Method and device for controlling fuel gas quality of engine and medium

Abstract

The invention provides a method and device for controlling the gas quality of an engine and a medium, and relates to the technical field of gas engines, and the method comprises the steps that the actual power of a motor is obtained; the deviation between the actual power and preset target power is obtained, and the fuel gas quality change of the engine is determined based on the deviation; and when the fuel gas quality change exceeds the set range, first type correction is carried out on the operation parameters of the fuel gas side of the engine based on the deviation between the actual power and the target power, so that the output power of the engine reaches a constant state within the set time period. According to the method, a fuel gas quality closed-loop control strategy based on the motor power is provided, the engine fuel gas quality is monitored and adjusted in real time, the operation efficiency and stability of the engine are remarkably improved, and the engine failure rate caused by the fuel gas quality problem is reduced.

Description

Technical Field

[0001] The present disclosure belongs to the technical field of gas engines, and in particular relates to a method, device and medium for controlling the quality of engine gas. Background Art

[0002] In gas engines, due to the large differences in the composition and calorific value of the gas, when the gas quality deviates, the engine output power will have a certain deviation under the same operating conditions, resulting in differences in the motor unit load during power generation.

[0003] In related technologies, the judgment of gas quality is usually based on driving cycles and historical data. The adjustment cycle is too long and transient changes cannot be identified in real time. Under transient changes, power control is too lagging and cannot meet the needs of real-time control. Summary of the Invention

[0004] The present disclosure provides a method, device and medium for controlling engine fuel gas quality, aiming to at least to some extent solve the technical problem of poor response to transient changes due to the lack of real-time judgment of fuel gas quality in related technologies.

[0005] At least one embodiment of the present disclosure provides a method for controlling engine gas quality, which is applied to a vehicle having an engine and a motor driven by the engine, comprising:

[0006] Obtaining the actual power of the motor;

[0007] Obtaining a deviation between the actual power and a preset target power, and determining a change in the quality of the gas of the engine based on the deviation; and

[0008] When the gas quality changes beyond a set range, a first type of correction is performed on the operating parameters of the engine gas side based on the deviation between the actual power and the target power, so that the engine output power remains constant.

[0009] At least one embodiment of the present disclosure provides a method further comprising:

[0010] When the gas quality changes beyond a set range, the actual MAP of the engine is obtained, and a second type of correction is performed on the operating parameters of the engine air side based on the deviation between the actual MAP and a preset target MAP, so as to achieve dual control of the engine gas side and the engine air side when the gas quality changes.

[0011] In a method provided by at least one embodiment of the present disclosure, the vehicle includes an engine control unit and a motor control unit, and a first communication link is provided between the engine control unit and the motor control unit for communication between the engine control unit and the motor control unit, and obtaining the actual power of the motor includes:

[0012] In response to receiving data sent by the motor through the first communication link, parsing the data, and determining whether the data includes actual power of the motor based on a parsing result;

[0013] If yes, extract the actual power included in the data.

[0014] At least one embodiment of the present disclosure provides a method further comprising:

[0015] Under an offline test condition, testing the engine based on the virtual power of the motor to obtain the test power of the engine;

[0016] identifying whether there is a deviation between the virtual power and the test power;

[0017] If so, a third type of correction is performed on the fuel supply parameters of the engine based on the deviation between the virtual power and the test power.

[0018] In the method provided by at least one embodiment of the present disclosure, determining the change in gas quality of the engine based on the deviation includes:

[0019] In response to the deviation being greater than 0, determining that the gas quality of the engine has improved, and issuing a first notification message including information indicating that the gas quality has improved;

[0020] In response to the deviation being greater than 0, it is determined that the gas quality of the engine is degraded, and a second notification message including information indicating that the gas quality is degraded is issued.

[0021] In the method provided by at least one embodiment of the present disclosure, the operating parameter of the engine gas side includes a gas flow rate, and performing a first type of correction on the operating parameter of the engine gas side based on the deviation between the actual power and the target power includes:

[0022] When the quality of the gas of the engine is improved, the gas flow rate is controlled to decrease, and when the actual power of the motor reaches the target power during the process of decreasing the gas flow rate, the gas flow rate is controlled to no longer change;

[0023] When the quality of the gas of the engine decreases, the gas flow rate is controlled to increase, and when it is recognized that the actual power of the motor reaches the target power during the process of increasing the gas flow rate, the gas flow rate is controlled to no longer change.

