Engine flow control method and device, electronic equipment and storage medium

Abstract

The invention discloses an engine flow control method and device, electronic equipment and a storage medium, the method determines a flow control mode of an engine, and the flow control mode comprises a first throttle valve control mode, a second throttle valve control mode, a third throttle valve control mode, a first supercharger control mode and a second supercharger control mode; only the throttle valve is controlled in the first throttle valve control mode, the second throttle valve control mode and the third throttle valve control mode, the front pressure of the throttle valve in each throttle valve control mode is different, and the throttle valve and the supercharger are simultaneously controlled in the first supercharger control mode and the second supercharger control mode. The opening degrees of deflation valves of the superchargers in all the supercharger control modes are different; and the flow of the engine is controlled according to the flow control mode of the engine, so that the engine operates according to the priority that the torque requirement is prior to the air quantity requirement, and the air quantity requirement is prior to the throttle valve requirement and the supercharger requirement, and a better performance index is achieved.

Description

Technical Field

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

[0002] As the world's third largest energy source after coal and oil, natural gas plays an increasingly important role. The main component of natural gas is methane, a gaseous fuel that can be fully mixed with air. After combustion, there is basically no particulate emission and less carbon monoxide. Compared with other fossil fuels, the amount of pollutant emissions generated during the entire life cycle of mining, production, storage, transportation, and use is very small, and it is called "clean fuel."

[0003] A natural gas engine using natural gas as fuel can adjust the amount of fresh air entering the engine through the throttle, and can also adjust the pressure of the air entering the intake manifold through the supercharger, thereby adjusting the flow rate entering the engine. However, the inventors have found through research that the correspondence between the throttle and the supercharger in the existing control method is relatively mechanical. Under a fixed torque requirement, the correspondence between the throttle and the supercharger is fixed, without considering the coordination requirements of the throttle and the supercharger in different scenarios, nor the performance under different coordination schemes of the throttle and the supercharger. Summary of the invention

[0004] Based on the above-mentioned deficiencies of the prior art, the present application provides an engine flow control method, device, electronic device and storage medium to solve the problem that the correspondence between the throttle and the supercharger in the existing control method is relatively mechanical. Under a fixed torque requirement, the correspondence between the throttle and the supercharger is fixed, and does not consider the coordination requirements of the throttle and the supercharger in different scenarios, nor does it consider the performance issues under different throttle and supercharger coordination schemes.

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

[0006] The first aspect of the present application provides an engine flow control method, comprising:

[0007] Determining a flow control mode of the engine, the flow control mode comprising: a first throttle control mode, a second throttle control mode, a third throttle control mode, a first supercharger control mode and a second supercharger control mode, wherein only the throttle is controlled in the first throttle control mode, the second throttle control mode and the third throttle control mode, and the front pressure of the throttle in each throttle control mode is different, and the throttle and the supercharger are controlled at the same time in the first supercharger control mode and the second supercharger control mode, and the opening degree of the exhaust valve of the supercharger in each supercharger control mode is different;

[0008] The flow rate of the engine is controlled according to the flow rate control mode of the engine, so that the engine is operated according to the priority of torque demand over air volume demand, and the air volume demand over throttle demand and supercharger demand.

[0009] Optionally, in the above engine flow control method, determining the flow control mode of the engine includes:

[0010] Determining whether a first condition, a second condition, and a third condition are met, wherein the first condition indicates that the throttle of the engine is within a controllable range, the second condition indicates that the engine has a power requirement or a controllability requirement, and the third condition indicates that the engine has a breath holding requirement;

[0011] If the first condition and the second condition are met, determining that the flow control mode of the engine is the first supercharger control mode;

[0012] If the first condition is met and the second condition is not met, determining that the flow control mode of the engine is the second supercharger control mode;

[0013] If the first condition is not satisfied but the third condition is satisfied, determining that the flow control mode of the engine is the first throttle control mode;

[0014] If the first condition and the third condition are not satisfied and the second condition is satisfied, determining that the flow control mode of the engine is the second throttle control mode;

[0015] If the first condition, the third condition and the second condition are not satisfied, the flow control mode of the engine is the third throttle control mode.

[0016] Optionally, in the above engine flow control method, determining whether the first condition is met includes:

[0017] determining a current pre-throttle pressure, a target pre-throttle pressure difference, and a desired post-throttle pressure of the engine;

[0018] Determining whether the expected post-throttle pressure of the engine is less than the difference between the current pre-throttle pressure of the engine and the target pre-throttle and post-throttle pressure difference of the engine;

[0019] If it is determined that the expected post-throttle pressure of the engine is less than the difference between the current throttle pressure of the engine and the target pre-throttle and post-throttle pressure difference of the engine, it is determined that the first condition is satisfied;

[0020] If it is determined that the expected post-throttle pressure of the engine is not less than the difference between the current throttle pressure of the engine and the target pre-throttle and post-throttle pressure difference of the engine, it is determined that the first condition is not satisfied.

[0021] Optionally, in the above-mentioned engine flow control method, determining the target pre-throttle and post-throttle pressure difference of the engine and the desired post-throttle pressure of the engine comprises:

[0022] converting a current accelerator pedal opening into a desired air intake amount of the engine, wherein the desired air intake amount is a fresh air intake amount required by the engine at the current accelerator pedal opening;

[0023] A table is looked up according to the expected air intake of the engine to obtain the target pressure difference before and after the throttle of the engine, and a calculation is performed according to the expected air intake of the engine and the principle of density method to obtain the expected pressure after the throttle of the engine.

