine is greater than the preset conversion capacity, the current operating condition of the diesel engine can be regarded as meeting the preset transient correction activation conditions.

[0073] Specifically, the aftertreatment conversion capacity of a diesel engine exceeding the preset conversion capacity can include: the aftertreatment temperature of the diesel engine being within a preset high-efficiency range, and the ammonia storage value of the diesel engine being greater than a preset ammonia storage value. In other words, when the aftertreatment temperature of the diesel engine is within a preset high-efficiency range and the ammonia storage value of the diesel engine is greater than a preset ammonia storage value, the aftertreatment conversion capacity of the diesel engine is considered to be greater than the preset conversion capacity.

[0074] It should be noted that the aftertreatment temperature of a diesel engine can be the upstream temperature of the SCR, which is used to characterize the temperature at which the catalytic reduction reaction occurs inside the SCR.

[0075] In practical applications, the preset high-efficiency range can be determined by combining the performance of the SCR catalyst and the emission test results. For example, it can be assumed that the conversion efficiency of the diesel engine is above 95% as the high-efficiency range. Of course, it is not limited to this and can also be determined according to the application environment and user needs. This application does not limit it and all of them are within the protection scope of this application.

[0076] The specific value of the preset ammonia storage value can be determined in conjunction with the ammonia storage capacity of the diesel engine. Assuming that the maximum ammonia storage capacity of the diesel engine is 1 g / L, the preset ammonia storage value can be 0.5 g / L. Of course, it is not limited to this. It can also be determined in conjunction with the actual SCR conversion efficiency. No matter what value the preset ammonia storage value is, it is within the protection scope of this application.

[0077] Through research and analysis of the WHTC (World Harmonized Transient Cycle), the inventors discovered that an increase in transient NOx emissions from a diesel engine does not necessarily lead to a corresponding increase in NOx tail emissions. A strong correlation between the increase in NOx emissions and tail emissions only exists when the diesel engine's aftertreatment temperature is in a low-efficiency range and ammonia storage is low. When the diesel engine's aftertreatment temperature is in a high-efficiency range and ammonia storage is high, even if NOx emissions suddenly increase, the diesel engine's aftertreatment system has sufficient conversion capacity, and NOx tail emissions will not be excessive. Therefore, the diesel engine block and aftertreatment assembly can be considered as a system, comprehensively considering NOx tail emissions and fuel economy control. That is, the activation conditions for transient combustion parameter correction in diesel engines not only consider fuel quantity deviations or intake air quantity deviations, but also include the diesel engine's aftertreatment capability as one of the transient correction activation conditions.

[0078] In practical applications, a transient operating condition in a diesel engine can occur when the difference between the instantaneous intake air volume and the steady-state intake air volume exceeds a preset intake air volume difference. The specific value of the preset intake air volume difference can be determined based on the application environment and user requirements, and this application does not impose any limitations on it; all such values ​​are within the scope of protection of this application.

[0079] It should be noted that in this embodiment, the transient operating condition of the diesel engine can be the diesel engine accelerating, and the difference between the instantaneous intake air volume and the steady-state intake air volume of the diesel engine under the acceleration condition is greater than the preset intake air volume difference.

[0080] In some embodiments, the specific process of determining whether the current operating condition of the diesel engine meets the preset transient correction activation condition in step S101 mainly includes steps S201 to S203:

[0081] S201. Determine whether the diesel engine's fuel quantity is greater than the preset start fuel quantity, whether the diesel engine's intake air volume is less than the preset intake air volume, whether the diesel engine's after-treatment temperature is within the preset high-efficiency range, and whether the diesel engine's ammonia storage value is greater than the preset ammonia storage value.

