In-cylinder braking power control method and device, diesel engine and diesel locomotive

Abstract

The invention provides an in-cylinder braking power control method and device, a diesel engine and a diesel locomotive, and relates to the technical field of engines. The in-cylinder braking power control method comprises the steps that an activation result is obtained; when the activation result indicates that the in-cylinder braking function of the diesel engine is activated, the initial opening degrees of a supercharger bypass valve and an air inlet throttle valve and the initial inter-cooling post-pressure jointly corresponding to the initial opening degrees of the supercharger bypass valve and the air inlet throttle valve are obtained according to rack calibration data of the diesel engine; and when the initial post-intercooling pressure is not equal to the preset expected post-intercooling pressure, the initial opening degree of the supercharger bypass valve and / or the air inlet throttling valve is adjusted in a closed-loop mode, and the respective corrected opening degrees of the supercharger bypass valve and the air inlet throttling valve are obtained till first corrected post-intercooling pressure jointly corresponding to the respective corrected opening degrees is equal to the expected post-intercooling pressure. The problem that a diesel engine breaks down or is damaged or scrapped due to the fact that the braking power is not adjustable in the braking process in the existing in-cylinder braking technology can be solved.

Description

Technical Field

[0001] The present application relates to the field of engine technology, and in particular to a method and device for controlling in-cylinder brake power, a diesel engine and a diesel locomotive. Background Art

[0002] With the continuous advancement of science and technology, the use of modern automobiles is becoming more and more popular. In the case of long downhill or continuous deceleration, higher requirements are placed on driving safety. Using in-cylinder power braking, diesel engines can help decelerate by reducing the power output of the engine or increasing the resistance in the cylinder, reducing dependence on the brake system and avoiding overheating or failure of the brake system due to frequent use.

[0003] The existing in-cylinder braking technology is implemented through a hydraulic device. When the compression stroke of the diesel engine is about to approach the top dead center, the exhaust valve is actively opened through the hydraulic device. This operation can effectively release the compression energy in the cylinder, so that the gas entering the expansion stroke cannot be effectively returned, causing the engine to lose energy output during the expansion stroke. At this time, the engine actually becomes a "high-energy intake compressor", which generates reverse power through resistance and has the effect of deceleration and braking.

[0004] However, the braking power of the above-mentioned in-cylinder braking technology is not adjustable, that is, at a certain speed, after the in-cylinder braking technology is activated, the braking power reaches the maximum. If the braking power is high, the cylinder pressure exceeds the allowable working range, which will cause the diesel engine to malfunction or be damaged, and in serious cases, the diesel engine will be scrapped. Summary of the invention

[0005] The present application provides a method and device for controlling in-cylinder brake power, a diesel engine and a diesel locomotive, which are used to solve the problem of diesel engine failure, damage or scrapping caused by the unadjustable brake power during braking in the existing in-cylinder brake technology.

[0006] In a first aspect, the present application provides a method for controlling in-cylinder brake power, the method being applied to a diesel engine equipped with a supercharger bypass valve and an intake throttle valve, the method comprising:

[0007] Obtaining an activation result; wherein the activation result is used to indicate whether the in-cylinder braking function of the diesel engine is activated;

[0008] When the activation result indicates that the in-cylinder braking function of the diesel engine is activated, the initial openings of the supercharger bypass valve and the intake throttle valve are obtained according to bench calibration data of the diesel engine, and the initial after-intercooler pressure corresponding to the initial openings of the supercharger bypass valve and the intake throttle valve is obtained;

[0009] When the initial intercooler pressure is not equal to the preset expected intercooler pressure, the initial opening of the supercharger bypass valve and / or the intake throttle valve is adjusted in a closed loop to obtain the corrected openings of the supercharger bypass valve and the intake throttle valve, until the first corrected intercooler pressure corresponding to the corrected openings of the supercharger bypass valve and the intake throttle valve is equal to the expected intercooler pressure; wherein the first corrected intercooler pressure is equal to the expected intercooler pressure, which is used to indicate that the in-cylinder braking power of the diesel engine meets the preset braking power requirement.

[0010] In a possible design, the first valve is any one of the supercharger bypass valve and the intake throttle valve, and the second valve is the other one of the supercharger bypass valve and the intake throttle valve;

[0011] The closed-loop adjustment of the initial opening of the supercharger bypass valve and / or the intake throttle valve to obtain the corrected openings of the supercharger bypass valve and the intake throttle valve, until the first corrected intercooler pressure corresponding to the corrected openings of the supercharger bypass valve and the intake throttle valve is equal to the expected intercooler pressure, includes:

[0012] Closely regulating the initial opening of the first valve to obtain a corrected opening of the first valve until the corrected opening of the first valve is equal to a limit opening threshold of the first valve, or a second corrected intercooler pressure corresponding to the corrected opening of the first valve is equal to the desired intercooler pressure;

[0013] When the corrected opening of the first valve is equal to the limit opening threshold of the first valve, the initial opening of the second valve is adjusted in a closed loop to obtain the corrected opening of the second valve until the first corrected intercooler pressure is equal to the desired intercooler pressure;

[0014] When the second corrected post-intercooling pressure is equal to the expected post-intercooling pressure, the initial opening of the second valve is used as the corrected opening of the second valve, and the second corrected post-intercooling pressure is used as the first corrected post-intercooling pressure.

[0015] In a possible design, the closed-loop adjustment of the initial opening of the second valve to obtain a corrected opening of the second valve until the first corrected intercooler pressure is equal to the desired intercooler pressure includes:

[0016] According to the opening adjustment range of the second valve, the initial opening of the second valve is adjusted in a closed loop to obtain the corrected opening of the second valve until the first corrected intercooler pressure is equal to the expected intercooler pressure; wherein the opening adjustment range of the second valve is positively correlated with the pressure difference, and the pressure difference refers to the difference between the first corrected intercooler pressure during adjustment and the expected intercooler pressure.

[0017] In a possible design, the limit opening threshold of the supercharger bypass valve includes a limit opening lower threshold;

[0018] When the first valve is the supercharger bypass valve and the second corrected intercooler pressure is less than the expected intercooler pressure, the closed loop adjusts the initial opening of the first valve to obtain the corrected opening of the first valve until the corrected opening of the first valve is equal to the limit opening threshold of the first valve, or the second corrected intercooler pressure corresponding to the corrected opening of the first valve is equal to the expected intercooler pressure, including:

[0019] The initial opening of the supercharger bypass valve is adjusted in a closed loop to obtain a corrected opening of the supercharger bypass valve until the corrected opening of the supercharger bypass valve is equal to the lower threshold of the limit opening, or the second corrected intercooler pressure corresponding to the corrected opening of the supercharger bypass valve is equal to the expected intercooler pressure; wherein the corrected opening of the supercharger bypass valve is less than the initial opening of the supercharger bypass valve.

[0020] In a possible design, the limit opening threshold of the intake throttle valve includes a limit opening upper threshold;

[0021] When the first valve is the intake throttle valve and the second corrected intercooler pressure is greater than the expected intercooler pressure, the closed loop adjusts the initial opening of the first valve to obtain the corrected opening of the first valve until the corrected opening of the first valve is equal to the limit opening threshold of the first valve, or the second corrected intercooler pressure corresponding to the corrected opening of the first valve is equal to the expected intercooler pressure, including:

[0022] The initial opening of the intake throttle valve is adjusted in a closed loop to obtain a corrected opening of the intake throttle valve until the corrected opening of the intake throttle valve is equal to the upper threshold value of the limit opening, or the second corrected intercooler pressure corresponding to the corrected opening of the intake throttle valve is equal to the expected intercooler pressure; wherein the corrected opening of the intake throttle valve is greater than the initial opening of the intake throttle valve.