[0024] Optionally, in the above engine flow control method, determining whether the second condition is met includes:

[0025] Determine whether the first sub-condition, the second sub-condition, the third sub-condition, the fourth sub-condition and the fifth sub-condition are satisfied respectively; the first sub-condition indicates that the speed of the vehicle to which the engine belongs is less than a preset speed; the second sub-condition indicates that the speed change rate of the engine is greater than the preset speed change rate and the load change rate of the engine is greater than the preset load change rate, and the duration is greater than a preset time; the third sub-condition indicates that the throttle change rate of the engine is less than the preset throttle change rate; the fourth sub-condition indicates that the vehicle to which the engine belongs activates at least one of cruise control, turns off the power output switch and external speed control; the fifth sub-condition indicates that the ratio of the expected intake amount of the engine to the actual intake amount of the engine is greater than the preset intake amount ratio, and the expected intake amount of the engine is greater than the preset intake amount;

[0026] If the third sub-condition, the fourth sub-condition or the fifth sub-condition is satisfied, it is determined that the second condition is satisfied; or if the first sub-condition and the second sub-condition are satisfied, it is determined that the second condition is satisfied.

[0027] Optionally, in the above engine flow control method, determining whether the third condition is met includes:

[0028] Determining whether a sixth sub-condition and / or a seventh sub-condition are satisfied, wherein the sixth sub-condition indicates that a difference between a target EGR rate and an actual EGR rate of the engine is greater than a preset difference, and the seventh sub-condition indicates that there is an overpressure risk in the supercharger;

[0029] If the sixth sub-condition and / or the seventh sub-condition are satisfied, it is determined that the third condition is satisfied;

[0030] If the sixth sub-condition and the seventh sub-condition are not satisfied, it is determined that the third condition is not satisfied.

[0031] Optionally, in the above engine flow control method, controlling the flow of the engine according to the flow control mode of the engine includes:

[0032] If it is determined that the flow control mode of the engine is the first throttle control mode, the front pressure of the throttle is controlled to be a first preset pressure, and the air flow of the throttle is the expected intake volume of the engine, and the first preset pressure is the maximum front pressure of the throttle corresponding to the supercharger not overspeeding and not surging;

[0033] If it is determined that the flow control mode of the engine is the second throttle control mode, the front pressure of the throttle is controlled to be a second preset pressure, and the air flow of the throttle is controlled to be a desired intake volume of the engine;

[0034] If it is determined that the flow control mode of the engine is the third throttle control mode, the front pressure of the throttle is controlled to be the third preset pressure, and the air flow of the throttle is the expected air volume of the engine;

[0035] If it is determined that the flow control mode of the engine is the first supercharger control mode, the air flow of the throttle valve is controlled to be the desired intake volume of the engine and the exhaust valve of the supercharger is in a closed state;

[0036] If it is determined that the flow control mode of the engine is the second supercharger control mode, the air flow of the throttle valve is controlled to be the desired intake volume of the engine, and the exhaust valve of the supercharger is in an open state;

[0037] The first preset pressure is greater than the second preset pressure and greater than the third preset pressure.

[0038] A second aspect of the present application provides an engine flow control device, comprising:

[0039] a determination unit, configured to determine a flow control mode of the engine, the flow control mode comprising: a first throttle control mode, a second throttle control mode, a third throttle control mode, a first supercharger control mode, and a second supercharger control mode, wherein only the throttle is controlled in the first throttle control mode, the second throttle control mode, and the third throttle control mode, and the front pressure of the throttle in each throttle control mode is different, and the throttle and the supercharger are controlled at the same time in the first supercharger control mode and the second supercharger control mode, and the opening degree of the exhaust valve of the supercharger in each supercharger control mode is different;

[0040] The control unit is used to control the flow of the engine according to the flow control mode of the engine, so that the engine operates according to the priority of torque demand over air volume demand, and the air volume demand over throttle demand and supercharger demand.

[0041] The third aspect of the present application discloses an electronic device, comprising:

[0042] Memory and processor;

[0043] Wherein, the memory is used to store programs;

[0044] The processor is used to execute the program, and when the program is executed, it is specifically used to implement the engine flow control method as described in any one of the first aspects disclosed.

[0045] The fourth aspect of the present application discloses a computer storage medium for storing a computer program. When the computer program is executed, it is used to implement the engine flow control method as described in any one of the first aspects.

[0046] The present application provides an engine flow control method, comprising: determining a flow control mode of the engine, the flow control mode comprising: a first throttle control mode, a second throttle control mode, a third throttle control mode, a first supercharger control mode and a second supercharger control mode, in which only the throttle is controlled in the first throttle control mode, the second throttle control mode and the third throttle control mode, the front pressure of the throttle in each throttle control mode is different, in which the throttle and the supercharger are controlled at the same time in the first supercharger control mode and the second supercharger control mode, the opening degree of the exhaust valve of the supercharger in each supercharger control mode is different; controlling according to the flow control mode of the engine The flow rate of the engine is adjusted so that the engine can operate according to the priority of torque demand over air volume demand, and air volume demand over throttle demand and supercharger demand. It can explore the advantages of different throttle and supercharger matching schemes in different scenarios, distinguish the coordination relationship between the supercharger and the throttle under different working conditions, and enable the engine to achieve better performance indicators. It solves the problem that the corresponding relationship between the throttle and the supercharger in the existing control method is relatively mechanical. Under a fixed torque demand, the corresponding relationship between the throttle and the supercharger is fixed, and the matching requirements of the throttle and the supercharger in different scenarios are not considered, nor is the performance under different throttle and supercharger matching schemes considered. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0048] Figure 1 A schematic diagram of the position structure of a throttle and a supercharger in an engine provided in an embodiment of the present application;

[0049] Figure 2 A flow chart of an engine flow control method provided in an embodiment of the present application;

[0050] Figure 3 A flow chart for determining a flow control mode of an engine provided in an embodiment of the present application;

[0051] Figure 4 A schematic diagram of the structure of an engine flow control device provided in an embodiment of the present application;

[0052] Figure 5 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0053] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0054] In this application, relational terms such as first and second, etc. are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprise", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the statement "comprises a ..." does not exclude the presence of other identical elements in the process, method, article or device including the element.