[0082] If it is determined that the diesel engine's fuel quantity is greater than the preset opening fuel quantity or the diesel engine's air intake is less than the preset air intake, and the diesel engine's aftertreatment temperature is within the preset high-efficiency range and the diesel engine's ammonia storage value is greater than the preset ammonia storage value, then step S202 can be executed; if it is determined that the diesel engine's fuel quantity is not greater than the preset opening fuel quantity, and / or the diesel engine's air intake is not less than the preset air intake, and / or the diesel engine's aftertreatment temperature is not within the preset high-efficiency range, and / or the diesel engine's ammonia storage value is not greater than the preset ammonia storage value, then step S203 can be executed.

[0083] S202. Determine that the current operating condition of the diesel engine meets the preset transient correction activation conditions.

[0084] In practical applications, the current operating condition of the diesel engine can be determined to meet the preset transient correction activation conditions only when the following conditions are met: the diesel engine's fuel quantity is greater than the preset activation fuel quantity or the diesel engine's intake air quantity is less than the preset intake air quantity, the diesel engine's after-treatment temperature is within the preset high-efficiency range, and the diesel engine's ammonia storage value is greater than the preset ammonia storage value.

[0085] In other words, one condition for determining that the current operating condition of the diesel engine meets the preset transient correction activation conditions is: the diesel engine's fuel quantity is greater than the preset activation fuel quantity, the diesel engine's after-treatment temperature is in the preset high-efficiency range, and the diesel engine's ammonia storage value is greater than the preset ammonia storage value; another condition for determining that the current operating condition of the diesel engine meets the preset transient correction activation conditions is: the diesel engine's intake air volume is less than the preset intake air volume, the diesel engine's after-treatment temperature is in the preset high-efficiency range, and the diesel engine's ammonia storage value is greater than the preset ammonia storage value.

[0086] S203. It is determined that the current operating condition of the diesel engine does not meet the preset transient correction activation conditions.

[0087] In practical applications, if at least one of the following conditions is met: the diesel engine's fuel quantity is not greater than the preset activation fuel quantity, the diesel engine's intake air volume is not less than the preset intake air volume, the diesel engine's after-treatment temperature is not in the preset high-efficiency range, or the diesel engine's ammonia storage value is not greater than the preset ammonia storage value, it can be determined that the diesel engine's current operating condition does not meet the preset transient correction activation conditions.

[0088] It should be noted that the specific process for determining whether the current operating condition of the diesel engine meets the preset transient correction activation conditions is not limited to the above. It can also be adjusted according to the application environment and user needs. As long as the principle is the same as this solution, it is within the protection scope of this application.

[0089] If it is determined that the current operating condition of the diesel engine meets the preset transient correction activation conditions, then step S102 can be executed; if it is determined that the current operating condition of the diesel engine does not meet the preset transient correction activation conditions, then step S103 can be executed.

[0090] S102, Enable transient correction for diesel engine and operate with transient control strategy.

[0091] In practical applications, once it is determined that the current operating condition of the diesel engine meets the preset transient correction activation conditions, the diesel engine can be activated for transient correction and operated using a transient control strategy. Activating transient correction for the diesel engine can involve activating transient correction of the corresponding engine combustion parameters.

[0092] In some embodiments, step S102, activating transient correction for the diesel engine to operate the transient control strategy, can be specifically described as follows: Figure 2 As shown, the main steps include S301 to S302:

[0093] S301. Determine the control rail pressure and control advance angle of the diesel engine respectively.

[0094] In practical applications, the determination methods for the control rail pressure and control advance angle of the diesel engine in transient control strategies differ from those in steady-state control strategies. In steady-state control strategies, the control rail pressure and control advance angle of the diesel engine can be directly determined from the steady-state rail pressure and steady-state advance angle. However, in transient control strategies, the control rail pressure and control advance angle of the diesel engine also need to be combined with transient corrections for rail pressure and advance angle. Furthermore, the transient corrections for rail pressure and advance angle also need to consider the influence of the after-processor conversion capability correction coefficient.

[0095] In some embodiments, the specific process of determining the control rail pressure of the diesel engine in step S301 can be as follows: Figure 3 As shown, the main steps include S401 to S403:

[0096] S401. Determine the rail pressure correction value and the after-treatment conversion capability correction coefficient of the diesel engine respectively.

