CN116201646A - Method and device for controlling gas quantity - Google Patents
Method and device for controlling gas quantity Download PDFInfo
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- CN116201646A CN116201646A CN202210565551.7A CN202210565551A CN116201646A CN 116201646 A CN116201646 A CN 116201646A CN 202210565551 A CN202210565551 A CN 202210565551A CN 116201646 A CN116201646 A CN 116201646A
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- 238000000034 method Methods 0.000 title claims abstract description 54
- 238000012937 correction Methods 0.000 claims abstract description 133
- 230000008859 change Effects 0.000 claims abstract description 75
- 238000002347 injection Methods 0.000 claims abstract description 52
- 239000007924 injection Substances 0.000 claims abstract description 52
- 239000002737 fuel gas Substances 0.000 claims description 105
- 239000007789 gas Substances 0.000 claims description 41
- 238000001914 filtration Methods 0.000 claims description 18
- 230000001052 transient effect Effects 0.000 claims description 17
- 238000004364 calculation method Methods 0.000 claims description 7
- 230000004044 response Effects 0.000 abstract description 9
- 239000000446 fuel Substances 0.000 description 13
- 238000002485 combustion reaction Methods 0.000 description 12
- 230000009471 action Effects 0.000 description 6
- 230000008569 process Effects 0.000 description 6
- 238000011217 control strategy Methods 0.000 description 5
- 238000010586 diagram Methods 0.000 description 4
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 description 4
- 230000006870 function Effects 0.000 description 3
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 2
- 239000000567 combustion gas Substances 0.000 description 2
- 238000002474 experimental method Methods 0.000 description 2
- 239000003345 natural gas Substances 0.000 description 2
- 230000002035 prolonged effect Effects 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 230000001360 synchronised effect Effects 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 230000004069 differentiation Effects 0.000 description 1
- 229930195733 hydrocarbon Natural products 0.000 description 1
- 150000002430 hydrocarbons Chemical class 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
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- 238000005070 sampling Methods 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
- 239000002912 waste gas Substances 0.000 description 1
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D2041/0022—Controlling intake air for diesel engines by throttle control
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1002—Output torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/30—Use of alternative fuels, e.g. biofuels
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
The application provides a control method and a device for gas quantity, which are used for acquiring the torque demand of an engine, calculating set air flow according to the torque demand, inputting the set air flow into a differential tracker, outputting the change rate of the set air flow according to the differential tracker, and determining a first correction coefficient according to the change rate of the set air flow and the rotating speed of the engine based on a first corresponding relation calibrated in advance so as to control the injection of the gas quantity. The method and the device can correct the original calculated gas injection quantity, so that the delay of the gas quantity is compensated, the response speed of the change of the gas quantity in the engine system is improved, and the ratio of the actual air quantity to the actual gas quantity meets the preset ratio when the air and the gas reach the mixing point for mixing.
Description
Technical Field
The application mainly relates to the technical field of engine combustion, in particular to a method and a device for controlling gas quantity.
Background
For natural gas engines, control of excess air ratio is critical. The excess air ratio is the ratio of the actual air-fuel ratio to the stoichiometric air-fuel ratio, where the stoichiometric air-fuel ratio is the minimum air gram required for complete combustion per gram of fuel; the actual air-fuel ratio is the mass ratio of air to gas in the mixture of air and gas in the actual combustion process. For an engine employing an equivalent combustion technology route, it is necessary to control the excess air ratio around 1, that is, the actual air-fuel ratio approaches the stoichiometric air-fuel ratio; at this time, NO generated during combustion X The emissions of (nitrogen oxides) and HC (hydrocarbons) are low.
At present, in order to ensure equivalent combustion of an engine, a main control idea is to calculate the amount of fuel gas to be injected through the actual air amount, and then realize injection of the fuel gas according to the calculated fuel gas amount, so that the ratio of the actual air amount to the actual fuel gas amount is close to the theoretical air-fuel ratio, and the excess air coefficient meets the requirement of equivalent combustion.
