Method and device for correcting flow coefficient of exhaust passage based on carbon deposition amount of exhaust passage

Abstract

The invention relates to a method and device for correcting an exhaust passage flow coefficient based on the carbon deposition amount of an exhaust passage, and the method comprises the steps: collecting the particulate matter emission in the exhaust of a target engine under the conditions of different rotating speeds and fuel injection amounts, and forming an exhaust particulate matter emission chart; calculating the cumulative emission amount of the exhaust particulate matters according to the exhaust particulate matter emission chart; calculating an exhaust passage particulate matter adhesion amount coefficient according to the particulate matter emission in the exhaust; calculating a correction coefficient of an exhaust passage flow coefficient and an inflation efficiency correction coefficient according to the exhaust passage particulate matter adhesion amount coefficient; and optimizing the working condition of the engine by utilizing the correction coefficient of the exhaust passage flow coefficient and the inflation efficiency correction coefficient. By detecting the operation condition of the engine, the correction coefficient of the exhaust passage flow and the inflation efficiency can be calculated based on the operation condition of the engine, so that a scientific basis can be provided for maintenance and improvement of the engine, and engineers and technicians are helped to make an optimized engine scheme more efficiently and reasonably.

Description

Technical Field

[0001] The present invention relates to the field of engine technology, and in particular to a method and device for correcting an exhaust passage flow coefficient based on an amount of carbon deposits in the exhaust passage. Background Art

[0002] In modern internal combustion engine technology, engine design and optimization typically focus on combustion efficiency, power output, and emission control. However, existing engine technology fails to adequately consider the issue of carbon deposits in the exhaust tract during long-term use. As an engine ages, carbon deposits gradually accumulate in the exhaust tract. This phenomenon is common in practical applications, especially under high load conditions or when using low-quality fuel.

[0003] The formation of carbon deposits is mainly due to factors such as incomplete combustion of fuel, uneven oil-gas mixing, and changes in engine operating temperature. These carbon deposits will not only reduce the flow coefficient of the exhaust duct, but also affect the overall performance of the engine, including power output, fuel economy, and emission characteristics. Specifically, carbon deposits in the exhaust duct will increase airflow resistance, which in turn will cause an increase in exhaust back pressure, affecting the engine's intake efficiency, and ultimately leading to a decrease in engine power and an increase in fuel consumption. Existing engine technology does not take into account the problem of carbon deposits that will accumulate in the exhaust duct over time, and therefore does not take into account the deterioration of engine performance caused by the carbon accumulation process when optimizing the engine. Summary of the Invention

[0004] To solve the above problems, an object of the embodiments of the present invention is to provide a method and apparatus for correcting an exhaust duct flow coefficient based on the amount of carbon deposits in the exhaust duct.

[0005] A method for correcting an exhaust duct flow coefficient based on an amount of carbon deposits in the exhaust duct comprises:

[0006] Step 1: Collect the particulate matter emissions from the target engine at different speeds and fuel injection rates to generate an exhaust particulate matter emission chart;

[0007] Step 2: Calibrate the output power of the target engine at different speeds and fuel injection amounts to form an engine output power chart;

[0008] Step 3: Calculate the cumulative exhaust particulate matter emissions based on the exhaust particulate matter emission chart and the engine output power chart;

[0009] Step 4: Calculate the exhaust duct particulate matter adhesion coefficient based on the particulate matter emissions in the exhaust gas;

[0010] Step 5: Calculate the particle attachment mass in the exhaust duct based on the exhaust duct particle attachment coefficient and the cumulative exhaust particle emissions;

[0011] Step 6: Calculate the correction factor of the exhaust duct flow coefficient and the charging efficiency correction factor based on the mass of particulate matter attached in the exhaust duct;

[0012] Step 7: Optimize the engine operating conditions using the correction factor of the exhaust flow coefficient and the charging efficiency correction factor.

[0013] Preferably, in step 1, the exhaust particulate matter emission chart is constructed with the engine speed as the x-axis, the fuel injection amount as the y-axis, and the exhaust particulate matter emission as the z-axis.

[0014] Preferably, in step 2, the engine output power graph is constructed with the engine speed as the x-axis, the fuel injection amount as the y-axis, and the engine output power as the z-axis.

[0015] Preferably, in step 3, the cumulative emission of exhaust particulate matter is calculated as follows:

[0016] The cumulative emission of exhaust particulate matter = engine output power * particulate matter emissions in exhaust * engine operating time.

