阅读说明：本技术 一种发动机管理系统控制方法及装置 (Control method and device of engine management system ) 是由 张家林 江楠 王盼盼 张红倩 郭万琦 于 2021-07-20 设计创作，主要内容包括：本发明公开了一种发动机管理系统控制方法及装置,可以在发动机运行过程中,获得目标运行参数的参数值,目标运行参数包括与过量空气系数相关的至少一个发动机运行参数,各发动机运行参数中至少包括：EGR惰性循环气量,将各发动机运行参数的参数值输入至过量空气系数计算模型中,获得过量空气系数计算模型输出的目标过量空气系数。本发明通过使用计算模型来计算目标过量空气系数,可以获得过量空气系数的连续数据,无需技术人员标定油门踏板开度、发动机转速和过量空气系数的MAP图,可以减少人力资源的消耗,避免技术人员主观经验导致的数据标定错误,也可以提高确定的过量空气系数的需求值的准确度。(The invention discloses a control method and a device of an engine management system, which can obtain the parameter value of a target operation parameter in the operation process of an engine, wherein the target operation parameter comprises at least one engine operation parameter related to an excess air coefficient, and each engine operation parameter at least comprises: and (4) inputting the parameter values of the engine operation parameters into an excess air coefficient calculation model to obtain a target excess air coefficient output by the excess air coefficient calculation model. According to the method, the target excess air coefficient is calculated by using the calculation model, so that continuous data of the excess air coefficient can be obtained, technicians are not required to calibrate the MAP (MAP) of the opening of an accelerator pedal, the rotating speed of an engine and the excess air coefficient, the consumption of human resources can be reduced, errors in data calibration caused by subjective experience of the technicians are avoided, and the accuracy of the determined required value of the excess air coefficient can be improved.)

1. An engine management system control method, comprising:

obtaining parameter values of target operating parameters during engine operation, the target operating parameters including at least one engine operating parameter related to an excess air factor, each of the engine operating parameters including at least: EGR inert circulation gas volume;

and inputting the parameter value of each engine operating parameter into an excess air coefficient calculation model to obtain the target excess air coefficient output by the excess air coefficient calculation model.

2. The method of claim 1, wherein each of said engine operating parameters further comprises: the total air input of the engine cylinder, the engine speed and the oil injection amount per single cylinder cycle.

3. The method of claim 1, wherein prior to said inputting the parametric value for each of said engine operating parameters into an excess air ratio calculation model, said method further comprises:

determining the ratio of the EGR circulation gas volume to the target excess air coefficient as the EGR inert circulation gas volume;

inputting the parameter value of each engine operating parameter into an excess air ratio calculation model, including:

inputting the ratio of the EGR circulation gas volume to the target excess air coefficient and parameter values of other engine operating parameters into the excess air coefficient calculation model, wherein the other engine operating parameters comprise the engine operating parameters except the EGR inert circulation gas volume in each engine operating parameter.

4. The method of claim 1, wherein the excess air factor calculation model comprises: a first equation and a second equation;

wherein the first equation is:

c is exhaust oxygen concentration, Q_AirIs the total air intake of the engine cylinder, rpm is the engine speed, Q_qThe fuel is injected for each cycle of a single cylinder, n is the number of cylinders of the engine, eta is the air-fuel ratio, and Q_EGR′The amount of EGR inert recycle gas is taken as K is the oxygen content in the exhaust gas;

wherein the second equation is:

λ＝(1+C/fac1)/(1-C*fac2)；

λ is the target excess air factor, fac1 is the first conversion factor, fac2 is the second conversion factor.

5. The method of claim 4, wherein, in the first equation,

Q_EGRthe EGR circulation gas quantity is obtained.

6. The method of any of claims 1 to 5, further comprising:

determining a current actual excess air factor;

and determining the difference value of the target excess air coefficient and the actual excess air coefficient as the transient correction value of the excess air coefficient.

7. The method of claim 6, further comprising:

determining an oil quantity transient correction value matched with the transient correction value of the excess air coefficient;

and carrying out feedforward control on the fuel injection quantity of the engine according to the fuel quantity transient correction value.

8. The method of claim 7, further comprising:

and respectively correcting the feedforward control opening values of the EGR valve, the air inlet throttle valve and the air release valve based on the transient correction value of the fuel injection quantity, and respectively performing feedforward control on actuators of the EGR valve, the air inlet throttle valve and the air release valve according to the corrected feedforward control opening values so as to respectively control the opening degrees of the EGR valve, the air inlet throttle valve and the air release valve to be the corresponding corrected feedforward control opening values, wherein the air release valve is the air release valve of the supercharger.

9. An engine management system control device characterized by comprising: a first obtaining unit, a first input unit, and a second obtaining unit, wherein:

the first obtaining unit is configured to perform: obtaining parameter values of target operating parameters during engine operation, the target operating parameters including at least one engine operating parameter related to an excess air factor, each of the engine operating parameters including at least: EGR inert circulation gas volume;

the first input unit configured to perform: inputting the parameter value of each engine operating parameter into an excess air coefficient calculation model;

the second obtaining unit is configured to perform: and obtaining the target excess air coefficient output by the excess air coefficient calculation model.

10. The apparatus of claim 9, further comprising: a first determination unit;

the first determination unit is configured to perform: determining a ratio of an EGR circulation volume to the target excess air coefficient as the EGR inert circulation volume before the parameter values of the engine operating parameters are input into an excess air coefficient calculation model;

the first input unit configured to perform: inputting the ratio of the EGR circulation gas volume to the target excess air coefficient and parameter values of other engine operating parameters into the excess air coefficient calculation model, wherein the other engine operating parameters comprise the engine operating parameters except the EGR inert circulation gas volume in each engine operating parameter.

Technical Field

The invention relates to the technical field of vehicle control, in particular to a control method and device of an engine management system.

Background

With the development of vehicle control technology, the control technology of diesel engine management system is continuously improved.

In a diesel engine management system, the air excess factor Lambda may be the ratio of the mass of air actually entering the engine cylinder to the mass of air required for complete combustion of the current in-cylinder injection. The prior art can control the intake air amount of the engine cylinder based on the required value of the excess air ratio.