[0024] In the method provided by at least one embodiment of the present disclosure, the engine further includes an air manifold provided on the engine air side, and operating parameters of the engine air side include air manifold flow rate. Performing a second type of correction on the engine air side operating parameters based on a deviation between the actual MAP and a preset target MAP includes:

[0025] When the gas quality of the engine improves, in addition to controlling the gas flow rate to decrease, the actual air manifold pressure of the engine is obtained based on the actual MAP, and when it is detected that the actual power and the actual air manifold pressure decrease synchronously, the air manifold flow rate is controlled to increase so that the actual air manifold pressure is always maintained at a target air manifold pressure corresponding to the target MAP;

[0026] When the gas quality of the engine decreases, in addition to controlling the gas flow rate to increase, the actual air manifold pressure of the engine is obtained based on the actual MAP. When it is recognized that the actual power and the actual air manifold pressure increase synchronously, the air manifold flow rate is controlled to be reduced so that the actual air manifold pressure is always maintained at the target air manifold pressure corresponding to the target MAP.

[0027] In the method provided by at least one embodiment of the present disclosure, the operating parameters of the engine gas side are controlled using a first PID closed-loop regulation, wherein the first PID closed-loop regulation is configured to adjust the gas flow rate based on a deviation between the actual power and the target power to maintain the stability of the gas flow rate; and

[0028] The control of the operating parameters of the engine air side adopts a second PID closed-loop regulation, wherein the second PID closed-loop regulation is configured to adjust the operating parameters of the engine air side based on the deviation between the actual MAP and a preset target MAP to maintain the node parameters of the MAP operating state node stable.

[0029] At least one embodiment of the present disclosure further provides a device for controlling engine gas quality, which is applied to a vehicle having an engine and a motor driven by the engine, comprising:

[0030] a data acquisition unit, configured to acquire actual power of the motor;

[0031] a pre-processing unit configured to obtain a deviation between the actual power and a preset target power, and determine a change in the gas quality of the engine based on the deviation;

[0032] a control unit configured to control an execution unit to perform a first type of correction on an operating parameter on the gas side of the engine based on a deviation between the actual power and the target power when the gas quality changes beyond a set range, so as to keep the engine output power constant; and

[0033] The execution unit includes a gas flow regulating valve arranged on the gas side of the engine.

[0034] At least one embodiment of the present disclosure further provides a storage medium, wherein the storage medium stores a program or instruction, and when the program or instruction is executed by a processor, the steps of the method provided in any embodiment of the present disclosure are implemented.

[0035] At least one embodiment of the present disclosure further provides a program product, including a program or instructions, wherein when the program or instructions are executed by a processor, the steps of the method provided in any embodiment of the present disclosure are implemented.

[0036] Compared with related technologies, the embodiments of the present disclosure provide a method, device and medium for controlling the quality of engine gas, and provide a closed-loop control strategy for gas quality based on the actual power of the motor. This method realizes a power generation system for lean combustion and electromechanical coupling control based on the engine and the motor. By real-time monitoring and adjusting the engine gas quality, the operating efficiency and stability of the engine are significantly improved, and the engine failure rate caused by gas quality problems is reduced. By obtaining the actual power of the motor to know the engine output power, the consistency control of the engine output power is performed. The control result can ensure that the vehicle can adapt to changes in different gas components and ensure the uniformity of the system state. In addition, the method has a wide range of applicability and can be applied to various types of gas engines. It provides a strong technical guarantee for the stable operation and performance improvement of the gas engine, and solves the technical problem of poor response to transient changes caused by the lack of real-time judgment of gas quality in related technologies.

[0037] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0039] Figure 1 A flow chart of a method for controlling engine gas quality provided by at least one embodiment of the present disclosure;

[0040] Figure 2 A flowchart of another method for controlling engine gas quality provided by at least one embodiment of the present disclosure;

[0041] Figure 3 A flowchart of another method for controlling engine gas quality provided by at least one embodiment of the present disclosure;

[0042] Figure 4 A schematic diagram illustrating a method for controlling engine fuel gas quality according to at least one embodiment of the present disclosure;

[0043] Figure 5 A graph showing test results of an example of a method for controlling engine gas quality provided by at least one embodiment of the present disclosure;

[0044] Figure 6 A structural block diagram of a device for controlling engine fuel gas quality provided by at least one embodiment of the present disclosure;

[0045] Figure 7 A schematic diagram of the composition of a program product provided for at least one embodiment of the present disclosure. DETAILED DESCRIPTION

[0046] The present disclosure is further described in detail below in conjunction with the accompanying drawings and examples. It is particularly noted that the following examples are only used to illustrate the present disclosure and do not limit the scope of the present disclosure. Similarly, the following examples are only some embodiments of the present disclosure and not all embodiments. All other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present disclosure.

