Engine combustion control method and device, computer equipment and storage medium

Abstract

The invention relates to an engine combustion control method and device, computer equipment and a storage medium. The method comprises the following steps: when an engine is in a target state, obtaining calibration data of the engine at a target rotating speed; wherein the calibration data comprises the mapping relation between the total pressure of the air inlet pipe and the air inlet flow and the corresponding circulating oil injection quantities of the engine under different loads; an interpolation algorithm is applied to the calibration data, and the real-time oil consumption and the real-time air inlet flow of the engine are obtained; according to the real-time oil consumption and the real-time air inlet flow, the real-time air-fuel ratio of the engine is obtained through calculation; and comparing the real-time air-fuel ratio with the reference air-fuel ratio to obtain a comparison result, and regulating and controlling the combustion process of the engine according to the comparison result. By the adoption of the method, the air-fuel ratio change under the transient working condition can be responded in real time, the combustion process of the engine is regulated and controlled in real time, the utilization efficiency of fuel oil is optimized, and therefore the overall combustion efficiency is enhanced, pollutant emission is reduced, and the dynamic response is improved.

Description

Technical Field

[0001] The present application relates to the technical field of internal combustion engines, and particularly to an engine combustion control method, device, computer device, storage medium, and computer program product. Background Technique

[0002] Due to its high fuel economy and large output torque, diesel engines are widely used in the fields of transportation, construction machinery, and agricultural machinery. However, during actual operation, diesel engines face frequent load changes and speed fluctuations, that is, they are in the so-called transient operating conditions, and such variable conditions account for a considerable proportion of the engine's operating time. Under transient conditions, due to the rapid change of combustion organization conditions, the combustion condition of the diesel engine deteriorates, manifested as obvious fluctuations in the air-fuel ratio and uneven mixture distribution, resulting in a significant increase in the emissions of nitrogen oxides (NOx) and particulate matter (PM). Such emission problems have a greater impact on the environment and human health.

[0003] To address the above problems, traditional control strategies often use pre-set injection timings or correction tables to control fuel injection parameters.

[0004] However, most of these methods are designed based on steady-state operating condition parameters and cannot respond in real time to the change in the air-fuel ratio under transient conditions, resulting in control lag (response lag of control parameters such as injection timing or fuel injection quantity), and thus unable to optimize the combustion process in real time. Summary of the Invention

[0005] Based on this, it is necessary to provide an engine combustion control method, device, computer device, computer-readable storage medium, and computer program product that can respond in real time to the change in the air-fuel ratio under transient conditions, regulate the combustion process of the engine in real time, and then optimize the fuel utilization efficiency for the above technical problems.

[0006] In a first aspect, the present application provides an engine combustion control method, including:

[0007] When the engine is in a target state, obtain the calibration data of the engine at the target speed; wherein, the calibration data includes the mapping relationship between the total intake pipe pressure and the intake air flow rate, and the corresponding cyclic fuel injection quantity of the engine under different loads;

[0008] Apply an interpolation algorithm to the calibration data to obtain the real-time fuel consumption and the real-time intake air flow rate of the engine;

[0009] Calculate the real-time air-fuel ratio of the engine according to the real-time fuel consumption and the real-time intake air flow rate;

[0010] Compare the real-time air-fuel ratio with the reference air-fuel ratio to obtain a comparison result, and regulate the combustion process of the engine according to the comparison result.

[0011] In one embodiment, the real-time air-fuel ratio is compared with the reference air-fuel ratio to obtain a comparison result, and the combustion process of the engine is regulated according to the comparison result, including:

[0012] Compare the real-time air-fuel ratio with the reference air-fuel ratio;

[0013] When the real-time air-fuel ratio is greater than or equal to the reference air-fuel ratio, maintain the original injection timing of the engine;

[0014] When the real-time air-fuel ratio is less than the reference air-fuel ratio, delay the control of the original injection timing of the engine.

[0015] In one embodiment, when the real-time air-fuel ratio is less than the reference air-fuel ratio, the delay control of the original injection timing of the engine includes:

[0016] Perform a difference operation on the real-time air-fuel ratio and the reference air-fuel ratio to obtain an air-fuel ratio difference;

[0017] Compare the air-fuel ratio difference with a preset difference threshold;

[0018] When the air-fuel ratio difference is greater than or equal to the preset difference threshold, use the first delay angle to delay the control of the original injection timing of the engine;

[0019] When the air-fuel ratio difference is less than the preset difference threshold, use the second delay angle to delay the control of the original injection timing of the engine.

[0020] In one embodiment, multiply the air-fuel ratio difference by a first proportionality coefficient to obtain a first delay angle; multiply the air-fuel ratio difference by a second proportionality coefficient to obtain a second delay angle; wherein, both the first proportionality coefficient and the second proportionality coefficient are determined according to the load characterization factor.

[0021] In one embodiment, the reference air-fuel ratio is the air-fuel ratio value when the engine is in a steady-state operating condition under the same rotational speed and cyclic fuel injection amount as the real-time air-fuel ratio.