Specifically, in the prior art, a technician may perform an engine bench test in advance to calibrate a MAP of the accelerator pedal opening, the engine speed, and the excess air ratio. During the running process of the engine, the required value of the excess air coefficient can be correspondingly found out in the MAP picture based on the current opening degree of the accelerator pedal and the engine speed, and then the air inflow of the engine cylinder is controlled according to the found required value of the excess air coefficient.

However, the MAP is fit by a plurality of discrete points calibrated by a technician, and the accuracy of the required value of the excess air ratio found in the prior art from the full range of the MAP may be low.

Disclosure of Invention

In view of the above problems, the present invention provides a method and a device for controlling an engine management system, which overcome or at least partially solve the above problems, and the technical solution is as follows:

an engine management system control method comprising:

obtaining parameter values of target operating parameters during engine operation, the target operating parameters including at least one engine operating parameter related to an excess air factor, each of the engine operating parameters including at least: EGR inert circulation gas volume;

and inputting the parameter value of each engine operating parameter into an excess air coefficient calculation model to obtain the target excess air coefficient output by the excess air coefficient calculation model.

Optionally, each of the engine operating parameters further includes: the total air input of the engine cylinder, the engine speed and the oil injection amount per single cylinder cycle.

Optionally, before the inputting the parameter value of each of the engine operating parameters into the excess air ratio calculation model, the method further comprises:

determining the ratio of the EGR circulation gas volume to the target excess air coefficient as the EGR inert circulation gas volume;

inputting the parameter value of each engine operating parameter into an excess air ratio calculation model, including:

inputting the ratio of the EGR circulation gas volume to the target excess air coefficient and parameter values of other engine operating parameters into the excess air coefficient calculation model, wherein the other engine operating parameters comprise the engine operating parameters except the EGR inert circulation gas volume in each engine operating parameter.

Optionally, the excess air ratio calculation model includes: a first equation and a second equation;

wherein the first equation is:

c is exhaust oxygen concentration, Q_AirIs the total air intake of the engine cylinder, rpm is the engine speed, Q_qThe fuel is injected for each cycle of a single cylinder, n is the number of cylinders of the engine, eta is the air-fuel ratio, and Q_EGR′The amount of EGR inert recycle gas is taken as K is the oxygen content in the exhaust gas;

wherein the second equation is:

λ＝(1+C/fac1)/(1-C*fac2)；

λ is the target excess air factor, fac1 is the first conversion factor, fac2 is the second conversion factor.

Optionally, in the first equation,

Q_EGRthe EGR circulation gas quantity is obtained.

Optionally, the method further includes:

determining a current actual excess air factor;

and determining the difference value of the target excess air coefficient and the actual excess air coefficient as the transient correction value of the excess air coefficient.

Optionally, the method further includes:

determining an oil quantity transient correction value matched with the transient correction value of the excess air coefficient;

and carrying out feedforward control on the fuel injection quantity of the engine according to the fuel quantity transient correction value.

Optionally, the method further includes:

and respectively correcting the feedforward control opening values of the EGR valve, the air inlet throttle valve and the air release valve based on the transient correction value of the fuel injection quantity, and respectively performing feedforward control on actuators of the EGR valve, the air inlet throttle valve and the air release valve according to the corrected feedforward control opening values so as to respectively control the opening degrees of the EGR valve, the air inlet throttle valve and the air release valve to be the corresponding corrected feedforward control opening values, wherein the air release valve is the air release valve of the supercharger.

Optionally, the determining the transient correction value of the fuel injection amount matched with the transient correction value of the excess air ratio includes:

inputting the transient correction value of the excess air coefficient into an oil injection transient correction value calculation model to obtain the oil injection transient correction value output by the oil injection transient correction value calculation model; wherein: the calculation model of the transient correction value of the fuel injection quantity is as follows:

wherein Q is_Oil-λFor said instantaneous correction of fuel injection quantity, Q_Air' is the fresh air intake of the engine cylinder and Δ λ is the transient correction of the excess air ratio.

An engine management system control device comprising: a first obtaining unit, a first input unit, and a second obtaining unit, wherein:

the first obtaining unit is configured to perform: obtaining parameter values of target operating parameters during engine operation, the target operating parameters including at least one engine operating parameter related to an excess air factor, each of the engine operating parameters including at least: EGR inert circulation gas volume;

the first input unit configured to perform: inputting the parameter value of each engine operating parameter into an excess air coefficient calculation model;

the second obtaining unit is configured to perform: and obtaining the target excess air coefficient output by the excess air coefficient calculation model.

Optionally, each of the engine operating parameters further includes: the total air input of the engine cylinder, the engine speed and the oil injection amount per single cylinder cycle.

Optionally, the apparatus further comprises: a first determination unit;

the first determination unit is configured to perform: determining a ratio of an EGR circulation volume to the target excess air coefficient as the EGR inert circulation volume before the parameter values of the engine operating parameters are input into an excess air coefficient calculation model;

the first input unit configured to perform: inputting the ratio of the EGR circulation gas volume to the target excess air coefficient and parameter values of other engine operating parameters into the excess air coefficient calculation model, wherein the other engine operating parameters comprise the engine operating parameters except the EGR inert circulation gas volume in each engine operating parameter.

Optionally, the excess air ratio calculation model includes: a first equation and a second equation;

wherein the first equation is:

c is exhaust oxygen concentration, Q_AirIs the total air intake of the engine cylinder, rpm is the engine speed, Q_qThe fuel is injected for each cycle of a single cylinder, n is the number of cylinders of the engine, eta is the air-fuel ratio, and Q_EGR′The amount of EGR inert recycle gas is taken as K is the oxygen content in the exhaust gas;

wherein the second equation is:

λ＝(1+C/fac1)/(1-C*fac2)；

λ is the target excess air factor, fac1 is the first conversion factor, fac2 is the second conversion factor.

Optionally, in the first equation,

Q_EGRthe EGR circulation gas quantity is obtained.