[0047] The terms "first," "second," and "third" in the embodiments of the present disclosure are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, features defined as "first," "second," and "third" may explicitly or implicitly include at least one of such features.

[0048] In the description of the present disclosure, “a plurality of” means at least two, such as two or three, etc., unless otherwise clearly and specifically defined.

[0049] In the present disclosure, the terms "one embodiment", "some embodiments", "examples", "specific examples" or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present disclosure. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and the features of different embodiments or examples without contradiction.

[0050] The terms "including," "having," and any variations thereof in the embodiments of the present disclosure are intended to cover non-exclusive inclusions. For example, a process, method, system, product, or apparatus comprising a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or components inherent to the process, method, product, or apparatus.

[0051] As used herein, "program product" includes, but is not limited to, electronic devices or electronic apparatuses.

[0052] As used herein, "electronic equipment" includes, but is not limited to, devices configured to receive / transmit communication signals via a wireline connection (e.g., via a public switched telephone network (PSTN), a digital subscriber line (DSL), a digital cable or direct cable connection, and / or another data connection / network) and / or via a wireless interface (e.g., to a cellular network, a wireless local area network (WLAN), a digital television network such as a DVB-H network, a satellite network, or an AM-FM broadcast transmitter, and / or another communication terminal). A communication terminal configured to communicate via a wireless interface may be referred to as a "wireless communication terminal," "wireless terminal," or "mobile terminal." Examples of mobile terminals include, but are not limited to, satellite or cellular telephones; personal communication system (PCS) terminals that may combine cellular radiotelephones with data processing, fax, and data communication capabilities; PDAs that may include a radiotelephone, a pager, Internet / Intranet access, a web browser, a notepad, a calendar, and / or a global positioning system (GPS) receiver; and conventional laptop and / or palmtop receivers or other electronic devices that include a radiotelephone transceiver.

[0053] The term "gas quality" in the present disclosure refers to the calorific value of the combustible components per unit volume or mass of gas. Higher gas quality indicates a higher calorific value. For example, a higher percentage of methane per unit volume or mass of gas indicates better gas quality, indicating that the same volume or mass of gas produces more work.

[0054] The term "motor" in the embodiments of the present disclosure, also known as a generator or a generator set, is a device that converts mechanical energy output by an engine into electrical energy.

[0055] The term "electric power signal" in the embodiments of the present disclosure refers to the output power signal of the motor.

[0056] The term "MAP" in the embodiments of the present disclosure is a three-dimensional data graph, which generally takes intake pressure, engine speed and throttle opening as input parameters, and outputs control parameters such as fuel injection amount and ignition advance angle.

[0057] The term "engine control unit" (ECU) in the present disclosure is used to refer to the engine. The ECU receives data from various vehicle sensors, such as engine speed, temperature, and pressure, and uses this data to control key engine parameters such as fuel injection rate and ignition timing.

[0058] Figure 1 A flow chart of a method for controlling the quality of engine gas provided by at least one embodiment of the present disclosure. The method is applied to a vehicle having an engine and a motor driven by the engine. Figure 1 As shown, the method may include the following steps S10 to S30.

[0059] Step S10: Acquire the actual power of the motor.

[0060] Step S20: obtaining a deviation between the actual power and a preset target power, and determining a change in the quality of the engine gas based on the deviation.

[0061] Step S30: When the gas quality changes beyond a set range, a first type of correction is performed on the operating parameters of the engine gas side based on the deviation, so that the engine output power remains constant.

[0062] It should be noted that the vehicle can be a car, motorcycle, boat, or airplane, among others. Operating parameters of the engine's gas supply include, but are not limited to, gas flow rate, and may also include gas pressure and air-fuel ratio. Gas quality changes include improved gas quality, deteriorated gas quality, and unchanged gas quality. A change in gas quality outside the set range refers to either improved or deteriorated gas quality. This method can be further expanded beyond steps S10 through S30. For example, before step S10, the method may also include obtaining the vehicle's current driving status, such as speed and acceleration, to more accurately determine the target power of the motor. After step S30, if the corrected gas quality still fails to meet requirements, further detailed adjustments may be made to the engine's fuel injection system, ignition system, and other components to ensure optimal engine performance and emissions. Furthermore, the method may also include real-time monitoring of engine emissions, such as nitrogen oxide and carbon monoxide levels. If emissions exceed standards, appropriate intervention measures are immediately taken to protect the environment and human health.