[0097] In practical applications, the rail pressure correction value of a diesel engine can be obtained by referring to the corresponding rail pressure correction MAP chart based on the diesel engine's circulating oil volume and speed. Similarly, the aftertreatment conversion capability correction coefficient of a diesel engine can also be obtained by referring to the corresponding aftertreatment conversion capability correction MAP chart based on the diesel engine's SCR temperature and ammonia storage value. The rail pressure correction MAP chart and the aftertreatment conversion capability correction MAP chart can be obtained through experimental calibration based on the type of diesel engine. However, this is not the only method; they can also be obtained through other existing methods, all of which are within the scope of protection of this application.

[0098] It should be noted that, in practice, the correction coefficient for the aftertreatment conversion capability of a diesel engine can also be obtained directly through calibration tests. Specifically, calibration tests can be conducted under the premise that NOx primary emissions, transient operating conditions, and NOx tail emissions meet preset emission requirements, based on the aftertreatment temperature and ammonia storage value of different diesel engines.

[0099] It should also be noted that in practice, the better the aftertreatment conversion efficiency of a diesel engine, the larger the ammonia storage value, and the larger the corresponding aftertreatment conversion capacity correction coefficient; conversely, the worse the aftertreatment conversion efficiency of a diesel engine, the smaller the ammonia storage value, and the smaller the corresponding aftertreatment conversion capacity correction coefficient.

[0100] S402. The transient corrected rail pressure of the diesel engine is obtained by calculating based on the rail pressure correction value and the post-processing conversion capability correction coefficient.

[0101] In practical applications, the transient corrected rail pressure of the diesel engine can be obtained by multiplying the rail pressure correction value with the after-processing conversion capability correction coefficient.

[0102] S403. Based on the transient corrected rail pressure and steady-state rail pressure of the diesel engine, the control rail pressure of the diesel engine is obtained.

[0103] In practical applications, the transient correction rail pressure of the diesel engine can be added to the steady-state rail pressure to obtain the control rail pressure of the diesel engine.

[0104] Of course, the specific process for determining the control rail pressure of the diesel engine is not limited to the above, and can also be determined by other existing methods. This application does not make specific limitations, and all of them are within the protection scope of this application.

[0105] In some embodiments, the specific process of determining the advance angle for control of the diesel engine in step S301 can be as follows: Figure 4 As shown, the main steps include S501 to S503:

[0106] S501. Determine the advance angle correction value and the after-treatment conversion capability correction coefficient of the diesel engine respectively.

[0107] In practical applications, the advance angle correction value of a diesel engine can be obtained by looking up the corresponding advance angle correction MAP chart based on the diesel engine's circulating oil volume and speed. The advance angle correction MAP chart can be obtained by testing and calibration according to the type of diesel engine. Of course, it is not limited to this and can also be obtained through other existing methods, all of which are within the scope of protection of this application.

[0108] For details regarding the post-processing conversion capability correction coefficient in this step, please refer to step S401 above; it will not be repeated here.

[0109] S502. The transient corrected advance angle of the diesel engine is obtained by calculating based on the advance angle correction value and the after-processing conversion capability correction coefficient.

[0110] In practical applications, the advance angle correction value and the after-processing conversion capability correction coefficient can be multiplied to obtain the transient corrected advance angle of the diesel engine.

[0111] S503. Based on the transient correction advance angle and steady-state advance angle of the diesel engine, the advance angle for control of the diesel engine is obtained.

[0112] In practical applications, the transient correction advance angle of the diesel engine can be added to the steady-state advance angle of the diesel engine to obtain the advance angle for control of the diesel engine.

[0113] Of course, the specific process for determining the advance angle for control of a diesel engine is not limited to the above, and can also be determined by other existing methods. This application does not make specific limitations, and all of them are within the protection scope of this application.

[0114] S302. Controlling in-cylinder combustion of a diesel engine based on control rail pressure and control advance angle.