[0017] Preferably, in step 4, the calculation formula for the exhaust duct particulate matter adhesion coefficient is:

[0018] Exhaust duct particulate matter adhesion coefficient = mass of particulate matter adhered to the exhaust duct per unit time / (mass of particulate matter adhered to the exhaust duct per unit time + particulate matter emissions in the exhaust per unit time).

[0019] Preferably, in step 5, the calculation formula for the mass of particulate matter attached in the exhaust duct is:

[0020] The mass of particulate matter attached in the exhaust duct = exhaust duct particulate matter attachment coefficient * cumulative exhaust particulate matter emissions.

[0021] The present invention also provides a device for correcting the exhaust duct flow coefficient based on the amount of carbon deposits in the exhaust duct, comprising:

[0022] A particulate matter emission collection module is used to collect particulate matter emissions from the exhaust of the target engine at different speeds and fuel injection rates, and form an exhaust particulate matter emission chart;

[0023] The engine output calibration module is used to calibrate the output power of the target engine at different speeds and fuel injection amounts to form an engine output power chart;

[0024] an exhaust particulate matter cumulative emission calculation module, used to calculate the cumulative emission of exhaust particulate matter based on an exhaust particulate matter emission chart and an engine output power chart;

[0025] An exhaust duct particulate matter adhesion coefficient calculation module is used to calculate the exhaust duct particulate matter adhesion coefficient based on the particulate matter emissions in the exhaust gas;

[0026] A particle attachment mass calculation module in the exhaust duct is used to calculate the particle attachment mass in the exhaust duct based on the particle attachment mass coefficient of the exhaust duct and the cumulative emission of exhaust particles;

[0027] A correction coefficient calculation module, used to calculate the correction coefficient of the exhaust duct flow coefficient and the charging efficiency correction coefficient according to the mass of particulate matter attached in the exhaust duct;

[0028] The engine operating condition optimization module is used to optimize the engine operating condition by using the correction factor of the exhaust flow coefficient and the charging efficiency correction factor.

[0029] The present invention also provides an electronic device, comprising a bus, a transceiver, a memory, a processor, and a computer program stored in the memory and runnable on the processor, wherein the transceiver, the memory, and the processor are connected via the bus, and wherein the computer program, when executed by the processor, implements the steps in the above-mentioned method for correcting the exhaust duct flow coefficient based on the amount of carbon deposits in the exhaust duct.

[0030] The present invention also provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps in the above-mentioned method for correcting the exhaust duct flow coefficient based on the amount of carbon deposits in the exhaust duct.

[0031] According to the specific embodiments provided by the present invention, the present invention discloses the following technical effects:

[0032] The present invention relates to a method for correcting an exhaust duct flow coefficient based on the amount of carbon deposits in the exhaust duct. Compared with the prior art, the present invention can calculate the correction coefficients of the exhaust duct flow and charging efficiency based on the operating conditions of the engine by detecting the operating conditions of the engine, thereby providing a scientific basis for engine maintenance and improvement, and helping engineers and technicians to be more efficient and reasonable in formulating engine optimization plans.

[0033] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, preferred embodiments are given below and described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0035] Figure 1 A flow chart of a method for correcting an exhaust duct flow coefficient based on the amount of carbon deposits in the exhaust duct provided by the present invention;

[0036] Figure 2 The engine working principle diagram provided by the present invention. DETAILED DESCRIPTION

[0037] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0038] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature identified as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, "plurality" means two or more, unless otherwise specifically defined.

[0039] In the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," "connect," "fixed," etc. should be understood broadly. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; or internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0040] See also Figure 1-2 , a method for correcting an exhaust duct flow coefficient based on an amount of carbon deposits in the exhaust duct, comprising:

[0041] Step 1: Collect the particulate matter emissions from the target engine at different speeds and fuel injection rates to generate an exhaust particulate matter emission chart;

[0042] In actual applications, different engines, under different operating conditions (different speeds, power, torque, and fuel injection), will also output different combinations of exhaust temperature, exhaust flow, intake temperature, intake flow, and EGR rate. By using sensors to detect these parameters, the corresponding operating parameters of the target engine under different speeds and fuel injection conditions can be obtained.