Under the stable working condition, the change of the air quantity in the control process is stable, and the air and the fuel gas can maintain a relatively fixed proportion during mixing. However, under transient conditions, for example, when the accelerator suddenly changes in a short time, the air quantity also changes suddenly correspondingly, at this time, if a control strategy for determining the injection quantity of the fuel gas according to the actual air quantity is adopted, the actual fuel gas quantity is difficult to be timely synchronized with the actual air quantity due to factors such as electric power delay, mechanical delay, gas flow delay, etc., that is, the response speed of the fuel gas in the engine system is slower than that of the air, so that when the air and the fuel gas cannot reach the mixing point to be mixed, the ratio of the actual air quantity and the actual fuel gas meets the preset ratio, resulting in that the excessive air coefficient is larger or smaller, and the excessive air coefficient is larger or smaller, which may cause NO X And the exhaust gas emissions of HC and the like exceed the standard.
Disclosure of Invention
In view of the above, the present application provides a method and an apparatus for controlling a gas amount, which can implement timely correction of the gas amount when the air amount changes abruptly, and improve the response speed of the gas amount change in an engine system.
In one aspect, the present application provides a method for controlling a gas amount, the method including:
acquiring a torque demand of an engine, and calculating a set air flow according to the torque demand, wherein the set air flow is used for representing a signal of time change of the set air quantity;
inputting the set air flow rate into a differential tracker, and outputting the change rate of the set air flow rate according to the differential tracker;
determining a first correction coefficient according to the change rate of the set air flow and the rotating speed of the engine based on a first corresponding relation calibrated in advance, wherein the first corresponding relation is used for representing the corresponding relation among the change rate of the set air flow, the rotating speed of the engine and the first correction coefficient;
and controlling the injection of the fuel gas according to the first correction coefficient.
Optionally, the method further comprises:
inputting the set air flow into a differential inertial controller to obtain a second correction coefficient; the differential inertial controller is used for acquiring strong transient changes of the set air quantity;
the controlling the injection of the fuel gas according to the first correction coefficient includes:
and controlling the injection of the fuel gas according to the first correction coefficient and the second correction coefficient.
Optionally, the method further comprises:
determining whether the gas quantity needs to be corrected according to the rotating speed of the engine and the throttle opening of the engine based on a second corresponding relation calibrated in advance, wherein the second corresponding relation is used for representing the corresponding relation of the rotating speed, the throttle opening and whether the gas quantity needs to be corrected;
if not, the fuel gas quantity is not corrected;
if yes, executing the injection of the fuel gas quantity according to the first correction coefficient.
Optionally, the determining, based on the first pre-calibrated correspondence, a first correction coefficient according to the change rate of the set air flow and the rotation speed of the engine includes:
based on a first corresponding relation calibrated in advance, obtaining a first correction coefficient before filtering according to the change rate of the set air flow and the rotating speed of the engine;
and inputting the first correction coefficient before filtering into a low-pass filter to determine the first correction coefficient.
Optionally, the obtaining, according to the differential inertia controller, a second correction coefficient includes:
obtaining a second correction coefficient before filtering according to the differential inertia controller;
and inputting the second correction coefficient before filtering into a low-pass filter to obtain the second correction coefficient.
Optionally, the controlling the injection of the fuel gas according to the first correction coefficient includes:
determining a correction amount of the fuel gas according to the first correction coefficient;
determining a set amount of fuel gas according to the set air flow;
adding the set quantity of the fuel gas and the correction quantity of the fuel gas to obtain the injection quantity of the fuel gas, and controlling the injection of the fuel gas quantity according to the injection quantity of the fuel gas.
Optionally, the determining the set amount of the fuel gas according to the set air flow rate includes:
according to the set air flow, calculating to obtain the required opening of the throttle valve;
controlling the opening of the throttle valve according to the required opening of the throttle valve, and determining the actual air quantity;
and determining the set quantity of the fuel gas according to the actual air quantity.
