Transient event driven emission control system

Abstract

The invention discloses a transient event driven emission control system which is applied to a motorcycle. The system comprises a transient event sensor set, an exhaust sensor and an electronic control unit. The electronic control unit is configured to: detect an occurrence of a transient event based on an output of the set of transient event sensors and an adaptive trigger threshold; switching the control mode of the engine from a steady-state closed-loop mode to a transient open-loop mode in response to the occurrence of the transient event; and after the control mode is switched from the transient open-loop mode to the steady-state closed-loop mode, performing adaptive verification on the adaptive trigger threshold based on the output of the exhaust gas sensor. According to the system, after the transient event is finished, the threshold value for triggering mode switching is dynamically calibrated by utilizing the real emission feedback of the exhaust sensor, so that the problems of working condition mismatch, hardware aging drift and poor environmental factor adaptability caused by adopting a fixed threshold value in the prior art are solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of engine control, and in particular to a transient event driven emission control system. BACKGROUND

[0002] When a motorcycle engine is faced with transient conditions such as sudden acceleration and gear shifting, its intake volume and load will change dramatically. The traditional closed-loop control system based on exhaust sensor feedback cannot respond quickly enough to such transient changes due to the existence of sensor physical delay and data processing delay, which easily leads to transient air-fuel ratio imbalance, and further causes emission deterioration and a decline in driving experience. In order to solve this problem, a hybrid control strategy is usually adopted in the prior art, that is, when a transient event is detected, the system is switched from the steady-state closed-loop mode to the preset open-loop transient compensation mode. However, the effectiveness of this strategy highly depends on the accurate judgment of the timing of the triggering of the transient event. Usually, this judgment is based on a fixed sensor signal threshold. This approach has the inherent defect of being unable to adapt to vehicle aging, different driving environments and variable driving conditions, resulting in insufficient control accuracy. SUMMARY

[0003] The purpose of the present application is to provide a transient event driven emission control system, aiming to solve the technical problems of inaccurate transient event judgment and poor working condition adaptability caused by the use of a fixed triggering threshold in the prior art.

[0004] The present application provides a transient event driven emission control system, comprising: a transient event sensor group for generating transient sensor data representing the intention of the driver's operation; an exhaust sensor for generating exhaust sensor data representing the air-fuel ratio in the exhaust gas; and an electronic control unit in communication connection with the transient event sensor group and the exhaust sensor, the electronic control unit being configured to: detect the occurrence of a transient event based on the transient sensor data and an adaptive triggering threshold; switch the control mode of an engine from a steady-state closed-loop mode to a transient open-loop mode in response to the occurrence of the transient event; and after the control mode is switched back from the transient open-loop mode to the steady-state closed-loop mode, adaptively verify the adaptive triggering threshold based on the exhaust sensor data.

[0005] Optionally, the electronic control unit adaptively verifies the adaptive triggering threshold, specifically including: obtaining the exhaust sensor data within a preset calibration analysis window; determining an emission deviation integral based on the exhaust sensor data obtained within the calibration analysis window; and updating the adaptive triggering threshold based on the emission deviation integral.

[0006] Optionally, the electronic control unit determines the emission deviation integral, specifically comprising: calculating a difference between the instantaneous air-fuel ratio represented by the exhaust sensor data within the calibration analysis window and a preset stoichiometric air-fuel ratio, to obtain an air-fuel ratio difference; and time-integrating the air-fuel ratio difference within the calibration analysis window to obtain the emission deviation integral.

[0007] Optionally, the electronic control unit updates the adaptive triggering threshold based on the emission deviation integral, specifically comprising: multiplying the emission deviation integral by a preset calibration gain coefficient to obtain a threshold correction amount; and combining the adaptive triggering threshold before updating with the threshold correction amount to generate the adaptive triggering threshold after updating.

[0008] Optionally, the electronic control unit combines the adaptive triggering threshold before updating with the threshold correction amount, specifically comprising: subtracting the threshold correction amount from the adaptive triggering threshold before updating.

[0009] Optionally, the transient event sensor group comprises a throttle opening angle velocity sensor; and the transient sensor data is a rate of change of throttle opening angle velocity output by the throttle opening angle velocity sensor, i.e. a throttle opening angle acceleration; the electronic control unit detects the occurrence of the transient event, specifically comprising: judging whether the throttle opening angle acceleration is greater than the adaptive triggering threshold.

