CN110056435B - Control method for reducing oil consumption of whole vehicle by supercharger based on no air inlet pressure relief valve and vehicle - Google Patents
Control method for reducing oil consumption of whole vehicle by supercharger based on no air inlet pressure relief valve and vehicle Download PDFInfo
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- CN110056435B CN110056435B CN201810047774.8A CN201810047774A CN110056435B CN 110056435 B CN110056435 B CN 110056435B CN 201810047774 A CN201810047774 A CN 201810047774A CN 110056435 B CN110056435 B CN 110056435B
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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
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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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
- F02D2200/0404—Throttle position
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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
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0625—Fuel consumption, e.g. measured in fuel liters per 100 kms or miles per gallon
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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
- F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
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- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
The invention relates to a control method for reducing oil consumption of a whole vehicle based on a supercharger without an air inlet pressure relief valve and a vehicle. The control method comprises the following steps: acquiring a surge area of the supercharger; determining a first region where no surge occurs based on a surge region, setting a plurality of groups of different throttle valve slow closing rates aiming at the first region, and performing oil consumption test on the whole vehicle to obtain a first optimal throttle valve slow closing rate; determining a second area based on the surge area, wherein the flow fluctuation of the air intake system is higher than a preset value, then setting a plurality of groups of different throttle valve slow closing rates and engine fuel cut-off conditions aiming at the area, and carrying out fuel consumption test on the whole vehicle to obtain a second optimal throttle valve slow closing rate and an optimal engine fuel cut-off condition; the throttle is controlled using the first optimal throttle ramp-off rate under driving conditions corresponding to the first region, and/or the throttle and the engine are controlled separately using the second optimal throttle ramp-off rate and the optimal engine fuel cut-off condition under driving conditions corresponding to the second region.
Description
Technical Field
The invention relates to the technical field of internal combustion engine control, in particular to a control method for reducing oil consumption of a whole vehicle by a supercharger based on no air inlet pressure relief valve and a vehicle.
Background
The existing supercharger is provided with an air inlet relief valve in design, and the purpose is to return high-pressure gas in an air inlet pipeline after supercharging to a pipeline before the supercharger through the relief valve after a driver looses an accelerator pedal, so that the high-pressure gas is prevented from impacting an impeller at the air compressor end of the supercharger, and further surging is avoided. Surge is not allowed to occur with superchargers because once surge occurs, the compressor is rendered unstable, the air flow through the compressor begins to pulsate strongly, causing strong vibration of the compressor and possible damage to the compressor hardware. The supercharger is a relatively precise part, the price of the supercharger is high in the cost of the engine, the intake and relief valve is a functional part and occupies a certain proportion in the hardware cost of the whole supercharger, and the whole cost of the supercharger can be reduced if the part of the intake and relief valve is omitted. Moreover, due to the large number of applications of the current supercharged engine in production vehicles, the cost benefits brought by the supercharged engine are considerable. However, given the important role of the inlet relief valve in protecting the supercharger hardware, it is not possible to provide a corresponding control strategy to match it if direct cancellation is not possible. The control method which can effectively improve the surging of the supercharger at present is a throttle valve slow closing control strategy, but the throttle valve slow closing can cause the fuel consumption to be increased.
Disclosure of Invention
In view of the above, the present invention provides a control method for reducing fuel consumption of a whole vehicle based on a supercharger without an intake and pressure release valve, and a vehicle, so as to effectively solve the above problems and other problems in the prior art.
First, according to a first aspect of the present invention, there is provided a control method for reducing fuel consumption of a whole vehicle based on a supercharger without an intake and pressure relief valve, the control method comprising the steps of:
A. acquiring a surge area of the supercharger without the air inlet pressure relief valve on the whole vehicle;
B. determining a first region where no surge occurs based on the surge region, setting a plurality of groups of different throttle valve slow closing rates aiming at the first region, and performing oil consumption test on the whole vehicle to obtain a first optimal throttle valve slow closing rate, wherein the oil consumption test result at the moment is not higher than that of a supercharger with an air inlet and pressure relief valve;
C. determining a second area in the surge area based on the surge area, wherein the flow fluctuation of an air inlet system in the second area is higher than a preset value, then setting multiple groups of different throttle valve slow closing rates and engine fuel cut-off conditions aiming at the second area, and performing fuel consumption test on the whole vehicle to obtain a second optimal throttle valve slow closing rate and an optimal engine fuel cut-off condition, wherein the fuel consumption test result at the moment is not higher than that of a supercharger with an air inlet pressure release valve; and
D. the throttle is controlled using a first optimal throttle ramp-off rate under first driving conditions corresponding to the first region, and/or the throttle and the engine are controlled separately using a second optimal throttle ramp-off rate and an optimal engine fuel cut condition under second driving conditions corresponding to the second region.
