Engine operation dynamic state correction method and device and storage medium

Abstract

The invention relates to the technical field of engine operation dynamics, in particular to an engine operation dynamics correction method and device and a storage medium, and the correction method comprises the following steps: obtaining a concentration value of a to-be-measured object; calculating the deviation percentage of the concentration value of the to-be-detected object according to the condition that the concentration value of the to-be-detected object exceeds a set range and the mass of the to-be-detected object is accumulated to a limited mass value; according to the fact that the deviation percentage is larger than a preset limit value, a correction coefficient corresponding to the deviation percentage is obtained; and correcting the rail pressure and the excess air coefficient according to the correction coefficient. And a corresponding correction coefficient is obtained according to the calculated deviation percentage, the step ensures that correction measures can be taken in time when the emission deviation is obvious, finally, the rail pressure and the excess air coefficient are corrected according to the correction coefficient, the combustion process of the engine is optimized, the dynamic correction method can adjust combustion parameters in real time, and the combustion efficiency is improved. It is ensured that emissions are within a reasonable range, and generation of smoke dust is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of engine operation dynamics, and in particular to a correction method, device and storage medium for engine operation dynamics. Background Art

[0002] With the continuous improvement of environmental awareness and increasingly stringent emission regulations, especially the implementation of the National VI emission standards in China, higher requirements are placed on the control of engine operation dynamics. As the main power source for transportation, diesel engines emit soot particles (Soot) and nitrogen oxides (NOx), which are the main sources of air pollution. To address this problem, the National VI emission diesel engines on the market are generally equipped with a particulate filter (DPF) to reduce soot particle emissions. However, due to the influence of various factors during actual use, the engine's soot emissions are still abnormally high. Summary of the invention

[0003] The purpose of the present invention is to at least solve the problem of abnormally high smoke emission from the engine. This purpose is achieved by the following technical solutions:

[0004] A first aspect of the present invention provides a method for correcting engine operating dynamics, comprising the following steps:

[0005] Obtain the concentration value of the substance to be tested;

[0006] Calculate the deviation percentage of the concentration value of the analyte according to the concentration value of the analyte exceeding the set range and the mass of the analyte accumulating to the limited mass value;

[0007] According to the deviation percentage being greater than a preset limit value, obtaining a correction coefficient corresponding to the deviation percentage;

[0008] The rail pressure and the excess air coefficient are corrected according to the correction coefficient.

[0009] According to the correction method of the present invention, first, the concentration value of the object to be tested in the exhaust gas is obtained in real time to provide basic data for subsequent control. According to the set range and the limited mass value, the concentration of the object to be tested is accumulated in real time and the deviation is calculated, and the deviation percentage of the concentration of the object to be tested is calculated. This process can reflect the emission of the engine in actual operation and is more representative than a single measurement. The deviation percentage is the percentage difference between the concentration of the object to be tested actually emitted by the engine and the set reference value, which reflects the degree of deviation between the current combustion process and the ideal combustion process. Further, the calculated deviation percentage is compared with the preset limit value. When the deviation percentage is greater than the preset limit value, the corresponding correction coefficient is obtained. This step ensures that corrective measures can be taken in time when the emission deviation is significant. Finally, the rail pressure and the excess air coefficient are corrected according to the correction coefficient to optimize the combustion process of the engine. This dynamic correction method can adjust the combustion parameters in real time to ensure that the emissions are within a reasonable range and reduce the generation of smoke.

[0010] In addition, the method for correcting the engine operating dynamics according to the present invention may also have the following additional technical features:

[0011] In some embodiments of the present invention, the analyte is nitrogen oxides and / or oxygen.

[0012] In some embodiments of the present invention, when the object to be detected is nitrogen oxide, the setting range is 900PPM to 1100PPM, and the range of the limited mass value is 8g to 12g;

[0013] When the object to be detected is oxygen, the setting range is 8% to 12%, and the range of the limited mass value is 110g to 130g.