[0063] Some embodiments of the present disclosure also provide devices, media (storage media), and program products corresponding to the above methods.

[0064] The method provided by at least one embodiment of the present disclosure is applicable to any existing use scenario of a vehicle that requires control of the engine gas quality, and the embodiments of the present disclosure are not limited to this. For example, in an urban bus system, the control of the engine gas quality is particularly important due to the frequent start and stop of buses. By applying the method of the present disclosure, the gas quality can be monitored and adjusted in real time to ensure that the bus can maintain efficient and environmentally friendly operation under any driving conditions. In addition, in the field of long-distance transportation, such as trucks and buses, long-term continuous driving places higher requirements on the stability and durability of the engine. The method of the present disclosure helps to extend the life of the engine by precisely controlling the gas quality.

[0065] Compared with the related art, the method provided by applying at least one embodiment of the present disclosure provides a closed-loop control strategy for gas quality based on the actual power of the motor. This method realizes a power generation system for lean combustion and electromechanical coupling control based on the engine and the motor. By real-time monitoring and adjusting the engine gas quality, the operating efficiency and stability of the engine are significantly improved, and the engine failure rate caused by gas quality problems is reduced. By obtaining the actual power of the motor to know the engine output power, the consistency control of the engine output power is performed. The control result can ensure that the vehicle can adapt to changes in different gas components and ensure the uniformity of the system state. In addition, the method has a wide range of applicability and can be applied to various types of gas engines. It provides a strong technical guarantee for the stable operation and performance improvement of the gas engine, and solves the technical problem of the related art that the response to transient changes is poor due to the lack of real-time judgment of gas quality.

[0066] In step S10, the actual power of the motor can be monitored in real time by a sensor and obtained directly or indirectly. For example, in actual applications, a power sensor installed at the motor collects the actual power data of the motor in real time and transmits it to an engine control unit, a vehicle control unit, or a remote control unit via wireless communication.

[0067] In step S20, if the actual power is higher than the target power, it may indicate that the gas supply is excessive and the gas quality has improved. Conversely, if the actual power is lower than the target power, it may indicate that the gas supply is insufficient and the gas quality has deteriorated.

[0068] In step S30, when gas quality improves, the system automatically adjusts the engine's gas-side operating parameters, reducing gas supply to improve fuel economy. Conversely, if actual power falls below the target power, the system promptly increases gas supply to ensure optimal engine operation. This motor power correction method, which uses the motor's actual power signal to determine engine output power, allows for consistent control of engine output power, optimizing engine performance and extending engine life.

[0069] Figure 2 A flow chart of another method for controlling engine gas quality provided by at least one embodiment of the present disclosure. Figure 2 As shown, in Figure 1 On the basis of, in order to ensure the high efficiency performance of the engine, the method further includes the following step S40.

[0070] Step S40: When the gas quality changes beyond the set range, the actual MAP of the engine is obtained, and a second type of correction is performed on the operating parameters of the engine air side based on the deviation between the actual MAP and the preset target MAP, so as to achieve dual control of the engine gas side and the engine air side when the gas quality changes.

[0071] It should be noted that the operating parameters of the engine air side include but are not limited to the intake manifold pressure and the turbocharger speed.

[0072] Step S40 further refines the engine gas quality monitoring and adjustment strategy, ensuring consistency in engine output power and engine MAP, thereby adapting to changes in gas quality components and ensuring uniform system status. Step S40 can involve continuous monitoring of gas quality or predictive analysis of gas quality under specific conditions. The addition of this step makes the entire control process more flexible and intelligent, enabling timely adjustments based on actual changes in gas quality to ensure stable engine operation and efficient performance. This also reflects the comprehensive consideration and meticulous planning of gas quality control in the embodiments of this disclosure.

[0073] Figure 3 A flow chart of another method for controlling engine gas quality provided by at least one embodiment of the present disclosure. Figure 3 As shown, in Figure 1 or Figure 2 On the basis of, in order to enhance the operating effect of the engine, the method further includes the following steps S50 to S70.