[0115] In practical applications, once the control rail pressure and control advance angle of the diesel engine are determined, the diesel engine can be controlled to inject diesel fuel according to the control rail pressure and control advance angle, thereby adjusting the in-cylinder combustion state of the diesel engine, so as to optimize the engine combustion parameters and improve the transient economy and emission performance of the diesel engine.

[0116] It should be noted that the magnitude of the transient correction coefficient is specifically correlated with the strength of the diesel engine's after-treatment conversion capability. By determining the transient corrected rail pressure of the diesel engine through the rail pressure correction value and the after-treatment conversion capability correction coefficient, and by determining the transient corrected advance angle of the diesel engine through the advance angle correction value and the after-treatment conversion capability correction coefficient, the transient economy of the diesel engine system can be maximized.

[0117] S103, Control the diesel engine to continue operating with a steady-state control strategy.

[0118] In practical applications, when it is determined that the current operating condition of the diesel engine does not meet the preset transient correction activation conditions, the diesel engine can continue to operate with a steady-state control strategy.

[0119] Among them, the diesel engine continues to operate with a steady-state control strategy, that is, the engine combustion parameters of the diesel engine are not transiently corrected, the control rail pressure of the diesel engine is determined only by the steady-state rail pressure, and the control advance angle of the diesel engine is determined by the steady-state advance angle.

[0120] It should be noted that the specific process of operating with the steady-state control strategy is no different from the existing schemes, and relevant explanations can be found in the existing technology, which will not be repeated in this application.

[0121] In summary, combined with Figure 5 The solution provided in this embodiment allows for an increase in transient NOx emissions when the diesel engine's aftertreatment temperature is within a preset high-efficiency range and the diesel engine's ammonia storage value is greater than the preset ammonia storage value. This ensures the diesel engine's power and economy during acceleration, while also meeting NOx emission requirements. Conversely, when the diesel engine's aftertreatment temperature is not within the preset high-efficiency range and the diesel engine's ammonia storage value is not greater than the preset ammonia storage value, the transient NOx emissions are reduced, ensuring NOx emissions are met.

[0122] It should be noted that the magnitude of the transient correction coefficient is correlated with the strength of the diesel engine's aftertreatment conversion capability. The stronger the diesel engine's aftertreatment conversion capability, the better the economy and power performance of the transient correction; the weaker the diesel engine's aftertreatment conversion capability, the more the transient correction coefficient is used to reduce NOx emissions and ensure NOx tail emissions.

[0123] Furthermore, by adding an after-treatment conversion capability correction coefficient as a correction coefficient for transient correction rail pressure and transient correction advance angle, the obtained control rail pressure and control advance angle can be made more in line with the actual situation, further improving the transient economy and emission performance of the diesel engine.

[0124] It should be noted that the diesel engine in this application can be a diesel engine that meets the China VI emission standard. Of course, it is not limited to this and can also be other types of existing diesel engines, all of which are within the scope of protection of this application.

[0125] The diesel engine operation control method provided in this embodiment includes: when a transient operating condition occurs in the diesel engine, determining whether the current operating condition of the diesel engine meets the preset transient correction activation conditions. Meeting the preset transient correction activation conditions includes either the diesel engine's fuel quantity being greater than a preset activation fuel quantity or the diesel engine's intake air quantity being less than a preset intake air quantity, and the diesel engine's after-treatment conversion capability being greater than a preset conversion capability. If the current operating condition of the diesel engine meets the preset transient correction activation conditions, then the diesel engine is activated for transient correction and operated using a transient control strategy. If the current operating condition of the diesel engine does not meet the preset transient correction activation conditions... The transient correction activation condition allows the diesel engine to continue operating under a steady-state control strategy. By incorporating the diesel engine's after-treatment conversion capability into the activation condition for transient correction of engine combustion parameters, transient correction is activated only when either the fuel quantity or intake air quantity of the diesel engine meets the condition along with the after-treatment capability. This maximizes the improvement of the diesel engine's transient economy and emission performance, solving the problem that existing transient correction activation conditions only consider fuel quantity deviation or air quantity deviation without considering other factors, leading to increased fuel consumption and poor transient economy and emission performance of the diesel engine.