On the other hand, the application also provides a control device of the gas quantity, which comprises:
an air flow calculation unit for obtaining a torque demand of the engine, calculating a set air flow according to the torque demand, the set air flow being used for representing a signal of a change of the set air amount with time;
a change rate tracking unit for inputting the set air flow rate into a differential tracker and outputting the change rate of the set air flow rate according to the differential tracker;
the first correction coefficient determining unit is used for determining a first correction coefficient according to the change rate of the set air flow and the rotating speed of the engine based on a first corresponding relation calibrated in advance, wherein the first corresponding relation is used for representing the corresponding relation among the change rate of the set air flow, the rotating speed of the engine and the first correction coefficient;
and the injection control unit is used for controlling the injection of the fuel gas according to the first correction coefficient.
In another aspect, the present application also provides an apparatus, including: a processor and a memory;
the memory is used for storing instructions;
the processor is configured to execute the instructions in the memory and perform the method described in the above aspect.
In another aspect, the present application also provides a computer readable storage medium storing program code or instructions which, when run on a computer, cause the computer to perform the method of the above aspect.
From this, the embodiment of the application has the following beneficial effects:
according to the method, the torque demand of the engine is acquired, the set air flow is calculated according to the torque demand, then the set air flow is input into the differential tracker, the change rate of the set air flow is output according to the differential tracker, and based on a first corresponding relation calibrated in advance, a first correction coefficient is determined according to the change rate of the set air flow and the rotating speed of the engine, so that the injection of the fuel gas is controlled. According to the method and the device, the change rate of the set air flow is captured, the change trend and the amplitude of the air flow transient state are predicted, so that the fuel gas quantity which needs to be supplemented or reduced can be determined on the basis of an original control strategy, the correction is performed on the basis of the fuel gas injection quantity which is obtained by original calculation, the delay of the fuel gas quantity is compensated, the response speed of the fuel gas quantity change in an engine system is improved, the ratio of the actual air quantity to the actual fuel gas quantity is met by the preset ratio when the air and the fuel gas reach the mixing point for mixing, and the excessive air coefficient meets the preset requirement, so that the emission of the engine is guaranteed to reach the standard.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of a method for controlling fuel gas provided in an embodiment of the present application;
FIG. 2 is a schematic block diagram of a differential tracker according to an embodiment of the present disclosure;
FIG. 3 is a specific flow chart of gas quantity control according to an embodiment of the present disclosure;
fig. 4 is a schematic diagram of a gas flow control device according to an embodiment of the present application.
Detailed Description
In order to make the above objects, features and advantages of the present application more comprehensible, embodiments accompanied with figures are described in detail below.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application, but the present application may be practiced in other ways other than those described herein, and persons skilled in the art will readily appreciate that the present application is not limited to the specific embodiments disclosed below.
Currently, for natural gas combustion control strategies, the following problems are mainly present:
under transient conditions, for example, under the condition that the accelerator is suddenly changed in a short time, the air quantity is correspondingly suddenly changed, at the moment, a control strategy for determining the gas injection quantity according to the actual air quantity is adopted, and due to factors such as electric power delay, mechanical delay, gas flow delay and the like, the actual gas quantity is difficult to be timely synchronized with the actual air quantity, namely, the response speed of the gas in an engine system is slower than that of the air, so that when the air and the gas can not reach a mixing point to be mixed, the ratio of the actual air quantity to the actual gas quantity meets the preset proportion, the excess air coefficient is larger or smaller, and the emission of waste gas is out of standard.
In order to solve the problems, the application provides a method and a device for controlling the gas quantity, which are used for timely correcting the gas quantity when the air quantity changes suddenly by capturing the change trend and the amplitude of the set air flow, so that the response speed of the gas quantity change in an engine system is improved, the actual air-fuel ratio is ensured to meet the preset proportion, and the emission is beneficial to reaching the standard.
For easy understanding, a method and an apparatus for controlling gas flow provided in the embodiments of the present application are described in detail below with reference to the accompanying drawings.
Referring to fig. 1, a flowchart of a method for controlling a fuel gas amount according to an embodiment of the present application is shown, where the method may include the following steps:
s101: a torque demand of the engine is obtained, and a set air flow is calculated according to the torque demand.
Wherein the set air flow rate is used for representing a signal of the change of the set air quantity with time.