[0074] Step S50: Under the offline test condition, the engine is tested based on the virtual power of the motor to obtain the test power of the engine.

[0075] Step S60: Identify whether there is a deviation between the virtual power and the test power.

[0076] Step S70: If yes, perform a third type of correction on the fuel supply parameters of the engine based on the deviation between the virtual power and the test power.

[0077] It should be noted that offline test conditions can be diverse, including operating conditions at different engine loads and speeds. These conditions are designed to comprehensively evaluate engine performance under different conditions and ensure stable engine operation under various conditions.

[0078] Steps S50-S70 further ensure stable engine operation under various operating conditions. Comparing the virtual power under offline test conditions with the test power partially reflects the engine's actual performance. If deviations occur, a third type of correction is applied to the fuel supply parameters, effectively adjusting the engine's operating state and avoiding performance degradation or failures caused by gas quality issues. The addition of this step not only improves the reliability and fault tolerance of the method but also further enhances the engine's adaptability to changes in gas quality.

[0079] In some embodiments, in order to ensure the real-time nature of data acquisition, the vehicle includes an engine control unit ECU and a motor control unit, and a first communication link is set between the engine control unit ECU and the motor control unit for communication between the engine control unit ECU and the motor control unit, and step S10 is configured to include the following sub-steps S101 and S102.

[0080] Sub-step S101: In response to receiving data (which may be an electric power signal) sent by the motor through the first communication link, the data is parsed, and based on the parsing result, it is determined whether the data contains the actual power of the motor.

[0081] Sub-step S102: If yes, extract the actual power contained in the data (which may be the effective value of the electric power signal).

[0082] Based on the data type, it can be determined whether the data contains the actual motor power. The motor and the ECU communicate via the first communication link, with the motor power being the content of the communication. This communication mechanism ensures that the engine control unit (ECU) can obtain the actual motor power information in real time. Based on this information, the ECU can more precisely adjust the engine's gas supply to optimize efficiency.

[0083] In some embodiments, in order to monitor the gas quality of the engine in real time, determining the change in the gas quality of the engine based on the deviation in step S20 is configured to include the following sub-steps S201 and S202 .

[0084] In sub-step S201 , in response to the deviation being greater than 0 (the actual power being greater than the target power), it is determined that the gas quality of the engine has improved, and a first notification message including the improvement of the gas quality is issued.

[0085] In sub-step S202, in response to the deviation being greater than 0 (the actual power being less than the target power), it is determined that the quality of the engine gas is degraded, and a second notification message including the degraded gas quality is issued.

[0086] Sub-steps S201 and S202 enable real-time monitoring of the engine's gas quality, providing immediate feedback to the operator or related systems. When the actual power exceeds the target power, a first notification message alerts the operator or system that the engine's gas quality has improved, likely due to the use of higher-quality gas or optimization of the engine's operating status. Conversely, when the actual power is less than the target power, a second notification message warns the operator or system that the engine's gas quality has deteriorated, likely due to poor gas quality or an engine malfunction. This design allows for timely monitoring and adjustment of the engine's operating status, helping to extend the engine's service life and improve overall operating efficiency.

[0087] In some embodiments, in order to achieve a power closed loop, the operating parameters of the engine gas side include gas flow, and step S30 is configured to include the following sub-steps S301 and S302.

[0088] Sub-step S301: When the gas quality of the engine improves (exceeds the upper limit of the set range), the gas flow is controlled to decrease, and when the actual power of the motor reaches the target power during the process of gas flow decrease, the gas flow is controlled to no longer change.

[0089] Sub-step S302: When the engine gas quality decreases (exceeds the lower limit of the set range), the gas flow is controlled to increase, and when the actual power of the motor reaches the target power during the gas flow increase process, the gas flow is controlled to no longer change.

[0090] Among them, through sub-steps S301 and S302, precise control of the engine gas quality can be achieved, and constant engine output power can be achieved by controlling the gas flow. When the gas quality improves, by reducing the gas flow, it can be ensured that the engine does not waste energy or cause excessive wear due to excess gas. Conversely, when the gas quality decreases, by increasing the gas flow, the gas quality deficiency can be compensated and the engine can obtain sufficient power output. This strategy of dynamically adjusting the gas flow not only helps to maintain stable operation of the engine, but also achieves optimal energy efficiency performance under different gas quality conditions. The gas flow can be reduced or increased by adjusting the opening of the gas flow control valve in the engine, and closed-loop control of power can be achieved by adjusting the opening of the gas flow control valve, or the first PID closed-loop adjustment method below can be adopted.