[0014] In some embodiments of the present invention, before the step of obtaining the concentration value of the analyte, the correction method further includes:

[0015] Obtaining engine operating parameters;

[0016] Determining whether the operating parameters fall within a preset range;

[0017] The step of obtaining the concentration value of the object to be detected includes: obtaining the concentration value of the object to be detected according to whether the operating parameter falls within the preset range.

[0018] In some embodiments of the present invention, the operating parameters include: engine speed, engine torque, speed change rate, and torque change rate;

[0019] The preset range includes: a speed range, a torque range, a speed change rate range, and a torque change rate range.

[0020] In some embodiments of the present invention, the low idle speed of the engine is r1, the high idle speed is r2,

[0021] The speed range is (r1+300, r2-300),

[0022] The maximum torque of the engine is T, and the torque range is (0.2T, 0.8T).

[0023] The speed change rate range is (0, 10 rpm / s], and the torque change rate range is (0, 10% / s].

[0024] In some embodiments of the present invention, the preset limit value is 3%.

[0025] In some embodiments of the present invention, the correction coefficient ranges from 0.2 to 0.5.

[0026] A second aspect of the present invention provides a device for correcting engine operating dynamics, comprising:

[0027] The upstream nitrogen and oxygen sensor is used to obtain the concentration value of the substance to be measured;

[0028] A DPF particulate trap, the DPF particulate trap is in communication with the upstream nitrogen oxide sensor and is disposed downstream of the upstream nitrogen oxide sensor;

[0029] A control device, the control device is electrically connected to the upstream nitrogen oxide sensor, and the control device calculates the deviation percentage of the concentration value of the object to be measured according to the concentration value of the object to be measured exceeding the set range and the mass of the object to be measured accumulating to the limited mass value, and obtains a correction coefficient corresponding to the deviation percentage according to the deviation percentage being greater than a preset limit value, and also corrects the rail pressure and the excess air coefficient according to the correction coefficient.

[0030] A third aspect of the present invention provides a storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the above-mentioned method for correcting the engine operating dynamics. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present invention. Moreover, the same reference numerals are used throughout the accompanying drawings to represent the same components. In the accompanying drawings:

[0032] Figure 1 A flow chart showing a method for correcting engine operating dynamics according to an embodiment of the present invention;

[0033] Figure 2A control flow chart of a method for correcting engine operating dynamics according to a specific embodiment of the present invention is shown;

[0034] Figure 3 The structural diagram of the correction device according to the present invention is schematically shown.

[0035] The reference numerals are as follows:

[0036] 10. Nitrogen oxide sensor; 20. Exhaust manifold; 30. DPF particulate filter. DETAILED DESCRIPTION

[0037] The exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided in order to enable a more thorough understanding of the present disclosure and to fully convey the scope of the present disclosure to those skilled in the art.

[0038] It should be understood that the terms used herein are only for the purpose of describing specific example embodiments and are not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms "one", "an" and "said" as used herein may also be meant to include plural forms. The terms "include", "comprise", "contain", and "have" are inclusive, and therefore specify the existence of stated features, steps, operations, elements and / or parts, but do not exclude the existence or addition of one or more other features, steps, operations, elements, parts, and / or combinations thereof. The method steps, processes, and operations described herein are not interpreted as necessarily requiring them to be performed in the specific order described or illustrated, unless the execution order is clearly indicated. It should also be understood that additional or alternative steps may be used.

[0039] Although the terms first, second, third, etc. can be used in the text to describe multiple elements, components, regions, layers and / or sections, these elements, components, regions, layers and / or sections should not be limited by these terms. These terms can only be used to distinguish an element, component, region, layer or section from another region, layer or section. Unless the context clearly indicates, terms such as "first", "second" and other numerical terms do not imply order or sequence when used in the text. Therefore, the first element, component, region, layer or section discussed below can be referred to as the second element, component, region, layer or section without departing from the teaching of the example embodiments.