[0126] It is worth noting that this application can reduce fuel consumption under transient operating conditions and improve the transient economy and power performance of diesel engines while ensuring the emission of NOx from the WHTC cycle.

[0127] Based on the above embodiments, alternatively, another embodiment of this application also provides a diesel engine operation control device, such as... Figure 6 As shown, the diesel engine operation control device may include:

[0128] The judgment unit 101 is used to determine whether the current operating condition of the diesel engine meets the preset transient correction activation conditions after the diesel engine experiences a transient operating condition. The preset transient correction activation conditions include either the diesel engine's fuel quantity being greater than the preset activation fuel quantity or the diesel engine's intake air quantity being less than the preset intake air quantity, and the diesel engine's after-treatment conversion capability being greater than the preset conversion capability.

[0129] The first control unit 102 is used to activate transient correction for the diesel engine and operate it with a transient control strategy if it is determined that the current operating condition of the diesel engine meets the preset transient correction activation conditions.

[0130] The second control unit 103 is used to control the diesel engine to continue operating with a steady-state control strategy if it is determined that the current operating condition of the diesel engine does not meet the preset transient correction activation conditions.

[0131] Optionally, in some embodiments, the after-treatment conversion capacity of the diesel engine being greater than a preset conversion capacity may include: the after-treatment temperature of the diesel engine being in a preset high-efficiency range, and the ammonia storage value of the diesel engine being greater than a preset ammonia storage value.

[0132] Optionally, in some embodiments, when determining whether the current operating condition of the diesel engine meets the preset transient correction activation condition, the determining unit 101 is specifically used for:

[0133] The following checks are performed: whether the diesel engine's fuel quantity is greater than the preset opening fuel quantity, whether the diesel engine's air intake is less than the preset air intake, whether the diesel engine's after-treatment temperature is within the preset high-efficiency range, and whether the diesel engine's ammonia storage value is greater than the preset ammonia storage value.

[0134] If it is determined that the diesel engine's fuel quantity is greater than the preset opening fuel quantity or the diesel engine's intake air quantity is less than the preset intake air quantity, and the diesel engine's after-treatment temperature is in the preset high-efficiency range and the diesel engine's ammonia storage value is greater than the preset ammonia storage value, then it is determined that the diesel engine's current operating condition meets the preset transient correction opening conditions.

[0135] If it is determined that the diesel engine's fuel quantity is not greater than the preset activation fuel quantity, and / or the diesel engine's intake air volume is not less than the preset intake air volume, and / or the diesel engine's aftertreatment temperature is not in the preset high-efficiency range, and / or the diesel engine's ammonia storage value is not greater than the preset ammonia storage value, then it is determined that the diesel engine's current operating condition does not meet the preset transient correction activation conditions.

[0136] Optionally, in some embodiments, when the first control unit 102 is used to activate transient correction for the diesel engine in a transient control strategy, it is specifically used to:

[0137] Determine the control rail pressure and control advance angle for the diesel engine respectively;

[0138] The in-cylinder combustion of the diesel engine is controlled based on the control rail pressure and the control advance angle.

[0139] Optionally, in some embodiments, the first control unit 102, when determining the control rail pressure for the diesel engine, specifically performs the following functions:

[0140] Determine the rail pressure correction value and the after-treatment conversion capability correction coefficient for the diesel engine respectively;

[0141] The transient corrected rail pressure of the diesel engine is obtained by calculating the rail pressure correction value and the after-processing conversion capability correction coefficient.

[0142] The control rail pressure of the diesel engine is obtained by calculating the transient corrected rail pressure and steady-state rail pressure of the diesel engine.