[0043] When collecting particulate matter emissions in the exhaust, the present invention needs to install high-precision filter paper in the exhaust pipe after the engine turbine, so that particulate matter in the exhaust can be continuously collected. After each test is completed, the particulate matter accumulated in the filter paper is weighed in the high-precision particulate matter weighing equipment in the laboratory to obtain the mass of particulate matter discharged from the exhaust pipe M_soot_exh (grams). At the same time, the exhaust duct or intake duct of the engine is disassembled, and the particulate matter attached to the air duct is collected and weighed with high precision to obtain the mass of particulate matter attached to the exhaust duct M_soot_exh_port. The sum of the two can obtain the particulate matter emissions in the exhaust = M_soot_exh + M_soot_exh_port.

[0044] By collecting the above experimental parameters, the present invention can construct an exhaust particulate matter emission chart with the engine speed as the x-axis, the fuel injection amount as the y-axis, and the particulate matter emission in the exhaust after the turbine as the z-axis, as shown in Table 1.

[0045] Table 1 Exhaust particulate matter emission chart

[0046]

[0047]

[0048] Step 2: Calibrate the output power of the target engine at different speeds and fuel injection amounts to form an engine output power chart;

[0049] In step 2, the present invention constructs an engine output power graph with the engine speed as the x-axis, the fuel injection amount as the y-axis, and the engine output power as the z-axis.

[0050] Table 2 Engine output power chart

[0051]

[0052] Step 3: Calculate the cumulative exhaust particulate matter emissions based on the exhaust particulate matter emission chart and the engine output power chart;

[0053] In step 3, the cumulative exhaust particulate matter emissions are calculated as follows:

[0054] The cumulative emission of exhaust particulate matter = engine output power * particulate matter emissions in exhaust * engine operating time.

[0055] Step 4: Calculate the exhaust duct particulate matter adhesion coefficient based on the particulate matter emissions in the exhaust gas;

[0056] In step 4, the exhaust temperature is first obtained through the temperature sensor in the exhaust pipe, and then a chart 3 of exhaust temperature with speed and oil volume is calibrated. At the same time, the exhaust flow rate can be obtained by adding the intake flow rate (obtained by the charging efficiency model or Maf sensor test) and the injection amount, and then a chart 4 of exhaust particulate matter adhesion coefficient based on exhaust temperature and exhaust flow rate is calibrated.

[0057] Table 3 Exhaust gas temperature chart

[0058]

[0059] Table 4 Exhaust particulate matter adhesion coefficient chart

[0060]

[0061] It should be noted that in step 4, the calculation formula for the exhaust duct particulate matter adhesion coefficient is:

[0062] Exhaust duct particulate matter adhesion coefficient = mass of particulate matter adhered to the exhaust duct per unit time / (mass of particulate matter adhered to the exhaust duct per unit time + particulate matter emissions in the exhaust per unit time).

[0063] Step 5: Calculate the particle attachment mass in the exhaust duct based on the exhaust duct particle attachment coefficient and the cumulative exhaust particle emissions;

[0064] In step 5, the calculation formula for the mass of particulate matter attached in the exhaust duct is:

[0065] The mass of particulate matter attached in the exhaust duct = exhaust duct particulate matter attachment coefficient * cumulative exhaust particulate matter emissions.

[0066] Step 6: Calculate the correction factor of the exhaust duct flow coefficient and the charging efficiency correction factor based on the mass of particulate matter attached in the exhaust duct;

[0067] Based on the particulate mass attached to the exhaust duct calculated in the previous steps, a curve can be calibrated showing the particulate mass attached to the exhaust duct and the correction factor of the exhaust duct flow coefficient. The horizontal axis is the particulate mass attached to the exhaust duct, and the Y axis is the correction factor of the exhaust duct flow coefficient (which represents the degree of decrease in the flow capacity of the exhaust duct as the amount of particulate matter inside the exhaust duct increases). This coefficient is less than 1. The exhaust duct flow coefficient correction factor table is as follows:

[0068] Table 5 Exhaust duct flow coefficient correction coefficient table

[0069] The mass of particulate matter attached to the exhaust duct 0 5 10 15 20 Correction factor for exhaust duct flow coefficient 1 0.98 0.96 0.94 0.92

[0070] Due to the deterioration of the exhaust duct flow coefficient caused by the adhesion of particulate matter in the exhaust duct, the exhaust flow capacity will be reduced, which will cause the engine ventilation performance and engine charging efficiency to deteriorate. Therefore, based on the calculation results of step 7, in order to accurately consider the impact of the deterioration of the exhaust duct flow coefficient after carbon deposition on the charging efficiency, a relationship chart between the exhaust duct flow correction coefficient after carbon deposition and the charging efficiency correction coefficient is calibrated.