Optionally, the apparatus further comprises: a second determination unit and a third determination unit;

the second determination unit configured to perform: determining a current actual excess air factor;

the third determination unit is configured to perform: and determining the difference value of the target excess air coefficient and the actual excess air coefficient as the transient correction value of the excess air coefficient.

Optionally, the apparatus further comprises: a fourth determination unit and a first control unit;

the fourth determination unit configured to perform: determining an oil quantity transient correction value matched with the transient correction value of the excess air coefficient;

the first control unit is configured to execute: and carrying out feedforward control on the fuel injection quantity of the engine according to the fuel quantity transient correction value.

Optionally, the apparatus further comprises: a correction unit and a second control unit;

the correction unit configured to perform: respectively correcting the feedforward control opening values of the EGR valve, the air inlet throttle valve and the air release valve based on the transient correction value of the fuel injection quantity;

the second control unit configured to perform: and respectively carrying out feedforward control on actuators of the EGR valve, the air inlet throttle valve and the deflation valve according to the corrected feedforward control opening values so as to respectively control the opening degrees of the EGR valve, the air inlet throttle valve and the deflation valve to be the corresponding corrected feedforward control opening values, wherein the deflation valve is the deflation valve of the supercharger.

Optionally, the fourth determining unit includes: a second input unit and a third obtaining unit;

the second input unit configured to perform: inputting the transient correction value of the excess air coefficient into an oil injection transient correction value calculation model;

the third obtaining unit is configured to perform: obtaining the transient correction value of the fuel injection quantity output by the transient correction value calculation model of the fuel injection quantity; wherein: the calculation model of the transient correction value of the fuel injection quantity is as follows:

wherein Q is_Oil-λFor said instantaneous correction of fuel injection quantity, Q_Air' is the fresh air intake of the engine cylinder and Δ λ is the transient correction of the excess air ratio.

The invention provides a control method and a device of an engine management system, which can obtain the parameter value of a target operation parameter in the running process of an engine, wherein the target operation parameter comprises at least one engine operation parameter related to an excess air coefficient, and each engine operation parameter at least comprises: and (4) inputting the parameter values of the engine operation parameters into an excess air coefficient calculation model to obtain a target excess air coefficient output by the excess air coefficient calculation model. According to the method, the target excess air coefficient is calculated by using the calculation model, so that continuous data of the excess air coefficient can be obtained, a MAP (MAP) formed by fitting discrete points and used for calibrating the opening of an accelerator pedal, the engine speed and the excess air coefficient by technicians is not needed, the consumption of human resources can be reduced, data calibration errors caused by subjective experiences of the technicians are avoided, the accuracy for determining the required value of the excess air coefficient can be improved, and the problem of low data accuracy caused by searching the target excess air coefficient in the MAP is avoided.

The foregoing description is only an overview of the technical solutions of the present invention, and the following detailed description of the present invention is provided to enable the technical means of the present invention to be more clearly understood, and to enable the above and other objects, features, and advantages of the present invention to be more clearly understood.

Drawings

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, it is obvious that the drawings in the following description are only embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.

FIG. 1 is a flow chart illustrating a first engine management system control method provided by an embodiment of the present invention;

FIG. 2 is a flow chart illustrating a third engine management system control method provided by the present invention;

FIG. 3 is a flowchart illustrating a fourth engine management system control method provided by the present invention;

FIG. 4 is a schematic structural diagram of a first engine management system control device according to an embodiment of the present invention;

FIG. 5 is a schematic structural diagram illustrating a third engine management system control apparatus according to an embodiment of the present invention;

fig. 6 is a schematic structural diagram illustrating a fourth engine management system control apparatus according to an embodiment of the present invention.

Detailed Description

Exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention can be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.

As shown in fig. 1, the present embodiment proposes a first engine management system control method, which may include the steps of:

s101, in the process of engine operation, obtaining parameter values of target operation parameters, wherein the target operation parameters comprise at least one engine operation parameter related to an excess air coefficient, and each engine operation parameter at least comprises: EGR inert circulation gas volume;

the engine can be a diesel engine or a gasoline engine.

It should be noted that the present invention can be applied to a vehicle controller.

The engine operating parameters related to the excess air ratio may be determined by a technician based on engine bench tests, technical experience, and the like, and the present invention is not limited thereto.

The inert gas circulation volume of the EGR can be a gas volume which cannot support combustion in the EGR gas circulation volume, namely a gas volume except oxygen.

The EGR circulation gas amount may be a gas amount which is circulated through the EGR valve and re-enters the engine cylinder, among gases exhausted by combustion work in the engine cylinder.

It should be noted that, under the transient operating condition of the engine, the time delay existing from the start of the actuator to the time when the controlled intake air amount enters the engine cylinder, the actual intake air amount measurement drift, and the inert gas entering the engine cylinder through the circulation of the exhaust gas may all cause the actuator to have larger motion fluctuation, the time for the controlled intake air amount to reach the equilibrium point is longer, and the transient control performance is not good. In order to improve the transient control capability and accuracy of relevant components (an EGR valve, an air inlet throttle valve, a supercharger and the like) of the air system in the transient working condition of the engine, the method can determine the change rule of the excess air coefficient under the transient working condition of the engine under the condition that the influence of the inert circulation air quantity of the EGR on the excess air coefficient is considered, determine the target control value of the air system on the excess air coefficient in the transient working condition of the engine, and further realize the optimized transient control on the oil injection quantity and relevant parameters of the air system according to the target control value of the excess air coefficient.

The engine transient condition may be a condition in which the engine operating state is rapidly changed, such as engine start, external load change, acceleration forward or reverse.

The air system may include a series of components involved in the overall process of entering the engine cylinder from atmospheric gases, exhausting the engine cylinder after performing combustion work, and then entering the exhaust gas treatment assembly. The air system may include, among other things, three major components, namely an intake throttle valve, an EGR valve, and a supercharger.

The target control value may be, among other things, an actual demand value for a certain engine operating parameter during operation of the engine.

Specifically, the present invention may obtain the parameter value of the target operating parameter related to the excess air ratio during the operation of the engine, and then may calculate the target control value of the excess air ratio based on the parameter value of the target operating parameter.