[0022] In one embodiment, according to the real-time fuel consumption and the real-time intake air flow rate, calculate the real-time air-fuel ratio of the engine, including:

[0023] Perform a ratio operation on the real-time intake air flow rate and the real-time fuel consumption to obtain the real-time air-fuel ratio of the engine.

[0024] In a second aspect, the present application further provides an engine combustion control device, including:

[0025] An acquisition module, configured to acquire calibration data of the engine at a target speed when the engine is in a target state; wherein, the calibration data includes the mapping relationship between the total intake pipe pressure and the intake air flow rate, and the corresponding cyclic fuel injection amounts of the engine under different loads;

[0026] A determination module, configured to apply an interpolation algorithm to the calibration data to obtain the real-time fuel consumption and the real-time intake air flow rate of the engine;

[0027] A calculation module, configured to calculate the real-time air-fuel ratio of the engine according to the real-time fuel consumption and the real-time intake air flow rate;

[0028] A regulation module, configured to compare the real-time air-fuel ratio with a reference air-fuel ratio to obtain a comparison result, and regulate the combustion process of the engine according to the comparison result.

[0029] In a third aspect, the present application further provides a computer device, including a memory and a processor, where the memory stores a computer program, and when the processor executes the computer program, the following steps are implemented:

[0030] When the engine is in a target state, acquire calibration data of the engine at a target speed; wherein, the calibration data includes the mapping relationship between the total intake pipe pressure and the intake air flow rate, and the corresponding cyclic fuel injection amounts of the engine under different loads;

[0031] Apply an interpolation algorithm to the calibration data to obtain the real-time fuel consumption and the real-time intake air flow rate of the engine;

[0032] Calculate the real-time air-fuel ratio of the engine according to the real-time fuel consumption and the real-time intake air flow rate;

[0033] Compare the real-time air-fuel ratio with a reference air-fuel ratio to obtain a comparison result, and regulate the combustion process of the engine according to the comparison result.

[0034] In a fourth aspect, the present application further provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the following steps are implemented:

[0035] When the engine is in a target state, acquire calibration data of the engine at a target speed; wherein, the calibration data includes the mapping relationship between the total intake pipe pressure and the intake air flow rate, and the corresponding cyclic fuel injection amounts of the engine under different loads;

[0036] Apply an interpolation algorithm to the calibration data to obtain the real-time fuel consumption and the real-time intake air flow rate of the engine;

[0037] Calculate the real-time air-fuel ratio of the engine according to the real-time fuel consumption and the real-time intake air flow rate;

[0038] Compare the real-time air-fuel ratio with the reference air-fuel ratio to obtain a comparison result, and regulate the combustion process of the engine according to the comparison result.

[0039] In a fifth aspect, the present application also provides a computer program product, including a computer program, which when executed by a processor, implements the following steps:

[0040] When the engine is in a target state, obtain the calibration data of the engine at the target speed; wherein, the calibration data includes the mapping relationship between the total intake pipe pressure and the intake air flow, and the corresponding cyclic fuel injection amounts of the engine under different loads;

[0041] Apply an interpolation algorithm to the calibration data to obtain the real-time fuel consumption and real-time intake air flow of the engine;

[0042] Calculate the real-time air-fuel ratio of the engine based on the real-time fuel consumption and real-time intake air flow;

[0043] Compare the real-time air-fuel ratio with the reference air-fuel ratio to obtain a comparison result, and regulate the combustion process of the engine according to the comparison result.

[0044] In the above engine combustion control method, device, computer device, storage medium and computer program product, when the engine is in a target state, obtain the calibration data of the engine at the target speed; wherein, the calibration data includes the mapping relationship between the total intake pipe pressure and the intake air flow, and the corresponding cyclic fuel injection amounts of the engine under different loads; apply an interpolation algorithm to the calibration data to obtain the real-time fuel consumption and real-time intake air flow of the engine; calculate the real-time air-fuel ratio of the engine based on the real-time fuel consumption and real-time intake air flow; compare the real-time air-fuel ratio with the reference air-fuel ratio to obtain a comparison result, and regulate the combustion process of the engine according to the comparison result. This method can respond to the change of the air-fuel ratio in transient working conditions in real time, regulate the combustion process of the engine in real time, and then optimize the fuel utilization efficiency. Description of the Drawings

[0045] In order to more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the following will briefly introduce the drawings required for use in the description of the embodiments or related technologies. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0046] Figure 1 It is an application environment diagram of the engine combustion control method in an embodiment;

[0047] Figure 2 It is a flow schematic diagram of the engine combustion control method in an embodiment;

[0048] Figure 3 It is a schematic structural diagram of an engine transient process combustion emission test system in an embodiment;

[0049] Figure 4 It is a schematic flow diagram of an engine combustion control method in another embodiment;

[0050] Figure 5 It is a schematic structural diagram of an engine combustion control device in an embodiment;

[0051] Figure 6 It is an internal structure diagram of a computer device in an embodiment. Detailed implementation manners