[0040] For ease of description, spatial relative terms may be used herein to describe the relationship of one element or feature relative to another element or feature as shown in the figure, such as "inside", "outside", "inner side", "outer side", "below", "below", "above", "above", etc. Such spatial relative terms are intended to include different orientations of the device in use or operation in addition to the orientation depicted in the figure. For example, if the device in the figure is turned over, then the elements described as "below other elements or features" or "below other elements or features" will subsequently be oriented as "above other elements or features" or "above other elements or features". Therefore, the example term "below..." can include both above and below orientations.

[0041] like Figure 1 As shown, according to an embodiment of the present invention, a method for correcting engine operation dynamics is provided, comprising the following steps:

[0042] Obtain the concentration value of the substance to be tested;

[0043] Calculate the deviation percentage of the concentration value of the analyte according to the concentration value of the analyte exceeding the set range and the mass of the analyte accumulating to the limited mass value;

[0044] According to the deviation percentage being greater than a preset limit value, obtaining a correction coefficient corresponding to the deviation percentage;

[0045] The rail pressure and the excess air coefficient are corrected according to the correction coefficient.

[0046] According to the correction method of the present invention, first, the concentration value of the object to be tested in the exhaust gas is obtained in real time to provide basic data for subsequent control. According to the set range and the limited mass value, the concentration of the object to be tested is accumulated in real time and the deviation is calculated, and the deviation percentage of the concentration of the object to be tested is calculated. This process can reflect the emission of the engine in actual operation and is more representative than a single measurement. The deviation percentage is the percentage difference between the concentration of the object to be tested actually emitted by the engine and the set reference value, which reflects the degree of deviation between the current combustion process and the ideal combustion process. Further, the calculated deviation percentage is compared with the preset limit value. When the deviation percentage is greater than the preset limit value, the corresponding correction coefficient is obtained. This step ensures that corrective measures can be taken in time when the emission deviation is significant. Finally, the rail pressure and the excess air coefficient are corrected according to the correction coefficient to optimize the combustion process of the engine. This dynamic correction method can adjust the combustion parameters in real time to ensure that the emissions are within a reasonable range and reduce the generation of smoke.

[0047] It can be understood that the excess air coefficient is a parameter used to describe the air-fuel mixture ratio in an internal combustion engine. It represents the ratio of the amount of air actually supplied to the combustion process to the amount of air theoretically required for complete combustion. This coefficient is used to characterize the leanness of the mixture and affects the combustion process and emission characteristics. When the excess air coefficient is equal to 1, it means that the amount of air actually supplied is exactly the amount of air theoretically required for complete combustion. Rail pressure refers to the fuel pressure in the common rail system, which is commonly used in modern diesel engines and gasoline direct injection engines. The common rail system pressurizes the fuel through a high-pressure pump and stores it in the common rail (i.e., high-pressure fuel rail), and then injects the fuel into the cylinder on demand for combustion through the electronically controlled injector.

[0048] It is understood that the test object is nitrogen oxides and / or oxygen. For example, when the test object is nitrogen oxides, the principle of rail pressure correction is that the deviation percentage is a positive number, indicating that the concentration of nitrogen oxides is high, which is usually caused by incomplete combustion or too lean mixture. By increasing the rail pressure, the atomization effect of fuel injection can be improved, the combustion completeness can be improved, and thus the emission of nitrogen oxides and smoke can be reduced. On the contrary, if the deviation percentage is a negative number, the rail pressure may need to be reduced to optimize the combustion process. The correction principle of the excess air coefficient is that when the deviation percentage is a positive number, it indicates that the concentration of nitrogen oxides is high, which may be due to the excessive excess air coefficient, resulting in too lean mixture and incomplete combustion. By increasing the excess air coefficient, the air-fuel ratio can be optimized, complete combustion can be promoted, and the emission of nitrogen oxides and smoke can be reduced. On the contrary, if the deviation percentage is a negative value, the excess air coefficient may need to be reduced to ensure sufficient combustion. Similarly, when the oxygen concentration deviation percentage is a positive number, it means that the actual air volume is sufficient and the combustion is complete. It is usually necessary to reduce the excess air coefficient and reduce the rail pressure to avoid the reduction of combustion efficiency due to too lean. When the oxygen concentration deviation percentage is a negative number, it means that the air volume is insufficient and the combustion is incomplete. It is usually necessary to increase the excess air coefficient and increase the rail pressure to ensure complete combustion and reduce unburned hydrocarbons and carbon monoxide.