[0023] In a possible design, the initial openings of the supercharger bypass valve and the intake throttle valve, and the initial after-intercooling pressure corresponding to the initial openings of the supercharger bypass valve and the intake throttle valve are obtained according to the bench calibration data of the diesel engine, including:

[0024] According to the bench calibration data of the diesel engine, the initial openings of the supercharger bypass valve and the intake throttle valve, as well as the operating conditions of the diesel engine are obtained; wherein the operating conditions include speed, temperature and altitude;

[0025] According to the initial openings of the supercharger bypass valve and the intake throttle valve, and the operating conditions, the initial intercooler pressure is obtained through a preset first mapping relationship; wherein the first mapping relationship is used to indicate a mapping relationship between the intercooler pressure, the opening and the operating conditions.

[0026] In a possible design, the closed loop adjusts the initial opening of the supercharger bypass valve and / or the intake throttle valve to obtain the corrected openings of the supercharger bypass valve and the intake throttle valve, until the first corrected post-intercooling pressure corresponding to the corrected openings of the supercharger bypass valve and the intake throttle valve is equal to the expected post-intercooling pressure, and the method further includes:

[0027] According to the first corrected intercooler pressure, the in-cylinder brake power is obtained through a preset second mapping relationship; wherein the second mapping relationship is used to indicate a mapping relationship between the intercooler pressure and the brake power;

[0028] Generate push information including the in-cylinder braking power; the push information is also used to indicate that the in-cylinder braking power meets the braking power requirement.

[0029] In a second aspect, the present application provides a diesel engine, comprising:

[0030] An in-cylinder brake power control device, a supercharger bypass valve and an intake throttle valve; wherein the in-cylinder brake power control device is used to implement the in-cylinder brake power control method provided in the first aspect of the present application.

[0031] In a third aspect, the present application provides a diesel locomotive, comprising:

[0032] A diesel locomotive body, and a diesel engine provided in the second aspect of the present application, mounted on the diesel locomotive body.

[0033] In a fourth aspect, the present application provides an in-cylinder brake power control device, the device being installed in a diesel engine equipped with a supercharger bypass valve and an intake throttle valve, the device comprising:

[0034] An activation result acquisition module, used to acquire an activation result; wherein the activation result is used to indicate whether the in-cylinder braking function of the diesel engine is activated;

[0035] an initial module, configured to obtain, when the activation result indicates that the in-cylinder braking function of the diesel engine is activated, initial openings of the supercharger bypass valve and the intake throttle valve, and initial after-intercooler pressures corresponding to the initial openings of the supercharger bypass valve and the intake throttle valve, according to bench calibration data of the diesel engine;

[0036] A closed-loop regulation module is used to close-loop regulate the initial opening of the supercharger bypass valve and / or the intake throttle valve when the initial post-intercooler pressure is not equal to a preset expected post-intercooler pressure, so as to obtain the corrected openings of the supercharger bypass valve and the intake throttle valve respectively, until a first corrected post-intercooler pressure corresponding to the corrected openings of the supercharger bypass valve and the intake throttle valve respectively is equal to the expected post-intercooler pressure; wherein the first corrected post-intercooler pressure is equal to the expected post-intercooler pressure, which is used to indicate that the in-cylinder braking power of the diesel engine meets the preset braking power requirement.

[0037] In a fifth aspect, the present application provides an electronic device, comprising: a processor, and a memory communicatively connected to the processor;

[0038] The memory stores computer-executable instructions;

[0039] The processor executes the computer-executable instructions stored in the memory to implement the in-cylinder brake power control method provided in the first aspect of the present application.

[0040] In a sixth aspect, the present application provides a computer-readable storage medium, in which computer execution instructions are stored. When the computer execution instructions are executed by a processor, they are used to implement the in-cylinder brake power control method provided in the first aspect of the present application.

[0041] In a seventh aspect, an embodiment of the present application provides a computer program product, including a computer program, which, when executed by a processor, implements the in-cylinder brake power control method provided in the first aspect of the present application.

[0042] The present application provides an in-cylinder brake power control method and device, a diesel engine and a diesel locomotive, the in-cylinder brake power control method comprising: obtaining an activation result; when the activation result indicates that the in-cylinder brake function of the diesel engine is activated, obtaining the initial openings of a supercharger bypass valve and an intake throttle valve, and the initial intercooler pressure corresponding to the initial openings of the supercharger bypass valve and the intake throttle valve according to the bench calibration data of the diesel engine; when the initial intercooler pressure is not equal to the preset expected intercooler pressure, adjusting the initial openings of the supercharger bypass valve and / or the intake throttle valve in a closed loop to obtain the corrected openings of the supercharger bypass valve and the intake throttle valve, until the first corrected intercooler pressure corresponding to the corrected openings of the supercharger bypass valve and the intake throttle valve is equal to the expected intercooler pressure. Based on the above method, the following technical effects are achieved: by adjusting the initial opening of the supercharger bypass valve and the intake throttle valve, the intake flow rate during braking in the diesel engine cylinder is adjusted, so that the diesel engine outputs different braking powers, that is, the braking power is adjustable, so that the diesel engine outputs braking powers that meet different braking requirements of the whole vehicle. At the same time, the control is a closed-loop control, which can take into account different intake air temperatures, pressures and component consistency differences, and realize precise regulation of the diesel engine intake volume, effectively reducing the influence of component consistency on the cylinder braking power under braking conditions, and increasing the reliability of the diesel engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0044] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0045] Figure 1 A schematic diagram of the structure of the in-cylinder brake power control device provided in the embodiment of the present application Figure 1 ;

[0046] Figure 2 Schematic diagram of the process of the in-cylinder brake power control method provided in the embodiment of the present application Figure 1 ;

[0047] Figure 3 Schematic diagram of the process of the in-cylinder brake power control method provided in the embodiment of the present application Figure 2 ;

[0048] Figure 4A schematic diagram of the structure of the in-cylinder brake power control device provided in the embodiment of the present application Figure 2 ;

[0049] Figure 5 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application.

[0050] Description of reference numerals:

[0051] 110-intake manifold; 120-engine body; 130-front exhaust flow channel; 140-rear exhaust flow channel; 150-supercharger bypass valve; 160-supercharger pressure end; 170-supercharger vortex end; 180-air filter; 190-intake air temperature and pressure sensor; 210-intercooler; 220-intake air flow sensor; 230-intake throttle valve; 240-intake air temperature and pressure sensor after intercooler. DETAILED DESCRIPTION

[0052] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0053] In the embodiments of the present application, words such as "first" and "second" are used to distinguish between identical or similar items with substantially the same functions and effects. Those skilled in the art will understand that words such as "first" and "second" do not limit the quantity and execution order, and words such as "first" and "second" do not necessarily limit the difference. It should be noted that in the embodiments of the present application, words such as "exemplary" or "for example" are used to represent examples, illustrations or explanations. Any embodiment or design described as "exemplary" or "for example" in this application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way. In the embodiments of the present application, "at least one" refers to one or more, and "more" refers to two or more.

[0054] It should be noted that the "at..." in the embodiment of the present application can be the instant when a certain situation occurs, or can be a period of time after a certain situation occurs, and the embodiment of the present application does not specifically limit this. In addition, the in-cylinder brake power control method provided in the embodiment of the present application is only used as an example, and the in-cylinder brake power control method can also include more or less content.

[0055] In order to clearly describe the technical solutions of the embodiments of the present application, some terms and technologies involved in the embodiments of the present application are briefly introduced below:

[0056] Braking power: The power of the engine to decelerate by absorbing the vehicle's kinetic energy through the compression process of air and fuel and friction when the engine is not driving. It is affected by factors such as speed, compression ratio, load and fuel control. It can reduce the burden of traditional brakes through the braking system and improve the stability and safety of the vehicle.