[0052] In order to make the objectives, technical solutions and advantages of the present application clearer and more understandable, the present application will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0053] The engine combustion control method provided by the embodiments of the present application can be applied to, for example, Figure 1 the application environment shown in the figure. Among them, the terminal 102 communicates with the server 104 through the network. The data storage system can store the data that the server 104 needs to process. The data storage system can be integrated on the server 104, or placed in the cloud or other network servers. The terminal 102 sends an engine combustion control request to the server 104, and the server 104 receives the engine combustion control request. When the engine is in the target state, the calibration data of the engine at the target speed is obtained; among them, the calibration data includes the mapping relationship between the total intake pipe pressure and the intake air flow, and the corresponding cyclic fuel injection amounts of the engine under different loads; an interpolation algorithm is applied to the calibration data to obtain the real-time fuel consumption and the real-time intake air flow of the engine; according to the real-time fuel consumption and the real-time intake air flow, the real-time air-fuel ratio of the engine is calculated; the real-time air-fuel ratio is compared with the reference air-fuel ratio to obtain a comparison result, and the combustion process of the engine is regulated according to the comparison result. Among them, the terminal 102 can be, but is not limited to, various personal computers, laptop computers, smart phones, tablet computers, Internet of Things devices, and portable wearable devices. The portable wearable device can be a smart watch, a smart bracelet, a head-mounted device, etc. The server 104 can be implemented by an independent server or a server cluster composed of multiple servers.

[0054] In an exemplary embodiment, as Figure 2 shown, a method for controlling engine combustion is provided. Taking the method applied to Figure 1 the server in the figure as an example, the following steps 202 to 208 are included. Among them:

[0055] Step 202: When the engine is in the target state, obtain the calibration data of the engine at the target speed; wherein, the calibration data includes the mapping relationship between the total intake pipe pressure and the intake air flow rate, and the corresponding cyclic fuel injection amounts at different loads of the engine.

[0056] Optionally, there can be multiple target speeds. The engine being in the target state means that the engine coolant temperature reaches the set value. The mapping relationship between the total intake pipe pressure and the intake air flow rate refers to the mathematical relationship between these two parameters under specific working conditions (such as at a certain speed), which means that the intake air flow rate can be deduced by measuring the total intake pipe pressure. The cyclic fuel injection amount refers to the amount of fuel injected in one working cycle of the engine, and the cyclic fuel injection amounts at different loads refer to the required fuel injection amounts under different engine loads (such as low load, medium load, high load, etc.).

[0057] Exemplarily, after the engine coolant temperature reaches the set value and the engine speed is fixed at one of the target speed values (such as 2000 rpm), gradually change the load at this target speed (such as adjusting the throttle opening or applying torque), and collect the real-time value of the cyclic fuel injection amount at each load point; meanwhile, collect the total intake pipe pressure and the intake air flow rate at this target speed, and then construct the mapping relationship between the total intake pipe pressure and the intake air flow rate.

[0058] Step 204: Apply the interpolation algorithm to the calibration data to obtain the real-time fuel consumption and the real-time intake air flow rate of the engine.

[0059] In practical applications, due to the lag in the real-time air-fuel ratio measured by the emission analyzer, that is, the air-fuel ratio obtained by real-time calculation of the volume fraction of exhaust gas components cannot be used to control the combustion process of the engine. Therefore, in this embodiment, the real-time fuel consumption and the real-time intake air flow rate are calculated by the binomial interpolation method with the cyclic fuel injection amount and the total intake pipe pressure, and then the real-time air-fuel ratio is obtained. However, since the instantaneous response frequency and measurement accuracy of the instantaneous fuel consumption meter and the air flow meter used on the test bench do not meet the requirements, the real-time fuel consumption and intake air flow rate are calculated by high-precision and fast-response parameters, that is, the experimental parameters adopted in this embodiment are the real-time calculated value of the cyclic fuel injection amount and the total intake pipe pressure collected by the system. This real-time calculated value of the cyclic fuel injection amount is not the actual cyclic fuel injection amount, but only used for calculation.

[0060] Exemplarily, since the real-time working conditions can be at different speeds, loads, and total intake pipe pressures, the calibrated data obtained above may not be precise enough for each instantaneous working condition. Therefore, we need to use an interpolation algorithm to calculate the real-time fuel consumption and real-time intake air flow based on the known calibrated data. The interpolation algorithm can smooth the transition between these discrete calibrated data points by analyzing the relationships between the known calibrated data, and calculate the real-time fuel consumption and real-time intake air flow under the current working condition. The interpolation algorithm can be a binomial interpolation method, linear interpolation, etc.

[0061] Step 206: Calculate the real-time air-fuel ratio of the engine based on the real-time fuel consumption and the real-time intake air flow.

[0062] Perform a ratio calculation on the real-time intake air flow and the real-time fuel consumption to obtain the real-time air-fuel ratio of the engine.

[0063] Step 208: Compare the real-time air-fuel ratio with the reference air-fuel ratio to obtain a comparison result, and adjust the combustion process of the engine according to the comparison result.