[0049] It can be understood that the monitoring and deviation calculation of the oxygen concentration value in this embodiment further improves the comprehensiveness and accuracy of emission monitoring. In addition, by simultaneously monitoring the concentration of nitrogen oxides and the oxygen concentration, the misjudgment of a single indicator can be effectively prevented. For example, a high concentration of nitrogen oxides may be due to excessive oxygen or incomplete combustion. By simultaneously monitoring the oxygen concentration, the combustion condition can be judged more accurately. In the correction process of this embodiment, not only the deviation of the concentration of nitrogen oxides but also the deviation of the oxygen concentration are considered. By comprehensively correcting the two key parameters, the rail pressure and the excess air coefficient can be adjusted more accurately. This multi-dimensional correction method makes the combustion process more balanced and optimized, further reduces the emission of flue gas particulate matter and nitrogen oxides, and improves combustion efficiency. Through dual monitoring and correction, it is ensured that the emission control system can operate stably under various complex conditions. Whether it is high load or low load conditions, efficient emission control can be achieved. At the same time, the control failure caused by fluctuations or abnormalities of a single parameter is reduced, and reliability is enhanced.

[0050] It is understandable that dynamically querying the correction factor according to the deviation percentage can achieve real-time adjustment of the emission situation. By timely correcting the rail pressure and excess air coefficient, the engine operation dynamics are always within a reasonable range, effectively reducing the generation of nitrogen oxides and smoke particles.

[0051] It is understandable that, before the step of obtaining the concentration value of the analyte, the correction method of this embodiment further includes:

[0052] Obtaining engine operating parameters;

[0053] Determine whether the operating parameters fall within the preset range;

[0054] The step of obtaining the concentration value of the object to be detected includes: obtaining the concentration value of the object to be detected according to the operating parameters falling within a preset range.

[0055] Specifically, when the object to be detected is nitrogen oxides, the setting range is the first setting range, the limited mass value is the first limited mass value, and the deviation percentage is the first deviation percentage; when the object to be detected is oxygen, the setting range is the second setting range, the limited mass value is the second limited mass value, and the deviation percentage is the second deviation percentage.

[0056] It is understandable that the complete correction method of this embodiment includes the following steps:

[0057] When the engine is powered on, the operating parameters of the engine are obtained;

[0058] Determine whether the operating parameters fall within the set range;

[0059] Obtaining nitrogen oxide concentration values ​​and oxygen concentration values ​​according to whether the operating parameters fall within the set range;

[0060] When the concentration value of nitrogen oxides exceeds the first set range and the mass of nitrogen oxides accumulates to the first limited mass value, a first deviation percentage of the concentration value of nitrogen oxides is calculated; and when the concentration value of oxygen exceeds the second set range and the mass of oxygen accumulates to the second limited mass value, a second deviation percentage of the concentration value of oxygen is calculated;

[0061] When the first deviation percentage is greater than the first preset limit value, a correction coefficient based on the first deviation percentage is obtained; when the second deviation percentage is greater than the second preset limit value, a correction coefficient based on the second deviation percentage is obtained;

[0062] The final correction coefficient may be the correction coefficient of the first deviation percentage or the correction coefficient of the second deviation percentage;

[0063] The rail pressure and excess air coefficient are corrected according to the correction factor.