[0010] Optionally, the starting time of the calibration analysis window is a time when the control mode switches from the transient open-loop mode back to the steady-state closed-loop mode.

[0011] Optionally, the electronic control unit comprises: a transient event detection module for performing the transient event detection based on the transient sensor data and the adaptive triggering threshold; a control mode switching module for performing the switching of the engine control mode; and a threshold adaptive checking module for performing the adaptive triggering threshold checking based on the exhaust sensor data.

[0012] Optionally, the electronic control unit further comprises: a steady-state closed-loop control module for, in the steady-state closed-loop mode, performing closed-loop regulation of fuel injection quantity and ignition timing of the engine based on the exhaust sensor data; and a transient open-loop control module for, in the transient open-loop mode, performing open-loop regulation of the fuel injection quantity and the ignition timing of the engine based on a preset control map.

[0013] Optionally, the electronic control unit is further configured to: record a peak value of the transient sensor data when detecting that the transient event occurs; and the electronic control unit performs adaptive checking on the adaptive trigger threshold, further based on the peak value of the transient sensor data.

[0014] The technical solution of the embodiment of the present application evaluates the triggering effect of the transient event by using the exhaust sensor data after each transient event ends, and dynamically and closed-loop fine-tunes and calibrates the trigger threshold based on the evaluation result. This design enables the system to continuously learn and self-optimize, automatically compensates for the influence caused by vehicle aging, environmental changes and working condition changes, and ensures that the triggering timing of the transient event is always maintained in the optimal state. Compared with the prior art, the present application improves the emission control accuracy in the whole life cycle and the whole working condition range, improves the fuel economy, and reduces the dependence on complex and expensive engine calibration work. BRIEF DESCRIPTION OF DRAWINGS

[0015] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0016] Figure 1 A structural schematic diagram of a transient event driven emission control system provided by an embodiment of the present application.

[0017] Figure 2 A flowchart of a transient event driven emission control method provided by an embodiment of the present application. DETAILED DESCRIPTION

[0018] In order to make the purpose, technical solutions and advantages of the present application clearer, the technical solutions of the present application will be described clearly and completely in combination with the drawings and specific embodiments. Obviously, the described embodiments are only some embodiments of the present application, not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.

[0019] In addition, the terms "first", "second" are only for description purpose, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, the features limited by "first", "second" can explicitly or implicitly include one or more features. In the description of the present application, the meaning of "multiple" is two or more, unless otherwise specifically limited.

[0020] The embodiment of the present application provides a transient event driven emission control system and a corresponding method. In one specific implementation, the system uses a threshold adaptive calibration module to continuously and closed-loop calibrate the trigger threshold for determining the transient event occurrence by using the real exhaust data after the transient event occurs, so that the timing of the transient event triggering can be accurately and adaptively controlled. The system solves the technical problem that the static threshold in the prior art cannot adapt to the dynamics of vehicle working conditions, hardware aging and environmental changes, thereby leading to the decline of emission control precision and the deterioration of fuel economy, and achieves the beneficial effect of maintaining efficient and accurate emission control in the whole life cycle of the vehicle.

[0021] Please refer to Figure 1 which shows a structure schematic diagram of a transient event driven emission control system 100 provided by an embodiment of the present application. The system 100 can be applied to the engine emission control of a motorcycle or other vehicle.

[0022] The system 100 comprises a transient event sensor group 110, an exhaust sensor 120 and an electronic control unit 130.

[0023] The electronic control unit 130 can be a vehicle-mounted microprocessor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic device. The electronic control unit 130 is communicatively connected with the transient event sensor group 110 and the exhaust sensor 120, for example through a vehicle-mounted controller area network (CAN) bus or a dedicated hard-wired connection.

[0024] In one embodiment, the electronic control unit 130 comprises a processor and a memory. The memory stores a computer program, and the processor is configured to execute the computer program to implement the method steps described below. The memory can be a non-volatile memory, such as an Electrically Erasable Programmable Read-Only Memory (EEPROM) or a Flash Memory, for storing control logic, control maps, and parameters that need to be kept after the vehicle is powered off, such as the adaptive triggering threshold. The memory can also include a volatile memory, such as a Random Access Memory (RAM), for storing temporary variables during execution.