[0055] The present application provides an engine flow control method, device, electronic device and storage medium to solve the problem that the correspondence between the throttle and the supercharger in the existing control method is relatively mechanical. Under a fixed torque requirement, the correspondence between the throttle and the supercharger is fixed, and the coordination requirements of the throttle and the supercharger in different scenarios are not considered, nor is the performance under different throttle and supercharger coordination schemes considered.

[0056] First of all, it should be noted that the engine flow control method provided by the present application is at least applicable to natural gas engines that use natural gas as fuel; of course, it is not limited to this, and can also be applied to other existing types of engines. The present application does not specifically limit the type of engine used for the engine flow control method, and all are within the scope of protection of the present application.

[0057] For ease of understanding, take the spark ignition engine as an example. Figure 1 As shown, the torque of the engine corresponds to the mixture flow rate flowing into the engine, and the air flow rate flowing through the throttle valve is related to the front / rear pressure of the throttle valve and the opening of the throttle valve, and the front pressure of the throttle valve is controlled by the supercharger.

[0058] The inventors have found that the existing solutions have not explored the coordination requirements of the throttle and supercharger in different scenarios, nor have they explored the performance of different throttle and supercharger coordination solutions. Specifically, if the vehicle is in a condition of frequent acceleration, the vehicle is more inclined to power requirements; if the vehicle speed is high and is in a relatively stable condition for a long time, the vehicle needs more economy.

[0059] See also Figure 2 , the engine flow control method mainly includes the following steps:

[0060] S101, determining a flow control mode of an engine.

[0061] The flow control modes include: a first throttle control mode, a second throttle control mode, a third throttle control mode, a first supercharger control mode and a second supercharger control mode. In the first throttle control mode, the second throttle control mode and the third throttle control mode, only the throttle is controlled, and the front pressure of the throttle in each throttle control mode is different. In the first supercharger control mode and the second supercharger control mode, the throttle and the supercharger are controlled at the same time, and the opening degree of the exhaust valve of the supercharger in each supercharger control mode is different.

[0062] In some embodiments, the specific process of step S101, determining the flow control mode of the engine, may be as follows:

[0063] Determine whether the first condition, the second condition and the third condition are met, the first condition indicates that the throttle of the engine is within a controllable range, the second condition indicates that the engine has a power demand or a controllability demand, and the third condition indicates that the engine has a breath holding demand; if the first condition and the second condition are met, the flow control mode of the engine is determined to be the first supercharger control mode; if the first condition is met and the second condition is not met, the flow control mode of the engine is determined to be the second supercharger control mode; if the first condition is not met and the third condition is met, the flow control mode of the engine is determined to be the first throttle control mode; if the first condition and the third condition are not met and the second condition is met, the flow control mode of the engine is determined to be the second throttle control mode; if the first condition and the third condition are not met and the second condition is met, the flow control mode of the engine is determined to be the second throttle control mode; if the first condition, the third condition and the second condition are not met, the flow control mode of the engine is determined to be the third throttle control mode.

[0064] In practical applications, the specific process of determining the flow control mode of the engine can be as follows: Figure 3 As shown, first determine whether the first condition is met; if the first condition is met, determine whether the second condition is met, if so, determine that the flow control mode of the engine is the first supercharger control mode, if not, determine that the flow control mode of the engine is the second supercharger control mode; if the first condition is not met, determine whether the third condition is met, if so, determine that the flow control mode of the engine is the first throttle control mode; if the third condition is not met, determine whether the second condition is met, if so, determine that the flow control mode of the engine is the second throttle control mode, if not, determine that the flow control mode of the engine is the third throttle control mode.

[0065] In some embodiments, the specific process of determining whether the first condition is met is as follows, mainly including steps S201 to S204:

[0066] S201 : Determine a current pre-throttle pressure, a target pre-throttle and post-throttle pressure difference, and a desired post-throttle pressure of an engine.

[0067] In practical applications, the current pre-throttle pressure of the engine can be obtained by collecting data through the pre-throttle pressure sensor; of course, it is not limited to this, and the current pre-throttle pressure of the engine can be determined by other existing methods, which are all within the scope of protection of this application.

[0068] The target throttle pressure difference of the engine may be the difference between the front pressure and the rear pressure of the throttle of the engine at the required flow rate. The process of determining the target throttle pressure difference of the engine may include steps S301 and S302:

[0069] S301: Convert the current accelerator pedal opening into a desired air intake volume of the engine.

[0070] The expected air intake volume is the fresh air intake volume required by the engine at the current accelerator pedal opening.

[0071] In practical applications, the expected air intake of the engine can be obtained by searching in the corresponding two-dimensional difference table of the expected air intake of the engine according to the current accelerator pedal opening and the current speed of the engine. The two-dimensional difference table of the expected air intake of the engine can be obtained according to the type and parameters of the engine and the relevant parameter test of the vehicle to which the engine belongs. Please refer to the relevant technology, and this application will not repeat it.

[0072] It should be noted that the current accelerator pedal opening can be collected through the accelerator pedal position sensor of the vehicle to which the engine belongs; of course, it is not limited to this, and can also be determined according to the application environment and user needs, all within the scope of protection of this application.

[0073] S302: Look up a table according to the expected air intake volume of the engine to obtain the target pressure difference before and after the throttle valve of the engine.

