Method and device for correcting opening degree of throttle valve based on carbon deposition amount of exhaust passage

Abstract

The invention relates to a method and device for correcting the opening degree of a throttle valve based on the carbon deposition amount of an exhaust duct, 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; based on the exhaust particulate matter emission chart and the working time of the engine, the accumulated emission amount of the exhaust particulate matter is calculated; calculating an exhaust passage particulate matter adhesion amount coefficient according to the particulate matter emission in the exhaust; the particulate matter adhesion mass in the exhaust passage is calculated according to the exhaust passage particulate matter adhesion amount coefficient; calculating a corrected value of the exhaust passage flow coefficient according to the adhesion mass of the particulate matters in the exhaust passage; and correcting the opening degree of a throttle valve of the engine by using the correction value of the exhaust passage flow coefficient so as to optimize the performance of the engine. The opening degree of the throttle valve can be dynamically adjusted according to exhaust particulate matter emission conditions under different rotating speeds and oil injection quantities so as to adapt to different working conditions, and it is ensured that an engine efficiently works under various operation conditions.

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 throttle valve opening based on the amount of carbon deposits in an exhaust passage. Background Art

[0002] As the core power unit of modern transportation, the performance of the internal combustion engine is directly related to the vehicle's fuel efficiency, power output, and emissions. During long-term operation, carbon deposits gradually develop in the intake and exhaust ducts of internal combustion engines, becoming a major issue affecting engine performance. The formation of carbon deposits is often closely related to a variety of factors, including incomplete combustion, design flaws in the intake and exhaust systems, fuel quality, and the external operating environment.

[0003] The accumulation of carbon deposits increases flow resistance within the intake duct, thereby affecting the amount of fresh air intake. This increased flow resistance significantly negatively impacts the air-fuel mixture ratio, further reducing engine efficiency, manifesting as insufficient power, sluggish acceleration, and increased emissions. Furthermore, the presence of carbon deposits can lead to inaccurate throttle valve adjustment, affecting the engine's responsiveness under various operating conditions and reducing its overall operational stability and reliability. Prolonged carbon deposit accumulation not only affects the vehicle's normal use but can also cause premature engine wear and frequent failures, increasing maintenance costs.

[0004] Currently, existing technical solutions mostly focus on improving the combustion efficiency of internal combustion engines. However, there is a lack of effective solutions for monitoring carbon deposits in the exhaust duct and its impact on the opening of the intake throttle valve. Summary of the Invention

[0005] To solve the above problems, an object of the embodiments of the present invention is to provide a method and apparatus for correcting the throttle valve opening based on the amount of carbon deposits in the exhaust duct.

[0006] A method for correcting a throttle valve opening based on an amount of carbon deposits in an exhaust passage, comprising:

[0007] 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;

[0008] Step 2: Calculate the cumulative exhaust particulate matter emissions based on the exhaust particulate matter emission chart and the engine operating time;

[0009] Step 3: Calculate the exhaust duct particulate matter adhesion coefficient based on the particulate matter emissions in the exhaust gas;

[0010] Step 4: 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 5: Calculate the correction value of the exhaust duct flow coefficient based on the mass of particulate matter attached in the exhaust duct;

[0012] Step 6: Use the corrected value of the exhaust flow coefficient to correct the throttle valve opening of the engine to optimize the engine performance.

[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 cumulative emission of exhaust particulate matter is calculated as follows:

[0015] The cumulative emission of exhaust particulate matter = engine output power * particulate matter emission in exhaust * engine operating time.

[0016] Preferably, in step 3, the calculation formula for the exhaust duct particulate matter adhesion coefficient is:

[0017] 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).

[0018] Preferably, in step 4, the calculation formula for the mass of particulate matter attached in the exhaust duct is:

[0019] The mass of particulate matter attached in the exhaust duct = exhaust duct particulate matter attachment coefficient * cumulative exhaust particulate matter emissions.

[0020] Preferably, the step 6 of using the correction value of the exhaust flow coefficient to correct the throttle valve opening of the engine to optimize the engine performance includes:

[0021] Under different correction values ​​of the exhaust duct flow coefficient, the engine intake throttle valve opening is continuously adjusted to make the engine working condition reach the best. The throttle valve opening corresponding to the corrected engine throttle valve opening is the corrected engine throttle valve opening.

[0022] The present invention also provides a device for correcting the opening of an intake throttle valve based on the amount of carbon deposits in the exhaust duct, comprising:

[0023] The exhaust particulate matter collection module is used to collect the particulate matter emissions in the exhaust of the target engine at different speeds and fuel injection amounts, and form an exhaust particulate matter emission chart;

[0024] a cumulative emission calculation module for exhaust particulate matter, for calculating the cumulative emission of exhaust particulate matter based on an exhaust particulate matter emission chart and engine operating time;

[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] An exhaust duct particulate matter attachment mass acquisition module is used to calculate the particulate matter attachment mass in the exhaust duct based on the exhaust duct particulate matter attachment mass coefficient and the cumulative exhaust particulate matter emissions;

[0027] An exhaust duct flow coefficient correction module is used to calculate a correction value of the exhaust duct flow coefficient according to the mass of particulate matter attached in the exhaust duct;

[0028] The intake throttle valve opening correction module is used to correct the throttle valve opening of the engine using the correction value of the exhaust channel flow coefficient to optimize the engine performance.