[0025] The transient event sensor group 110 is configured to capture physical quantities that directly reflect the driver's operation intention at extremely low latency and high sampling frequency, thereby providing the most direct data input for the prediction and detection of transient events. The transient event sensor group 110 is configured to generate transient sensor data representing the driver's operation intention. In one embodiment, the transient event sensor group 110 includes a throttle opening angular velocity sensor. The throttle is a key component for controlling the engine intake air amount, and the driver directly controls its opening degree through the accelerator grip. When the driver performs an operation with strong intention, such as sudden acceleration, the driver will necessarily rotate the accelerator grip at an extremely fast speed, resulting in a large change in the throttle opening degree within a very short time. Therefore, the rate of change of the throttle opening angular velocity, i.e., the throttle opening angular acceleration, is the most sensitive and direct indicator of transient events such as sudden acceleration. The throttle opening angular velocity sensor is configured to monitor the rate of change of the throttle opening degree in real time, and its sampling rate can reach, for example, 1000 Hertz (Hz), which means that the electronic control unit 130 can obtain a latest reading of the throttle opening angular velocity every 1 millisecond (ms). The electronic control unit 130 further obtains higher-order throttle opening angular accelerations by performing differential operations on consecutive angular velocity readings. This high temporal resolution ensures that the system does not miss any transient events that require a fast response.

[0026] The exhaust sensor 120 is installed in the exhaust manifold or exhaust pipe of the engine to generate exhaust sensor data indicative of the air-fuel ratio in the exhaust gas. Exemplarily, the exhaust sensor 120 can be a wideband oxygen sensor or a narrowband oxygen sensor. A wideband oxygen sensor is capable of accurately measuring the actual air-fuel ratio (AFR) or the lambda value in a linear range, while a narrowband oxygen sensor is mainly used to determine whether the current mixture is rich or lean relative to the stoichiometric point. Although the exhaust sensor 120 has high measurement accuracy, its response time is relatively long, typically in the order of 100-300 milliseconds, due to its working principle (e.g., requiring an electrochemical reaction or ion migration of solid electrolyte to sense oxygen concentration). This delay characteristic makes it unsuitable for real-time feedback control in transient processes, but its high-precision measurement results make it an ideal benchmark for evaluating the emission effect after a transient control is completed.

[0027] The core function of the electronic control unit 130 is to execute a dynamic and adaptive control logic. Referring to Figure 2 The method flowchart illustrates the operations performed by the electronic control unit 130 in detail.

[0028] S100: Detect the occurrence of a transient event based on the transient sensor data and an adaptive triggering threshold.

[0029] In one embodiment, the electronic control unit 130 internally incorporates and runs a transient event detection module. This module continuously receives transient sensor data from the transient event sensor group 110 at a high frequency. A signal preprocessing step can be optionally performed before the transient sensor data is used for core logic judgment. For example, the raw angular velocity signal obtained from the throttle opening sensor can contain high-frequency noise introduced by engine vibration or the electrical characteristics of the sensor itself. To improve the accuracy of detection, the electronic control unit 130 can first process the raw signal using a digital filter. Exemplarily, a second-order Butterworth low-pass filter can be used, with a cutoff frequency set to 50 Hz to filter out noise above the normal operating frequency while retaining signal components reflecting the driver's true intention. The filtered angular velocity signal is then used to calculate the angular acceleration.

[0030] The transient sensor data, which in this embodiment is the throttle opening angular acceleration, is denoted as in degrees per second squared (deg / s2). This angular acceleration can be approximated by backward difference of the filtered angular velocity obtained from two consecutive samples: where is the sampling time interval (e.g. 1 millisecond). Meanwhile, in the non-volatile memory of the electronic control unit 130, there is a key control parameter, denoted as , which is also in degrees per second squared (deg / s2). The core logic of the transient event detection module is a comparison operation, which is executed in a loop driven by a high-priority interrupt service routine (ISR) to ensure that it is not blocked by other low-priority tasks. The operation is to determine whether the real-time calculated throttle opening angular acceleration is greater than the currently stored adaptive triggering threshold . Once the inequality holds, the module determines that a transient event has occurred and immediately sends an internal triggering signal to other modules in the electronic control unit 130 by setting a specific status flag or triggering an internal software interrupt. This threshold is not a fixed value, but is dynamically adjusted by the system according to historical running data.