[0057] In order to clearly understand the technical solution of the present application, the solution of the prior art is first introduced in detail.

[0058] The existing in-cylinder braking technology is realized through hydraulic devices. When the compression stroke of the diesel engine is about to approach the top dead center, the exhaust valve is actively opened through the hydraulic device, so that the engine actually becomes a "high-energy air intake compressor" and generates reverse power through resistance, which has the effect of deceleration and braking. However, the braking power of this technology during braking is not adjustable. If the braking power is high and the cylinder pressure exceeds the allowable working range, it will cause the diesel engine to malfunction or be damaged, and in severe cases, the diesel engine will be scrapped.

[0059] Therefore, in response to the above-mentioned technical problems existing in the prior art, the embodiments of the present application provide a method and device for controlling in-cylinder braking power, a diesel engine and a diesel locomotive, which can be used in the field of engine technology, and aim to solve the problem of diesel engine failure, damage or scrapping caused by the unadjustable braking power during braking of the existing in-cylinder braking technology.

[0060] The following is an introduction to the application scenarios of the in-cylinder brake power control method provided by the embodiment of the present application. The following application scenarios are only examples, and the purpose is to help those skilled in the art understand the technical content of the present application, but it does not mean that the embodiment of the present application cannot be used in other devices, systems, environments or scenarios.

[0061] A diesel engine comprises an in-cylinder brake power control device, wherein the in-cylinder brake power control device is used to implement an in-cylinder brake power control method. Figure 1 A schematic diagram of the structure of the in-cylinder brake power control device provided in the embodiment of the present application Figure 1 ,like Figure 1 As shown, it includes an intake manifold 110, an engine body 120, a front exhaust runner 130, a rear exhaust runner 140, a supercharger bypass valve 150, a supercharger pressure end 160, a supercharger vortex end 170, an air filter 180, an intake air temperature and pressure sensor 190, an intercooler 210, an intake air flow sensor 220, an intake throttle valve 230 and an intake air temperature and pressure sensor 240 after intercooling.

[0062] An intake air temperature and pressure sensor 190 is provided in front of the supercharger bypass valve 150, and an intake air temperature and pressure sensor 240 after intercooling is provided on the pipeline after intercooling, which can confirm the intake air temperature and intake air flow in real time. At the same time, according to the existing calibration procedure, the pressure closed loop is read in real time by the intake air temperature and pressure sensor 240 after intercooling, which can reduce the influence of the consistency of diesel engine parts on the braking performance.

[0063] An intake air temperature and pressure sensor 190 is arranged behind the vehicle air filter. At a certain opening, air passes through the supercharger pressure end 160 - intercooler 210 - intake air flow sensor 220 - intake throttle valve 230 - intake air temperature and pressure sensor 240 after intercooling - intake manifold 110 and enters the engine body 120.

[0064] The embodiments of the present application are introduced below in conjunction with the drawings in the specification.

[0065] The technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems are described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0066] Figure 2 Schematic diagram of the process of the in-cylinder brake power control method provided in the embodiment of the present application Figure 1 , the method is applied to a diesel engine equipped with a supercharger bypass valve and an intake throttle valve, and the in-cylinder brake power control method provided in this embodiment includes the following steps:

[0067] S101. Obtain activation result.

[0068] In this embodiment, the activation result is used to indicate whether the in-cylinder braking function of the diesel engine is activated.

[0069] Optionally, the current Bosch strategy determines whether the in-cylinder brake function is activated based on the following conditions: 1) the driver presses the in-cylinder brake switch, and the electronic control unit (ECU) receives the in-cylinder brake switch signal and sets it; 2) the current speed of the diesel engine is greater than the preset first threshold; 3) the current oil volume of the diesel engine is less than the preset second threshold. When these three conditions are met at the same time, the ECU activates the in-cylinder brake function. Therefore, after the electronic control unit determines that the in-cylinder brake switch state is in the set state, it is also necessary to determine whether the circulating oil volume of the diesel engine is less than the preset second threshold, and whether the speed of the diesel engine is greater than the preset first threshold, in order to determine whether the in-cylinder brake function of the diesel engine has been activated, thereby executing S102. If any of the above three conditions is not met, S102 is not executed.

[0070] S102. When the activation result indicates that the in-cylinder braking function of the diesel engine is activated, the initial openings of the supercharger bypass valve and the intake throttle valve, and the initial after-intercooler pressure corresponding to the initial openings of the supercharger bypass valve and the intake throttle valve are obtained according to the bench calibration data of the diesel engine.

[0071] In this embodiment, the initial openings of the supercharger bypass valve and the intake throttle valve can be obtained through the bench calibration data of the diesel engine. The supercharger bypass valve and the intake throttle valve control the intake amount of the compression rod in the diesel engine through their respective initial openings, and then the initial after-intercooler pressure is obtained, that is, the actual after-intercooler pressure corresponding to the initial openings of the supercharger bypass valve and the intake throttle valve.

[0072] S103. When the initial post-intercooler pressure is not equal to the preset expected post-intercooler pressure, the initial opening of the supercharger bypass valve and / or the intake throttle valve is adjusted in a closed loop to obtain the corrected openings of the supercharger bypass valve and the intake throttle valve, until the first corrected post-intercooler pressure corresponding to the corrected openings of the supercharger bypass valve and the intake throttle valve is equal to the expected post-intercooler pressure.

[0073] In this embodiment, the first corrected post-intercooling pressure is equal to the expected post-intercooling pressure, which is used to indicate that the in-cylinder braking power of the diesel engine meets the preset braking power requirement.

[0074] In this embodiment, after the initial intercooler pressure is obtained, it is compared with the preset expected intercooler pressure. If the two pressure values ​​are consistent, the diesel engine outputs the corresponding in-cylinder braking power according to the initial intercooler pressure to meet the preset braking power requirement; if the two pressure values ​​are inconsistent, the initial opening of the supercharger bypass valve and / or the intake throttle valve is closed-loop adjusted according to the preset expected intercooler pressure, that is, the initial opening of the supercharger bypass valve, the initial opening of the intake throttle valve, and the initial openings of the supercharger bypass valve and the intake throttle valve can be closed-loop adjusted to obtain the corrected openings of the supercharger bypass valve and the intake throttle valve, until the first corrected intercooler pressure corresponding to the corrected openings of the supercharger bypass valve and the intake throttle valve, that is, the actual intercooler pressure at the corrected openings of the supercharger bypass valve and the intake throttle valve, is equal to the expected intercooler pressure.

[0075] By adjusting the initial opening of the supercharger bypass valve and the intake throttle valve, the intake flow rate during the diesel engine cylinder braking is adjusted, so that the diesel engine outputs different braking power, that is, the braking power is adjustable, so that the diesel engine outputs braking power that meets the different braking requirements of the vehicle. At the same time, this control is a closed-loop control that can take into account different intake air temperatures, pressures and component consistency differences, and achieve precise control of the diesel engine intake volume, effectively reducing the impact of component consistency on the cylinder braking power under braking conditions, and increasing the reliability of the diesel engine.

