Method and device for correcting flow coefficient swirl ratio based on carbon deposition amount of air inlet channel

Abstract

The invention relates to a method and device for correcting a flow coefficient swirl ratio based on the carbon deposition amount of an air inlet channel, and the method comprises the steps: calibrating the particulate matter emission in the rear exhaust of a turbine of a target engine under different working conditions, and forming an exhaust particulate matter emission chart; according to the exhaust gas recirculation rate, the total mass of particulate matter contained in exhaust gas reaching the gas inlet side in the exhaust gas recirculation system is calculated; calculating a particulate matter adsorption coefficient of the gas inlet channel according to the total mass of particulate matters contained in the waste gas on the gas inlet side; calculating a correction coefficient of a flow coefficient of the air inlet channel and a correction coefficient of a swirl ratio of the air inlet channel by using the particulate matter adsorption coefficient of the air inlet channel; and optimizing the working condition of the target engine by using the correction coefficient. By detecting the operation condition of the engine, the correction coefficient of the air inlet flow coefficient and the correction coefficient of the air inlet swirl ratio 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 the reliability of an engine system is improved.

Description

Technical Field

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

[0002] In the research and development and application of internal combustion engines, the design and optimization of the air duct is of vital importance. In order to improve the performance, fuel efficiency and environmental protection of the engine, engineers usually focus on key indicators such as the air duct flow coefficient and swirl ratio. However, the current existing technology is relatively lacking in research on the phenomenon of carbon deposits in the air duct. The formation of carbon deposits is usually due to factors such as incomplete combustion, uneven intake mixing and oil quality. As the use time increases, carbon deposits will gradually accumulate on the air duct wall, causing the flow characteristics inside the air duct to change. This change may manifest as a decrease in the air duct flow coefficient and a change in the swirl ratio, which will reduce the quality of the air-fuel mixture entering the cylinder, affecting combustion efficiency and engine output power.

[0003] As can be seen, because existing technologies fail to consider the impact of carbon accumulation in the airway on airway performance degradation, engineers cannot fully consider the impact of carbon deposits when adjusting engine operating parameters during the design and maintenance phases, resulting in ineffective optimization and correction. This not only affects overall engine performance but can also lead to increased fuel consumption and emissions, ultimately affecting engine reliability and durability. Summary of the Invention

[0004] To solve the above problem, an embodiment of the present invention aims to provide a method for correcting the flow coefficient swirl ratio based on the amount of carbon deposits in the intake duct.

[0005] A method for correcting a flow coefficient swirl ratio based on an intake duct carbon deposit amount, comprising:

[0006] Step 1: Calibrate the particulate matter emissions in the exhaust after the turbine of the target engine at different speeds and fuel injection amounts to form 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 after the engine turbine based on the exhaust particulate matter emission chart and the engine output power chart;

[0009] Step 4: Calibrate the exhaust gas recirculation rate of the target engine at different speeds and fuel injection amounts to form an exhaust gas recirculation rate chart;

[0010] Step 5: Calculate the total mass of particulate matter contained in the exhaust gas reaching the intake side of the exhaust gas recirculation system based on the exhaust gas recirculation rate chart;

[0011] Step 6: Calculate the particle adsorption coefficient of the intake duct based on the total mass of the particles contained in the exhaust gas on the intake side;

[0012] Step 7: Calculate the correction factor of the intake flow coefficient and the correction factor of the intake swirl ratio using the intake particulate matter adsorption coefficient;

[0013] Step 8: Optimizing the operating conditions of the target engine by using the correction coefficient of the intake flow coefficient and the correction coefficient of the intake swirl ratio, so that the engine operates in an optimal state.

[0014] 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 particulate matter emission in the exhaust after the turbine as the z-axis.

[0015] 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.

[0016] Preferably, in step 3, the cumulative emission of exhaust particulate matter after the engine turbine is calculated as follows:

[0017] The cumulative emission of particulate matter in the exhaust after the engine turbine = engine output power * particulate matter emissions in the exhaust after the turbine * engine operating time.

[0018] Preferably, in step 5, the total mass of particulate matter contained in the exhaust gas reaching the intake side in the exhaust gas recirculation system is calculated as follows:

[0019] Engine exhaust gas recirculation rate = exhaust gas recirculation flow / (exhaust gas recirculation flow + intake air flow);

[0020] The total mass of particulate matter contained in the exhaust gas reaching the intake side of the exhaust gas recirculation system = exhaust gas recirculation flow rate / exhaust flow rate * cumulative exhaust particulate matter emissions after the engine turbine.

[0021] Preferably, in step 6, the calculation formula for the particle adsorption coefficient of the intake duct is:

[0022] The particle adsorption coefficient of the intake duct = the mass of the particles in the intake duct / the total mass of the particles contained in the exhaust gas reaching the intake side of the exhaust gas recirculation system.