[0031] Exemplarily, assume that at a certain moment, the current value of the adaptive triggering threshold stored in the electronic control unit 130 is 4000 degrees per second squared. The transient event detection module continuously receives and processes the readings of the throttle opening angular velocity sensor at an interval of 1 millisecond. In the period from time point to milliseconds, the driver drives smoothly, and the calculated value always fluctuates within the interval of -500 to +500 degrees per second squared. Since all readings are less than 4000 degrees per second squared, the transient event detection module does not generate any triggering signal. At the moment of milliseconds, the driver suddenly turns the throttle to overtake, causing the throttle opening angular velocity to increase sharply. Assume that the angular velocity measured at milliseconds is 200 degrees per second, and the angular velocity measured at milliseconds is 250 degrees per second, then the calculated angular acceleration is 50000 degrees per second squared. At this time, since 50000 degrees per second squared is much greater than 4000 degrees per second squared, the comparison result of the transient event detection module is true, and it immediately determines that a transient event has occurred and generates a triggering signal.

[0032] S200: Switching the control mode of an engine from a steady-state closed-loop mode to a transient open-loop mode in response to the occurrence of the transient event.

[0033] The control mode switching module inside the electronic control unit 130 can be implemented by a Finite State Machine (FSM) that manages at least two core states: "steady-state closed-loop mode" and "transient open-loop mode". Upon receiving a trigger signal from the transient event detection module, the module immediately performs state transition. In normal driving conditions, the FSM is in "steady-state closed-loop mode", in which the engine is controlled by a steady-state closed-loop control module. Based on the real-time air-fuel ratio feedback provided by the exhaust sensor 120, the steady-state closed-loop control module continuously fine-tunes the injection pulse width and spark advance angle through a Proportional-Integral-Derivative (PID) control algorithm or similar logic, to precisely maintain the air-fuel ratio around the stoichiometric point, thus achieving the lowest steady-state emissions. To ensure smooth resumption of closed-loop control later, state variables such as the accumulated value of the integral term in the PID controller are saved before state switching.

[0034] However, upon receiving a trigger signal, the FSM immediately transitions from "steady-state closed-loop mode" to "transient open-loop mode". This state transition triggers a series of atomic operations: first, the computing task of the steady-state closed-loop control module is suspended, i.e., its adjustment instructions for injection and ignition are paused; second, a transient open-loop control module is activated simultaneously, and the engine's complete control is handed over to it. This switching process must be completed within a very short time, for example within a few microseconds (μs), to ensure that the engine's response does not appear perceptible delay or interruption.

[0035] The transient open-loop control module has a different control logic than the steady-state module. Instead of relying on real-time feedback from sensors, the transient open-loop control module adopts a feed-forward control approach. Inside it, a series of control maps (MAPs) are pre-stored, which are calibrated by engine bench tests. These maps are multi-dimensional look-up tables. For example, a map for fuel compensation can be a three-dimensional table, with engine speed (RPM), throttle position (TPS) as input axes, and fuel compensation factor as output. Once activated, the transient open-loop control module will immediately look up the corresponding control map according to the current engine speed and throttle position. If the current operating point happens to fall between the grid points of the map, a bilinear interpolation or more complex interpolation algorithm will be used to calculate the precise output value. The module outputs a pre-determined, usually enriched, fuel injection command and optimized ignition command according to the results from look-up and interpolation. This open-loop control mode can achieve instantaneous response to transient conditions, because it avoids the physical delay of sensors.