S102, inputting parameter values of various engine operating parameters into an excess air coefficient calculation model;

it should be noted that the present invention may calculate the target excess air ratio based on the constructed excess air ratio calculation model after determining the parameter value of the target operation parameter.

Specifically, the parameter value of the target operating parameter may be input to the excess air ratio calculation model, and the excess air ratio calculation model may perform calculation based on the parameter value of the target operating parameter.

And S103, obtaining a target excess air coefficient output by the excess air coefficient calculation model.

The target excess air ratio may be a target control value of the excess air ratio.

Specifically, the present invention may determine the excess air ratio output from the excess air ratio calculation model as the target excess air ratio after inputting the parameter value of the target operating parameter into the excess air ratio calculation model.

The excess air ratio calculation model may be created by a technician according to engine operation tests and related engineering experience, and the like, which is not limited by the present invention.

Optionally, in a second engine management system control method provided in this embodiment, each engine operating parameter further includes: the total air input of an engine cylinder, the rotating speed of the engine and the oil quantity injected in each single cylinder cycle;

the total air intake of the engine cylinder can be the total air intake mass flow of the engine cylinder, and can comprise the fresh air intake and the EGR circulation volume of the engine cylinder.

Optionally, in the second engine management system control method, the excess air ratio calculation model includes: a first equation and a second equation;

wherein the first equation is:

c is exhaust oxygen concentration, Q_AirIs the total air intake of the engine cylinder, rpm is the engine speed, Q_qThe fuel is injected for each cycle of a single cylinder, n is the number of cylinders of the engine, eta is the air-fuel ratio, and Q_EGR′The amount of EGR inert recycle gas is taken as K is the oxygen content in the exhaust gas;

wherein the second equation is:

λ＝(1+C/fac1)/(1-C*fac2)；

λ is the target excess air factor, fac1 is the first conversion factor, fac2 is the second conversion factor.

It should be noted that C and λ can be solved by the first equation and the second equation.

In the first equation, the total air intake quantity of an engine cylinder, the engine speed and the single-cylinder oil injection quantity per cycle can be known in the control logic of the existing engine management system of the engine, and the number of the engine cylinders and the air-fuel ratio can be known constants; in the second equation, the first conversion coefficient and the second conversion coefficient may be known constants as well.

In addition, in the running process of the engine, the method may not be capable of directly obtaining the parameter value of the EGR inert circulating gas volume, and can be used for directly obtaining the parameter value of the EGR circulating gas volume. Therefore, the present invention may characterize the EGR inert gas recirculation amount using a ratio of the EGR gas recirculation amount to the target excess air factor based on a relationship between the EGR inert gas recirculation amount, the EGR gas recirculation amount, and the target excess air factor. At this time, the present invention may calculate the excess air factor by inputting the ratio of the EGR circulation amount to the target excess air factor as the EGR inert circulation amount to the excess air factor calculation model.

Optionally, before step S103, the second engine management system control method may further include:

determining the ratio of the EGR circulation gas quantity to the target excess air coefficient as an EGR inert circulation gas quantity;

at this time, in the second engine management system control method described above, step S103 may include:

inputting the ratio of the EGR circulation gas volume to the target excess air coefficient and parameter values of other engine operating parameters into an excess air coefficient calculation model, wherein the other engine operating parameters comprise engine operating parameters except the EGR inert circulation gas volume in each engine operating parameter;

alternatively, in the first equation,

Q_EGR′i.e. the inert circulation gas quantity of EGR, Q_EGRThe EGR circulation gas quantity is obtained. At this time, the first equation may be:

it is understood that two unknowns of C and λ may exist in the first equation, and two unknowns of C and λ may exist in the second equation, and C and λ may be calculated by the first equation and the second equation.

It should be noted that, in the above equation of the first equation and the equation of the second equation, the present invention may only need to perform a small amount of calibration (i.e. calibration of the air-fuel ratio, the oxygen content in the exhaust gas, the first conversion coefficient and the second conversion coefficient, respectively), and may not need to calibrate the MAP of the accelerator pedal opening, the engine speed and the excess air coefficient, so that the real-time calculation of the target excess air coefficient may be realized during the engine operation.

Alternatively, the present invention may create the first equation using the following equations (1) to (7), and create the second equation based on the relationship between the exhaust gas oxygen concentration and the excess air ratio.

Specifically, the present invention may create formula (1) based on the relationship between exhaust gas oxygen concentration, total intake air amount in the engine cylinder, and oxygen amount in the exhaust gas:

C＝Q_AirO2/Q_AirAll；

wherein C is the exhaust oxygen concentration, Q_AirO2May be the amount of oxygen in the exhaust gas, Q_AirAllMay be the total amount of air in the engine cylinder.

Specifically, the invention can create formula (2) according to the relationship among the total air quantity in the engine cylinder, the total air inlet quantity of the engine cylinder and the total atomized oil injection quantity:

Q_AirAll＝Q_Air+Q_Oil；

wherein Q is_AirI.e. the total air input, Q, of the engine cylinder_OilThe total amount of oil injected for atomization may be.

Specifically, the present invention may create formula (3) based on the relationship between the oxygen content in the exhaust gas and the amount of exhaust gas:

Q_AirO2＝Q_Gas*K；

wherein Q is_GasI.e. the exhaust gas volume, K is the oxygen content in the exhaust gas.

Specifically, during the combustion work of the engine, the total gas amount in the engine cylinder can be changed into fuel consumption gas amount, EGR inert circulation gas amount and exhaust gas amount, so the invention can create the formula (4):

Q_Gas＝Q_AirAll-Q_Eng-Q_EGR′；

wherein Q is_EngCan be fuel oil consumption gas quantity, Q_EGR' the amount of EGR inert recycle gas may be.

Specifically, the present invention may create formula (5) according to the relationship between the EGR inert circulation amount, the EGR circulation amount, and the excess air ratio:

Q_EGR′＝Q_EGR/λ；

wherein Q is_EGRThe EGR circulation gas amount can be taken as the target excess air coefficient.