[0076] The present application provides an in-cylinder brake power control method, which includes: obtaining an activation result; when the activation result indicates that the in-cylinder brake function of the diesel engine is activated, obtaining the initial openings of the supercharger bypass valve and the intake throttle valve, and the initial intercooler pressure corresponding to the initial openings of the supercharger bypass valve and the intake throttle valve according to the bench calibration data of the diesel engine; when the initial intercooler pressure is not equal to the preset expected intercooler pressure, adjusting the initial openings of the supercharger bypass valve and / or the intake throttle valve in a closed loop to obtain the corrected openings of the supercharger bypass valve and the intake throttle valve, until the first corrected intercooler pressure corresponding to the corrected openings of the supercharger bypass valve and the intake throttle valve is equal to the expected intercooler pressure. Based on the above method, the following technical effects are achieved: by adjusting the initial opening of the supercharger bypass valve and the intake throttle valve, the intake flow rate during braking in the diesel engine cylinder is adjusted, so that the diesel engine outputs different braking powers, that is, the braking power is adjustable, so that the diesel engine outputs braking powers that meet different braking requirements of the whole vehicle. At the same time, the control is a closed-loop control, which can take into account different intake air temperatures, pressures and component consistency differences, and realize precise regulation of the diesel engine intake volume, effectively reducing the influence of component consistency on the cylinder braking power under braking conditions, and increasing the reliability of the diesel engine.

[0077] Figure 3 Schematic diagram of the process of the in-cylinder brake power control method provided in the embodiment of the present application Figure 2 This embodiment further explains the in-cylinder brake power control method based on the above embodiment. Figure 3 As shown, in the in-cylinder brake power control method of this embodiment, when the initial intercooler pressure is not equal to the preset expected intercooler pressure, S103 includes:

[0078] S201, close-loop adjust the initial opening of the first valve to obtain a corrected opening of the first valve until the corrected opening of the first valve is equal to the limit opening threshold of the first valve, or the second corrected intercooler pressure corresponding to the corrected opening of the first valve is equal to the expected intercooler pressure.

[0079] In this embodiment, the first valve is any one of the supercharger bypass valve and the intake throttle valve, and the second valve is the other one of the supercharger bypass valve and the intake throttle valve.

[0080] Specifically, when the first valve is a supercharger bypass valve and the second valve is an intake throttle valve, the supercharger bypass valve is first closed-loop regulated to obtain the corrected opening of the supercharger bypass valve, that is, the opening of the supercharger bypass valve after each closed-loop regulation, and the initial opening of the supercharger bypass valve is no longer closed-loop regulated. The following two conditions must be met: 1) The corrected opening of the supercharger bypass valve is equal to the limit opening threshold of the supercharger bypass valve, where the limit opening threshold includes the upper limit opening threshold and the lower limit opening threshold; 2) When the limit opening threshold of the supercharger bypass valve is not reached, the second corrected intercooler pressure corresponding to a certain corrected opening of the supercharger bypass valve, that is, the actual intercooler pressure corresponding to a certain corrected opening of the supercharger bypass valve and the initial opening of the intake throttle valve, is equal to the expected intercooler pressure. By preferentially adjusting the opening of the supercharger bypass valve in a closed loop, the adjustable range of the in-cylinder brake power can be expanded, and the influence of component consistency on the in-cylinder brake power can be reduced.

[0081] When the first valve is the intake throttle valve and the second valve is the supercharger bypass valve, the intake throttle valve is first adjusted in a closed-loop manner to obtain a corrected opening of the intake throttle valve, that is, the opening of the intake throttle valve after each closed-loop adjustment, and the initial opening of the intake throttle valve is no longer adjusted in a closed-loop manner. The following two conditions must be met: 3) The corrected opening of the intake throttle valve is equal to the limit opening threshold of the intake throttle valve, where the limit opening threshold includes the upper limit opening threshold and the lower limit opening threshold; 4) When the limit opening threshold of the intake throttle valve is not reached, the second corrected intercooler pressure corresponding to a certain corrected opening of the intake throttle valve, that is, the actual intercooler pressure corresponding to a certain corrected opening of the intake throttle valve and the initial opening of the supercharger bypass valve, is equal to the expected intercooler pressure. The position of the intake throttle valve is closer to the engine combustion chamber. By first adjusting the opening of the intake throttle valve in a closed loop and then adjusting the opening of the supercharger bypass valve in a closed loop, a faster adjustment response can be achieved.

[0082] After executing S201, it is determined whether the corrected opening of the first valve is equal to the limit opening threshold of the first valve. If so, S202 is executed; if not, S203 is executed.

[0083] S202 , close-loop adjust the initial opening of the second valve to obtain a corrected opening of the second valve until the first corrected intercooler pressure is equal to the desired intercooler pressure.

[0084] Specifically, when the first valve is a supercharger bypass valve and the second valve is an intake throttle valve, and when condition 1) is satisfied in S201, the initial opening of the intake throttle valve is adjusted in a closed loop to obtain a corrected opening of the second valve, that is, the opening of the intake throttle valve after each closed loop adjustment until the first corrected intercooler pressure is equal to the expected intercooler pressure. At this time, the first corrected intercooler pressure refers to the actual intercooler pressure corresponding to the corrected opening of the supercharger bypass valve, which is the limit opening threshold of the supercharger bypass valve, and the opening of the intake throttle valve, which is the corrected opening.

[0085] The following is a specific embodiment. When the in-cylinder braking function is activated, the upper threshold of the limit opening of the supercharger bypass valve is K1, and the lower threshold of the limit opening is K2. When the corrected opening of the supercharger bypass valve is equal to the lower threshold of the limit opening of the supercharger bypass valve K2, the opening of the supercharger bypass valve is no longer adjusted in a closed loop, and the initial opening of the intake throttle valve is adjusted in a closed loop. When the corrected opening of the intake throttle valve is adjusted in a closed loop to K3, the demand is met, that is, when the corrected opening of the supercharger bypass valve is K2 and the corrected opening of the intake throttle valve is K3, the first corrected intercooler pressure corresponding to both is equal to the desired intercooler pressure.

[0086] When the first valve is an intake throttle valve, the second valve is a supercharger bypass valve, and S201 satisfies condition 3), the initial opening of the supercharger bypass valve is adjusted in a closed loop to obtain a corrected opening of the supercharger bypass valve, that is, the opening of the supercharger bypass valve after each closed loop adjustment, until the first corrected intercooler pressure is equal to the expected intercooler pressure. At this time, the first corrected intercooler pressure refers to the corrected opening of the intake throttle valve as the limit opening threshold of the supercharger bypass valve, and the opening of the supercharger bypass valve is the actual intercooler pressure corresponding to the corrected opening.

[0087] The following is a specific embodiment. When the in-cylinder braking function is activated, the upper threshold value of the limit opening of the intake throttle valve is K4, and the lower threshold value of the limit opening is K5. When the corrected opening of the intake throttle valve is equal to the upper threshold value K4 of the limit opening of the intake throttle valve, the opening of the intake throttle valve is no longer adjusted in a closed loop, and the initial opening of the supercharger bypass valve is adjusted in a closed loop. When the corrected opening of the supercharger bypass valve is K6, the demand is met, that is, when the corrected opening of the intake throttle valve is K4 and the corrected opening of the supercharger bypass valve is K6, the first corrected intercooler pressure corresponding to both is equal to the desired intercooler pressure.

[0088] S203: Using the initial opening of the second valve as the corrected opening of the second valve, and using the second corrected intercooler pressure as the first corrected intercooler pressure.

[0089] Specifically, when the first valve is a supercharger bypass valve and the second valve is an intake throttle valve, and when condition 2) is satisfied in S201, the corrected opening of the intake throttle valve is the initial opening, and the actual intercooler pressure corresponding to a certain corrected opening of the supercharger bypass valve and the initial opening of the intake throttle valve is used as the first corrected intercooler pressure.