[0091] In some embodiments, the engine's gas-side operating parameter (gas flow) is controlled using a first PID closed-loop regulation. This first PID closed-loop regulation is configured to adjust the gas flow based on the deviation between actual power and target power to maintain gas flow stability. Correcting the gas flow based on target power and actual power is a continuous, real-time, closed-loop process. The output of this first PID closed-loop regulation can be set as a gas flow correction coefficient, which acts on the open-loop gas flow to achieve gas output control.

[0092] In some embodiments, to implement a MAP closed-loop, the engine further includes an air manifold disposed on the engine's air side. Operating parameters of the engine's air side include an air manifold flow rate. Performing a second type of correction on the engine's air-side operating parameters based on a deviation between an actual MAP and a preset target MAP in step S40 is configured to include the following sub-steps S401 and S402.

[0093] Sub-step S401: When the engine gas quality improves, in addition to controlling the gas flow rate to decrease, the actual air manifold pressure of the engine is obtained based on the actual MAP. When it is detected that the actual power and the actual air manifold pressure decrease simultaneously, the air manifold flow rate is controlled to increase so that the actual air manifold pressure is always maintained at the target air manifold pressure corresponding to the target MAP.

[0094] Sub-step S402: When the engine gas quality decreases, in addition to controlling the gas flow rate to increase, the actual air manifold pressure of the engine is obtained based on the actual MAP. When it is detected that the actual power and the actual air manifold pressure increase simultaneously, the air manifold flow rate is controlled to be reduced so that the actual air manifold pressure is always maintained at the target air manifold pressure corresponding to the target MAP.

[0095] Sub-steps S401 and S402 enable coordinated control of the engine's air and gas sides, maintaining stable manifold pressure and ensuring stable engine operation under varying gas qualities. Specifically, when gas quality improves, the same gas flow rate generates more engine power, increasing actual work capacity under open-loop gas flow and enriching the air-fuel ratio. Therefore, reducing the gas flow rate (directly correcting the gas flow rate based on the deviation between actual power and target power) results in a leaner air-fuel ratio. This in turn causes a decrease in motor power, leading to a simultaneous decrease in MAP. At this point, the air throttle activates, appropriately increasing the air manifold flow rate to maintain MAP, effectively preventing mechanical wear and reduced energy efficiency caused by excessive engine power. The throttle control method is similar to the gas flow control method, except that the closed-loop target is different: the throttle closes the intake manifold pressure within the MAP. When equilibrium is reached, motor power and MAP remain unchanged; only the gas flow rate decreases. If gas quality deteriorates, the control process reverses, increasing gas flow and appropriately reducing air manifold flow to ensure sufficient engine power output, preventing insufficient power from impacting vehicle performance. This two-pronged control approach not only improves the engine's adaptability and stability, but also further enhances its overall energy efficiency and service life.

[0096] In some embodiments, the engine's air-side operating parameters are controlled using a second PID closed-loop control mechanism. This mechanism is configured to adjust the engine's air-side operating parameters based on the deviation between the actual MAP and a preset target MAP to maintain stable parameters at the MAP operating node. This second PID closed-loop control mechanism monitors the difference between the actual and target MAPs in real time, enabling rapid and accurate adjustments to the engine's air-side operating parameters. When the actual MAP falls below the target MAP, the second PID closed-loop control appropriately increases the air manifold flow rate to increase the MAP value. Conversely, when the actual MAP exceeds the target MAP, the second PID closed-loop control reduces the air manifold flow rate to decrease the MAP value. This dynamic adjustment ensures that the MAP operating node parameters remain within a preset stable range, thereby ensuring smooth and efficient engine operation. Furthermore, the introduction of the second PID closed-loop control enhances the engine's adaptability to fluctuating gas quality, enabling the engine to maintain optimal operating conditions under various gas quality conditions.

[0097] Figure 4 The schematic diagram of the principle of an example of a method for controlling the quality of engine gas provided by at least one embodiment of the present disclosure. Figure 4 As shown, the engine control unit performs power closed-loop control based on the target power and actual power to correct the gas flow rate, and performs MAP closed-loop control based on the target MAP and actual MAP to adjust the intake throttle valve opening.

[0098] Figure 5 This is a test result diagram of an example of a method for controlling engine gas quality provided by at least one embodiment of the present disclosure. Figure 5 As shown in FIG, after the intake throttle valve and the motor power are adjusted, the gas quality quickly reaches a constant value.