[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 throttle valve opening 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 throttle valve opening 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 the throttle valve opening based on the amount of carbon deposits in the exhaust duct. Compared with the existing technology, the present invention can dynamically adjust the throttle valve opening according to the exhaust particulate matter emissions at different speeds and fuel injection rates to adapt to different operating conditions and ensure that the engine operates efficiently under various operating conditions.

[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 the throttle valve opening 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 a throttle valve opening based on an amount of carbon deposits in an exhaust passage comprises:

[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 the particulate matter discharged from the exhaust pipe M_soot_exh (grams). At the same time, the exhaust 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 the 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 as the z-axis, as shown in Table 1.

[0045] Table 1 Exhaust particulate matter emission chart

[0046]

[0047]

[0048] Step 2: Calculate the cumulative exhaust particulate matter emissions based on the exhaust particulate matter emission chart and the engine operating time;

[0049] In step 2, the present invention first needs to construct an engine output power chart 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] Then, the cumulative emissions of exhaust particulate matter are calculated using the formula: cumulative emissions of exhaust particulate matter = engine output power * particulate matter emissions in exhaust * engine operating time, to calculate the cumulative emissions of exhaust particulate matter.

[0053] Step 3: Calculate the exhaust duct particulate matter adhesion coefficient based on the particulate matter emissions in the exhaust gas;

[0054] In step 3, 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 is calibrated.

[0055] Table 3 Exhaust gas temperature chart

[0056]

[0057]

[0058] Table 4 Exhaust particulate matter adhesion coefficient chart

[0059]

[0060] In step 3, the calculation formula for the exhaust duct particulate matter adhesion coefficient is:

[0061] 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).

[0062] Step 4: Calculate the particle attachment mass in the exhaust duct based on the exhaust duct particle attachment coefficient and the cumulative exhaust particle emissions;

[0063] In step 4, the calculation formula for the mass of particulate matter attached in the exhaust duct is:

[0064] The mass of particulate matter attached in the exhaust duct = exhaust duct particulate matter attachment coefficient * cumulative exhaust particulate matter emissions.

[0065] Step 5: Calculate the correction value of the exhaust duct flow coefficient based on the mass of particulate matter attached in the exhaust duct;

[0066] Based on the particulate mass attached to the exhaust duct calculated in the previous steps, a table of particulate mass attached to the exhaust duct and exhaust duct flow coefficient correction coefficient can be calibrated. The horizontal axis is the particulate mass attached to the exhaust duct, and the Y axis is the correction coefficient of the exhaust duct flow coefficient (which represents the degree of decrease in the exhaust duct flow capacity as the amount of particulate matter inside the exhaust duct increases). The exhaust duct flow coefficient correction coefficient table is as follows:

[0067] Table 5 Exhaust duct flow coefficient correction coefficient table

[0068] 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

[0069] Step 6: Use the corrected value of the exhaust flow coefficient to correct the throttle valve opening of the engine to optimize the engine performance.

[0070] In step 6, the intake throttle valve opening of the engine is continuously adjusted under different correction values ​​of the exhaust flow coefficient so that the throttle valve opening corresponding to the optimal engine working condition is the corrected engine throttle valve opening.

[0071] In the present invention, carbon accumulation inside the exhaust duct reduces the flow capacity of the duct, which results in a decrease in the intake air volume and an increase in the residual exhaust gas fraction in the cylinder, thereby causing an increase in the exhaust temperature. Therefore, when the duct is calibrated in the thermal management mode without considering the carbon particle accumulation in the exhaust duct, the openings of the intake and exhaust throttle valves are too small, thereby significantly deteriorating the engine performance. Therefore, it is necessary to correct the opening of the intake throttle valve in the thermal management mode based on the amount of carbon deposits in the exhaust duct, as follows:

[0072] Based on the exhaust flow coefficient correction factor calibrated in step 5, a table is created that calibrates the exhaust flow coefficient correction factor and the intake throttle valve correction factor. When the engine is in thermal management mode (activated when the exhaust temperature sensor at the SCR inlet is below 250 degrees Celsius, with this 250 degrees being a calibrable parameter), this intake throttle valve opening correction factor is used to correct the original intake throttle valve opening for better performance. If the engine is equipped with an exhaust throttle valve, this method is also suitable for correcting the exhaust throttle valve opening.