[0090] When the first valve is an intake throttle valve and the second valve is a supercharger bypass valve, and when condition 4) is satisfied in S201, the corrected opening of the supercharger bypass valve is the initial opening, and the actual intercooler pressure corresponding to a certain corrected opening of the intake throttle valve and the initial opening of the supercharger bypass valve is taken as the first corrected intercooler pressure.

[0091] Based on the above embodiment, this embodiment provides a method for controlling in-cylinder brake power. In this embodiment, when the corrected opening of the first valve is equal to the limit opening threshold of the first valve, S202 includes:

[0092] S301. According to the opening adjustment range of the second valve, the initial opening of the second valve is adjusted in a closed loop to obtain a corrected opening of the second valve until the first corrected intercooler pressure is equal to the desired intercooler pressure.

[0093] In this embodiment, the opening adjustment range of the second valve is positively correlated with the pressure difference, and the pressure difference refers to the difference between the first corrected intercooler pressure during adjustment and the desired intercooler pressure.

[0094] Specifically, when the first valve is a supercharger bypass valve, the second valve is an intake throttle valve, and the corrected opening of the supercharger bypass valve is equal to the limit opening threshold of the supercharger bypass valve, in the process of closed-loop adjustment of the opening of the intake throttle valve, if the difference between the first corrected intercooler pressure and the expected intercooler pressure is large, then the opening adjustment range of the intake throttle valve is large; if the difference between the first corrected intercooler pressure and the expected intercooler pressure is small, then the opening adjustment range of the intake throttle valve is small.

[0095] When the first valve is an intake throttle valve, the second valve is a supercharger bypass valve, and the corrected opening of the intake throttle valve is equal to the limit opening threshold of the intake throttle valve, in the process of closed-loop adjustment of the opening of the supercharger bypass valve, if the difference between the first corrected intercooler pressure and the expected intercooler pressure is large, then the opening adjustment range of the supercharger bypass valve is large; if the difference between the first corrected intercooler pressure and the expected intercooler pressure is small, then the opening adjustment range of the supercharger bypass valve is small.

[0096] By adjusting the opening range of the second valve and adjusting the initial opening of the second valve in a closed loop, the first corrected intercooler pressure can be accurately controlled and gradually approached to the desired intercooler pressure.

[0097] Based on the above embodiment, this embodiment provides a method for controlling in-cylinder brake power. In this embodiment, when the first valve is a supercharger bypass valve and the second corrected intercooler pressure is less than the expected intercooler pressure, S201 includes:

[0098] S401, close-loop adjust the initial opening of the supercharger bypass valve to obtain a corrected opening of the supercharger bypass valve, until the corrected opening of the supercharger bypass valve is equal to a lower threshold of a limit opening, or a second corrected intercooler pressure corresponding to the corrected opening of the supercharger bypass valve is equal to a desired intercooler pressure.

[0099] In this embodiment, the limit opening threshold of the supercharger bypass valve includes a lower limit opening threshold; and the corrected opening of the supercharger bypass valve is smaller than the initial opening of the supercharger bypass valve.

[0100] Specifically, when the first valve is a supercharger bypass valve, the second valve is an intake throttle valve, and the second corrected intercooler pressure is less than the expected intercooler pressure, in the process of closed-loop adjustment of the supercharger bypass valve, the corrected opening of the supercharger bypass valve continuously approaches the lower threshold value of the limit opening of the supercharger bypass valve. At this time, the adjustment situation is similar to that in S201 when the first valve is the supercharger bypass valve and the second valve is the intake throttle valve, and will not be repeated here.

[0101] Based on the above embodiment, this embodiment provides a method for controlling in-cylinder braking power. In this embodiment, when the first valve is an intake throttle valve and the second corrected intercooler pressure is greater than the expected intercooler pressure, S201 includes:

[0102] S501, close-loop adjust the initial opening of the intake throttle valve to obtain the corrected opening of the intake throttle valve, until the corrected opening of the intake throttle valve is equal to the upper threshold of the limit opening, or the second corrected intercooler pressure corresponding to the corrected opening of the intake throttle valve is equal to the expected intercooler pressure.

[0103] In this embodiment, the limit opening threshold of the intake throttle valve includes an upper limit opening threshold; the corrected opening of the intake throttle valve is greater than the initial opening of the intake throttle valve.

[0104] Specifically, when the first valve is the intake throttle valve, the second valve is the supercharger bypass valve, and the second corrected intercooler pressure is greater than the expected intercooler pressure, during the closed-loop adjustment of the intake throttle valve, the corrected opening of the intake throttle valve is constantly approaching the upper threshold of the limit opening of the intake throttle valve. This is consistent with the adjustment of the first valve being the intake throttle valve and the second valve being the supercharger bypass valve in S201, and will not be repeated here. The intake throttle valve is closer to the engine combustion chamber and responds faster. When the pressure after the intercooler is high, the pressure in the cylinder is high. By preferentially adjusting the opening of the intake throttle valve, the reliability risk of the diesel engine can be quickly reduced.

[0105] Based on the above embodiment, this embodiment provides an in-cylinder brake power control method. In this embodiment, when the activation result indicates that the in-cylinder brake function of the diesel engine is activated, S102 includes:

[0106] S601. According to the bench calibration data of the diesel engine, the initial openings of the supercharger bypass valve and the intake throttle valve, as well as the operating conditions of the diesel engine are obtained.

[0107] In this embodiment, the operating conditions include rotation speed, temperature and altitude.

[0108] On the test vehicle, the speed, temperature and altitude of the diesel engine are obtained, and the calibration data on the test bench is corrected according to the different speeds, temperatures and altitudes to ensure that the diesel engine will output the correct braking power in any environment and achieve adjustable in-cylinder braking power corresponding to different speed points, temperatures and altitudes.

[0109] S602: According to the initial openings of the supercharger bypass valve and the intake throttle valve, and the operating conditions, an initial after-intercooler pressure is obtained through a preset first mapping relationship.

[0110] In this embodiment, the first mapping relationship is used to indicate the mapping relationship between the intercooler rear pressure, the opening degree and the operating condition.

[0111] Specifically, the first mapping relationship is used to reflect the numerical relationship between the intercooler pressure, the opening and the operating conditions, and can be presented in the form of a graph or a table, etc., and is not specifically limited here. After obtaining the values ​​of the opening and the operating conditions, the corresponding intercooler pressure can be obtained through the first mapping relationship.

[0112] Based on the above embodiment, this embodiment provides a method for controlling the in-cylinder brake power. The method for controlling the in-cylinder brake power of this embodiment, after S103, further includes:

[0113] S701 , obtaining the in-cylinder braking power according to the first corrected intercooler pressure through a preset second mapping relationship.

[0114] In the embodiment, the second mapping relationship is used to indicate the mapping relationship between the intercooler rear pressure and the braking power.

[0115] Specifically, the second mapping relationship is used to reflect the numerical relationship between the intercooler pressure and the brake power, and can be presented in the form of a graph or a table, etc., and is not specifically limited here. After obtaining the intercooler pressure value equal to the expected intercooler pressure, the corresponding brake power can be obtained through the second mapping relationship.

[0116] S702: Generate push information including in-cylinder braking power.

[0117] In an embodiment, the push information is also used to indicate that the braking power in the cylinder meets the braking power requirement.

[0118] Specifically, the push information is used to reflect the value of the in-cylinder brake power and whether the in-cylinder brake power meets the brake power requirement. By pushing information, real-time monitoring of the output in-cylinder brake power can be achieved, and important data support can be provided for later analysis and maintenance.

[0119] This embodiment provides a diesel engine, comprising:

[0120] An in-cylinder brake power control device, a supercharger bypass valve and an intake throttle valve; wherein the in-cylinder brake power control device is used to implement the in-cylinder brake power control method provided in the above embodiment.