In the control method for reducing the fuel consumption of the whole vehicle based on the supercharger without the intake and pressure relief valve, optionally, the surge region is obtained by the following steps:
A1. providing a torque reduction requirement for a driver;
A2. rapidly closing a throttle valve to enable the supercharger without the intake pressure relief valve to generate surge;
A3. measuring front-end intake air flow data and rear-end supercharging pressure data of the supercharger without the intake pressure relief valve; and
A4. repeating the above steps a1-A3 based on a plurality of different sets of accelerator pedal opening degrees, thereby obtaining the surge region from the measured front end intake air flow data and the rear end boost pressure data.
In the control method for reducing the fuel consumption of the whole vehicle based on the supercharger without the intake and pressure relief valve, optionally, the interval between the different opening degrees of the accelerator pedal is 5%.
In the control method for reducing the fuel consumption of the whole vehicle based on the supercharger without the intake and pressure relief valve, optionally, the different accelerator pedal opening degrees comprise a maximum accelerator opening degree.
In the control method for reducing the fuel consumption of the whole vehicle based on the supercharger without the intake and pressure relief valve, optionally, the judgment condition for no surge is as follows: surge noise does not occur, and the flow fluctuation of the intake system is lower than the preset value, and the intake air temperature does not rise.
In the control method for reducing the fuel consumption of the whole vehicle based on the supercharger without the intake relief valve, optionally, in the first vehicle working condition, the opening degree of the accelerator pedal is controlled to be not higher than 20%.
In the control method for reducing the fuel consumption of the whole vehicle based on the supercharger without the intake and pressure relief valve, optionally, in the second driving condition, the opening degree of the accelerator pedal is controlled to be 30% at most.
In the control method for reducing the oil consumption of the whole vehicle by the supercharger without the intake and pressure relief valve, optionally, under the second driving condition, if the pressure of the supercharger without the intake and pressure relief valve after supercharging is smaller than a set value, cylinder division and oil cut of the engine are performed.
In the control method for reducing the oil consumption of the whole vehicle by the supercharger without the intake and pressure relief valve, optionally, under the second driving condition, if the pressure of the supercharger without the intake and pressure relief valve after supercharging is greater than a set value, the fuel cut of the whole cylinder of the engine is performed.
Secondly, according to a second aspect of the invention, a vehicle is provided, and the vehicle is provided with the control method for reducing the oil consumption of the whole vehicle by using the supercharger based on the intake and pressure relief valve.
The technical scheme of the invention successfully solves the problem that the oil consumption of the whole vehicle is increased after the air inlet relief valve of the supercharger is cancelled, determines the insensitive flow area in the supercharger surge area by detecting the supercharger surge area, and provides the throttle closing and fuel cut-off optimization strategy, thereby not only ensuring that the oil consumption of an engine is not increased, realizing the purpose of reducing the oil consumption of the whole vehicle without generating obvious influence on the driving performance of the vehicle, but also effectively avoiding the occurrence of surge of the supercharger, prolonging the service life of the supercharger and improving the NVH performance of the vehicle.
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The technical solutions of the present invention will be described in further detail below with reference to the accompanying drawings and examples, but it should be understood that these drawings are designed for illustrative purposes only and thus do not limit the scope of the present invention. Furthermore, unless otherwise indicated, the drawings are intended to be illustrative of the structural configurations described herein and are not necessarily drawn to scale.
FIG. 1 is a schematic diagram of a basic flow of an embodiment of a control method for reducing fuel consumption of a whole vehicle based on a supercharger without an intake and pressure relief valve according to the present invention.
FIG. 2 illustrates a test condition point at which a surge region on a vehicle is obtained for a supercharger without an intake relief valve in the embodiment of the control method illustrated in FIG. 1.
FIG. 3 illustrates a schematic of the surge region obtained, showing several booster surge control operating points in the diagram.
Fig. 4 shows an accelerator pedal opening distribution section in the NEDC fuel consumption test cycle.