[0023] The present invention also provides a device for correcting the flow coefficient swirl ratio based on the amount of carbon deposits in the intake duct, comprising:

[0024] The particle detection module in the exhaust after the turbine is used to calibrate the particle emissions in the exhaust after the turbine of the target engine at different speeds and injection rates, and form an exhaust particle emission chart;

[0025] The engine output power detection 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;

[0026] an exhaust particulate matter cumulative emission calculation module, used to calculate the cumulative emission of exhaust particulate matter after the engine turbine based on the exhaust particulate matter emission chart and the engine output power chart;

[0027] An exhaust gas recirculation rate calibration module is used to calibrate the exhaust gas recirculation rate of the target engine under different speeds and fuel injection amounts to form an exhaust gas recirculation rate chart;

[0028] a particulate matter total mass calculation module, for calculating the total mass of particulate matter contained in the exhaust gas reaching the intake side in the exhaust gas recirculation system based on an exhaust gas recirculation rate chart;

[0029] An intake duct particle adsorption coefficient calculation module, used to calculate the intake duct particle adsorption coefficient based on the total mass of the particles contained in the exhaust gas on the intake side;

[0030] A correction coefficient calculation module, used to calculate a correction coefficient of an intake duct flow coefficient and a correction coefficient of an intake duct swirl ratio using a particle adsorption coefficient of the intake duct;

[0031] The engine optimization module is used to optimize the working condition of the target engine by using the correction coefficient of the intake flow coefficient and the correction coefficient of the intake swirl ratio, so that the engine works in the best state.

[0032] 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 of correcting the flow coefficient swirl ratio based on the amount of carbon deposits in the intake duct are implemented.

[0033] 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 of correcting the flow coefficient swirl ratio based on the amount of carbon deposits in the intake duct are implemented.

[0034] According to the specific embodiments provided by the present invention, the present invention discloses the following technical effects:

[0035] The present invention relates to a method for correcting the flow coefficient swirl ratio based on the amount of carbon deposits in the intake duct. Compared with the prior art, the present invention detects the operating conditions of the engine and can calculate the correction coefficient of the intake duct flow coefficient and the correction coefficient of the intake duct swirl ratio based on the operating conditions of the engine, thereby providing a scientific basis for engine maintenance and improvement and improving the reliability of the engine system.

[0036] 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

[0037] 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.

[0038] Figure 1 A flow chart of a method for correcting the flow coefficient swirl ratio based on the amount of carbon deposits in the intake duct provided by the present invention;

[0039] Figure 2 The engine working principle diagram provided by the present invention. DETAILED DESCRIPTION

[0040] 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.

[0041] 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.

[0042] 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.

[0043] See also Figure 1-2 A method for correcting a flow coefficient swirl ratio based on an intake duct carbon deposit amount, comprising:

[0044] Step 1: Calibrate the particulate matter emissions in the exhaust after the turbine of the target engine at different speeds and fuel injection amounts to form an exhaust particulate matter emission chart;

[0045] In practical applications, different engines, under different operating conditions (different speeds, power, torque, and fuel injection), will also output different combinations of exhaust temperatures and exhaust flow rates. By using sensors to detect these parameters, the corresponding operating parameters of the target engine under different speeds and fuel injection rates can be obtained.

[0046] 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.

[0047] 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.

[0048] Table 1 Exhaust particulate matter emission chart

[0049]

[0050] Step 2: Calibrate the output power of the target engine at different speeds and fuel injection amounts to form an engine output power chart;

[0051] 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.

[0052] Table 2 Engine output power chart

[0053]

[0054] Step 3: Calculate the cumulative exhaust particulate matter emissions after the engine turbine based on the exhaust particulate matter emission chart and the engine output power chart;

[0055] In step 3, the cumulative emission of exhaust particulate matter after the engine turbine is calculated as follows:

[0056] The cumulative emission of particulate matter in the exhaust after the engine turbine = engine output power * particulate matter emission in the exhaust after the turbine per unit time * engine working time.

[0057] Step 4: Calibrate the exhaust gas recirculation rate of the target engine at different speeds and fuel injection amounts to form an exhaust gas recirculation rate chart;

[0058] In step 4, the present invention constructs an exhaust gas recirculation rate graph with the engine speed as the x-axis, the fuel injection amount as the y-axis, and the exhaust gas recirculation rate (EGR rate) as the z-axis.