[0121] The diesel engine provided in this embodiment can execute the technical solution of the above-mentioned in-cylinder brake power control method embodiment, and its implementation principle and technical effect are similar to those of the above-mentioned in-cylinder brake power control method embodiment, which will not be described one by one here.

[0122] This embodiment provides a diesel locomotive, comprising:

[0123] A diesel locomotive body, and a diesel engine provided by the above embodiment installed on the diesel locomotive body.

[0124] The diesel locomotive provided in this embodiment can implement the technical solution of the above-mentioned in-cylinder brake power control method embodiment, and its implementation principle and technical effect are similar to those of the above-mentioned in-cylinder brake power control method embodiment, which will not be described one by one here.

[0125] Figure 4 A schematic diagram of the structure of the in-cylinder brake power control device provided in the embodiment of the present application Figure 2 .like Figure 4 As shown, in this embodiment, the in-cylinder brake power control device is installed in a diesel engine equipped with a supercharger bypass valve and an intake throttle valve, and the in-cylinder brake power control device includes:

[0126] The activation result acquisition module 401 is used to acquire the activation result; wherein the activation result is used to indicate whether the in-cylinder braking function of the diesel engine is activated;

[0127] The initial module 402 is used to obtain the initial openings of the supercharger bypass valve and the intake throttle valve, and the initial after-intercooler pressure corresponding to the initial openings of the supercharger bypass valve and the intake throttle valve according to the bench calibration data of the diesel engine when the activation result indicates that the in-cylinder braking function of the diesel engine is activated;

[0128] The closed-loop regulation module 403 is used to close-loop regulate the initial opening of the supercharger bypass valve and / or the intake throttle valve when the initial post-intercooler pressure is not equal to the preset expected post-intercooler pressure, so as to obtain the corrected openings of the supercharger bypass valve and the intake throttle valve respectively, until the first corrected post-intercooler pressure corresponding to the corrected openings of the supercharger bypass valve and the intake throttle valve respectively is equal to the expected post-intercooler pressure; wherein the first corrected post-intercooler pressure is equal to the expected post-intercooler pressure, which is used to indicate that the in-cylinder braking power of the diesel engine meets the preset braking power requirement.

[0129] The in-cylinder brake power control device provided in this embodiment can be executed Figure 2 The technical solution of the embodiment of the in-cylinder brake power control method shown in the figure has the same implementation principle and technical effect as Figure 2 The embodiments of the in-cylinder brake power control method shown are similar and will not be described in detail here.

[0130] At the same time, the in-cylinder brake power control device provided by the present invention is further refined on the basis of the in-cylinder brake power control device provided by the previous embodiment.

[0131] Optionally, in this embodiment, the closed-loop regulation module 403 adjusts the initial opening of the supercharger bypass valve and / or the intake throttle valve in a closed-loop manner to obtain the corrected openings of the supercharger bypass valve and the intake throttle valve, until the first corrected intercooler pressure corresponding to the corrected openings of the supercharger bypass valve and the intake throttle valve is equal to the expected intercooler pressure, the first valve is any one of the supercharger bypass valve and the intake throttle valve, and the second valve is the other one of the supercharger bypass valve and the intake throttle valve;

[0132] Closely regulating the initial opening of the first valve to obtain a corrected opening of the first valve until the corrected opening of the first valve is equal to a limit opening threshold of the first valve, or a second corrected intercooler pressure corresponding to the corrected opening of the first valve is equal to a desired intercooler pressure;

[0133] When the corrected opening of the first valve is equal to the limit opening threshold of the first valve, the initial opening of the second valve is adjusted in a closed loop to obtain the corrected opening of the second valve until the first corrected intercooler pressure is equal to the desired intercooler pressure;

[0134] When the second corrected post-intercooler pressure is equal to the desired post-intercooler pressure, the initial opening of the second valve is used as the corrected opening of the second valve, and the second corrected post-intercooler pressure is used as the first corrected post-intercooler pressure.

[0135] Optionally, in this embodiment, the closed-loop regulation module 403 close-loop adjusts the initial opening of the second valve to obtain the corrected opening of the second valve until the first corrected intercooler pressure is equal to the expected intercooler pressure, and then, according to the opening adjustment range of the second valve, close-loop adjusts the initial opening of the second valve to obtain the corrected opening of the second valve until the first corrected intercooler pressure is equal to the expected intercooler pressure; wherein the opening adjustment range of the second valve is positively correlated with the pressure difference, and the pressure difference refers to the difference between the first corrected intercooler pressure during adjustment and the expected intercooler pressure.

[0136] Optionally, in this embodiment, the closed-loop regulation module 403 obtains a corrected opening of the first valve by adjusting the initial opening of the first valve in a closed-loop manner until the corrected opening of the first valve is equal to the limit opening threshold of the first valve, or when the second corrected intercooler pressure corresponding to the corrected opening of the first valve is equal to the expected intercooler pressure, the limit opening threshold of the supercharger bypass valve includes a lower limit opening threshold; the first valve is a supercharger bypass valve, and the second corrected intercooler pressure is less than the expected intercooler pressure;

[0137] The initial opening of the supercharger bypass valve is adjusted in a closed loop to obtain a corrected opening of the supercharger bypass valve until the corrected opening of the supercharger bypass valve is equal to a lower threshold value of the limit opening, or a second corrected intercooler pressure corresponding to the corrected opening of the supercharger bypass valve is equal to a desired intercooler pressure; wherein the corrected opening of the supercharger bypass valve is less than the initial opening of the supercharger bypass valve.

[0138] Optionally, in this embodiment, the closed-loop regulation module 403 obtains a corrected opening of the first valve by adjusting the initial opening of the first valve in a closed-loop manner until the corrected opening of the first valve is equal to the limit opening threshold of the first valve, or when the second corrected intercooler pressure corresponding to the corrected opening of the first valve is equal to the expected intercooler pressure, the limit opening threshold of the intake throttle valve includes an upper limit opening threshold; the first valve is an intake throttle valve, and the second corrected intercooler pressure is greater than the expected intercooler pressure;

[0139] The initial opening of the intake throttle valve is adjusted in a closed loop to obtain a corrected opening of the intake throttle valve until the corrected opening of the intake throttle valve is equal to the upper threshold of the limit opening, or the second corrected intercooler pressure corresponding to the corrected opening of the intake throttle valve is equal to the expected intercooler pressure; wherein the corrected opening of the intake throttle valve is greater than the initial opening of the intake throttle valve.

[0140] Optionally, in this embodiment, when the initial module 402 obtains the initial openings of the supercharger bypass valve and the intake throttle valve, and the initial after-intercooling pressure corresponding to the initial openings of the supercharger bypass valve and the intake throttle valve, according to the bench calibration data of the diesel engine, the initial openings of the supercharger bypass valve and the intake throttle valve, and the operating conditions of the diesel engine are obtained according to the bench calibration data of the diesel engine; wherein the operating conditions include speed, temperature and altitude;

[0141] According to the initial openings of the supercharger bypass valve and the intake throttle valve, and the operating conditions, the initial intercooler pressure is obtained through a preset first mapping relationship; wherein the first mapping relationship is used to indicate the mapping relationship between the intercooler pressure, the opening and the operating conditions.

[0142] Optionally, in this embodiment, the closed-loop regulation module 403 closes the loop to regulate the initial opening of the supercharger bypass valve and / or the intake throttle valve, and obtains the corrected openings of the supercharger bypass valve and the intake throttle valve, until the first corrected intercooler pressure corresponding to the corrected openings of the supercharger bypass valve and the intake throttle valve is equal to the expected intercooler pressure, and then, according to the first corrected intercooler pressure, the in-cylinder braking power is obtained through a preset second mapping relationship; wherein the second mapping relationship is used to indicate the mapping relationship between the intercooler pressure and the braking power;

[0143] Generate push information including the in-cylinder brake power; the push information is also used to indicate that the in-cylinder brake power meets the brake power requirement.