The torque demand of the engine may be obtained from the driver's requested torque. The amount of air actually involved in combustion in the engine system, that is, the actual air amount, is determined by the actual throttle opening of the engine. Wherein the throttle opening degree of the engine, i.e., the throttle opening angle of the engine, is used to change the intake air amount of the engine. After the torque demand of the engine is obtained, a throttle valve of the engine is opened by a proper angle according to the torque demand, so that air enters an engine system from the throttle valve, and the air actually participates in combustion, and a certain time is required to be consumed in the process of electric power delay, mechanical delay, air flow delay and the like. If a strategy of calculating the fuel gas injection amount from the actual air amount is adopted, the fuel gas injection is delayed from the air, and the set air-fuel ratio cannot be achieved, so that the condition of equivalent combustion is satisfied.
In the embodiment of the application, in order to control at the source of the matching requirement of the whole system of the engine, the delay problem caused by the strategy is avoided, and the set air flow is determined through the torque requirement. The set air flow rate, i.e., the set value of the air flow rate, is a theoretical value of the air flow rate determined by the torque demand. The required opening degree of the throttle valve, that is, the theoretical value of the opening degree of the throttle valve can be calculated according to the torque demand, so that the theoretical value of the air quantity, that is, the set air quantity, under the currently set torque can be determined. In the embodiment of the application, the signal of the change of the set air quantity along with time, namely the set air flow, can be determined by collecting the signal of the torque demand.
S102: and inputting the set air flow rate into a differential tracker, and outputting the change rate of the set air flow rate according to the differential tracker.
In the embodiment of the present application, the set air flow rate is input to the differential tracker, and the change rate of the set air flow rate can be output according to the differential tracker. By tracking and outputting the change rate of the set air flow, the change trend and the amplitude of the set air flow can be obtained, so that the transient change of the air flow can be predicted. In particular, the rate of change of the set air flow may be a first derivative of the set air flow and the differential tracker may be a low pass filter with derivative dynamic tracking performance.
In a possible implementation manner, in the embodiment of the present application, the differential tracker may also track and output the set air flow, so as to facilitate real-time tracking of the set air flow by the engine system. In a possible implementation, the differential tracker may be further configured with a module for filtering signal noise, capable of filtering high frequency noise from the signal containing random noise and the differential signal. Specifically, the set air flow is input into the differential tracker, and the set air flow after noise reduction is tracked and output, so that the influence of noise disturbance in a short time can be reduced, and the engine system can track the set air flow more accurately.
In particular, the specific module design of the differential tracker may refer to the schematic block diagram of the differential tracker provided in the embodiment of the present application shown in fig. 2. As shown in fig. 2, after the air flow is set and input to the differential tracker, two outputs, i.e., a first order target output and a second order target output, can be obtained. The first-order target output is the set air flow after noise reduction, the second-order target output is obtained by obtaining a first-order derivative according to the first-order target output, and the second-order target output is the change rate of the set air flow.
Further, the calculation formulas of the first-order target output and the second-order target output may be:
y 1 (k+1)＝y 1 (k)+hy 2 (k)
y 2 (k+1)＝y 2 (k)+hfst(y 1 (k)-v(k)，y 2 (k)，r，h)
wherein y is 1 Function for characterizing first order target output, y 2 A function for characterizing the second order target output. h is the sampling period, v (k) is the k moment input signal, r is the tracking efficiency parameter, and fst is the fastest control integrated function.
In practical application, the differential tracker may be further provided with a calculation module for deriving differential of each order according to specific needs, so as to output the differential derivative of each order of the set air flow, which is not limited in any way.
S103: and determining a first correction coefficient according to the change rate of the set air flow and the rotating speed of the engine based on a first corresponding relation calibrated in advance, wherein the first corresponding relation is used for representing the corresponding relation among the change rate of the set air flow, the rotating speed of the engine and the first correction coefficient.