[0036] The duration of the transient open-loop mode is defined by explicit conditions. When the transient process is determined to be over, the control mode switching module performs the operation again, switches the state machine back to the "steady-state closed-loop mode", and smoothly hands over the control to the steady-state closed-loop control module, which will load the previously saved state variables to continue its control task. The conditions for the end of the transient process can include one or a combination of the following: first, from the start of the transient mode, a pre-determined time (e.g. 800 ms) has elapsed; second, the characteristic of the transient event is detected to have fallen back to a lower stable level. Exemplarily, the "lower stable level" can be defined as the absolute value of the throttle position angle acceleration being less than 10% of the adaptive trigger threshold for 50 consecutive milliseconds. This condition ensures that the system will only exit the compensation mode after the driver's intention has indeed stabilized. The duration of the transient open-loop mode is defined by explicit conditions. When the transient process is determined to be over, the control mode switching module performs the operation again, switches the state machine back to the "steady-state closed-loop mode", and smoothly hands over the control to the steady-state closed-loop control module, which will load the previously saved state variables to continue its control task. The conditions for the end of the transient process can include one or a combination of the following: first, from the start of the transient mode, a pre-determined time (e.g. 800 ms) has elapsed; second, the characteristic of the transient event is detected to have fallen back to a lower stable level. Exemplarily, the "lower stable level" can be defined as the absolute value of the throttle position angle acceleration being less than 10% of the adaptive trigger threshold for 50 consecutive milliseconds. This condition ensures that the system will only exit the compensation mode after the driver's intention has indeed stabilized.

[0037] Exemplarily, continuing the example above, the "lower stable level" can be defined as the absolute value of the throttle position angle acceleration being less than 10% of the adaptive trigger threshold for 50 consecutive milliseconds. ​A transient event is triggered at the millisecond. The control mode switching module immediately switches the control mode from steady state closed loop to transient open loop. Assume that the engine speed is 3500 revolutions per minute (RPM) and the throttle opening is 70% at this moment. The transient open loop control module accesses its internal "acceleration enrichment map" and finds the fuel compensation factor corresponding to the (3500 RPM, 70%) operating point, for example, 1.25. This means that, on the basis of the basic fuel injection amount, an additional 25% of fuel injection amount is added. At the same time, it may also find a more advanced or delayed ignition angle from the "transient ignition angle map" than in the steady state, in order to optimize the transient torque response. Thereafter, the electronic control unit continuously monitors the absolute value of the throttle opening angle acceleration. Assume that the absolute value of the throttle opening angle acceleration is less than 10% (i.e. 400 deg / s2) of the initial value after 50 milliseconds. milliseconds, the start condition is met, and the control is handed back to the steady state closed loop control module smoothly. milliseconds. milliseconds, the end condition is met, and the control is handed back to the steady state closed loop control module smoothly.

[0038] S300: After the control mode is switched back from the transient open loop mode to the steady state closed loop mode, the adaptive trigger threshold is adaptively checked based on the exhaust sensor data.

[0039] This step is performed by a threshold adaptive checking module inside the electronic control unit 130. The function of this module is to review each transient event after it ends and make a fine adjustment to the judgment standard for the next transient event, i.e. the adaptive trigger threshold , according to the review results.

[0040] The threshold adaptive checking module acquires the exhaust sensor data within a preset calibration analysis window. The start time of the calibration analysis window can be accurately defined as the time when the control mode is switched back from the transient open loop mode to the steady state closed loop mode, denoted as . The duration of the window is a carefully designed parameter, for example, 500 milliseconds. This duration needs to be long enough to completely capture the complete response process of the exhaust sensor to the change in exhaust composition after the transient event, and at the same time, it cannot be too long to avoid being disturbed by subsequent driving behaviors.

[0041] Within the calibration analysis window , the threshold adaptive checking module continuously acquires the exhaust sensor data from the exhaust sensor 120, i.e. the instantaneous air-fuel ratio Subsequently, based on the collected data, the module determines a key evaluation metric called the Emission Deviation Integral (EDI). This integral quantifies the cumulative deviation of the actual air-fuel ratio from the ideal stoichiometric point over a period of time after the transient event ends. It is calculated by first considering the instantaneous air-fuel ratio within a window... With a preset stoichiometric air-fuel ratio (For gasoline, its theoretical value is 14.7, and in the λ expression system it is 1.0.) Perform the difference operation to obtain the air-fuel ratio difference. Then, the air-fuel ratio difference is integrated over time over the entire calibration analysis window to obtain the emission deviation integral. Its mathematical expression is:

[0042]

[0043] The emission deviation integral The value of has a definite physical meaning. If A significantly negative value means that the mixture remains overly rich for an extended period within that window. This indicates that the previous transient open-loop compensation may have been too aggressive, or in other words, the threshold for triggering the transient mode may have been too high. Setting it too low makes it overly sensitive. Conversely, if... A significantly positive value indicates that the air-fuel mixture is lean. This indicates insufficient transient compensation or a trigger threshold. Setting it too high will result in a sluggish response. If... If the value is close to zero, it means that the previous transient control was just right.