[0064] Optionally, the reference air-fuel ratio is the air-fuel ratio value when the engine is in a steady-state working condition under the same speed and cycle fuel quantity conditions as the real-time air-fuel ratio; that is, the reference air-fuel ratio is the ideal air-fuel ratio obtained through steady-state calibration under the same speed and cycle fuel injection quantity conditions, representing the air-fuel ratio value of the engine in the best combustion state. The real-time air-fuel ratio is the instantaneous air-fuel ratio value calculated according to the current actual working condition. Comparing the real-time air-fuel ratio with the reference air-fuel ratio can reflect the deviation degree of the current combustion state from the ideal state. If the comparison result shows that the real-time air-fuel ratio is significantly lower than the reference air-fuel ratio, it indicates that the mixture gas in the combustion process is too rich, which may cause problems such as incomplete combustion and increased particulate emissions. Therefore, it is necessary to reduce the fuel injection quantity or change the fuel injection timing by means of delaying the original engine fuel injection timing, etc., to improve the mixture gas condition; if the real-time air-fuel ratio is higher than the reference air-fuel ratio, it indicates that the mixture gas is too lean, which may lead to problems such as a decrease in combustion efficiency or unstable idling. In this case, the original engine fuel injection timing is maintained.

[0065] In the above engine combustion control method, by obtaining the calibrated data at the target speed in real time and accurately calculating the real-time fuel consumption and intake air flow based on this calibrated data using an interpolation algorithm, and then obtaining the real-time air-fuel ratio of the engine, the accuracy of determining the real-time air-fuel ratio can be improved, and the control delay caused by the lag of traditional exhaust gas analysis can be avoided. Dynamically comparing the real-time air-fuel ratio with the reference air-fuel ratio, thereby realizing the intelligent control of the combustion process, can dynamically adjust the fuel injection strategy (the combustion process of the engine) according to the changes in the actual working condition, enabling the engine to maintain a good combustion state under transient working conditions such as variable load and variable speed, and thus reducing emission pollution and extending the engine life.

[0066] In an exemplary embodiment, the real-time air-fuel ratio is compared with a reference air-fuel ratio to obtain a comparison result, and the combustion process of the engine is regulated according to the comparison result, including: comparing the real-time air-fuel ratio with the reference air-fuel ratio; when the real-time air-fuel ratio is greater than or equal to the reference air-fuel ratio, maintaining the original injection timing of the engine; when the real-time air-fuel ratio is less than the reference air-fuel ratio, delaying the original injection timing of the engine.

[0067] Optionally, the real-time air-fuel ratio calculated according to the real-time operating conditions is compared with the preset reference air-fuel ratio in real time to determine whether the current combustion state of the engine deviates from the ideal air-fuel ratio range, and the engine's injection timing is dynamically adjusted accordingly to optimize the engine's combustion process. Specifically, when the comparison result shows that the real-time air-fuel ratio is greater than or equal to the reference air-fuel ratio, it means that the combustion process is in a lean state and the fuel supply is not significantly excessive. At this time, the original engine injection timing can be maintained without adjusting the injection strategy; when the real-time air-fuel ratio is lower than the reference air-fuel ratio, it indicates that the fuel injection is too much and the mixed gas concentration is too high, which may lead to incomplete combustion, increased soot and other problems. Therefore, the original engine injection timing will be delayed, that is, the injection time will be appropriately delayed, so as to promote a more complete mixing of fuel and air, improve combustion efficiency and reduce pollution emissions. Through this control mechanism based on dynamic comparison of air-fuel ratio, real-time optimization and regulation of the combustion process is achieved, especially under transient conditions, which can effectively improve the responsiveness and stability of the engine.

[0068] In an exemplary embodiment, when the real-time air-fuel ratio is less than the reference air-fuel ratio, the original injection timing of the engine is delayed, including: taking the difference between the real-time air-fuel ratio and the reference air-fuel ratio to obtain the air-fuel ratio difference; comparing the air-fuel ratio difference with a preset difference threshold; when the air-fuel ratio difference is greater than or equal to the preset difference threshold, using a first delay angle to delay the original injection timing of the engine; when the air-fuel ratio difference is less than the preset difference threshold, using a second delay angle to delay the original injection timing of the engine.

[0069] The reference air-fuel ratio is recorded as , the real-time air-fuel ratio is recorded as , the first delay angle is recorded as , the second delay angle is recorded as .

[0070] For example, the air-fuel ratio difference is multiplied by the first proportional coefficient to obtain the first delay angle; the air-fuel ratio difference is multiplied by the second proportional coefficient to obtain the second delay angle; wherein the first proportional coefficient and the second proportional coefficient are both determined according to the load characterization factor x. Specifically, the first proportional coefficient The calculation formula is , the second proportionality coefficient The calculation formula is .