In this embodiment of the present application, the magnitude of the first correction coefficient may be determined according to a first corresponding relationship calibrated in advance, according to a rate of change of the set air flow output by the differential tracker, and a current rotation speed of the engine. Specifically, the pre-calibration method of the first corresponding relation can calculate the fuel gas quantity which needs to be supplemented for equivalent combustion under different change rates and rotating speeds for performing air-fuel ratio calibration experiments under a plurality of groups of transient working conditions. The first correspondence may be MAP of the rate of change, the rotational speed, and the first correction coefficient, which is referred to herein as a first MAP for convenience of explanation; in practical application, the first MAP may be formatted in a program code, and the change rate and the rotation speed are input into the first MAP, so as to output the first correction coefficient under the current change rate and rotation speed. Specifically, the first correction factor may be a factor having an absolute value between 0 and 1, and is used to determine the amount of fuel to be corrected.
In a possible implementation manner, the determining, based on the first pre-calibrated correspondence, a first correction coefficient according to the rate of change of the set air flow rate and the rotation speed of the engine includes:
based on a first corresponding relation calibrated in advance, obtaining a first correction coefficient before filtering according to the change rate of the set air flow and the rotating speed of the engine;
and inputting the first correction coefficient before filtering into a low-pass filter to determine the first correction coefficient.
In the embodiment of the application, the low-pass filter can filter out high-frequency change signals, and the signal change action duration is prolonged.
S104: and controlling the injection of the fuel gas according to the first correction coefficient.
In this embodiment of the present application, after the first correction coefficient is determined, the amount of fuel gas that needs to be supplemented may be determined according to the first correction coefficient, so as to control injection of the amount of fuel gas.
In a possible implementation manner, the method further includes:
determining whether the gas quantity needs to be corrected according to the rotating speed of the engine and the throttle opening of the engine based on a second corresponding relation calibrated in advance, wherein the second corresponding relation is used for representing the corresponding relation of the rotating speed, the throttle opening and whether the gas quantity needs to be corrected;
if not, the fuel gas quantity is not corrected;
if yes, executing the injection of the fuel gas quantity according to the first correction coefficient.
In the embodiment of the application, under some working conditions, extra correction on the fuel gas amount is not needed; the second corresponding relation pre-calibration method can be used for performing air-fuel ratio calibration experiments under multiple groups of transient working conditions, and calculating whether the fuel gas amount needs to be corrected under the conditions of different rotating speeds and throttle opening. The second correspondence may be a rotation speed, a throttle opening degree, and a MAP of whether or not correction of the gas amount is required, which is named as a second MAP for convenience of explanation; in practical application, the second MAP may be formatted in a program code, and the rotation speed and the throttle opening are input into the second MAP, so as to determine whether the gas amount needs to be corrected under the current working condition.
In a possible implementation manner, the method further includes:
inputting the set air flow into a differential inertial controller to obtain a second correction coefficient; the differential inertial controller is used for acquiring strong transient changes of the set air quantity;
the controlling the injection of the fuel gas according to the first correction coefficient includes:
and controlling the injection of the fuel gas according to the first correction coefficient and the second correction coefficient.
In the embodiment of the application, the set air flow rate can be respectively processed in two ways, and one way of the air flow rate passes through the differential tracker to output the change rate of the set air flow rate, so that the first correction coefficient is determined; the other path passes through the differential inertial controller to determine a second correction parameter.
The differential inertial controller may be specifically a differential inertial controller in a PID (Proportion Integration Differentiation, proportional-integral-derivative) controller; according to the differential inertial controller, strong transient changes of the set air flow can be obtained, and correction with larger peak value is provided at the initial stage of the transient changes. In particular, the strong transient change may be the instantaneous rate of change caused by the sudden change of the throttle. The differential inertial controller can effectively improve the dynamic response of fuel gas and control accuracy.
In the embodiment of the application, the gas quantity can be controlled by combining two paths of output through the differential tracker and the differential inertial controller. Specifically, the differential tracker can soften transient changes of signals, control fuel gas according to the change rate of set air flow, and the correction action time of the differential tracker is longer, so that the correction of the fuel gas in the whole transient working condition process can be realized; the differential inertial controller mainly acts on the initial stage of transient working condition, when the set air flow changes suddenly, the instantaneous correction quantity is output, and the acting time is shorter, but the dynamic response of fuel gas can be effectively improved, and the control precision is improved.