[0044] Finally, the threshold adaptive verification module is based on the calculated emission deviation integral. For the adaptive trigger threshold The update is performed. The update logic can employ a proportional feedback control. Specifically, the emission deviation integral is... With a preset calibration gain coefficient Multiplying them together yields a threshold correction value. Then, the adaptive trigger threshold before the update is... This threshold correction amount is combined to generate an updated adaptive trigger threshold. A preferred approach is to subtract the correction amount from the threshold before the update, i.e.:

[0045]

[0046] The negative sign in this updated formula ensures the correct direction of the correction. When the mixture is rich, is negative, is positive, so that is increased, raising the triggering threshold to suppress overly sensitive responses in the future. When the mixture is lean, is positive, is negative, so that is decreased, lowering the triggering threshold to make future responses more timely. The calibration gain coefficient is an important calibration parameter, with units of degrees per second cubed (deg / s3), which determines the step size and convergence speed of the threshold adjustment. The updated is written to the non-volatile memory of the electronic control unit 130 as a reference for the next transient event detection.

[0047] By way of example, continuing the preceding example. At time = 500 ms, the control mode switches back to steady state, which is the start of the calibration analysis window . Assume the calibration analysis duration = 500 ms, the stoichiometric air-fuel ratio = 1.0, and the calibration gain coefficient = 500 deg / s3. Since the 1.25x fuel enrichment was performed previously, the exhaust gas sensor 120 measures a consistently low air-fuel ratio = 500 ms. For simplicity, assume that the measured air-fuel ratio over this window is a function whose integral over time is -0.04 s. Thus, the emission deviation integral = 0.04 s.

[0048] At this point, the threshold correction .

[0049] The updated adaptive triggering threshold .

[0050] This new, slightly increased threshold 4020 deg / s2is saved. This means that the system has learned through this “learning” that the previous triggering was too easy, resulting in over-richness, and it has adjusted itself so that the next time a more drastic throttle operation is required to trigger the transient mode, thus making the control more optimal.

[0051] Those skilled in the art will appreciate that the selection of the calibration gain coefficient requires a trade-off between threshold convergence speed and system stability. A larger value will accelerate the convergence of the threshold, but can also introduce overshoot and oscillation; a smaller ​The value can ensure the smoothness of the adjustment process. The specific value can be determined by performing a routine iterative optimization test on an engine bench. Similarly, the selection of the calibration analysis window length should ensure that it is greater than the sum of the delay time for exhaust gas to be transmitted from the engine cylinder to the exhaust sensor and the response time of the exhaust sensor itself, so as to fully capture the full impact of the transient event on the exhaust composition, while avoiding being too long to include the interference of subsequent other driving events.

[0052] Through the cyclic execution of S100 to S300, the adaptive triggering threshold is no longer a fixed, unchanging value, but a dynamic parameter that can continuously correct itself according to the actual emission effect of each transient event. It can automatically compensate for the performance drift of the vehicle due to engine wear, injector carbon deposition, sensor aging, etc. and adapt to the operating characteristics in different environments such as high altitude and high humidity, and always keep the triggering time of the transient event at a near-optimal level.

[0053] In an optional embodiment, the electronic control unit 130 can also introduce other correction factors when adapting the adaptive triggering threshold. For example, when detecting the occurrence of a transient event, the peak value of the transient sensor data at that time can be recorded, such as the peak value of the throttle opening angle acceleration When updating the threshold, the peak value can be considered as a weighting factor. For example, for a very high and very intense transient event, the emission deviation it produces may not be fully representative, so the influence weight of this event on threshold updating can be appropriately reduced to enhance the robustness of the adaptive process.