[0144] The in-cylinder brake power control device provided in this embodiment can execute the technical solution of the above-mentioned in-cylinder brake power control method embodiment. Its implementation principle and technical effect are similar to those of the above-mentioned in-cylinder brake power control method embodiment, and will not be described in detail here.

[0145] Figure 5 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. The electronic device is intended to be used in various electronic devices that can execute the in-cylinder brake power control method, such as a microcomputer, a single-chip microcomputer, and other suitable computers. The components shown herein, their connections and relationships, and their functions are only examples and are not intended to limit the implementation of the present invention described and / or required herein.

[0146] like Figure 5 As shown, the electronic device includes: at least one processor 501 and a memory 502. The electronic device also includes a communication component 503. The processor 501, the memory 502 and the communication component 503 are connected via a bus 504.

[0147] In the specific implementation process, at least one processor 501 executes the computer execution instructions stored in the memory 502, so that at least one processor 501 executes the in-cylinder brake power control method executed by the electronic device side as above.

[0148] The specific implementation process of the processor 501 can refer to the above-mentioned embodiment of the in-cylinder brake power control method. Its implementation principle and technical effect are similar, and this embodiment will not be repeated here.

[0149] In the above embodiments, it should be understood that the processor 501 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), etc. The general-purpose processor 501 may be a microprocessor or any conventional processor, etc. The steps of the method disclosed in the invention may be directly embodied as being executed by a hardware processor, or may be executed by a combination of hardware and software modules in the processor.

[0150] The memory 502 may include a high-speed RAM memory, and may also include a non-volatile storage NVM, such as at least one disk storage.

[0151] The bus 504 may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus 504 may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, the bus 504 in the drawings of the present application is not limited to only one bus or one type of bus.

[0152] The above functions implemented by the electronic device and the main control device introduce the scheme provided by the embodiment of the present application. It is understandable that in order to implement the above functions, the electronic device or the main control device includes a hardware structure and / or software module corresponding to each function. In combination with the units and algorithm steps of each example described in the embodiment disclosed in the embodiment of the present application, the embodiment of the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the technical solution of the embodiment of the present application.

[0153] The present application also provides a computer-readable storage medium, in which computer-executable instructions are stored. When a processor executes the computer-executable instructions, the above-mentioned in-cylinder brake power control method is implemented.

[0154] The computer-readable storage medium mentioned above may be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk. The readable storage medium may be any available medium that can be accessed by a general or special-purpose computer.

[0155] An exemplary readable storage medium is coupled to a processor so that the processor can read information from the readable storage medium and write information to the readable storage medium. The readable storage medium can also be a component of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (ASIC). The processor and the readable storage medium can also exist as discrete components in an electronic device or a main control device.

[0156] The memory 502 is a non-transient computer-readable storage medium provided by the present invention. The non-transient computer-readable storage medium of the present invention stores computer instructions, and the computer instructions are used to enable a computer to execute the in-cylinder brake power control method provided by the present invention.

[0157] The memory 502 is a non-transient computer-readable storage medium that can be used to store non-transient software programs, non-transient computer executable programs and modules, such as program instructions / modules corresponding to the vehicle body rollover control method in the embodiment of the present application (for example, Figure 4The processor 501 executes various functional applications and data processing by running the non-transient software programs, instructions and modules stored in the memory 502, that is, the in-cylinder brake power control method in the above method embodiment is implemented.

[0158] At the same time, this embodiment also provides a computer program product, including a computer program, which is used to implement the in-cylinder brake power control method of the above embodiment when executed by a processor.

[0159] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in one or more embodiments of this specification are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant laws, regulations and standards, and corresponding operation entrances shall be provided for users to choose to authorize or refuse.

[0160] It should be noted that, for the aforementioned method embodiments, for the sake of simplicity, they are all expressed as a series of action combinations, but those skilled in the art should be aware that the present application is not limited by the described order of actions, because according to the present application, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in the specification are all optional embodiments, and the actions and modules involved are not necessarily required for the present application.

[0161] It should be further noted that, although the various steps in the flowchart are displayed in sequence according to the indication of the arrows, these steps are not necessarily executed in sequence in the order indicated by the arrows. Unless there is a clear description in this article, the execution of these steps is not strictly limited in order, and these steps can be executed in other orders. Moreover, at least a portion of the steps in the flowchart may include multiple sub-steps or multiple stages, and these sub-steps or stages are not necessarily executed at the same time, but can be executed at different times, and the execution order of these sub-steps or stages is not necessarily to be carried out in sequence, but can be executed in turn or alternately with other steps or at least a portion of the sub-steps or stages of other steps.

[0162] It should be understood that the above-mentioned device embodiments are only illustrative, and the device of the present application can also be implemented in other ways. For example, the division of units / modules in the above-mentioned embodiments is only a logical function division, and there may be other division methods in actual implementation. For example, multiple units, modules or components can be combined, or can be integrated into another system, or some features can be ignored or not executed.

[0163] In addition, unless otherwise specified, each functional unit / module in each embodiment of the present application may be integrated into one unit / module, each unit / module may exist physically separately, or two or more units / modules may be integrated together. The above-mentioned integrated unit / module may be implemented in the form of hardware or in the form of a software program module.

[0164] If the integrated unit / module is implemented in the form of hardware, the hardware may be a digital circuit, an analog circuit, etc. The physical implementation of the hardware structure includes but is not limited to transistors, memristors, etc. Unless otherwise specified, the processor may be any appropriate hardware processor, such as a CPU, a GPU, an FPGA, a DSP, an ASIC, etc. Unless otherwise specified, the storage unit may be any appropriate magnetic storage medium or magneto-optical storage medium, such as Resistive Random Access Memory (RRAM), Dynamic Random Access Memory (DRAM), Static Random-Access Memory (SRAM), Enhanced Dynamic Random Access Memory (EDRAM), High-Bandwidth Memory (HBM), Hybrid Memory Cube (HMC), etc.

[0165] If the integrated unit / module is implemented in the form of a software program module and sold or used as an independent product, it can be stored in a computer-readable memory. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a memory, including a number of instructions for a computer device (which can be a personal computer, server or network device, etc.) to execute all or part of the steps of the various embodiments of the present application. The aforementioned memory includes: U disk, read-only memory (ROM), random access memory (RAM), mobile hard disk, disk or optical disk and other media that can store program codes.

[0166] In the above embodiments, the description of each embodiment has its own emphasis. For the part not described in detail in a certain embodiment, please refer to the relevant description of other embodiments. The technical features of the above embodiments can be combined arbitrarily. In order to make the description concise, all possible combinations of the technical features in the above embodiments are not described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0167] Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the invention disclosed herein. The present application is intended to cover any modification, use or adaptation of the present application, which follows the general principles of the present application and includes common knowledge or customary techniques in the art that are not disclosed in the present application. The specification and examples are intended to be exemplary only, and the true scope and spirit of the present application are indicated by the following claims.

[0168] It should be understood that the present application is not limited to the precise structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present application is limited only by the appended claims.