[0074] In practical applications, the target throttle pressure difference of the engine can be obtained by searching the one-dimensional interpolation table of the target throttle pressure difference of the corresponding engine through the expected intake volume of the engine; the one-dimensional interpolation table of the target throttle pressure difference of the engine can be obtained based on the type and parameters of the engine and the relevant parameter tests of the vehicle to which the engine belongs. Please refer to the relevant technology, and this application will not go into details.

[0075] In some embodiments, the specific process of determining the expected post-throttle pressure of the engine mainly includes steps S401 and S402:

[0076] S401: Convert the current accelerator pedal opening into the desired air intake volume of the engine.

[0077] The expected air intake volume is the fresh air intake volume required by the engine at the current accelerator pedal opening.

[0078] It should be noted that the relevant description of step S401 can be found in step S301 and will not be repeated here.

[0079] S402: Calculate the expected air intake volume of the engine and the density method principle to obtain the expected post-throttle pressure of the engine.

[0080] Since the density principle formula is: MAP set Indicates the desired post-throttle pressure of the engine, Indicates the engine's charging efficiency, MAT act represents the engine manifold intake temperature, R represents the air gas constant, V cyl is the engine displacement, M air_set Represents the expected intake volume of the engine; the expected intake volume of the engine obtained in step S401 is substituted into the density principle formula for calculation to obtain the expected post-throttle pressure of the engine.

[0081] It should be noted that the charging efficiency of the engine can be determined by looking up the corresponding two-dimensional interpolation table of the charging efficiency of the engine through the engine speed and the current manifold pressure. The current manifold pressure of the engine usually represents the measured manifold pressure of the engine. Specifically, the two-dimensional interpolation table of the charging efficiency of the engine can be obtained based on the type and parameters of the engine and the relevant parameter test of the vehicle to which the engine belongs. Please refer to the relevant technology, and this application will not repeat it.

[0082] S202: Determine whether the expected post-throttle pressure of the engine is less than the difference between the current pre-throttle pressure of the engine and the target pre-throttle and post-throttle pressure difference of the engine.

[0083] If it is determined that the expected post-throttle pressure of the engine is less than the difference between the current throttle pressure of the engine and the target pre-throttle pressure difference of the engine, step S203 can be executed; if it is determined that the expected post-throttle pressure of the engine is not less than the difference between the current throttle pressure of the engine and the target pre-throttle pressure difference of the engine, step S204 can be executed.

[0084] In practical applications, by judging whether the expected post-throttle pressure of the engine is less than the difference between the current pre-throttle pressure of the engine and the target pre-throttle pressure difference of the engine, it can be judged whether the throttle of the engine is in a controllable range. Among them, the throttle of the engine is in a controllable range, which usually means that the expected post-throttle pressure of the engine can be met by controlling the throttle only, that is, the power demand can be achieved; the throttle of the engine is not in a controllable range, which usually means that the expected post-throttle pressure of the engine cannot be met by controlling the throttle only, that is, the power demand cannot be achieved.

[0085] S203: Determine whether the first condition is satisfied.

[0086] In actual applications, if the expected post-throttle pressure of the engine is less than the difference between the current throttle pressure of the engine and the target pre-throttle pressure difference of the engine, it means that the throttle can be controlled to meet the expected post-throttle pressure of the engine by controlling the throttle opening, which can be regarded as satisfying the first condition.

[0087] Assuming MAP set represents the desired post-throttle pressure of the engine, PTP represents the current pre-throttle pressure of the engine, and δPbase represents the target pre-throttle pressure difference of the engine. When the first condition is met, the following equation exists: MAP set <(PTP-δPbase).

[0088] S204: Determine whether the first condition is not satisfied.

[0089] In actual applications, the expected post-throttle pressure of the engine is not less than the difference between the current throttle pressure of the engine and the target pre-throttle pressure difference of the engine. This means that the throttle cannot be controlled to meet the expected post-throttle pressure of the engine by controlling the throttle opening, which can be regarded as not meeting the first condition.

[0090] Assuming MAP set represents the desired post-throttle pressure of the engine, PTP represents the current pre-throttle pressure of the engine, and δPbase represents the target pre-throttle pressure difference of the engine. When the first condition is not met, the following equation exists: MAP set ≥(PTP-δPbase).

[0091] In some embodiments, the second condition is mainly used to determine whether the engine has a power requirement or a controllability requirement. The specific process of determining whether the second condition is met may be as follows:

[0092] Determine whether the first sub-condition, the second sub-condition, the third sub-condition, the fourth sub-condition and the fifth sub-condition are satisfied respectively; if the third sub-condition, the fourth sub-condition or the fifth sub-condition is satisfied, it can be determined that the second condition is satisfied; or, if the first sub-condition and the second sub-condition are satisfied, it can be determined that the second condition is satisfied; otherwise, it can be determined that the second condition is not satisfied.

[0093] Among them, the first sub-condition represents that the speed of the vehicle to which the engine belongs is less than the preset speed; in practice, the preset speed can be determined in combination with the actual application environment and user needs, or the empirical speed of the engine when it meets power requirements and controllability requirements can be used as the preset speed based on experience. In addition, it can also be determined through experiments, such as 30 to 50 km / h. No matter what the specific value of the preset speed is, it is within the protection scope of this application.

[0094] The second sub-condition indicates that the engine speed change rate is greater than the preset speed change rate and the engine load change rate is greater than the preset load change rate, and the duration is greater than the preset time; in practice, the engine speed change rate can be the absolute value of the current engine speed and the engine speed in the previous scheduling cycle. In some embodiments, the engine speed change rate can also be the absolute value of the current engine speed and the historical engine speed, and the historical engine speed can be the engine speed 0.1s before the moment when the current engine speed belongs to the engine. However, the engine load change rate can be the absolute value of the current intake manifold pressure of the engine and the intake manifold pressure of the engine in the previous scheduling cycle. In some embodiments, the engine load change rate can be the absolute value of the current intake manifold pressure of the engine and the historical intake manifold pressure of the engine, and the historical intake manifold pressure of the engine can be the intake manifold pressure of the engine 0.1s before the moment when the current intake manifold pressure of the engine belongs to the engine.