Specifically, the present invention may create formula (6) according to the relationship between the fuel consumption amount, the total atomized fuel injection amount, and the air-fuel ratio:

Q_Eng＝Q_Oil ^*η；

where η is the air-fuel ratio.

Optionally, the present invention may be formulated by a technician with reference to the theoretical air-fuel ratio 14.6 of the diesel engine, or may be formulated by the technician according to the performance of the engine mount, which is not limited in this respect.

It should be noted that, for a four-stroke engine, when the crankshaft rotates 2 circles, a single cylinder can inject oil once, so the present invention can create formula (7) according to the relationship between the total atomized oil injection, the engine speed, the oil injection per cycle of a single cylinder, and the number of engine cylinders:

Q_Oil＝rpm*Q_q*n；

wherein rpm is the engine speed, Q_qNamely the oil quantity injected by a single cylinder per cycle, and n is the number of the engine cylinders.

Optionally, in the case that a certain allowable error is met, the method may also directly determine the parameter value of the EGR circulation gas amount approximately as the parameter value of the EGR inert circulation gas amount to calculate the target excess air coefficient. At this time, the first equation may be:

it should be noted that the method shown in fig. 1 can be executed to determine the required value of the excess air ratio of the engine management system in real time through a calculation model during the operation of the engine. The method and the device can calculate the target excess air coefficient by using the calculation model, can obtain continuous data of the excess air coefficient, do not need technicians to calibrate a MAP (MAP) formed by fitting discrete points of the opening of an accelerator pedal, the rotating speed of an engine and the excess air coefficient, can reduce the consumption of human resources, avoid data calibration errors caused by subjective experience of the technicians, improve the accuracy of determining the required value of the excess air coefficient, and avoid the problem of lower data accuracy caused by searching the target excess air coefficient in the MAP.

In the engine management system control method provided by the embodiment, during the operation of the engine, the parameter value of the target operation parameter is obtained, the target operation parameter comprises at least one engine operation parameter related to the excess air coefficient, and each engine operation parameter at least comprises: and (4) inputting the parameter values of the engine operation parameters into an excess air coefficient calculation model to obtain a target excess air coefficient output by the excess air coefficient calculation model. According to the method, the target excess air coefficient is calculated by using the calculation model, so that continuous data of the excess air coefficient can be obtained, a MAP (MAP) formed by fitting discrete points and used for calibrating the opening of an accelerator pedal, the engine speed and the excess air coefficient by technicians is not needed, the consumption of human resources can be reduced, data calibration errors caused by subjective experiences of the technicians are avoided, the accuracy for determining the required value of the excess air coefficient can be improved, and the problem of low data accuracy caused by searching the target excess air coefficient in the MAP is avoided.

Based on the steps shown in fig. 1, the present embodiment proposes a third engine management system control method, as shown in fig. 2. The method may further comprise the steps of:

s201, determining a current actual excess air coefficient;

specifically, the present invention may measure the current exhaust gas oxygen concentration by a wide-range oxygen sensor installed after the turbocharger turbine, and then may calculate the current actual excess air ratio by combining the measured current exhaust gas oxygen concentration with the above-described second equation.

And S202, determining the difference value between the target excess air coefficient and the actual excess air coefficient as the transient correction value of the excess air coefficient.

Specifically, after the target excess air coefficient and the actual excess air coefficient are obtained, the difference obtained by subtracting the actual excess air coefficient from the target excess air coefficient may be determined as the transient correction value of the excess air coefficient.

It is understood that the present invention can improve the calculation accuracy of the transient correction value of the excess air ratio by effectively determining the correction value of the excess air ratio by executing steps S201 and S202 in the engine transient operating condition. Of course, the transient correction value of the excess air ratio may also be calculated by executing steps S201 and S202 during the engine is in the steady-state operating condition.

It should be noted that, in the process of operating the engine, after the transient correction value of the excess air coefficient is obtained, the transient correction value of the excess air coefficient can be used for performing transient correction on the fuel injection quantity, optimizing the transient control on the fuel injection quantity, and further optimizing the transient control on the relevant operating parameters of the air system.

The control method of the engine management system provided by the embodiment can effectively determine the correction value of the excess air coefficient under the transient working condition of the engine, perform transient correction on the fuel injection quantity based on the transient correction value of the excess air coefficient, optimize the transient control on the fuel injection quantity, and further optimize the transient control on the relevant operating parameters of the air system.

Based on the steps shown in fig. 2, the present embodiment proposes a fourth engine management system control method, as shown in fig. 3. In the method, the method may further include:

s301, determining an oil quantity transient correction value matched with the transient correction value of the excess air coefficient;

specifically, the fuel injection transient correction value can be calculated by using the fuel injection transient correction value calculation model. The calculation model of the transient correction value of the fuel injection amount may be created by a technician according to a relationship between the transient correction value of the excess air coefficient and the transient correction value of the fuel injection amount, which is not limited in the present invention.

Optionally, step S301 may include:

inputting the transient correction value of the excess air coefficient into an oil injection transient correction value calculation model to obtain an oil injection transient correction value output by the oil injection transient correction value calculation model; wherein: the calculation model of the transient correction value of the fuel injection quantity is as follows:

wherein Q is_Oil-λFor transient correction of fuel injection quantity, Q_Air' is the fresh air intake of the engine cylinder and Δ λ is the transient correction of the excess air ratio.

Specifically, the transient correction value of the excess air coefficient can be input into the fuel injection transient correction value calculation model, and the fuel injection transient correction value calculated by the fuel injection transient correction value calculation model based on the transient correction value of the excess air coefficient is obtained.

S302, performing feedforward control on the fuel injection quantity of the engine according to the fuel transient correction value.

Specifically, after the transient correction value of the fuel injection quantity is determined, the transient correction value of the fuel injection quantity can be added with the current feed-forward control value of the fuel injection quantity to obtain the corrected feed-forward control value of the fuel injection quantity, and the feed-forward control value of the fuel injection system is performed according to the corrected feed-forward control value of the fuel injection quantity, so that the fuel injection quantity in an engine cylinder is controlled to the corrected feed-forward control value of the fuel injection quantity, and the transient control capability of fuel injection is improved.