[0143] Optionally, in some embodiments, the first control unit 102, when determining the control advance angle for the diesel engine, specifically performs the following:

[0144] Determine the advance angle correction value and the after-treatment conversion capability correction coefficient of the diesel engine respectively;

[0145] The transient corrected advance angle of the diesel engine is obtained by calculating the advance angle correction value and the after-processing conversion capability correction coefficient.

[0146] The control advance angle of the diesel engine is obtained by calculating the transient correction advance angle and steady-state advance angle.

[0147] Optionally, in some embodiments, the transient operating condition of the diesel engine may include:

[0148] The difference between the instantaneous intake air volume and the steady-state intake air volume of the diesel engine is greater than the preset intake air volume difference.

[0149] In this embodiment, the judgment unit 101 is used to determine whether the current operating condition of the diesel engine meets the preset transient correction activation conditions after the diesel engine experiences a transient operating condition. Meeting the preset transient correction activation conditions includes either the diesel engine's fuel quantity being greater than a preset activation fuel quantity or the diesel engine's intake air quantity being less than a preset intake air quantity, and the diesel engine's after-treatment conversion capability being greater than a preset conversion capability. The first control unit 102 is used to activate transient correction for the diesel engine and operate it using a transient control strategy if the current operating condition of the diesel engine meets the preset transient correction activation conditions. The second control unit 103 is used to determine whether the diesel engine's current operating condition meets the preset transient correction activation conditions. If the current operating conditions do not meet the preset transient correction activation conditions, the diesel engine will continue to operate with a steady-state control strategy. The diesel engine's after-treatment conversion capability will be added to the activation judgment conditions of transient correction of engine combustion parameters. Transient correction will only be activated when either the fuel quantity or the intake air quantity of the diesel engine meets the conditions along with the after-treatment capability. This can maximize the improvement of the diesel engine's transient economy and emission performance. It solves the problem that the activation conditions of the existing transient correction only consider the fuel quantity deviation or the air quantity deviation without considering other factors, which leads to an increase in the diesel engine's fuel consumption rate and poor transient economy and emission performance.

[0150] It should be noted that the specific working process of each unit provided in the above embodiments of this application can be referred to the corresponding steps in the above method embodiments, and will not be repeated here.

[0151] Optionally, another embodiment of this application provides an electronic device, such as... Figure 7 As shown, it includes:

[0152] Memory 701 and processor 702.

[0153] The memory 701 is used to store the program.

[0154] The processor 702 is used to execute the program stored in the memory 701, and when the program is executed, it is specifically used to implement the diesel engine operation control method provided in any of the above embodiments.

[0155] The electronic devices mentioned 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.

[0156] It should be noted that the specific implementation process can be referred to the implementation method of the diesel engine operation control method provided in the above method embodiments, and will not be repeated here.

[0157] Optionally, another embodiment of this application provides a computer storage medium for storing a computer program, which, when executed, is used to implement the diesel engine operation control method provided in any of the above method embodiments.

[0158] It should be noted that the specific implementation process can be referred to the implementation method of the diesel engine operation control method provided in the above method embodiments, and will not be repeated here.

[0159] In this application, the computer storage medium includes both 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, program modules, 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 technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0160] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0161] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily 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 this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A diesel engine operation control method, characterized in that, include: When the diesel engine experiences a transient operating condition, it is determined whether the current operating condition of the diesel engine meets the preset transient correction activation conditions. Meeting the preset transient correction activation conditions includes one of the following: the fuel quantity of the diesel engine is greater than the preset activation fuel quantity and the intake air quantity of the diesel engine is less than the preset intake air quantity, and the after-treatment conversion capacity of the diesel engine is greater than the preset conversion capacity. If it is determined that the current operating condition of the diesel engine meets the preset transient correction activation conditions, then the control rail pressure and control advance angle of the diesel engine are determined respectively; the in-cylinder combustion of the diesel engine is controlled based on the control rail pressure and the control advance angle; If it is determined that the current operating condition of the diesel engine does not meet the preset transient correction activation conditions, the diesel engine is controlled to continue operating with a steady-state control strategy.