Claims

1. A method for controlling in-cylinder brake power, characterized in that: The method is applied to a diesel engine equipped with a supercharger bypass valve and an intake throttle valve, and the method comprises: Obtaining an activation result; wherein the activation result is used to indicate whether the in-cylinder braking function of the diesel engine is activated; When the activation result indicates that the in-cylinder braking function of the diesel engine is activated, the initial openings of the supercharger bypass valve and the intake throttle valve are obtained according to bench calibration data of the diesel engine, and the initial after-intercooler pressure corresponding to the initial openings of the supercharger bypass valve and the intake throttle valve is obtained; When the initial intercooler pressure is not equal to the preset expected intercooler pressure, the initial opening of the supercharger bypass valve and / or the intake throttle valve is adjusted in a closed loop to obtain the corrected openings of the supercharger bypass valve and the intake throttle valve, until the first corrected intercooler pressure corresponding to the corrected openings of the supercharger bypass valve and the intake throttle valve is equal to the expected intercooler pressure; wherein the first corrected intercooler pressure is equal to the expected intercooler pressure, which is used to indicate that the in-cylinder braking power of the diesel engine meets the preset braking power requirement.

2. The in-cylinder brake power control method according to claim 1, characterized in that: The first valve is any one of the supercharger bypass valve and the intake throttle valve, and the second valve is the other one of the supercharger bypass valve and the intake throttle valve; The closed-loop adjustment of the initial opening of the supercharger bypass valve and / or the intake throttle valve to obtain the corrected openings of the supercharger bypass valve and the intake throttle valve, until the first corrected intercooler pressure corresponding to the corrected openings of the supercharger bypass valve and the intake throttle valve is equal to the expected intercooler pressure, includes: Closely regulating the initial opening of the first valve to obtain a corrected opening of the first valve until the corrected opening of the first valve is equal to a limit opening threshold of the first valve, or a second corrected intercooler pressure corresponding to the corrected opening of the first valve is equal to the desired intercooler pressure; When the corrected opening of the first valve is equal to the limit opening threshold of the first valve, the initial opening of the second valve is adjusted in a closed loop to obtain the corrected opening of the second valve until the first corrected intercooler pressure is equal to the desired intercooler pressure; When the second corrected post-intercooling pressure is equal to the expected post-intercooling pressure, the initial opening of the second valve is used as the corrected opening of the second valve, and the second corrected post-intercooling pressure is used as the first corrected post-intercooling pressure.

3. The in-cylinder brake power control method according to claim 2, characterized in that: The closed loop adjusts the initial opening of the second valve to obtain a corrected opening of the second valve until the first corrected intercooler pressure is equal to the desired intercooler pressure, including: According to the opening adjustment range of the second valve, the initial opening of the second valve is adjusted in a closed loop to obtain the corrected opening of the second valve until the first corrected intercooler pressure is equal to the expected intercooler pressure; wherein the opening adjustment range of the second valve is positively correlated with the pressure difference, and the pressure difference refers to the difference between the first corrected intercooler pressure during adjustment and the expected intercooler pressure.

4. The in-cylinder brake power control method according to claim 2, characterized in that: The limit opening threshold of the supercharger bypass valve includes a lower limit opening threshold; When the first valve is the supercharger bypass valve and the second corrected intercooler pressure is less than the expected intercooler pressure, the closed loop adjusts the initial opening of the first valve to obtain the corrected opening of the first valve until the corrected opening of the first valve is equal to the limit opening threshold of the first valve, or the second corrected intercooler pressure corresponding to the corrected opening of the first valve is equal to the expected intercooler pressure, including: The initial opening of the supercharger bypass valve is adjusted in a closed loop to obtain a corrected opening of the supercharger bypass valve until the corrected opening of the supercharger bypass valve is equal to the lower threshold of the limit opening, or the second corrected intercooler pressure corresponding to the corrected opening of the supercharger bypass valve is equal to the expected intercooler pressure; wherein the corrected opening of the supercharger bypass valve is less than the initial opening of the supercharger bypass valve.

5. The in-cylinder brake power control method according to claim 2, characterized in that: The limit opening threshold of the intake throttle valve includes an upper limit opening threshold; When the first valve is the intake throttle valve and the second corrected intercooler pressure is greater than the expected intercooler pressure, the closed loop adjusts the initial opening of the first valve to obtain the corrected opening of the first valve until the corrected opening of the first valve is equal to the limit opening threshold of the first valve, or the second corrected intercooler pressure corresponding to the corrected opening of the first valve is equal to the expected intercooler pressure, including: The initial opening of the intake throttle valve is adjusted in a closed loop to obtain a corrected opening of the intake throttle valve until the corrected opening of the intake throttle valve is equal to the upper threshold value of the limit opening, or the second corrected intercooler pressure corresponding to the corrected opening of the intake throttle valve is equal to the expected intercooler pressure; wherein the corrected opening of the intake throttle valve is greater than the initial opening of the intake throttle valve.

6. The in-cylinder brake power control method according to claim 1, characterized in that: The initial openings of the supercharger bypass valve and the intake throttle valve, and the initial after-intercooling pressure corresponding to the initial openings of the supercharger bypass valve and the intake throttle valve are obtained according to the bench calibration data of the diesel engine, including: According to the bench calibration data of the diesel engine, the initial openings of the supercharger bypass valve and the intake throttle valve, as well as the operating conditions of the diesel engine are obtained; wherein the operating conditions include speed, temperature and altitude; According to the initial openings of the supercharger bypass valve and the intake throttle valve, and the operating conditions, the initial intercooler pressure is obtained through a preset first mapping relationship; wherein the first mapping relationship is used to indicate a mapping relationship between the intercooler pressure, the opening and the operating conditions.

7. The in-cylinder brake power control method according to claim 1, characterized in that: The closed loop adjusts the initial opening of the supercharger bypass valve and / or the intake throttle valve to obtain the corrected openings of the supercharger bypass valve and the intake throttle valve, until the first corrected post-intercooling pressure corresponding to the corrected openings of the supercharger bypass valve and the intake throttle valve is equal to the expected post-intercooling pressure, the method further includes: According to the first corrected intercooler pressure, the in-cylinder brake power is obtained through a preset second mapping relationship; wherein the second mapping relationship is used to indicate a mapping relationship between the intercooler pressure and the brake power; Generate push information including the in-cylinder braking power; the push information is also used to indicate that the in-cylinder braking power meets the braking power requirement.

8. A diesel engine, characterized in that: include: An in-cylinder brake power control device, a supercharger bypass valve and an intake throttle valve; wherein the in-cylinder brake power control device is used to implement the in-cylinder brake power control method according to any one of claims 1 to 7.

9. A diesel locomotive, characterized in that: include: A diesel locomotive body, and a diesel engine as claimed in claim 8 mounted on the diesel locomotive body.

10. An in-cylinder brake power control device, characterized in that: The device is installed on a diesel engine equipped with a supercharger bypass valve and an intake throttle valve, and comprises: An activation result acquisition module, used to acquire an activation result; wherein the activation result is used to indicate whether the in-cylinder braking function of the diesel engine is activated; an initial module, configured to obtain, when the activation result indicates that the in-cylinder braking function of the diesel engine is activated, initial openings of the supercharger bypass valve and the intake throttle valve, and initial after-intercooler pressures corresponding to the initial openings of the supercharger bypass valve and the intake throttle valve, according to bench calibration data of the diesel engine; A closed-loop regulation module is used to close-loop regulate the initial opening of the supercharger bypass valve and / or the intake throttle valve when the initial post-intercooler pressure is not equal to a preset expected post-intercooler pressure, so as to obtain the corrected openings of the supercharger bypass valve and the intake throttle valve respectively, until a first corrected post-intercooler pressure corresponding to the corrected openings of the supercharger bypass valve and the intake throttle valve respectively is equal to the expected post-intercooler pressure; wherein the first corrected post-intercooler pressure is equal to the expected post-intercooler pressure, which is used to indicate that the in-cylinder braking power of the diesel engine meets the preset braking power requirement.

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