[0095] It should be noted that the intake manifold pressure of the engine can be collected by a pressure sensor on the intake manifold of the engine; of course, it is not limited to this, and can also be determined according to the application environment and user needs, all within the scope of protection of this application.

[0096] It should also be noted that the specific values ​​of the preset speed change rate, the preset load change rate and the preset time can be determined according to the application environment and user needs, and are not specifically limited in this application and are within the protection scope of this application. In some embodiments, the preset time can be 3s.

[0097] The third sub-condition indicates that the engine's throttle change rate is less than a preset throttle change rate; in practice, the engine's throttle change rate may be the absolute value of the engine's current throttle opening and the engine's throttle opening at the previous moment; in specific applications, whether the third sub-condition is met may be determined by determining whether the engine's throttle change rate within the previous 3 seconds is less than a preset throttle change rate.

[0098] It should be noted that the specific value of the preset throttle change rate can be determined according to the application environment and user needs, and this application does not make any specific restrictions, and all are within the protection scope of this application. In some embodiments, the throttle change rate can be 0.5.

[0099] The fourth sub-condition represents that the vehicle to which the engine belongs has at least one of cruise control activated, power take-off switch (PTO) turned off, and external speed control; in practice, external speed control may refer to the vehicle to which the engine belongs being in the speed regulation process of rear power take-off or AMT model.

[0100] It should be noted that when the vehicle to which the engine belongs activates cruise control, turns off the power output switch and at least one of the external speed control, it can be said that the vehicle currently has power requirements and controllability requirements.

[0101] The fifth sub-condition indicates that the ratio of the expected air intake volume of the engine to the actual air intake volume of the engine is greater than the preset air intake volume ratio, and the expected air intake volume of the engine is greater than the preset air intake volume; in practice, the actual air intake volume of the engine can be obtained by the air intake sensor on the engine.

[0102] It should be noted that the specific values ​​of the preset air intake ratio and the preset air intake volume can be determined according to the application environment and user needs, and this application does not make specific limitations, and all are within the protection scope of this application. In some embodiments, the preset air intake ratio can be 0.3 to 0.6; when the engine displacement is 13 liters, the preset air intake volume can be 800 kg / h.

[0103] In practical applications, when at least one of the third sub-condition, the fourth sub-condition and the fifth sub-condition is satisfied, or when the first sub-condition and the second condition are satisfied at the same time, the second condition can be regarded as being satisfied; otherwise, the second condition can be regarded as not being satisfied.

[0104] In some embodiments, the third condition is mainly used to determine whether the engine has a breath holding requirement. The specific process of determining whether the third condition is met may be as follows:

[0105] Determine whether the sixth sub-condition and / or the seventh sub-condition are satisfied; if the sixth sub-condition and / or the seventh sub-condition are satisfied, determine that the third condition is satisfied; if the sixth sub-condition and the seventh sub-condition are not satisfied, determine that the third condition is not satisfied.

[0106] Among them, the sixth sub-condition indicates that the difference between the target EGR rate and the actual EGR rate of the engine is greater than a preset difference, and the seventh sub-condition indicates that there is an overpressure risk in the supercharger.

[0107] In practical applications, the target EGR rate of the engine can be obtained by querying the engine's EGR rate interpolation table through the engine speed and load; specifically, the engine's EGR rate interpolation table can be obtained based on the engine's type, parameters and relevant parameter tests of the vehicle to which the engine belongs. Please refer to the relevant technology, and this application will not go into details.

[0108] The actual EGR rate of the engine can be calculated by the formula: actual EGR flow of the engine / (actual EGR flow of the engine + actual value of the air flow of the engine); wherein, the actual EGR flow of the engine can be obtained by Venturi measurement, and the actual value of the air flow of the engine can be collected by the engine's air sensor.

[0109] It should be noted that when at least one of the sixth sub-condition and the seventh sub-condition is met, it can be regarded as satisfying the third condition; otherwise, it can be regarded as not satisfying the third condition.

[0110] S102 . Control the flow rate of the engine according to the flow rate control mode of the engine, so that the engine operates according to the priority of torque demand over air volume demand, and air volume demand over throttle demand and supercharger demand.

[0111] In some embodiments, since the flow control mode of the engine includes five modes, namely the first throttle control mode, the second throttle control mode, the third throttle control mode, the first supercharger control mode and the second supercharger control mode, the specific process of controlling the flow of the engine according to the flow control mode of the engine in the corresponding execution step S102 can be divided into the following five cases:

[0112] Case 1: If the flow control mode of the engine is determined to be the first throttle control mode, the throttle front pressure is controlled to be the first preset pressure, the throttle air flow is the expected intake volume of the engine, and the first preset pressure is the maximum throttle front pressure corresponding to the supercharger not overspeeding and not surging.

[0113] In actual applications, when the engine flow control mode is determined to be the first throttle control mode, it means that the engine throttle is not in the controllable range and the engine has a breath holding demand. Under the premise of fully considering the vehicle economy and power, the engine throttle should have sufficient front and rear pressure difference. The control strategy of controlling the front pressure of the throttle to the first preset pressure and the air flow of the throttle to the expected intake volume of the engine can be adopted.

[0114] Specifically, since the pressure before the throttle valve is controlled by the supercharger, the control target of the supercharger can be set to control the pressure before the throttle valve to be the first preset pressure.