It should be noted that the invention can utilize the corrected fuel injection amount feed-forward control value to realize the optimized transient control of the air system.

Optionally, in the third engine management system control method, the method may further include:

and respectively correcting the feedforward control opening values of the EGR valve, the air inlet throttle valve and the air release valve based on the transient correction value of the fuel injection quantity, and respectively performing feedforward control on actuators of the EGR valve, the air inlet throttle valve and the air release valve according to the corrected feedforward control opening values so as to respectively control the opening degrees of the EGR valve, the air inlet throttle valve and the air release valve to be the corresponding corrected feedforward control opening values, wherein the air release valve is the air release valve of the supercharger.

Wherein, the supercharger can be a turbocharger with an electric control air release valve. In the prior art, a vehicle controller can control the opening degree of a release valve by controlling a duty ratio signal of the release valve, so that the flow rate of exhaust gas flowing through a turbine of a supercharger is controlled, the rotating speed of the supercharger is controlled, and finally the supercharging pressure is controlled.

It should be noted that the invention can utilize the transient correction value of the fuel injection quantity to realize the optimized transient control of the EGR valve, the air inlet throttle valve and the supercharger.

Specifically, the invention can obtain a corrected fuel injection quantity feedforward control value by using a fuel injection quantity transient correction value, then respectively correct the feedforward control opening values of an EGR valve, an air inlet throttle valve and a vent valve in an air system according to the corrected fuel injection quantity feedforward control value, respectively obtain the corrected feedforward control opening values of the three valves, and respectively perform feedforward control on corresponding valve actuators according to the corrected feedforward control opening values so as to respectively control the opening values of the EGR valve, the air inlet throttle valve and the vent valve to the corresponding corrected feedforward control opening values, thereby improving the transient control capability of the air system.

Taking the opening of the air intake throttle valve as an example, the invention can be realized by that a technician previously calibrates the MAP graph of the engine rotating speed, the fuel injection quantity and the feedforward control opening value of the air intake throttle valve through a bench test by an engine, after the corrected fuel injection quantity feedforward control value is determined, the technician checks the MAP graph according to the corrected fuel injection quantity feedforward control value and the engine speed to find the feedforward control opening value of the air intake throttle valve under the corresponding operating condition point, determines the found feedforward control opening value as the corrected feedforward control opening value of the air intake throttle valve, and performs feedforward control on an actuator of the air intake throttle valve based on the corrected feedforward control opening value to control the opening of the air intake throttle valve to the corrected feedforward control opening value so as to improve the transient control capability of the air intake throttle valve.

It should be noted that the present invention can be combined with feed-forward control and closed-loop control in controlling the components of the air system, such as the EGR valve, the intake throttle valve, and the supercharger.

Taking the air inlet throttle valve as an example, in the process of realizing the feedforward control of the air inlet throttle valve, the MAP of the feedforward control opening value of the air inlet throttle valve can be calibrated in advance by technicians, so that the MAP can be checked in real time through the rotating speed and the fuel injection quantity of the engine in the running process of the engine to obtain the feedforward control opening value of the air inlet throttle valve under the corresponding operating condition point of the engine; in the process of realizing the closed-loop control of the air inlet throttle valve, the invention can calibrate an MAP (MAP of the air inlet amount required by the engine) in advance by technicians so as to check the MAP in real time through the rotating speed and the fuel injection amount of the engine in the running process of the engine to obtain the air inlet amount required by the engine under the corresponding running working condition point of the engine, and then can calculate the difference value between the air inlet amount required by the engine and the actual air inlet amount measured by a sensor and input the difference value into a PID (proportion integration differentiation) controller to obtain the closed-loop control opening value of the air inlet throttle valve. Then, the invention can combine the feedforward control opening value of the air inlet throttle valve and the closed loop control opening value of the air inlet throttle valve to realize the effective control of the opening of the air inlet throttle valve.

The control method of the engine management system provided by the embodiment can be used for correcting the fuel injection amount feed-forward control value by using the transient correction value of the excess air coefficient, further correcting the feed-forward control opening value in the control of relevant components of the air system in a transient state, and finally realizing the transient optimized control of the air system components such as the exhaust gas recirculation valve, the air inlet throttle valve and the supercharger.

In correspondence with the method shown in fig. 1, the present embodiment proposes a first engine management system control device, as shown in fig. 4. The apparatus may include: a first obtaining unit 101, a first input unit 102, and a second obtaining unit 103, wherein:

a first obtaining unit 101 configured to perform: obtaining parameter values for target operating parameters during engine operation, the target operating parameters including at least one engine operating parameter associated with an excess air factor, each engine operating parameter including at least: EGR inert circulation gas volume;

the engine can be a diesel engine or a gasoline engine.

It should be noted that the present invention can be applied to a vehicle controller.

The engine operating parameters related to the excess air ratio may be determined by a technician based on engine bench tests, technical experience, and the like, and the present invention is not limited thereto.

The inert gas circulation volume of the EGR can be a gas volume which cannot support combustion in the EGR gas circulation volume, namely a gas volume except oxygen.

The EGR circulation gas amount may be a gas amount which is circulated through the EGR valve and re-enters the engine cylinder, among gases exhausted by combustion work in the engine cylinder.

It should be noted that, under the transient operating condition of the engine, the time delay existing from the start of the actuator to the time when the controlled intake air amount enters the engine cylinder, the actual intake air amount measurement drift, and the inert gas entering the engine cylinder through the circulation of the exhaust gas may all cause the actuator to have larger motion fluctuation, the time for the controlled intake air amount to reach the equilibrium point is longer, and the transient control performance is not good. In order to improve the transient control capability and accuracy of relevant components (an EGR valve, an air inlet throttle valve, a supercharger and the like) of the air system in the transient working condition of the engine, the method can determine the change rule of the excess air coefficient under the transient working condition of the engine under the condition that the influence of the inert circulation air quantity of the EGR on the excess air coefficient is considered, determine the target control value of the air system on the excess air coefficient in the transient working condition of the engine, and further realize the optimized transient control on the oil injection quantity and relevant parameters of the air system according to the target control value of the excess air coefficient.