[0071] Note: The air ducts with different exhaust flow coefficients were collected and tested on the engine. The relationship between different flow coefficients and charging efficiency was obtained through the test results. The test results were collated and calibrated.

[0072] The details are as follows:

[0073] Based on the exhaust flow rate correction factor calculated in step 6, a curve is calibrated. The X-axis represents the correction factor in step 6, and the Y-axis represents the charging efficiency correction factor. This coefficient is less than 1 (that is, as carbon deposits accumulate in the exhaust duct, the flow rate coefficient deteriorates, which leads to a decrease in charging efficiency). This factor accounts for the impact of carbon deposits on the engine's intake air. The relationship between the exhaust flow rate correction factor and the charging efficiency correction factor is shown in Table 6.

[0074] Table 6 Charging efficiency correction factor chart

[0075] Exhaust duct flow coefficient correction factor 0.7 0.75 0.8 0.9 1 Charging efficiency correction factor 0.85 0.88 0.9 0.94 1

[0076] Step 7: Optimize the engine operating conditions using the correction factor of the exhaust flow coefficient and the charging efficiency correction factor.

[0077] By detecting the operating conditions of the engine, the present invention can calculate the correction coefficients of the exhaust flow rate and the charging efficiency based on the operating conditions of the engine, thereby providing a scientific basis for engine maintenance and improvement, and helping engineers and technicians to be more efficient and reasonable in formulating engine optimization plans.

[0078] The present invention also provides a device for correcting the exhaust duct flow coefficient based on the amount of carbon deposits in the exhaust duct, comprising:

[0079] A particulate matter emission collection module is used to collect particulate matter emissions from the exhaust of the target engine at different speeds and fuel injection rates, and form an exhaust particulate matter emission chart;

[0080] The engine output calibration module is used to calibrate the output power of the target engine at different speeds and fuel injection amounts to form an engine output power chart;

[0081] an exhaust particulate matter cumulative emission calculation module, used to calculate the cumulative emission of exhaust particulate matter based on an exhaust particulate matter emission chart and an engine output power chart;

[0082] An exhaust duct particulate matter adhesion coefficient calculation module is used to calculate the exhaust duct particulate matter adhesion coefficient based on the particulate matter emissions in the exhaust gas;

[0083] A particle attachment mass calculation module in the exhaust duct is used to calculate the particle attachment mass in the exhaust duct based on the particle attachment mass coefficient of the exhaust duct and the cumulative emission of exhaust particles;

[0084] A correction coefficient calculation module, used to calculate the correction coefficient of the exhaust duct flow coefficient and the charging efficiency correction coefficient according to the mass of particulate matter attached in the exhaust duct;

[0085] The engine operating condition optimization module is used to optimize the engine operating condition by using the correction factor of the exhaust flow coefficient and the charging efficiency correction factor.

[0086] Compared with the prior art, the beneficial effects of the device for correcting the exhaust duct flow coefficient based on the amount of carbon deposits in the exhaust duct provided by the present invention are the same as the beneficial effects of the method for correcting the exhaust duct flow coefficient based on the amount of carbon deposits in the exhaust duct described in the above technical solution, and will not be repeated here.

[0087] The present invention also provides an electronic device, comprising a bus, a transceiver, a memory, a processor, and a computer program stored in the memory and runnable on the processor, wherein the transceiver, the memory, and the processor are connected via the bus, and is characterized in that when the computer program is executed by the processor, the steps in the above-mentioned method for correcting the exhaust duct flow coefficient based on the amount of carbon deposits in the exhaust duct are implemented. Compared with the prior art, the beneficial effects of the electronic device provided by the present invention are the same as the beneficial effects of the method for correcting the exhaust duct flow coefficient based on the amount of carbon deposits in the exhaust duct described in the above-mentioned technical solution, and will not be elaborated here.

[0088] The present invention also provides 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 in the above-mentioned method for correcting the exhaust duct flow coefficient based on the amount of carbon deposits in the exhaust duct are implemented. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided by the present invention are the same as the beneficial effects of the method for correcting the exhaust duct flow coefficient based on the amount of carbon deposits in the exhaust duct described in the above-mentioned technical solution, and will not be repeated here.

[0089] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any technical solution that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present invention should be included in the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims.