[0115] It should be noted that in the first throttle control mode, in addition to setting the control target of the throttle to the desired intake volume of the engine, the control target of the supercharger is also set to control the front pressure of the throttle to a first preset pressure, thereby increasing the front-to-rear pressure ratio of the throttle, thereby increasing the engine's air holding volume and achieving the engine's EGR control or over-boost protection requirements.

[0116] Case 2: If it is determined that the flow control mode of the engine is the second throttle control mode, the front pressure of the throttle is controlled to be the second preset pressure, and the air flow of the throttle is the expected intake volume of the engine.

[0117] In actual applications, when the engine's flow control mode is determined to be the second throttle control mode, it means that the engine's throttle is not in a controllable range, the engine does not have a breath-holding demand, and the engine has power demands and controllability demands. On the premise of fully considering the vehicle's economy and power, it means that the vehicle currently has power demands. At this time, the engine's medium and low load controllability should be guaranteed. The control strategy of controlling the throttle's front pressure to the second preset pressure and the throttle's air flow to the engine's expected intake volume can be adopted, fully considering the supercharger requirements.

[0118] Specifically, since the pressure before the throttle valve is controlled by the supercharger, the control target of the supercharger can be set to control the pressure before the throttle valve to be the second preset pressure.

[0119] It should be noted that in the second throttle control mode, in addition to setting the throttle control target to the desired intake volume of the engine, the supercharger control target is also set to control the throttle front pressure to a second preset pressure, thereby ensuring the controllability of the engine at medium and low loads.

[0120] Case 3: If it is determined that the flow control mode of the engine is the third throttle control mode, the front pressure of the throttle is controlled to be the third preset pressure, and the air flow of the throttle is the expected air volume of the engine.

[0121] In actual applications, when the engine's flow control mode is determined to be the third throttle control mode, it means that the engine's throttle is not in a controllable range, the engine does not have a breath-holding requirement, and the engine has no power requirements and controllability requirements. On the premise of fully considering the vehicle's economy and power, it means that the vehicle's current operating mode is more inclined to economy. At this time, the economy of the engine should be ensured under stable working conditions. A control strategy can be adopted in which the throttle's front pressure is controlled to be the third preset pressure and the throttle's air flow is the engine's expected intake volume.

[0122] Specifically, since the pressure before the throttle valve is controlled by the supercharger, the control target of the supercharger can be set to control the pressure before the throttle valve to be the third preset pressure.

[0123] It should be noted that in the first throttle control mode, in addition to setting the throttle control target to the desired intake volume of the engine, the supercharger control target is also set to control the throttle front pressure to the third preset pressure, thereby ensuring the economy of the engine under stable operating conditions.

[0124] Case 4: If it is determined that the flow control mode of the engine is the first supercharger control mode, the air flow of the throttle valve is controlled to be the desired intake volume of the engine, and the exhaust valve of the supercharger is in a closed state.

[0125] In practical applications, when the engine flow control mode is determined to be the first supercharger control mode, it means that the engine throttle is in a controllable range and the engine has power requirements and controllability requirements. Under the premise of fully considering the vehicle's power and economy, the engine power reserve should be guaranteed at this time. A control strategy can be adopted in which the air flow of the throttle is controlled to be the expected intake volume of the engine and the air bleed valve of the supercharger is in a closed state.

[0126] It should be noted that in the first supercharger control mode, since the engine throttle is in a controllable range and the engine has power requirements and controllability requirements, the supercharger's air bleed valve can be controlled to be in a closed state, that is, the supercharger is not completely bleed, thereby ensuring the engine's power reserve.

[0127] Case 5: If it is determined that the flow control mode of the engine is the second supercharger control mode, the air flow of the throttle valve is controlled to be the desired intake volume of the engine, and the exhaust valve of the supercharger is in an open state.

[0128] In practical applications, when the engine flow control mode is determined to be the second supercharger control mode, it means that the engine throttle is in a controllable range and the engine has no power demand and controllability demand. On the premise of fully considering the power and economy of the vehicle, it means that the vehicle's current operating mode has no high power demand. At this time, the economy of the engine's steady-state low-load condition should be ensured. A control strategy can be adopted in which the air flow of the throttle is controlled to be the expected intake volume of the engine and the air bleed valve of the supercharger is in an open state.

[0129] It should be noted that in the second supercharger control mode, since the engine throttle is within the controllable range and the engine has no power demand and controllability demand, the supercharger's bleed valve can be controlled to be in an open state, that is, the supercharger is fully bleed, and the throttle demand is fully considered to reduce the throttling loss of the throttle, thereby ensuring the economy of the engine under steady-state low-load conditions.

[0130] It should also be noted that in practice, the first preset pressure, the second preset pressure and the third preset pressure have the following relationship: the first preset pressure is greater than the second preset pressure, which is greater than the third preset pressure. Specifically, the first preset pressure = MAP set + Throttle valve pressure difference 1, second preset pressure = MAP set + Throttle valve pressure difference 2, second preset pressure = MAP set + Throttle pressure difference 3, throttle pressure difference 1, throttle pressure difference 2 and throttle pressure difference 3 can be obtained by querying the corresponding throttle pressure difference interpolation table according to the engine speed and load. The specific throttle pressure difference interpolation table can be determined by test calibration, and this application does not make specific limitations, and all are within the protection scope of this application.

[0131] Based on the above, Figure 3 The flow control mode of determining the engine shown can reflect that the engine flow control method provided by the present application is operated with the priority of torque demand over air volume demand, and air volume demand over throttle demand and supercharger demand; and, in each control mode, the control target of the throttle is set to the expected air intake volume of the engine, that is, the air flow of the throttle mentioned above is the expected air intake volume of the engine, and the control target of the supercharger in each control mode is different, so the control target of the supercharger can be designed under the premise that the throttle can accurately control the air flow.