[0099] Figure 6 This is a structural block diagram of a device for controlling the quality of engine gas provided by at least one embodiment of the present disclosure. The device is applied to a vehicle having an engine and a motor driven by the engine. Figure 6 As shown, the device 1 for controlling the quality of engine gas includes a data acquisition unit 10 , a pre-processing unit 20 , a control unit 30 and an execution unit 40 .

[0100] The data acquisition unit 10 is configured to acquire the actual power of the motor.

[0101] The pre-processing unit 20 is configured to obtain a deviation between the actual power and a preset target power, and determine a change in the quality of the engine gas based on the deviation.

[0102] The control unit 30 is configured to control the execution unit to perform a first type of correction on the operating parameters of the engine gas side based on the deviation between the actual power and the target power when the gas quality changes beyond the set range, so as to keep the engine output power constant.

[0103] The execution unit 40 includes a gas flow regulating valve provided on the gas side of the engine. The gas flow regulating valve serves as a control unit for the operating parameters of the gas side of the engine.

[0104] The specific manner in which each unit in the above device embodiment performs operations has been described in detail in the embodiment of the method, and will not be elaborated on here.

[0105] In some embodiments, the execution unit 40 further includes an air intake throttle valve disposed on the air manifold on the air side of the engine, serving as a control unit for operating parameters on the air side of the engine.

[0106] The embodiment of the present disclosure further provides a storage medium, which stores a program or instruction. When the program or instruction is executed by a processor, the steps of the above method embodiment are implemented.

[0107] The present disclosure also provides a program product, such as Figure 7 As shown, the program product includes one or more processors 21 and a memory 22. Figure 7 A processor 21 is taken as an example.

[0108] The controller may further include an input device 23 and an output device 24 .

[0109] The processor 21, the memory 22, the input device 23 and the output device 24 may be connected via a bus or other means. Figure 7 The bus connection is taken as an example.

[0110] The processor 21 can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or a combination of the above chips. The general-purpose processor can be a microprocessor or any conventional processor.

[0111] Memory 22, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs, non-transitory computer executable programs, and modules, such as the program instructions / modules corresponding to the methods in the embodiments of the present disclosure. Processor 21 executes the non-transitory software programs, instructions, and modules stored in memory 22 to execute various server functional applications and data processing, thereby implementing the steps of the above-described method embodiments.

[0112] The memory 22 may include a program storage area and a data storage area, wherein the program storage area may store an operating system and application programs required for at least one function; the data storage area may store data created based on the use of the processing device operated by the server, etc. In addition, the memory 22 may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one disk storage device, a flash memory device, or other non-volatile solid-state storage device. In some embodiments, the memory 22 may optionally include a memory remotely located relative to the processor 21, and these remote memories may be connected to a network connection device via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0113] The input device 23 can receive input digital or character information and generate key signal input related to user settings and function control of the processing device of the server. The output device 24 can include a display device such as a display screen.

[0114] One or more modules are stored in the memory 22 and when executed by one or more processors 21, perform the following operations: Figure 1 The method shown.

[0115] Those skilled in the art will appreciate that all or part of the processes in the above method embodiments can be implemented by instructing related hardware through a computer program. The program can be stored in a computer-readable storage medium, and when the program is executed, it can include the processes in the above method embodiments. The storage medium can be a magnetic disk, an optical disk, a read-only memory (ROM), a random access memory (RAM), a flash memory (FM), a hard disk drive (HDD), or a solid-state drive (SSD). The storage medium can also include a combination of the above types of memory.

[0116] Although the embodiments of the present disclosure have been described with reference to the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present disclosure, and such modifications and variations are all within the scope defined by the appended claims.

[0117] Although the embodiments of the present disclosure have been shown and described above, it is understood that the above embodiments are illustrative and are not to be construed as limitations on the present disclosure. A person skilled in the art may change, modify, replace and vary the above embodiments within the scope of the present disclosure.

Claims

1. A method for controlling engine fuel gas quality, applied to a vehicle having an engine and a motor driven by the engine, characterized in that: include: Obtaining the actual power of the motor; Obtaining a deviation between the actual power and a preset target power, and determining a change in the quality of the gas of the engine based on the deviation; and When the gas quality changes beyond a set range, a first type of correction is performed on the operating parameters of the engine gas side based on the deviation between the actual power and the target power, so that the engine output power remains constant within a set period.