Claims

1. A method for correcting exhaust duct flow coefficient based on exhaust duct carbon deposit amount, characterized in that: include: Step 1: Collect the particulate matter emissions from the target engine at different speeds and fuel injection rates to generate an exhaust particulate matter emission chart; Step 2: Calibrate the output power of the target engine at different speeds and fuel injection amounts to form an engine output power chart; Step 3: Calculate the cumulative exhaust particulate matter emissions based on the exhaust particulate matter emission chart and the engine output power chart; Step 4: Calculate the exhaust duct particulate matter adhesion coefficient based on the particulate matter emissions in the exhaust gas; Step 5: Calculate the particle attachment mass in the exhaust duct based on the exhaust duct particle attachment coefficient and the cumulative exhaust particle emissions; Step 6: Calculate the correction factor of the exhaust duct flow coefficient and the charging efficiency correction factor based on the mass of particulate matter attached in the exhaust duct; Step 7: Optimize the engine operating conditions using the correction factor of the exhaust flow coefficient and the charging efficiency correction factor.

2. The method for correcting the exhaust duct flow coefficient based on the amount of carbon deposits in the exhaust duct according to claim 1, characterized in that: In step 1, the exhaust particulate matter emission graph is constructed with the engine speed as the x-axis, the fuel injection amount as the y-axis, and the exhaust particulate matter emission as the z-axis.

3. The method for correcting the exhaust duct flow coefficient based on the amount of carbon deposits in the exhaust duct according to claim 2, characterized in that: In step 2, an engine output power graph is constructed with the engine speed as the x-axis, the fuel injection amount as the y-axis, and the engine output power as the z-axis.

4. The method for correcting the exhaust duct flow coefficient based on the amount of carbon deposits in the exhaust duct according to claim 3, characterized in that: In step 3, the cumulative exhaust particulate matter emissions are calculated as follows: The cumulative emission of exhaust particulate matter = engine output power * particulate matter emissions in exhaust * engine operating time.

5. The method for correcting the exhaust duct flow coefficient based on the amount of carbon deposits in the exhaust duct according to claim 1, characterized in that: In step 4, the calculation formula for the exhaust duct particulate matter adhesion coefficient is: Exhaust duct particulate matter adhesion coefficient = mass of particulate matter adhered to the exhaust duct per unit time / (mass of particulate matter adhered to the exhaust duct per unit time + particulate matter emissions in the exhaust per unit time).

6. The method for correcting the exhaust duct flow coefficient based on the amount of carbon deposits in the exhaust duct according to claim 5, characterized in that: In step 5, the calculation formula for the mass of particulate matter attached in the exhaust duct is: The mass of particulate matter attached in the exhaust duct = exhaust duct particulate matter attachment coefficient * cumulative exhaust particulate matter emissions.

7. A device for correcting the exhaust duct flow coefficient based on the amount of carbon deposits in the exhaust duct, characterized in that: include: A particulate matter emission collection module is used to collect particulate matter emissions from the exhaust of the target engine at different speeds and fuel injection rates, and form an exhaust particulate matter emission chart; The engine output calibration module is used to calibrate the output power of the target engine at different speeds and fuel injection amounts to form an engine output power chart; an exhaust particulate matter cumulative emission calculation module, used to calculate the cumulative emission of exhaust particulate matter based on an exhaust particulate matter emission chart and an engine output power chart; An exhaust duct particulate matter adhesion coefficient calculation module is used to calculate the exhaust duct particulate matter adhesion coefficient based on the particulate matter emissions in the exhaust gas; A particle attachment mass calculation module in the exhaust duct is used to calculate the particle attachment mass in the exhaust duct based on the particle attachment mass coefficient of the exhaust duct and the cumulative emission of exhaust particles; A correction coefficient calculation module, used to calculate the correction coefficient of the exhaust duct flow coefficient and the charging efficiency correction coefficient according to the mass of particulate matter attached in the exhaust duct; The engine operating condition optimization module is used to optimize the engine operating condition by using the correction factor of the exhaust flow coefficient and the charging efficiency correction factor.

8. An electronic device comprising a bus, a transceiver, a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the transceiver, the memory, and the processor are connected via the bus, wherein: When the computer program is executed by the processor, the steps of the method for correcting the exhaust passage flow coefficient based on the amount of carbon deposits in the exhaust passage are implemented as described in any one of claims 1 to 6.

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 for correcting an exhaust passage flow coefficient based on an exhaust passage carbon deposit amount according to any one of claims 1 to 6 are implemented.

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