[0132] Based on the above principle, the engine flow control method provided in the present embodiment includes: determining the flow control mode of the engine, the flow control mode includes: a first throttle control mode, a second throttle control mode, a third throttle control mode, a first supercharger control mode and a second supercharger control mode, in which only the throttle is controlled in the first throttle control mode, the second throttle control mode and the third throttle control mode, and the front pressure of the throttle in each throttle control mode is different, in which the throttle and the supercharger are controlled at the same time in the first supercharger control mode and the second supercharger control mode, and the opening degree of the exhaust valve of the supercharger in each supercharger control mode is different; according to the flow control mode of the engine The method controls the flow of the engine so that the engine operates according to the priority of torque demand over air volume demand, and air volume demand over throttle demand and supercharger demand. It can explore the advantages of different throttle and supercharger matching schemes in different scenarios, distinguish the coordination relationship between the supercharger and the throttle under different working conditions, and enable the engine to achieve better performance indicators. It solves the problem that the corresponding relationship between the throttle and the supercharger in the existing control method is relatively mechanical. Under a fixed torque demand, the corresponding relationship between the throttle and the supercharger is fixed, and the matching requirements of the throttle and the supercharger in different scenarios are not considered, nor is the performance under different throttle and supercharger matching schemes considered.

[0133] and Figure 2 Corresponding to the engine flow control method shown in FIG. 1 , an embodiment of the present invention further provides an engine flow control device for controlling Figure 2 The specific implementation of the method shown in is shown in the structural diagram Figure 4 As shown, including:

[0134] The determining unit 101 is used to determine a flow control mode of the engine, where the flow control mode includes: a first throttle control mode, a second throttle control mode, a third throttle control mode, a first supercharger control mode, and a second supercharger control mode. In the first throttle control mode, the second throttle control mode, and the third throttle control mode, only the throttle is controlled, and the front pressure of the throttle in each throttle control mode is different. In the first supercharger control mode and the second supercharger control mode, the throttle and the supercharger are controlled at the same time, and the opening of the exhaust valve of the supercharger in each supercharger control mode is different.

[0135] The control unit 102 is used to control the flow rate of the engine according to the flow rate control mode of the engine, so that the engine operates according to the priority of torque demand over air volume demand, and air volume demand over throttle demand and supercharger demand.

[0136] By using the device provided in the embodiment of the present application, in the process of controlling the engine flow, it is possible to explore the advantages of different throttle and supercharger matching schemes in different scenarios, distinguish the coordination relationship between the supercharger and the throttle under different working conditions, and enable the engine to achieve better performance indicators. This solves the problem that the corresponding relationship between the throttle and the supercharger in the existing control method is relatively mechanical. Under a fixed torque requirement, the corresponding relationship between the throttle and the supercharger is fixed, and the matching requirements of the throttle and the supercharger in different scenarios are not considered, nor is the performance under different throttle and supercharger matching schemes considered.

[0137] exist Figure 4 Based on the device shown, the device provided by the embodiment of the present invention can be further expanded into multiple units. The function of each unit can be found in the description of each embodiment provided in the engine flow control method above, and no further examples will be given here.

[0138] Optionally, another embodiment of the present application provides an electronic device, such as Figure 5 As shown, including:

[0139] Memory 501 and processor 502 .

[0140] The memory 501 is used to store programs.

[0141] The processor 502 is used to execute the program stored in the memory 501, and when the program is executed, it is specifically used to implement the exhaust control method provided in any one of the above embodiments.

[0142] The electronic devices in this article can be servers, PCs, PADs, mobile phones, ECUs (Electronic Control Units), VCUs (Vehicle Control Units), MCUs (MicroController Units), HCUs (Hybrid Control Units), etc.

[0143] It should be noted that the specific implementation process can refer to the implementation method of the engine flow control method provided in the above method embodiment, which will not be repeated here.

[0144] Optionally, another embodiment of the present application provides a computer storage medium for storing a computer program, which, when executed, is used to implement the engine flow control method provided by any of the above method embodiments.

[0145] It should be noted that the specific implementation process can refer to the implementation method of the engine flow control method provided in the above method embodiment, which will not be repeated here.

[0146] Among them, the computer storage media in the embodiments of the present application include permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer-readable media does not include temporary computer-readable media (transitory media), such as modulated data signals and carriers.

[0147] Professionals may further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described in the above description according to function. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians may use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0148] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An engine flow control method, It is characterized in that include: Determining a flow control mode of the engine, the flow control mode comprising: a first throttle control mode, a second throttle control mode, a third throttle control mode, a first supercharger control mode and a second supercharger control mode, wherein only the throttle is controlled in the first throttle control mode, the second throttle control mode and the third throttle control mode, and the front pressure of the throttle in each throttle control mode is different, and the throttle and the supercharger are controlled at the same time in the first supercharger control mode and the second supercharger control mode, and the opening degree of the exhaust valve of the supercharger in each supercharger control mode is different; The flow rate of the engine is controlled according to the flow rate control mode of the engine, so that the engine is operated according to the priority of torque demand over air volume demand, and the air volume demand over throttle demand and supercharger demand.