2. The diesel engine operation control method according to claim 1, characterized in that, The after-treatment conversion capacity of the diesel engine is greater than the preset conversion capacity, including: the after-treatment temperature of the diesel engine is in the preset high-efficiency range, and the ammonia storage value of the diesel engine is greater than the preset ammonia storage value.

3. The diesel engine operation control method according to claim 2, characterized in that, Determining whether the current operating condition of the diesel engine meets the preset transient correction activation conditions includes: The following criteria are determined: whether the fuel quantity of the diesel engine is greater than the preset start fuel quantity; whether the intake air volume of the diesel engine is less than the preset intake air volume; whether the after-treatment temperature of the diesel engine is within the preset high efficiency range; and whether the ammonia storage value of the diesel engine is greater than the preset ammonia storage value. If it is determined that the fuel quantity of the diesel engine is greater than the preset opening fuel quantity or the intake air quantity of the diesel engine is less than the preset intake air quantity, and the after-treatment temperature of the diesel engine is in the preset high efficiency range and the ammonia storage value of the diesel engine is greater than the preset ammonia storage value, then it is determined that the current operating condition of the diesel engine meets the preset transient correction opening condition. If it is determined that the fuel quantity of the diesel engine is not greater than the preset opening fuel quantity, and / or the intake air volume of the diesel engine is not less than the preset intake air volume, and the after-treatment temperature of the diesel engine is not in the preset high efficiency range, and / or the ammonia storage value of the diesel engine is not greater than the preset ammonia storage value, then it is determined that the current operating condition of the diesel engine does not meet the preset transient correction opening conditions.

4. The diesel engine operation control method according to claim 1, characterized in that, Determining the control rail pressure of the diesel engine includes: Determine the rail pressure correction value and the after-treatment conversion capability correction coefficient of the diesel engine respectively; The transient corrected rail pressure of the diesel engine is obtained by calculating based on the rail pressure correction value and the post-processing conversion capability correction coefficient. The control rail pressure of the diesel engine is obtained by calculating the transient corrected rail pressure and the steady-state rail pressure.

5. The diesel engine operation control method according to claim 1, characterized in that, Determining the advance angle for control of the diesel engine includes: Determine the advance angle correction value and the after-treatment conversion capability correction coefficient of the diesel engine respectively; The transient corrected advance angle of the diesel engine is obtained by calculating based on the advance angle correction value and the after-processing conversion capability correction coefficient. The control advance angle of the diesel engine is obtained by calculating the transient correction advance angle and the steady-state advance angle.

6. The diesel engine operation control method according to any one of claims 1-5, characterized in that, The diesel engine experiences transient operating conditions, including: The difference between the instantaneous intake air volume and the steady-state intake air volume of the diesel engine is greater than the preset intake air volume difference.

7. A diesel engine operation control device, characterized in that, include: The judgment unit is used to determine whether the current operating condition of the diesel engine meets the preset transient correction activation conditions after the diesel engine experiences a transient operating condition. The preset transient correction activation conditions include: the diesel engine's fuel quantity is greater than the preset activation fuel quantity and the diesel engine's intake air quantity is less than the preset intake air quantity, and the diesel engine's after-treatment conversion capacity is greater than the preset conversion capacity. The first control unit is configured to determine the control rail pressure and control advance angle of the diesel engine if it is determined that the current operating condition of the diesel engine meets the preset transient correction activation conditions; and to control the in-cylinder combustion of the diesel engine based on the control rail pressure and the control advance angle. The second control unit is used to control the diesel engine to continue operating with a steady-state control strategy if it is determined that the current operating condition of the diesel engine does not meet the preset transient correction activation conditions.

8. An electronic device, characterized in that, include: Memory and processor; The memory is used to store programs; The processor is used to execute the program, which, when executed, is specifically used to implement the diesel engine operation control method as described in any one of claims 1 to 6.

9. A computer storage medium, characterized in that, Used to store a computer program, which, when executed, is used to implement the diesel engine operation control method as described in any one of claims 1 to 6.

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