[0071] For the case where the real-time air-fuel ratio is less than the reference air-fuel ratio, the control strategy of further refining and delaying the fuel injection timing is adopted to achieve more precise combustion regulation. Specifically, the difference between the currently calculated real-time air-fuel ratio and the reference air-fuel ratio is processed to obtain the numerical difference (air-fuel ratio difference) between the real-time air-fuel ratio and the reference air-fuel ratio, so as to quantify the degree of deviation from the target state at present. The air-fuel ratio difference is compared with a preset difference threshold to judge the severity of the current air-fuel deviation. The proportionality coefficient k value functions of the following two delay control methods are different, and the corresponding adjustment ranges can be achieved; in the value function of k, the 50-100% interval of medium and large loads where the transient performance of the engine may deteriorate severely is characterized as x ∈ (0.5, 1).

[0072] If the air-fuel ratio difference is greater than or equal to the difference threshold, it indicates that the current fuel excess is relatively obvious, and then the first retard angle is used to delay the original fuel injection timing of the engine. Among them, the calculation formula of the first retard angle is:

[0073]

[0074]

[0075] And when the air-fuel ratio difference is less than the difference threshold, it means that the deviation is relatively small and only fine adjustment is required. At this time, the second retard angle is used to delay the original fuel injection timing of the engine. Among them, the calculation formula of the second retard angle is:

[0076]

[0077]

[0078] The difference threshold mentioned above can be set to 2.

[0079] In this embodiment, the air-fuel ratio difference is divided into different levels, each corresponding to a different ignition advance angle (i.e., the first ignition advance angle and the second ignition advance angle), which can achieve a more refined and progressive combustion process adjustment strategy, avoiding the decline in engine stability or slow response caused by excessive adjustment. The first ignition advance angle and the second ignition advance angle are both obtained by operating on the air-fuel ratio difference through a proportionality coefficient, and this proportionality coefficient is determined in combination with the load characterization factor of the engine, enabling the control process to intelligently match the adjustment intensity according to the actual load state, thereby enhancing the adaptability and combustion efficiency of the engine under dynamic operating conditions. Further, this embodiment can effectively suppress the incomplete combustion problem caused by excessive fuel, reduce exhaust emissions, optimize the combustion process, and improve the thermal efficiency.

[0080] In an exemplary embodiment, during the actual test process, the engine combustion control method is applied to the engine transient combustion emission test system. Please refer to Figure 3 , Figure 3 The structure diagram of the engine transient combustion emission test system is shown in the figure. The emission test system includes a water outlet pipe 1, an internal combustion engine 2, an exhaust pipe 3, a coolant outlet temperature sensor 4, an exhaust temperature sensor 5, a charge amplifier 6, a combustion analyzer 7, a computer 8, a high-speed acquisition card 9, an electric dynamometer 10, a host computer 11, a fuel flow meter 12, a fuel tank 13, an intake air temperature sensor 14, an intake pipe 15, a coolant inlet temperature sensor 16, a coolant inlet pipe 17, a coolant constant temperature system 18, a coupling 19, and an oil inlet pipe 20. Among them, the intake pipe 15 and the exhaust pipe 3 are connected to the internal combustion engine 2; one end of the coolant inlet pipe 17 and the coolant outlet pipe 18 is connected to the internal combustion engine 2, and the other end is connected to the coolant constant temperature system 18; the coolant outlet temperature sensor 4 is embedded in the coolant outlet pipe 1, the coolant inlet temperature sensor 16 is embedded in the coolant inlet pipe 17, the exhaust temperature sensor 5 is embedded in the exhaust pipe 3, the intake air temperature sensor 14 is embedded in the intake pipe 15, and the electric dynamometer 10 is connected to the internal combustion engine 2 through the coupling 19. The host computer 11 is connected to the electric dynamometer 10; the fuel tank 13 is connected to the internal combustion engine 2 through the oil inlet line 20, the fuel flow meter 12 is embedded in the oil inlet line 20, the combustion analyzer 7 is connected to the charge amplifier 6, and the charge amplifier 6 is connected to the internal combustion engine 2. The coolant outlet temperature sensor 4, the exhaust temperature sensor 5, the fuel flow meter 12, the intake air temperature sensor 14, and the coolant inlet temperature sensor 16 are all connected to the high-speed acquisition card 9 through signal lines, and this high-speed acquisition card 9 is connected to the computer 8. The emission analyzer 21 and the fast particle spectrometer 22 are connected to the exhaust pipe 3.

[0081] Exemplarily, the ignition advance angle (control parameter) is adopted to control and optimize the combustion process of the engine to achieve the effect of segmented full-process control optimization. The control steps are as follows:

[0082] Step 1: Control the dynamometer 10 through the host computer 11 to change the speed and torque of the internal combustion engine 2, so that the internal combustion engine 2 operates under full working conditions respectively, and control the coolant constant temperature system 18 to keep the coolant coming out of it at the set temperature.

[0083] Step 2: Use a charge amplifier 6 to amplify the cylinder pressure signal, collect the combustion data of the internal combustion engine through a combustion analyzer, and each sensor sends the collected temperature, pressure, and flow signals into the high-speed acquisition card through a signal line, and the computer records the data in the acquisition card to obtain calibration data.

[0084] Step 3: Calculate the real-time fuel consumption and intake air flow under the test conditions by using binomial interpolation according to the measured calibration data, so as to obtain the real-time air-fuel ratio.