In a possible implementation manner, the obtaining, according to the differential inertia controller, a second correction coefficient includes:
obtaining a second correction coefficient before filtering according to the differential inertia controller;
and inputting the second correction coefficient before filtering into a low-pass filter to obtain the second correction coefficient.
In the embodiment of the application, the low-pass filter can filter out high-frequency change signals, and the signal change action duration is prolonged.
In a possible implementation manner, the controlling the injection of the fuel gas according to the first correction coefficient includes:
determining a correction amount of the fuel gas according to the first correction coefficient;
determining a set amount of fuel gas according to the set air flow;
adding the set quantity of the fuel gas and the correction quantity of the fuel gas to obtain the injection quantity of the fuel gas, and controlling the injection of the fuel gas quantity according to the injection quantity of the fuel gas.
In this embodiment of the present application, the final correction coefficient may be determined according to the first correction coefficient, and the final correction coefficient may be a factor with an absolute value between 0 and 1, which is used to determine the fuel gas amount that needs to be corrected. In particular, the final correction coefficient may be determined from the first correction coefficient, or from the first correction coefficient and the second correction coefficient. The final correction coefficient is denoted as r, the first correction coefficient is denoted as r1, and the second correction coefficient is denoted as r2, in one possible implementation, r=r1+r2, where r, r1, r2 may all vary over time. The correction amount of the gas quantity can be determined according to the final correction coefficient and the charge of the air quantity, specifically can be the product of the final correction coefficient and the charge, and specifically how the correction amount of the gas quantity is determined according to the final correction coefficient is determined by the calibration mode of the final correction coefficient; the charge is the ratio of the fresh air mass actually sucked into the cylinder per cycle of each cylinder to the air mass which fills the working volume of the cylinder and represents the load.
In a possible implementation manner, the determining the set amount of the fuel gas according to the set air flow includes:
according to the set air flow, calculating to obtain the required opening of the throttle valve;
controlling the opening of the throttle valve according to the required opening of the throttle valve, and determining the actual air quantity;
and determining the set quantity of the fuel gas according to the actual air quantity.
The embodiment of the application also provides a specific flow chart for controlling the gas quantity, as shown in fig. 3.
As shown in the figure, the set air flow is respectively input into a differential tracker and a differential inertial controller, and the set air flow and the change rate are tracked and output through the differential tracker; inputting the rotating speed and the change rate into a first MAP, and obtaining a first correction coefficient through a low-pass filter; obtaining a second correction coefficient through a differential inertia controller and a low-pass filter; adding the first correction coefficient and the second correction coefficient to obtain a final correction coefficient; inputting the rotation speed and the throttle opening into a second MAP, and if the rotation speed and the throttle opening do not need to be corrected, not correcting the rotation speed and the throttle opening; if the correction is needed, the final correction coefficient is multiplied by the charge to obtain the correction amount of the fuel gas, and then the correction amount of the fuel gas and the set quantity of the fuel gas are added to obtain the injection quantity of the fuel gas, and the fuel gas injection is controlled.
According to the method, the torque requirement of the engine is obtained, the set air flow is calculated according to the torque requirement, then the set air flow is input into the differential tracker, the change rate of the set air flow is output according to the differential tracker, and based on a first corresponding relation calibrated in advance, a first correction coefficient is determined according to the change rate of the set air flow and the rotating speed of the engine, so that the injection of the fuel gas is controlled. According to the method and the device, the change rate of the set air flow is captured, the change trend and the amplitude of the air flow transient state are predicted, so that the fuel gas quantity which needs to be supplemented or reduced can be determined on the basis of an original control strategy, the correction is performed on the basis of the fuel gas injection quantity which is obtained by original calculation, the delay of the fuel gas quantity is compensated, the response speed of the fuel gas quantity change in an engine system is improved, the ratio of the actual air quantity to the actual fuel gas quantity is met by the preset ratio when the air and the fuel gas reach the mixing point for mixing, and the excessive air coefficient meets the preset requirement, so that the emission of the engine is guaranteed to reach the standard.