2. The engine flow control method according to claim 1, It is characterized in that Determining the flow control mode of the engine includes: Determining whether a first condition, a second condition, and a third condition are met, wherein the first condition indicates that the throttle of the engine is within a controllable range, the second condition indicates that the engine has a power requirement or a controllability requirement, and the third condition indicates that the engine has a breath holding requirement; If the first condition and the second condition are met, determining that the flow control mode of the engine is the first supercharger control mode; If the first condition is met and the second condition is not met, determining that the flow control mode of the engine is the second supercharger control mode; If the first condition is not satisfied but the third condition is satisfied, determining that the flow control mode of the engine is the first throttle control mode; If the first condition and the third condition are not satisfied and the second condition is satisfied, determining that the flow control mode of the engine is the second throttle control mode; If the first condition, the third condition and the second condition are not satisfied, the flow control mode of the engine is the third throttle control mode.

3. The engine flow control method according to claim 2, It is characterized in that Determining whether the first condition is met includes: determining a current pre-throttle pressure, a target pre-throttle pressure difference, and a desired post-throttle pressure of the engine; Determining whether the expected post-throttle pressure of the engine is less than the difference between the current pre-throttle pressure of the engine and the target pre-throttle and post-throttle pressure difference of the engine; If it is determined that the expected post-throttle pressure of the engine is less than the difference between the current throttle pressure of the engine and the target pre-throttle and post-throttle pressure difference of the engine, it is determined that the first condition is satisfied; If it is determined that the expected post-throttle pressure of the engine is not less than the difference between the current throttle pressure of the engine and the target pre-throttle and post-throttle pressure difference of the engine, it is determined that the first condition is not satisfied.

4. The engine flow control method according to claim 3, It is characterized in that Determining the target pre-throttle and post-throttle pressure difference of the engine and the desired post-throttle pressure of the engine includes: converting a current accelerator pedal opening into a desired air intake amount of the engine, wherein the desired air intake amount is a fresh air intake amount required by the engine at the current accelerator pedal opening; A table is looked up according to the expected air intake of the engine to obtain the target pressure difference before and after the throttle of the engine, and a calculation is performed according to the expected air intake of the engine and the principle of density method to obtain the expected pressure after the throttle of the engine.

5. The engine flow control method according to claim 2, It is characterized in that Determining whether the second condition is met includes: Determine whether the first sub-condition, the second sub-condition, the third sub-condition, the fourth sub-condition and the fifth sub-condition are satisfied respectively; the first sub-condition indicates that the speed of the vehicle to which the engine belongs is less than a preset speed; the second sub-condition indicates that the speed change rate of the engine is greater than the preset speed change rate and the load change rate of the engine is greater than the preset load change rate, and the duration is greater than a preset time; the third sub-condition indicates that the throttle change rate of the engine is less than the preset throttle change rate; the fourth sub-condition indicates that the vehicle to which the engine belongs activates at least one of cruise control, turns off the power output switch and external speed control; the fifth sub-condition indicates that the ratio of the expected intake amount of the engine to the actual intake amount of the engine is greater than the preset intake amount ratio, and the expected intake amount of the engine is greater than the preset intake amount; If the third sub-condition, the fourth sub-condition or the fifth sub-condition is satisfied, it is determined that the second condition is satisfied; or if the first sub-condition and the second sub-condition are satisfied, it is determined that the second condition is satisfied.

6. The engine flow control method according to claim 2, It is characterized in that Determining whether the third condition is met includes: Determining whether a sixth sub-condition and / or a seventh sub-condition are satisfied, wherein the sixth sub-condition indicates that a difference between a target EGR rate and an actual EGR rate of the engine is greater than a preset difference, and the seventh sub-condition indicates that there is an overpressure risk in the supercharger; If the sixth sub-condition and / or the seventh sub-condition are satisfied, it is determined that the third condition is satisfied; If the sixth sub-condition and the seventh sub-condition are not satisfied, it is determined that the third condition is not satisfied.

7. The engine flow control method according to claim 1, It is characterized in that Controlling the flow rate of the engine according to the flow rate control mode of the engine includes: If it is determined that the flow control mode of the engine is the first throttle control mode, the front pressure of the throttle is controlled to be a first preset pressure, and the air flow of the throttle is the expected intake volume of the engine, and the first preset pressure is the maximum front pressure of the throttle corresponding to the supercharger not overspeeding and not surging; If it is determined that the flow control mode of the engine is the second throttle control mode, the front pressure of the throttle is controlled to be a second preset pressure, and the air flow of the throttle is controlled to be a desired intake volume of the engine; If it is determined that the flow control mode of the engine is the third throttle control mode, the front pressure of the throttle is controlled to be the third preset pressure, and the air flow of the throttle is the expected air volume of the engine; If it is determined that the flow control mode of the engine is the first supercharger control mode, the air flow of the throttle valve is controlled to be the desired intake volume of the engine and the exhaust valve of the supercharger is in a closed state; If it is determined that the flow control mode of the engine is the second supercharger control mode, the air flow of the throttle valve is controlled to be the desired intake volume of the engine, and the exhaust valve of the supercharger is in an open state; The first preset pressure is greater than the second preset pressure and greater than the third preset pressure.

8. An engine flow control device, It is characterized in that include: a determination unit, configured to determine a flow control mode of the engine, the flow control mode comprising: a first throttle control mode, a second throttle control mode, a third throttle control mode, a first supercharger control mode, and a second supercharger control mode, wherein only the throttle is controlled in the first throttle control mode, the second throttle control mode, and the third throttle control mode, and the front pressure of the throttle in each throttle control mode is different, and the throttle and the supercharger are controlled at the same time in the first supercharger control mode and the second supercharger control mode, and the opening degree of the exhaust valve of the supercharger in each supercharger control mode is different; The control unit is used to control the flow of the engine according to the flow control mode of the engine, so that the engine operates according to the priority of torque demand over air volume demand, and the air volume demand over throttle demand and supercharger demand.

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

10. A computer storage medium, It is characterized in that Used to store a computer program, which, when executed, is used to implement the engine flow control method as described in any one of claims 1 to 7.

Images