[0085] Step 4: Compare the calculated real-time air-fuel ratio with the pre-selected reference air-fuel ratio, and perform a difference threshold judgment, and then adopt corresponding regulation methods according to the judgment interval to obtain corresponding regulation parameters.

[0086] Step 5: Input the obtained regulation parameters into the control platform and perform delay control on the basis of the original engine injection timing.

[0087] Among them, the delay angle (including the first delay angle and the second delay angle ) is the difference between the reference air-fuel ratio and the real-time air-fuel ratio multiplied by a proportionality coefficient (including the first proportionality coefficient and the second proportionality coefficient ). The k value functions of the two delay control methods are different, and the adjustment ranges in the corresponding situations can be achieved; in the k value function, the 50 - 100% interval of medium and large loads where the transient performance of the engine may deteriorate seriously is characterized as x ∈ (0.5, 1). When the air-fuel ratio difference is less than the difference threshold (the value is 2), the following regulation parameters are adopted for control optimization (that is, delay control):

[0088]

[0089]

[0090] When the air-fuel ratio difference is greater than or equal to the difference threshold (the value is 2), the following regulation parameters are adopted for control optimization (that is, delay control):

[0091]

[0092]

[0093] Taking the CA6DM3 model diesel engine as the research object, for example, a six-cylinder in-line, turbocharged and intercooled, high-pressure common rail diesel engine, the target speed of the operating point is selected as 1100 r / min. The coolant temperature is set at 85 °C, the load range is 10% - 90%, and the loading time is 3 s. Using this test sample to further elaborate on this technical solution, the computer 8 records the data transmitted by various sensors into the high-speed acquisition card 9, and calculates the combustion data of the internal combustion engine measured by the combustion analyzer 7.

[0094] In one embodiment, when the target speed of the test condition is 1100 r / min as an example, the injection pressure selects the original engine map. Among them, the original engine map refers to the injection pressure control curve or injection pressure mapping table calibrated by the engine manufacturer. Using the data measured by the sensors, the real-time fuel consumption and real-time intake air flow are calculated, and then the real-time air-fuel ratio is calculated. The reference air-fuel ratio is set to 28. When the engine load is about 75%, the deterioration effect is obvious. At this time, the real-time air-fuel ratio is approximately 24.5. By substituting into the formula:

[0095]

[0096]

[0097] The first retard angle at this time is obtained as 6 °CA. Input this first retard angle into the dSPACE control system to delay the original injection timing of the engine (that is, optimize and adjust the combustion process). It can be seen from the data measured by the emission analyzer that the NOx emission value is reduced by 9.73%, and the particulate emission peak value is reduced by 27.77% compared with the original engine.

[0098] In another embodiment, as Figure 4 shown, a method for controlling engine combustion is provided. The method includes:

[0099] Step 401, when the engine is in the target state, obtain the calibration data of the engine at the target speed; among them, the calibration data includes the mapping relationship between the total intake pipe pressure and the intake air flow, and the corresponding cyclic fuel injection amounts of the engine under different loads.

[0100] Step 402, apply the interpolation algorithm to the calibration data to obtain the real-time fuel consumption and real-time intake air flow of the engine.

[0101] Step 403, calculate the real-time air-fuel ratio of the engine according to the real-time fuel consumption and real-time intake air flow.

[0102] Step 404: Compare the real-time air-fuel ratio with the reference air-fuel ratio to determine whether the real-time air-fuel ratio is greater than or equal to the reference air-fuel ratio. When the real-time air-fuel ratio is greater than or equal to the reference air-fuel ratio, execute Step 405. When the real-time air-fuel ratio is less than the reference air-fuel ratio, execute Step 406.

[0103] Step 405: Maintain the original injection timing of the engine.

[0104] Step 406: Calculate the difference between the real-time air-fuel ratio and the reference air-fuel ratio to obtain the air-fuel ratio difference.

[0105] Step 407: Compare the air-fuel ratio difference with a preset difference threshold. When the air-fuel ratio difference is greater than or equal to the preset difference threshold, execute Step 408. When the air-fuel ratio difference is less than the preset difference threshold, execute Step 409.

[0106] Step 408: Use the first retard angle to delay the control of the original injection timing of the engine.

[0107] Step 409: Use the second retard angle to delay the control of the original injection timing of the engine.

[0108] In this embodiment, by obtaining the calibration data at the target speed (including the mapping relationship between the total intake pipe pressure and the intake air flow rate and the cyclic fuel injection amount corresponding to each load), the real-time fuel consumption and the real-time intake air flow rate of the engine are calculated by means of an interpolation algorithm, so as to further accurately calculate the current real-time air-fuel ratio of the engine. Comparing this air-fuel ratio with the reference air-fuel ratio and regulating the combustion process of the engine according to the comparison result can make the combustion process better match the current working condition requirements, improve the response speed and accuracy of fuel injection control, and effectively make up for the defect of the traditional air-fuel ratio feedback lag. On the other hand, through the refined delay control logic, it is possible to avoid combustion instability caused by excessive adjustment, ensure that the engine always operates in a high-efficiency and low-emission state under different loads and different transient working conditions, thereby enhancing the overall combustion efficiency, reducing pollution emissions and improving the power response.