[0064] It is understandable that the first setting range is 900PPM-1100PPM, and the second setting range is 8%-12%. Among them, the nitrogen oxide concentration value of 900PPM-1100PPM is set based on the requirements of current engines and emission regulations. The nitrogen oxide concentration within this range is generally considered to be a reasonable emission level of the engine under various working conditions. Exceeding this range means that the nitrogen oxide emission is too high and needs to be corrected. Nitrogen oxides are pollutants generated during the combustion process, and their concentration is closely related to the combustion temperature and the air-fuel ratio of the mixture. By setting this range, it can be ensured that the engine operates at a reasonable combustion temperature and air-fuel ratio to optimize combustion efficiency. The oxygen concentration range of 8%-12% is set based on the oxygen margin under normal combustion conditions of the engine. The oxygen concentration within this range can usually reflect the sufficiency of the combustion process and the leanness of the mixture. Exceeding this range means that the combustion is incomplete or too lean, and correction is required. By monitoring the oxygen concentration, it can be determined whether the combustion process is sufficient. Too high an oxygen concentration may mean incomplete combustion and the generation of more smoke particles. Too low an oxygen concentration may mean that the mixture is too lean, resulting in excessively high combustion temperatures and the generation of more nitrogen oxides. Setting this range can help maintain optimal combustion conditions.

[0065] It is understandable that the range of the first limited mass value is between 8g-12g, and the range of the second limited mass value is between 110g-130g. The range of the first limited mass value is set to 8g-12g, and the cumulative value of nitrogen oxides within this range reflects the changing trend of the emission situation. When the cumulative amount of nitrogen oxides reaches this range, the deviation calculation can effectively reflect the abnormal emission situation. By setting a reasonable cumulative mass range, it is ensured that the monitored nitrogen oxide emissions are representative enough to accurately reflect the emission conditions during engine operation. The range of the second limited mass value is set to 110g-130g, and the cumulative value of oxygen within this range reflects the changing trend of the combustion process. When the cumulative amount of oxygen reaches this range, the deviation calculation can effectively reflect the abnormal combustion situation. By setting a reasonable cumulative mass range, it is ensured that the monitored oxygen concentration is representative enough to accurately reflect the sufficiency and leanness of the combustion process.

[0066] It is understandable that the first preset limit value and the second preset limit value are both 3%. The preset limit values ​​of the first and second deviation percentages are both set to 3%, which reflects the reasonable fluctuation range in the emission and combustion process. When this value is exceeded, correction is required to ensure accurate control of emission and combustion. The 3% limit value can capture abnormal conditions in the emission and combustion process in a timely manner and prevent excessive emissions caused by excessive deviations.

[0067] It is understood that the correction coefficient ranges from 0.1 to 0.6. The correction coefficient range is set to 0.1-0.6, which ensures flexible adjustment of rail pressure and excess air coefficient, can cope with different degrees of deviation, and achieve precise control. The ability of dynamic adjustment ensures efficient operation of the system under various working conditions, optimizes the combustion process, and improves the emission control effect.

[0068] The corresponding table of correction coefficient and deviation percentage is as follows:

[0069]

[0070] It can be understood that the first deviation percentage is the difference between the nitrogen oxide concentration value and the reference value, and the second deviation percentage is the difference between the oxygen concentration value and the reference value, and the reference value is a value within the first setting range and the second setting range. Combining the two deviation percentages, the formula for the variation percentage is When the actual measured value is greater than the reference value, the deviation percentage is a positive value, and when the actual measured value is less than the reference value, the deviation percentage is a negative value.

[0071] It is understandable that the benchmark value is a specific value within the set range. The benchmark value of each engine is different, but most of the benchmark values ​​are within the set range. The benchmark value is tested and calibrated in the laboratory. First, on the engine bench, by controlling the variables, the concentration of nitrogen oxides and oxygen under different working conditions is measured to obtain a large amount of data and determine the ideal benchmark value. By simulating the real driving cycle, the engine emissions are tested under various loads, speeds and environmental conditions to determine a more adaptable benchmark value.

[0072] Furthermore, the first deviation percentage is a positive number, indicating that the actual nitrogen oxide concentration is higher than the reference value, which is usually caused by too high combustion temperature or too low excess air coefficient (too lean combustion). At this time, measures need to be taken to reduce the combustion temperature or increase the excess air coefficient. The second deviation percentage is a positive number, indicating that the actual oxygen concentration is higher than the reference value, which is usually caused by incomplete combustion or too lean mixture. At this time, it is necessary to increase the fuel injection amount or reduce the excess air coefficient to improve the combustion process.