[0059] Table 3 Exhaust gas recirculation rate chart

[0060]

[0061] Step 5: Calculate the total mass of particulate matter contained in the exhaust gas reaching the intake side of the exhaust gas recirculation system based on the exhaust gas recirculation rate chart;

[0062] In step 5, the total mass of particulate matter contained in the exhaust gas reaching the intake side in the exhaust gas recirculation system is calculated as follows:

[0063] Engine exhaust gas recirculation rate = exhaust gas recirculation flow / (exhaust gas recirculation flow + intake air flow);

[0064] The total mass of particulate matter contained in the exhaust gas reaching the intake side of the exhaust gas recirculation system = exhaust gas recirculation flow rate / exhaust flow rate * cumulative exhaust particulate matter emissions after the engine turbine.

[0065] Step 6: Calculate the particle adsorption coefficient of the intake duct based on the total mass of the particles contained in the exhaust gas on the intake side;

[0066] In step 6, the present invention constructs an intake duct particle adsorption coefficient chart, with the X axis representing intake air volume, the Y axis representing intake pipe temperature, and the Z axis representing the intake duct particle adsorption coefficient. This coefficient represents the ratio of the mass of particles adhering to the intake duct to the total mass of particles entering the intake duct. The specific calculation method is: Intake duct particle adsorption coefficient = mass of particles in the intake duct / total mass of particles in the exhaust gas reaching the intake side of the exhaust gas recirculation system.

[0067] Table 4 Particle adsorption coefficient chart of the intake duct

[0068]

[0069] Step 7: Calculate the correction factor of the intake flow coefficient and the correction factor of the intake swirl ratio using the intake particulate matter adsorption coefficient;

[0070] The present invention can estimate the particulate matter adsorption mass of the intake duct by the particulate matter adsorption coefficient of the intake duct*engine working time*the total mass of particulate matter contained in the exhaust gas reaching the intake side in the exhaust gas recirculation system (per unit time), so there is no need to disassemble the intake duct every time to measure the particulate matter adsorption mass of the intake duct; based on the previous steps, the cumulative attachment mass of carbon particles inside the intake duct is calculated, and a curve of the particulate matter attachment amount in the intake duct and the intake duct flow coefficient correction coefficient is calibrated. The horizontal axis is the particulate matter attachment amount in the intake duct, and the Y axis is the correction coefficient of the intake duct flow coefficient (which represents the level of decrease in the flow capacity of the exhaust duct with the increase of particulate matter inside the intake duct, and can be obtained through experimental calibration). This coefficient is less than 1, and the curve curve is shown in Table 5 below.

[0071] Table 5 Correction coefficient calibration table of intake duct flow coefficient

[0072] The amount of particulate matter adhering to the intake duct 0 5 10 15 20 Correction factor for intake flow coefficient 1 0.98 0.9 0.85 0.8

[0073] At the same time, considering the influence of intake duct particle adhesion on the intake duct swirl ratio, a correction coefficient Curve of the intake duct particle adhesion amount and the swirl ratio is calibrated. The horizontal axis is the particle adhesion amount in the intake duct, and the Y axis is the correction coefficient of the intake duct swirl ratio. The corrected Curve is shown in Table 6 below.

[0074] Table 6 Correction coefficient calibration table of inlet swirl ratio

[0075] The amount of particulate matter attached to the intake duct 0 5 10 15 20 Correction factor for inlet swirl ratio 1 0.95 0.92 0.88 0.84

[0076] Step 8: Optimizing the operating conditions of the target engine by using the correction coefficient of the intake flow coefficient and the correction coefficient of the intake swirl ratio, so that the engine operates in an optimal state.

[0077] By detecting the operating conditions of the engine, the present invention can calculate the correction factor of the intake flow coefficient and the correction factor of the intake swirl ratio based on the operating conditions of the engine, thereby providing a scientific basis for engine maintenance and improvement and improving the reliability of the engine system.

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

[0079] The particle detection module in the exhaust after the turbine is used to calibrate the particle emissions in the exhaust after the turbine of the target engine at different speeds and injection rates, and form an exhaust particle emission chart;

[0080] The engine output power detection 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 after the engine turbine based on the exhaust particulate matter emission chart and the engine output power chart;

[0082] An exhaust gas recirculation rate calibration module is used to calibrate the exhaust gas recirculation rate of the target engine under different speeds and fuel injection amounts to form an exhaust gas recirculation rate chart;

[0083] a particulate matter total mass calculation module, for calculating the total mass of particulate matter contained in the exhaust gas reaching the intake side in the exhaust gas recirculation system based on an exhaust gas recirculation rate chart;

[0084] An intake duct particle adsorption coefficient calculation module, used to calculate the intake duct particle adsorption coefficient based on the total mass of the particles contained in the exhaust gas on the intake side;

[0085] A correction coefficient calculation module, used to calculate a correction coefficient of an intake duct flow coefficient and a correction coefficient of an intake duct swirl ratio using a particle adsorption coefficient of the intake duct;

[0086] The engine optimization module is used to optimize the working condition of the target engine by using the correction coefficient of the intake flow coefficient and the correction coefficient of the intake swirl ratio, so that the engine works in the best state.