Based on the above method for controlling the gas amount, the embodiment of the present application further provides a device for controlling the gas amount, as shown in fig. 4, which is a schematic diagram of the device for controlling the gas amount according to the embodiment of the present application, where the device 200 may include:
an air flow calculation unit 201 for obtaining a torque demand of the engine, and calculating a set air flow from the torque demand, the set air flow being used for representing a signal of a change of the set air amount with time;
a change rate tracking unit 202 for inputting the set air flow rate into a differential tracker and outputting a change rate of the set air flow rate according to the differential tracker;
a first correction coefficient determining unit 203, configured to determine a first correction coefficient according to a change rate of the set air flow and a rotation speed of the engine based on a first correspondence calibrated in advance, where the first correspondence is used to represent a correspondence between the change rate of the set air flow, the rotation speed of the engine, and the first correction coefficient;
and an injection control unit 204 for controlling the injection of the fuel gas amount according to the first correction coefficient.
In a possible implementation manner, the apparatus further includes:
the second correction coefficient determining unit is used for inputting the set air flow into the differential inertial controller to obtain a second correction coefficient; the differential inertial controller is used for acquiring strong transient changes of the set air quantity;
the injection control unit is specifically configured to: and controlling the injection of the fuel gas according to the first correction coefficient and the second correction coefficient.
In a possible implementation manner, the apparatus further includes:
the judging unit is used for determining whether the fuel gas quantity needs to be corrected or not according to the rotating speed of the engine and the throttle opening of the engine based on a second corresponding relation calibrated in advance, wherein the second corresponding relation is used for representing the corresponding relation of the rotating speed, the throttle opening and whether the fuel gas quantity needs to be corrected or not;
if not, the fuel gas quantity is not corrected;
if yes, executing the injection of the fuel gas quantity according to the first correction coefficient.
In a possible implementation manner, the first correction coefficient determining unit is specifically configured to: based on a first corresponding relation calibrated in advance, obtaining a first correction coefficient before filtering according to the change rate of the set air flow and the rotating speed of the engine;
and inputting the first correction coefficient before filtering into a low-pass filter to determine the first correction coefficient.
In a possible implementation manner, the second correction coefficient determining unit is specifically configured to: obtaining a second correction coefficient before filtering according to the differential inertia controller;
and inputting the second correction coefficient before filtering into a low-pass filter to obtain the second correction coefficient.
In a possible implementation manner, the injection control unit is specifically configured to:
determining a correction amount of the fuel gas according to the first correction coefficient;
determining a set amount of fuel gas according to the set air flow;
adding the set quantity of the fuel gas and the correction quantity of the fuel gas to obtain the injection quantity of the fuel gas, and controlling the injection of the fuel gas quantity according to the injection quantity of the fuel gas.
In a possible implementation manner, the injection control unit is specifically configured to:
according to the set air flow, calculating to obtain the required opening of the throttle valve;
controlling the opening of the throttle valve according to the required opening of the throttle valve, and determining the actual air quantity;
and determining the set quantity of the fuel gas according to the actual air quantity.
Based on the above method for controlling the gas amount, the embodiment of the application also provides an apparatus, which may include: a processor and a memory;
a memory for storing instructions;
and the processor is used for executing the instructions in the memory and executing the control method of the fuel gas quantity.
Based on the above method for controlling the amount of combustion gas, the embodiments of the present application also provide a computer-readable storage medium storing program code or instructions that, when run on a computer, cause the computer to perform the method for controlling the amount of combustion gas described above.
It should be noted that, in the present description, each embodiment is described in a progressive manner, and each embodiment is mainly described in a different manner from other embodiments, and identical and similar parts between the embodiments are all enough to refer to each other. For the system or device disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple, and the relevant points refer to the description of the method section.
It should be understood that in this application, "at least one" means one or more, and "a plurality" means two or more. "and/or" for describing the association relationship of the association object, the representation may have three relationships, for example, "a and/or B" may represent: only a, only B and both a and B are present, wherein a, B may be singular or plural. The character "/" generally indicates that the context-dependent object is an "or" relationship. "at least one of" or the like means any combination of these items, including any combination of single item(s) or plural items(s). For example, at least one (one) of a, b or c may represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", wherein a, b, c may be single or plural.