[0073] Furthermore, the first deviation percentage is a negative number, indicating that the actual nitrogen oxide concentration is lower than the reference value, which may be caused by the combustion temperature being too low or the excess air coefficient being too high (combustion being too rich). In this case, the combustion temperature needs to be increased or the excess air coefficient needs to be reduced. The second deviation percentage is a negative number, indicating that the actual oxygen concentration is lower than the reference value, which is usually caused by the mixture being too rich or the combustion process being too intense. In this case, the fuel injection amount needs to be reduced or the excess air coefficient needs to be increased to prevent excessive combustion.

[0074] Specifically, the rail pressure is adjusted according to the correction coefficient. For example, if the current rail pressure is 1000 bar and the correction coefficient is 0.2, the new rail pressure is 1000*(1+0.2)=1200 bar. Similarly, the excess air coefficient is adjusted according to the correction coefficient. For example, if the current excess air coefficient is 1.1 and the correction coefficient is -0.2, the new excess air coefficient is 1.1*(1-0.2)=0.88.

[0075] Furthermore, the correction coefficient corrects the rail pressure MAP (MAP is a preset parameter table or function in the engine control system that converts sensor signals (such as oxygen concentration, nitrogen oxide concentration, etc.) into control outputs (such as rail pressure, excess air coefficient, etc.)) and the excess air coefficient MAP.

[0076] It is understood that by real-time accumulation and deviation calculation of the concentration of the test object (such as nitrogen oxides and oxygen), and obtaining the concentration deviation percentage, the following steps can be implemented. This method is applicable to the engine emission control system, and the combustion parameters are dynamically adjusted to optimize emissions and combustion efficiency through real-time monitoring and calculation. First, the concentration of nitrogen oxides and oxygen is monitored in real time, and the real-time concentration values ​​of nitrogen oxides and oxygen are obtained through the nitrogen oxide sensor, and the data is transmitted to the engine control device; secondly, the cumulative value variables of nitrogen oxides and oxygen are defined, such as 10g and 120g respectively, and the real-time measured concentration values ​​are accumulated at each time step; then, the target concentration value or reference value of nitrogen oxides and oxygen is set, such as the nitrogen oxide reference value of 1000ppm and the oxygen reference value of 10%, and the difference between the real-time measurement value and the reference value is calculated to obtain the concentration deviation; then, the percentage of the concentration deviation is calculated for further control and adjustment; finally, the operating parameters (such as rail pressure and excess air coefficient) are dynamically adjusted according to the deviation percentage.

[0077] It is understood that the operating parameters include: engine speed, engine torque, speed change rate, and torque change rate; the preset range includes: speed range, torque range, speed change rate range, and torque change rate range. Selecting specific operating parameters (such as engine speed, engine torque, speed change rate, and torque change rate) and maintaining them within the preset range is to ensure that the engine operates under optimal conditions, optimize combustion efficiency, reduce emissions, and ensure system stability.