2. The method according to claim 1, characterized in that Also includes: When the gas quality changes beyond a set range, the actual MAP of the engine is obtained, and a second type of correction is performed on the operating parameters of the engine air side based on the deviation between the actual MAP and a preset target MAP, so as to achieve dual control of the engine gas side and the engine air side when the gas quality changes.

3. The method according to claim 1, characterized in that The vehicle includes an engine control unit and a motor control unit, and a first communication link is provided between the engine control unit and the motor control unit for communication between the engine control unit and the motor control unit, and obtaining the actual power of the motor includes: In response to receiving data sent by the motor through the first communication link, parsing the data and determining whether the data includes actual power of the motor based on a parsing result; and If yes, extract the actual power included in the data.

4. The method according to claim 1, wherein Also includes: Under an offline test condition, testing the engine based on the virtual power of the motor to obtain the test power of the engine; identifying whether there is a deviation between the virtual power and the test power; as well as, If so, a third type of correction is performed on the fuel supply parameters of the engine based on the deviation between the virtual power and the test power.

5. The method according to any one of claims 2 to 4, characterized in that: The determining of the change in the fuel gas quality of the engine based on the deviation includes: In response to the deviation being greater than 0, determining that the gas quality of the engine has improved, issuing a first notification message including information indicating that the gas quality has improved; and In response to the deviation being greater than 0, it is determined that the gas quality of the engine is degraded, and a second notification message including information indicating that the gas quality is degraded is issued.

6. The method according to claim 5, characterized in that The operating parameter of the engine gas side includes a gas flow rate, and performing a first type of correction on the operating parameter of the engine gas side based on the deviation between the actual power and the target power includes: When the quality of the gas from the engine is improved, the gas flow rate is controlled to decrease, and when the actual power of the motor reaches the target power during the gas flow decrease, the gas flow rate is controlled to not change; and When the quality of the gas of the engine decreases, the gas flow rate is controlled to increase, and when it is recognized that the actual power of the motor reaches the target power during the process of increasing the gas flow rate, the gas flow rate is controlled to no longer change.

7. The method according to claim 6, characterized in that The engine further includes an air manifold disposed on an air side of the engine, and operating parameters of the engine air side include an air manifold flow rate. The performing of a second type of correction on the engine air side operating parameters based on a deviation between the actual MAP and a preset target MAP includes: When the gas quality of the engine improves, in addition to controlling the gas flow rate to decrease, the actual air manifold pressure of the engine is obtained based on the actual MAP, and when it is recognized that the actual power and the actual air manifold pressure decrease synchronously, the air manifold flow rate is controlled to increase so that the actual air manifold pressure is always maintained at the target air manifold pressure corresponding to the target MAP; and When the gas quality of the engine decreases, in addition to controlling the gas flow rate to increase, the actual air manifold pressure of the engine is obtained based on the actual MAP. When it is recognized that the actual power and the actual air manifold pressure increase synchronously, the air manifold flow rate is controlled to be reduced so that the actual air manifold pressure is always maintained at the target air manifold pressure corresponding to the target MAP.

8. The method according to claim 2, characterized in that The operating parameters of the engine gas side are controlled by a first PID closed-loop regulation, wherein the first PID closed-loop regulation is configured to adjust the gas flow rate based on a deviation between the actual power and the target power to maintain the stability of the gas flow rate; and The control of the operating parameters of the engine air side adopts a second PID closed-loop regulation, wherein the second PID closed-loop regulation is configured to adjust the operating parameters of the engine air side based on the deviation between the actual MAP and a preset target MAP to maintain the node parameters of the MAP operating state node stable.

9. An engine gas quality adaptive control device, applied to a vehicle having an engine and a motor driven by the engine, characterized in that: include: a data acquisition unit, configured to acquire actual power of the motor; a pre-processing unit configured to obtain a deviation between the actual power and a preset target power, and determine a change in the gas quality of the engine based on the deviation; a control unit configured to control an execution unit to perform a first type of correction on an operating parameter on a gas side of the engine based on a deviation between the actual power and the target power when the gas quality changes beyond a set range, so as to keep the engine output power constant; as well as, The execution unit includes a gas flow regulating valve arranged on the gas side of the engine.

10. A storage medium, characterized in that: The storage medium stores a program or instruction, and when the program or instruction is executed by a processor, the steps of the method according to any one of claims 1 to 8 are implemented.

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