The engine transient condition may be a condition in which the engine operating state is rapidly changed, such as engine start, external load change, acceleration forward or reverse.

The air system may include a series of components involved in the overall process of entering the engine cylinder from atmospheric gases, exhausting the engine cylinder after performing combustion work, and then entering the exhaust gas treatment assembly. The air system may include, among other things, three major components, namely an intake throttle valve, an EGR valve, and a supercharger.

The target control value may be, among other things, an actual demand value for a certain engine operating parameter during operation of the engine.

Specifically, the present invention may obtain the parameter value of the target operating parameter related to the excess air ratio during the operation of the engine, and then may calculate the target control value of the excess air ratio based on the parameter value of the target operating parameter.

A first input unit 102 configured to perform: inputting the parameter values of the running parameters of each engine into an excess air coefficient calculation model;

it should be noted that the present invention may calculate the target excess air ratio based on the constructed excess air ratio calculation model after determining the parameter value of the target operation parameter.

Specifically, the parameter value of the target operating parameter may be input to the excess air ratio calculation model, and the excess air ratio calculation model may perform calculation based on the parameter value of the target operating parameter.

A second obtaining unit 103 configured to perform: and obtaining a target excess air coefficient output by the excess air coefficient calculation model.

The target excess air ratio may be a target control value of the excess air ratio.

Specifically, the present invention may determine the excess air ratio output from the excess air ratio calculation model as the target excess air ratio after inputting the parameter value of the target operating parameter into the excess air ratio calculation model.

The excess air ratio calculation model may be created by a technician according to engine operation tests and related engineering experience, and the like, which is not limited by the present invention.

Optionally, in a second engine management system control device provided in this embodiment, each engine operating parameter further includes: the total air input of an engine cylinder, the rotating speed of the engine and the oil quantity injected in each single cylinder cycle;

the total air intake of the engine cylinder can be the total air intake mass flow of the engine cylinder, and can comprise the fresh air intake and the EGR circulation volume of the engine cylinder.

Optionally, in the second engine management system control device described above, the excess air ratio calculation model includes: a first equation and a second equation;

wherein the first equation is:

c is exhaust oxygen concentration, Q_AirIs the total air intake of the engine cylinder, rpm is the engine speed, Q_qThe fuel is injected for each cycle of a single cylinder, n is the number of cylinders of the engine, eta is the air-fuel ratio, and Q_EGR′The amount of EGR inert recycle gas is taken as K is the oxygen content in the exhaust gas;

wherein the second equation is:

λ＝(1+C/fac1)/(1-C*fac2)；

λ is the target excess air factor, fac1 is the first conversion factor, fac2 is the second conversion factor.

It should be noted that C and λ can be solved by the first equation and the second equation.

In the first equation, the total air intake quantity of an engine cylinder, the engine speed and the single-cylinder oil injection quantity per cycle can be known in the control logic of the existing engine management system of the engine, and the number of the engine cylinders and the air-fuel ratio can be known constants; in the second equation, the first conversion coefficient and the second conversion coefficient may be known constants as well.

In addition, in the running process of the engine, the method may not be capable of directly obtaining the parameter value of the EGR inert circulating gas volume, and can be used for directly obtaining the parameter value of the EGR circulating gas volume. Therefore, the present invention may characterize the EGR inert gas recirculation amount using a ratio of the EGR gas recirculation amount to the target excess air factor based on a relationship between the EGR inert gas recirculation amount, the EGR gas recirculation amount, and the target excess air factor. At this time, the present invention may calculate the excess air factor by inputting the ratio of the EGR circulation amount to the target excess air factor as the EGR inert circulation amount to the excess air factor calculation model.

Optionally, the second engine management system control device may further include: a first determination unit;

a first determination unit configured to perform: before the parameter values of the operating parameters of each engine are input into the excess air coefficient calculation model, determining the ratio of the EGR circulation gas quantity to the target excess air coefficient as an EGR inert circulation gas quantity;

at this time, the first input unit 102 is configured to perform: and inputting the ratio of the EGR circulation gas volume to the target excess air coefficient and parameter values of other engine operating parameters into the excess air coefficient calculation model, wherein the other engine operating parameters comprise engine operating parameters except the EGR inert circulation gas volume in each engine operating parameter.

Alternatively, in the first equation,

Q_EGR′i.e. the inert circulation gas quantity of EGR, Q_EGRThe EGR circulation gas quantity is obtained. At this time, the first equation may be:

it is understood that two unknowns of C and λ may exist in the first equation, and two unknowns of C and λ may exist in the second equation, and C and λ may be calculated by the first equation and the second equation.

It should be noted that, in the above equation of the first equation and the equation of the second equation, the present invention may only need to perform a small amount of calibration (i.e. calibration of the air-fuel ratio, the oxygen content in the exhaust gas, the first conversion coefficient and the second conversion coefficient, respectively), and may not need to calibrate the MAP of the accelerator pedal opening, the engine speed and the excess air coefficient, so that the real-time calculation of the target excess air coefficient may be realized during the engine operation.

Optionally, in the case that a certain allowable error is met, the method may also directly determine the parameter value of the EGR circulation gas amount approximately as the parameter value of the EGR inert circulation gas amount to calculate the target excess air coefficient. At this time, the first equation may be:

the engine management system control device provided by the embodiment can obtain continuous data of the excess air coefficient by calculating the target excess air coefficient by using the calculation model, does not need technicians to calibrate a MAP (MAP) formed by fitting discrete points of the opening degree of an accelerator pedal, the rotating speed of the engine and the excess air coefficient, can reduce the consumption of human resources, avoids data calibration errors caused by subjective experience of the technicians, can also improve the accuracy of determining the required value of the excess air coefficient, and avoids the problem of low data accuracy caused by searching the target excess air coefficient in the MAP.

Based on fig. 4, the present embodiment proposes a third engine management system control device, as shown in fig. 5. The apparatus may further include: a second determination unit 201 and a third determination unit 202;

a second determination unit 201 configured to perform: determining a current actual excess air factor;

specifically, the present invention may measure the current exhaust gas oxygen concentration by a wide-range oxygen sensor installed after the turbocharger turbine, and then may calculate the current actual excess air ratio by combining the measured current exhaust gas oxygen concentration with the above-described second equation.