[0078] Furthermore, the low idle speed of the engine is r1, the high idle speed is r2, the speed range is (r1+300, r2-300), the maximum torque of the engine is T, the torque range is (0.2T, 0.8T), the speed change rate range is (0, 10rpm / s], and the torque change rate range is (0, 10% / s]. The speed range of (r1+300, r2-300) is selected to ensure that the monitoring and correction process is carried out within the stable operating range of the engine. A speed lower than r1+300 or higher than r2-300 may cause unstable operating conditions and affect the accuracy of the monitoring data. This range covers the main operating speed range of the engine, can reflect the emission conditions under most actual driving conditions, and ensure the effectiveness of the correction measures. The torque range is selected between 20%-80% of the maximum torque to ensure monitoring and correction under common load conditions. Too low or too high torque may lead to extreme operating conditions, which is not conducive to accurate monitoring and control. This torque range covers the main load conditions of the engine in actual use, ensuring exhaust gas emissions. The applicability of emission monitoring and correction measures under common driving conditions. The speed change rate is limited to no more than 10rpm / s to ensure that the engine speed changes smoothly during the monitoring and correction process, avoiding distortion of monitoring data caused by drastic speed fluctuations. Smooth speed changes help achieve precise emission control and ensure that correction measures can accurately reflect the engine operating status. The torque change rate is limited to no more than 10% / s to ensure that the engine load changes smoothly during the monitoring and correction process, avoiding fluctuations in monitoring data caused by drastic load changes. Smooth torque changes help optimize the combustion process and ensure that emission control measures can effectively improve combustion efficiency and emission levels. Therefore, by reasonably selecting the engine speed range, torque range, speed change rate and torque change rate, the stability and effectiveness of the emission monitoring and correction process are ensured. Accurate control and dynamic adjustment of engine operating dynamics are achieved, significantly reducing the emission of soot particles and nitrogen oxides, improving fuel economy and engine performance, and ensuring that it can meet strict emission standards under various operating conditions.

[0079] It is understandable that the correction method for engine operation dynamics also includes the following steps: after a driving cycle is completed, the correction coefficient is reset, and then re-determined and corrected after entering the next driving cycle. After a driving cycle is completed, the correction coefficient is reset to ensure that each cycle starts from the initial state to avoid the impact of cumulative errors. Re-determination and correction for each new driving cycle helps to continuously optimize emission control and combustion processes and maintain the long-term effectiveness and reliability of the system.

[0080] In another specific embodiment, a method for correcting engine operation dynamics includes the following steps:

[0081] When the engine is powered on, it is determined whether the engine operating parameters fall within the preset range;

[0082] The preset range of engine speed is (r1+300, r2-300);

[0083] The torque range is preset from 20%-80% of the maximum torque;

[0084] The preset range of the speed change rate is limited to less than or equal to 10rpm / s;

[0085] The preset range of the torque change rate is less than or equal to 10% / s.

[0086] Obtaining nitrogen oxide concentration value and oxygen concentration value according to the upstream nitrogen oxide sensor 10;

[0087] The nitrogen oxide concentration value exceeds the first set range, such as 1000 PPM;

[0088] The oxygen concentration value exceeds a second set range, such as 10%;

[0089] Calculate the deviation percentage according to the following conditions: when the nitrogen oxide concentration value is not within the first set range and the mass of the nitrogen oxides accumulates to a limited mass value of 10 g, calculate the first deviation percentage of the nitrogen oxide concentration value;

[0090] When the oxygen concentration value is not within the second setting range and the mass of oxygen is accumulated to a second mass value of 120 g, a second deviation percentage of the oxygen concentration value is calculated.

[0091] The correction coefficient is obtained according to the following conditions: when the first deviation percentage is greater than the first preset limit value (3%), the correction coefficient based on the first deviation percentage is obtained; when the second deviation percentage is greater than the second preset limit value (3%), the correction coefficient based on the second deviation percentage is obtained;

[0092] The final correction factor is determined according to the first deviation percentage or the second deviation percentage.

[0093] The rail pressure and excess air coefficient are corrected according to the correction factor.

[0094] After a driving cycle is completed, the correction factor is reset and then re-judged and corrected after entering the next driving cycle.

[0095] The present embodiment also proposes a correction device for engine operation dynamics, including an upstream nitrogen oxide sensor 10, a DPF particulate trap 30 (i.e., a diesel particulate trap), a control device (ECU) and an exhaust manifold 20. The DPF particulate trap 30 is connected to the upstream nitrogen oxide sensor 10 through the exhaust manifold 20. The DPF particulate trap 30 is arranged downstream of the upstream nitrogen oxide sensor 10. The control device is electrically connected to the upstream nitrogen oxide sensor 10. The control device calculates the deviation percentage of the concentration value of the object to be measured according to the concentration value of the object to be measured exceeding the set range and the mass of the object to be measured accumulating to the limited mass value, and obtains a correction coefficient corresponding to the deviation percentage according to the deviation percentage being greater than the preset limit value, and also corrects the rail pressure and the excess air coefficient according to the correction coefficient.