[0109] It should be understood that although the steps in the flowcharts involved in the above embodiments are shown in sequence according to the arrows, these steps do not necessarily need to be executed in the order indicated by the arrows. Unless there is a clear indication in this article, the execution of these steps has no strict order limit, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above embodiments may include multiple steps or multiple stages. These steps or stages do not necessarily need to be executed at the same moment, but can be executed at different moments. The execution order of these steps or stages does not necessarily need to be sequential, but can be executed alternately or in turn with at least a part of other steps or steps or stages in other steps.

[0110] Based on the same inventive concept, an embodiment of the present application further provides an engine combustion control device for implementing the above-mentioned engine combustion control method. The solution provided by this device for solving problems is similar to the solution described in the above method. Therefore, the specific limitations in one or more embodiments of the engine combustion control device provided below can refer to the limitations on the engine combustion control method in the foregoing, and will not be elaborated herein.

[0111] In an exemplary embodiment, as Figure 5 shown, an engine combustion control device is provided, including: an acquisition module 502, a determination module 504, a calculation module 506, and a regulation module 508, where:

[0112] The acquisition module 502 is configured to acquire the calibration data of the engine at a target speed when the engine is in a target state; wherein, the calibration data includes the mapping relationship between the total intake pipe pressure and the intake air flow rate, and the corresponding cyclic fuel injection amounts of the engine under different loads.

[0113] The determination module 504 is configured to apply an interpolation algorithm to the calibration data to obtain the real-time fuel consumption and the real-time intake air flow rate of the engine.

[0114] The calculation module 506 is configured to calculate the real-time air-fuel ratio of the engine according to the real-time fuel consumption and the real-time intake air flow rate.

[0115] The regulation module 508 is configured to compare the real-time air-fuel ratio with the reference air-fuel ratio to obtain a comparison result, and regulate the combustion process of the engine according to the comparison result.

[0116] In an exemplary embodiment, the regulation module 508 is further configured to compare the real-time air-fuel ratio with the reference air-fuel ratio; when the real-time air-fuel ratio is greater than or equal to the reference air-fuel ratio, maintain the original fuel injection timing of the engine; when the real-time air-fuel ratio is less than the reference air-fuel ratio, perform a delay control on the original fuel injection timing of the engine. Wherein, the reference air-fuel ratio is the air-fuel ratio value when the engine is in a steady-state working condition under the same speed and cyclic fuel amount as the real-time air-fuel ratio.

[0117] In an exemplary embodiment, the regulation module 508 is further configured to perform a difference calculation on the real-time air-fuel ratio and the reference air-fuel ratio to obtain an air-fuel ratio difference; compare the air-fuel ratio difference with a preset difference threshold; when the air-fuel ratio difference is greater than or equal to the preset difference threshold, perform a delay control on the original fuel injection timing of the engine using a first delay angle; when the air-fuel ratio difference is less than the preset difference threshold, perform a delay control on the original fuel injection timing of the engine using a second delay angle.

[0118] In an exemplary embodiment, the regulation module 508 is further configured to multiply the air-fuel ratio difference by a first proportionality coefficient to obtain a first retard angle; multiply the air-fuel ratio difference by a second proportionality coefficient to obtain a second retard angle; wherein, both the first proportionality coefficient and the second proportionality coefficient are determined according to the load characterization factor.

[0119] In an exemplary embodiment, the calculation module 506 is further configured to calculate the ratio of the real-time intake air flow to the real-time fuel consumption to obtain the real-time air-fuel ratio of the engine.

[0120] Each module in the above engine combustion control device can be implemented in whole or in part by software, hardware, and their combination. The above modules can be embedded in the processor of the computer device in hardware form or independent of it, or stored in the memory of the computer device in software form, so that the processor can call and execute the operations corresponding to the above respective modules.

[0121] In an exemplary embodiment, a computer device is provided. The computer device can be a server, and its internal structure diagram can be as Figure 6 shown. The computer device includes a processor, a memory, an input / output interface (Input / Output, abbreviated as I / O), and a communication interface. Among them, the processor, the memory, and the input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. Among them, the processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The database of the computer device is used to store calibration data. The input / output interface of the computer device is used to exchange information between the processor and external devices. The communication interface of the computer device is used to communicate with external terminals through a network connection. When the computer program is executed by the processor, it implements an engine combustion control method.

[0122] Those skilled in the art can understand that Figure 6 the structure shown in is only a block diagram of some structures related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than those shown in the figure, or combine some components, or have a different component layout.

[0123] In an embodiment, a computer device is provided, including a memory and a processor. A computer program is stored in the memory, and when the processor executes the computer program, the steps in the above method embodiments are implemented.

[0124] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps in the above method embodiments are implemented.