Detailed Description
First, it should be noted that the control method for reducing the fuel consumption of the whole vehicle based on the supercharger without the intake pressure relief valve, the steps, features, advantages and the like of the vehicle will be specifically described below by way of example, however, all the descriptions are only used for illustration and should not be construed as forming any limitation to the invention. In addition, for simplicity of the drawings, identical or similar parts and features may be indicated in the same drawing only in one or several places.
Referring to fig. 1, an exemplary diagram illustrates a basic flow of an embodiment of a control method for reducing fuel consumption of a whole vehicle based on a supercharger without an intake pressure relief valve according to the present invention, and the method of the present invention will be described in detail with reference to fig. 1.
First, in step S11, a surge region of the supercharger (which does not have the intake relief valve) on the entire vehicle is acquired. By way of illustration, this can be achieved, for example, by employing the following steps:
step A1: providing a torque reduction requirement for a driver;
step A2: rapidly closing a throttle valve to enable the supercharger to generate surge;
step A3: measuring front end intake air flow data and rear end supercharging pressure data of the supercharger;
step A4: the above steps a1-A3 are repeated based on a plurality of different sets of accelerator pedal opening (which may be set to appropriate values such as 5% apart from each other, including the maximum accelerator opening that the vehicle can reach), so that the surge region is obtained from the measured front end intake air flow data and rear end boost pressure data. More specific embodiments for achieving a surge region are discussed further below in conjunction with fig. 2-4.
Then, in step S12, a first region among the above-obtained surge regions, in which surge does not occur, is determined based on the surge region. Regarding the specific judgment criterion for no surge, it can be selected that the supercharger is considered to have no surge when the following 3 conditions are simultaneously satisfied: the surge noise does not occur, the flow fluctuation of the intake system is lower than a preset value (the preset value can be specifically set according to the actual situation), and the intake air temperature does not rise. Then, a plurality of groups of different throttle valve slow closing rates are set for the determined first area, and oil consumption test is carried out on the whole vehicle, so that a first optimal throttle valve slow closing rate is obtained, namely when the obtained first optimal throttle valve slow closing rate is adopted to control the throttle valve, the oil consumption test result at the moment can not be higher than that of a supercharger with an air inlet pressure release valve, so that the oil consumption of the engine can not be increased under the condition that the supercharger without the air inlet pressure release valve is used, the oil consumption of the whole vehicle can be effectively controlled, and obvious influence on the driving performance of the vehicle can not be generated.
Next, in step S12, a second region in which the flow fluctuation of the intake system is higher than the above-described preset value is determined based on the above-acquired surge region. Then, a plurality of groups of different throttle valve slow closing rates and engine fuel cut-off conditions are set for the determined second area, and a fuel consumption test is carried out on the whole vehicle to obtain a second optimal throttle valve slow closing rate and an optimal engine fuel cut-off condition, namely when the obtained second optimal throttle valve slow closing rate and the optimal engine fuel cut-off condition are adopted, the fuel consumption test result can be not higher than that of a supercharger with an air inlet pressure release valve, so that the fuel consumption of the engine can not be increased under the condition that the supercharger without the air inlet pressure release valve is used, the fuel consumption of the whole vehicle can be effectively controlled, and the drivability of the vehicle can not be obviously influenced.
Subsequently, in step S12, in the first driving condition corresponding to the first region, the throttle valve can be controlled by using the first optimal throttle closing rate obtained above, and/or in the second driving condition corresponding to the second region, the throttle valve and the engine can be respectively controlled by using the second optimal throttle closing rate and the optimal engine fuel cut condition, so that the corresponding optimization strategies of the very effective throttle control and the engine fuel cut obtained above can be fully utilized, and the aforementioned object of the invention can be successfully achieved.
As an example, in the first driving condition described above, the accelerator pedal opening may be optionally controlled to be not higher than 20%; under the second driving condition, the opening degree of the accelerator pedal can be optionally controlled to be 30% at most, and the engine cylinder-separating fuel cut-off or the engine cylinder-full fuel cut-off can be performed according to the actual condition, for example, the engine cylinder-separating fuel cut-off can be performed when the pressure after the pressure boost of the supercharger is smaller than a first set value (which can be specifically set according to the actual condition), and the engine cylinder-full fuel cut-off can be performed when the pressure after the pressure boost is larger than a second set value (which can be specifically set according to the actual condition, which can be the same as or different from the first set value).
The basic steps of the control method for reducing the fuel consumption of the whole vehicle based on the supercharger without the intake pressure relief valve according to the invention are roughly described above, and the control method of the invention is more specifically illustrated by fig. 2 to 4.