[0096] It is understood that the upstream nitrogen oxide sensor 10 is used to monitor the nitrogen oxide concentration and oxygen concentration in the exhaust gas in real time. The upstream nitrogen oxide sensor 10 is installed in the upstream position of the engine exhaust system, close to the exhaust manifold 20, to ensure that the untreated exhaust components are measured. The DPF particulate trap 30 is used to capture and remove smoke particles in the exhaust gas to reduce particulate matter emissions. The ECU is electrically connected to the upstream nitrogen oxide sensor 10 and the DPF particulate trap 30, receives sensor data and performs analysis and processing.

[0097] This embodiment further proposes a storage medium on which a computer program is stored. When the computer program is executed by a processor, the above-mentioned method for correcting the engine operating dynamics is implemented.

[0098] The above is only a preferred specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed by the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. A method for correcting engine operating dynamics, It is characterized in that The method comprises the following steps: obtaining the concentration value of the object to be tested; Calculate the deviation percentage of the concentration value of the analyte according to the concentration value of the analyte exceeding the set range and the mass of the analyte accumulating to the limited mass value; According to the deviation percentage being greater than a preset limit value, obtaining a correction coefficient corresponding to the deviation percentage; The rail pressure and the excess air coefficient are corrected according to the correction coefficient.

2. The method for correcting engine operating dynamics according to claim 1, It is characterized in that The analyte is nitrogen oxide and / or oxygen.

3. The method for correcting engine operating dynamics according to claim 2, It is characterized in that When the object to be detected is nitrogen oxide, the setting range is 900PPM to 1100PPM, and the range of the limited mass value is 8g to 12g; When the object to be detected is oxygen, the setting range is 8% to 12%, and the range of the limited mass value is 110g to 130g.

4. The method for correcting engine operating dynamics according to claim 1, It is characterized in that Before the step of obtaining the concentration value of the analyte, the correction method further comprises: Obtaining engine operating parameters; Determining whether the operating parameters fall within a preset range; The step of obtaining the concentration value of the object to be detected includes: obtaining the concentration value of the object to be detected according to whether the operating parameter falls within the preset range.

5. The method for correcting engine operating dynamics according to claim 4, It is characterized in that The operating parameters include: engine speed, engine torque, speed change rate, and torque change rate; The preset range includes: a speed range, a torque range, a speed change rate range, and a torque change rate range.

6. The method for correcting engine operating dynamics according to claim 5, It is characterized in that The low idle speed of the engine is r1, the high idle speed is r2, and the speed range is (r1+300, r2-300). The maximum torque of the engine is T, and the torque range is (0.2T, 0.8T). The speed change rate range is (0, 10 rpm / s], and the torque change rate range is (0, 10% / s].

7. The method for correcting engine operating dynamics according to claim 1, It is characterized in that The preset limit value is 3%.

8. The method for correcting engine operating dynamics according to claim 1, It is characterized in that The correction coefficient ranges from 0.2 to 0.

5.

9. A device for correcting the dynamics of engine operation, It is characterized in that include: The upstream nitrogen and oxygen sensor is used to obtain the concentration value of the substance to be measured; A DPF particulate trap, the DPF particulate trap is in communication with the upstream nitrogen oxide sensor and is disposed downstream of the upstream nitrogen oxide sensor; A control device, the control device is electrically connected to the upstream nitrogen oxide sensor, and the control device calculates the deviation percentage of the concentration value of the object to be measured according to the concentration value of the object to be measured exceeding the set range and the mass of the object to be measured accumulating to the limited mass value, and obtains a correction coefficient corresponding to the deviation percentage according to the deviation percentage being greater than a preset limit value, and also corrects the rail pressure and the excess air coefficient according to the correction coefficient.

10. A storage medium having a computer program stored thereon, It is characterized in that When the computer program is executed by a processor, the method for correcting the engine operating dynamics according to any one of claims 1 to 8 is implemented.

Images