[0087] Compared with the prior art, the beneficial effects of the device for correcting the flow coefficient swirl ratio based on the amount of carbon deposits in the intake duct provided by the present invention are the same as the beneficial effects of the method for correcting the flow coefficient swirl ratio based on the amount of carbon deposits in the intake duct described in the above technical solution, and will not be repeated here.

[0088] 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 flow coefficient swirl ratio based on the amount of carbon deposits in the intake 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 flow coefficient swirl ratio based on the amount of carbon deposits in the intake duct described in the above-mentioned technical solution, and will not be elaborated here.

[0089] 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 flow coefficient swirl ratio based on the amount of carbon deposits in the intake 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 flow coefficient swirl ratio based on the amount of carbon deposits in the intake duct described in the above-mentioned technical solution, and will not be repeated here.

[0090] 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 the flow coefficient swirl ratio based on the amount of carbon deposits in the intake duct, characterized in that: include: Step 1: Calibrate the particulate matter emissions in the exhaust after the turbine of the target engine at different speeds and fuel injection amounts to form 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 after the engine turbine based on the exhaust particulate matter emission chart and the engine output power chart; Step 4: Calibrate the exhaust gas recirculation rate of the target engine at different speeds and fuel injection amounts to form an exhaust gas recirculation rate chart; Step 5: Calculate the total mass of particulate matter contained in the exhaust gas reaching the intake side of the exhaust gas recirculation system based on the exhaust gas recirculation rate chart; Step 6: Calculate the particle adsorption coefficient of the intake duct based on the total mass of the particles contained in the exhaust gas on the intake side; Step 7: Calculate the correction factor of the intake flow coefficient and the correction factor of the intake swirl ratio using the intake particulate matter adsorption coefficient; Step 8: Optimizing the operating conditions of the target engine by using the correction coefficient of the intake flow coefficient and the correction coefficient of the intake swirl ratio, so that the engine operates in an optimal state.

2. The method for correcting the flow coefficient swirl ratio based on the amount of carbon deposits in the intake duct according to claim 1, characterized in that: 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 particulate matter emission in the exhaust after the turbine as the z-axis.

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

5. The method for correcting the flow coefficient swirl ratio based on the amount of carbon deposits in the intake duct according to claim 1, characterized in that: In step 5, the total mass of particulate matter contained in the exhaust gas reaching the intake side in the exhaust gas recirculation system is calculated as follows: Engine exhaust gas recirculation rate = exhaust gas recirculation flow / (exhaust gas recirculation flow + intake air flow); The total mass of particulate matter contained in the exhaust gas reaching the intake side of the exhaust gas recirculation system = exhaust gas recirculation flow rate / exhaust flow rate * cumulative exhaust particulate matter emissions after the engine turbine.

6. The method for correcting the flow coefficient swirl ratio based on the amount of carbon deposits in the intake duct according to claim 5, characterized in that: In step 6, the calculation formula for the particle adsorption coefficient of the intake duct is: The particle adsorption coefficient of the intake duct = the mass of the particles in the intake duct / the total mass of the particles contained in the exhaust gas reaching the intake side of the exhaust gas recirculation system.

7. A device for correcting the flow coefficient swirl ratio based on the amount of carbon deposits in the intake duct, characterized in that: include: The particle detection module in the exhaust after the turbine is used to calibrate the particle emissions in the exhaust after the turbine of the target engine at different speeds and injection rates, and form an exhaust particle emission chart; The engine output power detection 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 after the engine turbine based on the exhaust particulate matter emission chart and the engine output power chart; An exhaust gas recirculation rate calibration module is used to calibrate the exhaust gas recirculation rate of the target engine under different speeds and fuel injection amounts to form an exhaust gas recirculation rate chart; a particulate matter total mass calculation module, for calculating the total mass of particulate matter contained in the exhaust gas reaching the intake side in the exhaust gas recirculation system based on an exhaust gas recirculation rate chart; An intake duct particle adsorption coefficient calculation module, used to calculate the intake duct particle adsorption coefficient based on the total mass of the particles contained in the exhaust gas on the intake side; A correction coefficient calculation module, used to calculate a correction coefficient of an intake duct flow coefficient and a correction coefficient of an intake duct swirl ratio using a particle adsorption coefficient of the intake duct; The engine optimization module is used to optimize the working condition of the target engine by using the correction coefficient of the intake flow coefficient and the correction coefficient of the intake swirl ratio, so that the engine works in the best state.

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 flow coefficient swirl ratio based on the amount of carbon deposits in the intake duct 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 for correcting the flow coefficient swirl ratio based on the amount of carbon deposits in the intake duct according to any one of claims 1 to 6 are implemented.

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