A third determining unit 202 configured to perform: and determining the difference value of the target excess air coefficient and the actual excess air coefficient as the transient correction value of the excess air coefficient.

Specifically, after the target excess air coefficient and the actual excess air coefficient are obtained, the difference obtained by subtracting the actual excess air coefficient from the target excess air coefficient may be determined as the transient correction value of the excess air coefficient.

It is understood that the present invention can improve the calculation accuracy of the transient correction value of the excess air ratio by triggering the second determination unit 201 and the third determination unit 202 in the engine transient operating condition to effectively determine the correction value of the excess air ratio. Of course, the transient correction value of the excess air ratio may also be calculated by triggering the second determining unit 201 and the third determining unit 202 during the steady-state operating condition of the engine according to the present invention.

It should be noted that, in the process of operating the engine, after the transient correction value of the excess air coefficient is obtained, the transient correction value of the excess air coefficient can be used for performing transient correction on the fuel injection quantity, optimizing the transient control on the fuel injection quantity, and further optimizing the transient control on the relevant operating parameters of the air system.

The control device of the engine management system provided by the embodiment can effectively determine the correction value of the excess air coefficient under the transient working condition of the engine, perform transient correction on the fuel injection quantity based on the transient correction value of the excess air coefficient, optimize the transient control on the fuel injection quantity, and further optimize the transient control on the relevant operating parameters of the air system.

Based on fig. 5, the present embodiment proposes a fourth engine management system control device, as shown in fig. 6. In the apparatus, the method may further include: a fourth determination unit 301 and a first control unit 302;

a fourth determination unit 301 configured to perform: determining an oil quantity transient correction value matched with the transient correction value of the excess air coefficient;

specifically, the fuel injection transient correction value can be calculated by using the fuel injection transient correction value calculation model. The calculation model of the transient correction value of the fuel injection amount may be created by a technician according to a relationship between the transient correction value of the excess air coefficient and the transient correction value of the fuel injection amount, which is not limited in the present invention.

Optionally, the fourth determining unit 301 includes: a second input unit and a third obtaining unit;

a second input unit configured to perform: inputting the transient correction value of the excess air coefficient into an oil injection transient correction value calculation model;

a third obtaining unit configured to perform: obtaining the transient correction value of the fuel injection quantity output by the transient correction value calculation model of the fuel injection quantity; wherein: the calculation model of the transient correction value of the fuel injection quantity is as follows:

wherein Q is_Oil-λFor transient correction of fuel injection quantity, Q_Air' is the fresh air intake of the engine cylinder and Δ λ is the transient correction of the excess air ratio.

Specifically, the transient correction value of the excess air coefficient can be input into the fuel injection transient correction value calculation model, and the fuel injection transient correction value calculated by the fuel injection transient correction value calculation model based on the transient correction value of the excess air coefficient is obtained.

A first control unit 302 configured to perform: and performing feedforward control on the fuel injection quantity of the engine according to the transient fuel quantity correction value.

Specifically, after the transient correction value of the fuel injection quantity is determined, the transient correction value of the fuel injection quantity can be added with the current feed-forward control value of the fuel injection quantity to obtain the corrected feed-forward control value of the fuel injection quantity, and the feed-forward control value of the fuel injection system is performed according to the corrected feed-forward control value of the fuel injection quantity, so that the fuel injection quantity in an engine cylinder is controlled to the corrected feed-forward control value of the fuel injection quantity, and the transient control capability of fuel injection is improved.

It should be noted that the invention can utilize the corrected fuel injection amount feed-forward control value to realize the optimized transient control of the air system.

Optionally, in the third engine management system control device, the method may further include: a correction unit and a second control unit;

a correction unit configured to perform: respectively correcting the feedforward control opening values of the EGR valve, the air inlet throttle valve and the air release valve based on the transient correction value of the fuel injection quantity;

a second control unit configured to perform: and respectively carrying out feedforward control on actuators of the EGR valve, the air inlet throttle valve and the air release valve according to the corrected feedforward control opening values so as to respectively control the opening degrees of the EGR valve, the air inlet throttle valve and the air release valve to be the corresponding corrected feedforward control opening values, wherein the air release valve is the air release valve of the supercharger.

Wherein, the supercharger can be a turbocharger with an electric control air release valve. In the prior art, a vehicle controller can control the opening degree of a release valve by controlling a duty ratio signal of the release valve, so that the flow rate of exhaust gas flowing through a turbine of a supercharger is controlled, the rotating speed of the supercharger is controlled, and finally the supercharging pressure is controlled.

It should be noted that the invention can utilize the transient correction value of the fuel injection quantity to realize the optimized transient control of the EGR valve, the air inlet throttle valve and the supercharger.

Specifically, the invention can obtain a corrected fuel injection quantity feedforward control value by using a fuel injection quantity transient correction value, then respectively correct the feedforward control opening values of an EGR valve, an air inlet throttle valve and a vent valve in an air system according to the corrected fuel injection quantity feedforward control value, respectively obtain the corrected feedforward control opening values of the three valves, and respectively perform feedforward control on corresponding valve actuators according to the corrected feedforward control opening values so as to respectively control the opening values of the EGR valve, the air inlet throttle valve and the vent valve to the corresponding corrected feedforward control opening values, thereby improving the transient control capability of the air system.

It should be noted that the present invention can be combined with feed-forward control and closed-loop control in controlling the components of the air system, such as the EGR valve, the intake throttle valve, and the supercharger.

The control device of the engine management system provided by the embodiment can correct the fuel injection amount feed-forward control value by using the transient correction value of the excess air coefficient, further correct the feed-forward control opening value in the control of relevant components of the air system in a transient state, and finally realize the transient optimized control of air system components such as an exhaust gas recirculation valve, an air inlet throttle valve and a supercharger.

It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in the process, method, article, or apparatus that comprises the element.

The above are merely examples of the present application and are not intended to limit the present application. Various modifications and changes may occur to those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of the claims of the present application.