[0054] In summary, the transient event driven emission control system and method provided in the present application constructs a higher level slow feedback loop based on real emission results to calibrate the bottom layer fast open-loop decision threshold, combining the accuracy of closed-loop control and the speed of open-loop control, and realizes precise adaptive control of the triggering time of the transient event, thereby achieving excellent emission control effect and fuel economy in the entire life cycle of the motorcycle and various complex driving environments.

[0055] In addition, each functional unit in each embodiment of the present application can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware.

[0056] The above merely provides the specific implementation of the present application, but the protection scope of the present application is not limited to this. Any change or replacement within the technical scope disclosed by the present application should be covered in the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A transient event-driven emission control system, characterized in that, include: A transient event sensor array is used to generate transient sensor data characterizing the driver's operating intentions; An exhaust sensor is used to generate exhaust sensor data that characterizes the air-fuel ratio in the exhaust gas. as well as An electronic control unit, communicatively connected to the transient event sensor group and the exhaust sensor, is configured to: Based on the transient sensor data and an adaptive trigger threshold, the occurrence of a transient event is detected; In response to the occurrence of the transient event, the control mode of an engine is switched from a steady-state closed-loop mode to a transient open-loop mode; as well as After the control mode switches from the transient open-loop mode back to the steady-state closed-loop mode, the adaptive trigger threshold is adaptively verified based on the exhaust sensor data.

2. The system according to claim 1, characterized in that, The electronic control unit performs adaptive verification of the adaptive trigger threshold, specifically including: The exhaust sensor data is acquired within a preset calibration analysis window; Based on the exhaust sensor data acquired within the calibration analysis window, an emission deviation integral is determined; and The adaptive trigger threshold is updated based on the emission deviation integral.

3. The system according to claim 2, characterized in that, The electronic control unit determines the emission deviation integral, specifically including: The instantaneous air-fuel ratio represented by the exhaust sensor data within the calibration analysis window is compared with a preset stoichiometric air-fuel ratio to obtain an air-fuel ratio difference; and The air-fuel ratio difference within the calibration analysis window is integrated over time to obtain the emission deviation integral.

4. The system according to claim 2, characterized in that, The electronic control unit updates the adaptive trigger threshold based on the emission deviation integral, specifically including: Multiplying the emission deviation integral by a preset calibration gain coefficient yields a threshold correction amount; and The adaptive trigger threshold before the update is combined with the threshold correction amount to generate the updated adaptive trigger threshold.

5. The system according to claim 4, characterized in that, The electronic control unit combines the previous adaptive trigger threshold with the threshold correction amount, including subtracting the threshold correction amount from the previous adaptive trigger threshold.

6. The system according to claim 1, characterized in that, The transient event sensor group includes a throttle opening angular velocity sensor; and the transient sensor data is the rate of change of the throttle opening angular velocity output by the throttle opening angular velocity sensor, i.e., a throttle opening angular acceleration. The electronic control unit detects the occurrence of the transient event by: determining whether the throttle opening angle acceleration is greater than the adaptive trigger threshold.

7. The system according to claim 2, characterized in that, The start time of the calibration analysis window is the moment when the control mode switches from the transient open-loop mode back to the steady-state closed-loop mode.

8. The system according to claim 1, characterized in that, The electronic control unit includes: A transient event detection module is used to perform the transient event detection based on the transient sensor data and the adaptive trigger threshold; A control mode switching module is used to perform the switching of the engine control mode; and A threshold adaptive verification module is used to perform the adaptive trigger threshold verification based on the exhaust sensor data.

9. The system according to claim 8, characterized in that, The electronic control unit further includes: A steady-state closed-loop control module is used to perform closed-loop adjustment of the engine's fuel injection quantity and ignition timing based on the exhaust sensor data in the steady-state closed-loop mode; and A transient open-loop control module is used to perform open-loop adjustment of the fuel injection quantity and ignition timing of the engine based on a preset control spectrum in the transient open-loop mode.

10. The system according to claim 1, characterized in that, The electronic control unit is further configured to: When the transient event is detected, the peak value of the transient sensor data is recorded; and The electronic control unit performs adaptive verification on the adaptive trigger threshold, further based on the peak value of the transient sensor data.

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