[0125] In one embodiment, a computer program product is provided, including a computer program. When the computer program is executed by a processor, the steps in the above method embodiments are implemented.

[0126] 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 for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use, and processing of relevant data need to comply with relevant regulations.

[0127] Those of ordinary skill in the art can understand that all or part of the processes in the methods of the above embodiments can be completed by instructing relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above methods. Among them, any reference to a memory, database, or other medium used in the embodiments provided in the present application can include at least one of non-volatile and volatile memories. Non-volatile memories can include read-only memory (ROM), magnetic tapes, floppy disks, flash memories, optical memories, high-density embedded non-volatile memories, resistive random access memories (ReRAM), magnetoresistive random access memories (MRAM), ferroelectric random access memories (FRAM), phase change memories (PCM), graphene memories, etc. Volatile memories can include random access memory (RAM) or external cache memories, etc. By way of illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc. The databases involved in the embodiments provided in the present application can include at least one of relational databases and non-relational databases. Non-relational databases can include distributed databases based on blockchain, etc., without limitation. The processors involved in the embodiments provided in the present application can be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logics, data processing logics based on quantum computing, etc., without limitation.

[0128] The technical features of the above embodiments can be combined arbitrarily. For the sake of concise description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope described in this specification.

[0129] The above embodiments only represent several implementation manners of the present application. The description is relatively specific and detailed, but it should not be construed as a limitation on the patent scope of the present application. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present application, several modifications and improvements can still be made, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the appended claims.

Claims

1. An engine combustion control method, characterized in that, The method includes: When the engine is in a target state, obtaining the calibration data of the engine at a target speed; wherein, the calibration data includes the mapping relationship between the total intake pipe pressure and the intake air flow rate, and the corresponding cyclic fuel injection amounts of the engine under different loads; Applying an interpolation algorithm to the calibration data to obtain the real-time fuel consumption and the real-time intake air flow rate of the engine; Calculating the real-time air-fuel ratio of the engine based on the real-time fuel consumption and the real-time intake air flow rate; Comparing the real-time air-fuel ratio with a reference air-fuel ratio to obtain a comparison result, and regulating the combustion process of the engine according to the comparison result.

2. The method according to claim 1, wherein The comparing the real-time air-fuel ratio with the reference air-fuel ratio to obtain a comparison result, and regulating the combustion process of the engine according to the comparison result includes: Comparing the real-time air-fuel ratio with the reference air-fuel ratio; When the real-time air-fuel ratio is greater than or equal to the reference air-fuel ratio, maintaining the original injection timing of the engine; When the real-time air-fuel ratio is less than the reference air-fuel ratio, delaying the control of the original injection timing of the engine.

3. The method according to claim 2, wherein The when the real-time air-fuel ratio is less than the reference air-fuel ratio, delaying the control of the original injection timing of the engine includes: Performing a difference processing on the real-time air-fuel ratio and the reference air-fuel ratio to obtain an air-fuel ratio difference; Comparing the air-fuel ratio difference with a preset difference threshold; When the air-fuel ratio difference is greater than or equal to the preset difference threshold, delaying the control of the original injection timing of the engine by using a first delay angle; When the air-fuel ratio difference is less than the preset difference threshold, delaying the control of the original injection timing of the engine by using a second delay angle.

4. The method according to claim 3, wherein Performing a product processing on the air-fuel ratio difference and a first proportionality coefficient to obtain the first delay angle; performing a product processing on the air-fuel ratio difference and a second proportionality coefficient to obtain the second delay angle; wherein, both the first proportionality coefficient and the second proportionality coefficient are determined according to a load characterization factor.

5. The method according to claim 1, wherein The reference air-fuel ratio is the air-fuel ratio value when the engine is in a steady-state operating condition under the same speed and cyclic fuel amount conditions as the real-time air-fuel ratio.

6. The method according to claim 1, characterized in that, Calculating the real-time air-fuel ratio of the engine based on the real-time fuel consumption and the real-time intake air flow rate includes: Performing a ratio processing on the real-time intake air flow rate and the real-time fuel consumption to obtain the real-time air-fuel ratio of the engine.

7. An engine combustion control device, characterized in that, The device includes: An acquisition module, configured to obtain the calibration data of the engine at a target speed when the engine is in a target state; wherein, the calibration data includes the mapping relationship between the total intake pipe pressure and the intake air flow rate, and the corresponding cyclic fuel injection amounts of the engine under different loads; A determination module, configured to apply an interpolation algorithm to the calibration data to obtain the real-time fuel consumption and the real-time intake air flow rate of the engine; A calculation module, configured to calculate the real-time air-fuel ratio of the engine based on the real-time fuel consumption and the real-time intake air flow rate; A control module, configured to compare the real-time air-fuel ratio with a reference air-fuel ratio to obtain a comparison result, and regulate the combustion process of the engine according to the comparison result.

8. A computer device, comprising a memory and a processor, the memory storing a computer program, characterized in that, When the processor executes the computer program, the steps of the method according to any one of claims 1 to 6 are implemented.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

10. A computer program product comprising a computer program, characterized in that, When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

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