[0073] Table 6 Correction table of intake throttle valve

[0074] Correction factor for exhaust duct flow coefficient 1 0.98 0.96 0.94 0.92 Correction factor for intake throttle valve 1 1.15 1.18 1.25 1.35

[0075] Table 7 Intake throttle valve original opening calibration table

[0076]

[0077]

[0078] The horizontal axis in Table 6 is the correction coefficient for the exhaust duct flow coefficient, and the vertical axis is the correction coefficient for the intake throttle valve opening (indicating that as particulate matter increases in the exhaust duct, the flow capacity of the exhaust duct itself will decrease, thereby reducing the intake volume and increasing the exhaust temperature. Therefore, the intake throttle valve opening can be appropriately increased to ensure efficient engine operation).

[0079] The present invention also provides a device for correcting the opening of an intake throttle valve based on the amount of carbon deposits in the exhaust duct, comprising:

[0080] The exhaust particulate matter collection module is used to collect the particulate matter emissions in the exhaust of the target engine at different speeds and fuel injection amounts, and form an exhaust particulate matter emission chart;

[0081] a cumulative emission calculation module for exhaust particulate matter, for calculating the cumulative emission of exhaust particulate matter based on an exhaust particulate matter emission chart and engine operating time;

[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] An exhaust duct particulate matter attachment mass acquisition module is used to calculate the particulate matter attachment mass in the exhaust duct based on the exhaust duct particulate matter attachment mass coefficient and the cumulative exhaust particulate matter emissions;

[0084] An exhaust duct flow coefficient correction module is used to calculate a correction value of the exhaust duct flow coefficient according to the mass of particulate matter attached in the exhaust duct;

[0085] The intake throttle valve opening correction module is used to correct the throttle valve opening of the engine using the correction value of the exhaust channel flow coefficient to optimize the engine performance.

[0086] Compared with the prior art, the beneficial effects of the device for correcting the intake throttle valve opening 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 throttle valve opening 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 throttle valve opening 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 throttle valve opening 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 throttle valve opening 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 throttle valve opening 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 throttle valve opening based on the amount of carbon deposits in the exhaust duct, 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: Calculate the cumulative exhaust particulate matter emissions based on the exhaust particulate matter emission chart and the engine operating time; Step 3: Calculate the exhaust duct particulate matter adhesion coefficient based on the particulate matter emissions in the exhaust gas; Step 4: Calculate the particle attachment mass in the exhaust duct based on the exhaust duct particle attachment coefficient and the cumulative exhaust particle emissions; Step 5: Calculate the correction value of the exhaust duct flow coefficient based on the mass of particulate matter attached in the exhaust duct; Step 6: Use the corrected value of the exhaust flow coefficient to correct the throttle valve opening of the engine to optimize the engine performance.

2. The method for correcting the throttle valve opening 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 throttle valve opening based on the amount of carbon deposits in the exhaust duct according to claim 2, characterized in that: In step 2, the cumulative exhaust particulate matter emissions are calculated as follows: The cumulative emission of exhaust particulate matter = engine output power * particulate matter emission in exhaust * engine operating time.

4. The method for correcting the throttle valve opening based on the amount of carbon deposits in the exhaust duct according to claim 3, characterized in that: In step 3, 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).

5. The method for correcting the throttle valve opening 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 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.

6. The method for correcting the throttle valve opening based on the amount of carbon deposits in the exhaust duct according to claim 5, characterized in that: The step 6, using the correction value of the exhaust flow coefficient to correct the throttle valve opening of the engine to optimize the engine performance, includes: Under different correction values ​​of the exhaust duct flow coefficient, the engine intake throttle valve opening is continuously adjusted to make the engine working condition reach the best. The throttle valve opening corresponding to the corrected engine throttle valve opening is the corrected engine throttle valve opening.

7. A device for correcting the opening of an intake throttle valve based on the amount of carbon deposits in the exhaust duct, characterized in that: include: The exhaust particulate matter collection module is used to collect the particulate matter emissions in the exhaust of the target engine at different speeds and fuel injection amounts, and form an exhaust particulate matter emission chart; a cumulative emission calculation module for exhaust particulate matter, for calculating the cumulative emission of exhaust particulate matter based on an exhaust particulate matter emission chart and engine operating time; 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; An exhaust duct particulate matter attachment mass acquisition module is used to calculate the particulate matter attachment mass in the exhaust duct based on the exhaust duct particulate matter attachment mass coefficient and the cumulative exhaust particulate matter emissions; An exhaust duct flow coefficient correction module is used to calculate a correction value of the exhaust duct flow coefficient according to the mass of particulate matter attached in the exhaust duct; The intake throttle valve opening correction module is used to correct the throttle valve opening of the engine using the correction value of the exhaust channel flow coefficient to optimize the engine performance.

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 throttle valve opening based on the amount of carbon deposits in the exhaust passage 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 throttle valve opening based on the amount of carbon deposits in the exhaust passage as claimed in any one of claims 1 to 6 are implemented.

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