It is further noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, 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 one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. The software modules may be disposed in Random Access Memory (RAM), memory, read Only Memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (10)
1. A method of controlling a gas amount, the method comprising:
acquiring a torque demand of an engine, and calculating a set air flow according to the torque demand, wherein the set air flow is used for representing a signal of time change of the set air quantity;
inputting the set air flow rate into a differential tracker, and outputting the change rate of the set air flow rate according to the differential tracker;
determining a first correction coefficient according to the change rate of the set air flow and the rotating speed of the engine based on a first corresponding relation calibrated in advance, wherein the first corresponding relation is used for representing the corresponding relation among the change rate of the set air flow, the rotating speed of the engine and the first correction coefficient;
and controlling the injection of the fuel gas according to the first correction coefficient.
2. The method according to claim 1, wherein the method further comprises:
inputting the set air flow into a differential inertial controller to obtain a second correction coefficient; the differential inertial controller is used for acquiring strong transient changes of the set air quantity;
the controlling the injection of the fuel gas according to the first correction coefficient includes:
and controlling the injection of the fuel gas according to the first correction coefficient and the second correction coefficient.
3. The method according to claim 1, wherein the method further comprises:
determining whether the gas quantity needs to be corrected according to the rotating speed of the engine and the throttle opening of the engine based on a second corresponding relation calibrated in advance, wherein the second corresponding relation is used for representing the corresponding relation of the rotating speed, the throttle opening and whether the gas quantity needs to be corrected;
if not, the fuel gas quantity is not corrected;
if yes, executing the injection of the fuel gas quantity according to the first correction coefficient.
4. The method of claim 1, wherein determining a first correction factor based on the pre-calibrated first correspondence from the rate of change of the set air flow rate and the rotational speed of the engine comprises:
based on a first corresponding relation calibrated in advance, obtaining a first correction coefficient before filtering according to the change rate of the set air flow and the rotating speed of the engine;
and inputting the first correction coefficient before filtering into a low-pass filter to determine the first correction coefficient.
5. The method of claim 2, wherein deriving the second correction factor from the differential inertial controller comprises:
obtaining a second correction coefficient before filtering according to the differential inertia controller;
and inputting the second correction coefficient before filtering into a low-pass filter to obtain the second correction coefficient.
6. The method of claim 1, wherein said controlling the injection of the fuel gas according to the first correction factor comprises:
determining a correction amount of the fuel gas according to the first correction coefficient;
determining a set amount of fuel gas according to the set air flow;
adding the set quantity of the fuel gas and the correction quantity of the fuel gas to obtain the injection quantity of the fuel gas, and controlling the injection of the fuel gas quantity according to the injection quantity of the fuel gas.
7. The method of claim 6, wherein determining the set amount of fuel gas based on the set air flow rate comprises:
according to the set air flow, calculating to obtain the required opening of the throttle valve;
controlling the opening of the throttle valve according to the required opening of the throttle valve, and determining the actual air quantity;
and determining the set quantity of the fuel gas according to the actual air quantity.
8. A control device for gas quantity, characterized in that the device comprises:
an air flow calculation unit for obtaining a torque demand of the engine, calculating a set air flow according to the torque demand, the set air flow being used for representing a signal of a change of the set air amount with time;
a change rate tracking unit for inputting the set air flow rate into a differential tracker and outputting the change rate of the set air flow rate according to the differential tracker;
the first correction coefficient determining unit is used for determining a first correction coefficient according to the change rate of the set air flow and the rotating speed of the engine based on a first corresponding relation calibrated in advance, wherein the first corresponding relation is used for representing the corresponding relation among the change rate of the set air flow, the rotating speed of the engine and the first correction coefficient;
and the injection control unit is used for controlling the injection of the fuel gas according to the first correction coefficient.
9. An apparatus, the apparatus comprising: a processor and a memory;
the memory is used for storing instructions;
the processor being configured to execute the instructions in the memory and to perform the method of any of claims 1-7.
10. A computer readable storage medium, characterized in that the computer readable storage medium stores program code or instructions, which when run on a computer, cause the computer to perform the method of any of the preceding claims 1-7.
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