First, please refer to the test operating points shown in FIG. 2, which are exemplary provided to obtain a surge region profile for a supercharger without a waste gate valve. The following operation methods can be specifically adopted: setting the opening degree of the accelerator pedal to be 5%, operating the vehicle by a driver to press down the accelerator pedal from a static state to enable the engine speed to rise to 2000rpm at the first rotation speed point in the group A in fig. 2, then loosening the accelerator pedal until the engine speed drops to 1500rpm at the first rotation speed point in the group B, then pressing down the accelerator pedal again to enable the engine speed to rise to 2500rpm at the next rotation speed point in the group A, then loosening the accelerator pedal to 2000rpm at the next rotation speed point in the group B, and repeating the steps until the maximum rotation speed point of the last group in the group A and the group B is reached, and simultaneously measuring and recording the pressure data of the rear end of the supercharger and the intake air flow data of the front end of the supercharger in the processes. After the working condition that the opening of the accelerator pedal is 5% is finished, increasing the opening of the accelerator to 10%, and then carrying out corresponding tests according to the rotating speed working condition points of the group A and the group B shown in the figure 2; the subsequent different throttle openings are still spaced by 5% until the maximum throttle opening of the vehicle is reached. Through the above test procedure, the surge distribution of the above-described supercharger at these different accelerator pedal opening degrees is obtained, which is schematically depicted in fig. 3.
The operating point-to-point comparison of the supercharger operation with the intake relief valve removed is shown in fig. 3 when the driver releases the accelerator pedal. As shown in the figure 3, the point A before the throttle is released by the driver indicates that the supercharger has surged if the operating point passes through the surge line of the supercharger from the point A to the point C after the throttle is released; if the operating point runs from point A to point B to the right of the surge line of the supercharger, the supercharger will not surge. It will be appreciated that point D in fig. 3 is not the region in which the supercharger is surging, and that the map allows to determine a first region in which the supercharger is not surging and a second region in which the supercharger is surging, as described above, so that corresponding control strategies in terms of throttle, engine cut-off, etc. can be differently formulated in order to achieve the objects of the invention as described above.
Based on results obtained from tests of different accelerator pedals and different engine speeds, when the accelerator pedal of the engine is smaller than a certain accelerator opening (for example, 20 percent) and after the accelerator pedal is released, if the fluctuation of the air flow before the supercharger and the fluctuation of the supercharging pressure after the supercharger are very small (namely, the fluctuation is lower than a preset value which can be selected according to specific conditions), the surging sound of the supercharger can not be heard subjectively and the inlet air temperature is not increased, the supercharger can be considered to be not surged.
Further, based on the above-obtained surge region distribution (which includes the first region and the second region), different fuel consumption reduction control strategies can be formulated. For example, a NEDC test cycle (type one test regime of the euro 3/4 emission standard, the same as GB18352.3 (country 3/4)) is carried out, which encompasses urban and suburban conditions, which substantially reflect the driving regime experienced by the driver during most of his daily use. Reference may be made to FIG. 4, which illustrates exemplary vehicle speed and accelerator pedal opening profiles during a NEDC test cycle. As can be seen from fig. 4, the opening of the door pedal is below 20% in urban conditions, and the opening of the door pedal reaches 30% at most in suburban conditions.
Based on the distribution condition of the accelerator pedal in the NEDC test cycle and the opening relation between the surge area of the supercharger and the accelerator pedal, different optimization control strategies can be adopted respectively according to urban working conditions and suburban working conditions, so that the problems that the oil consumption of the whole vehicle is increased and the like due to the fact that an air inlet relief valve is omitted in the supercharger are solved.
For example, the throttle valve can be set to be closed quickly according to urban working conditions, the opening degree of an accelerator pedal is small, the intake air flow and the pressure of a pressurized pipeline are low, and when a driver looses the accelerator pedal, the problem that the supercharger surges when the throttle valve is closed quickly is solved. In terms of oil consumption, the throttle valve is quickly closed, so that gas entering the cylinder is quickly reduced, and the oil injection quantity of the engine is determined according to air entering the cylinder, so that the reduction of the gas entering the cylinder can reduce the oil consumption of the whole vehicle.
As another example, for suburban conditions, when the accelerator pedal opening is greater than a certain value (e.g., 20%), the throttle is closed too quickly, which may cause surge of the supercharger, so the throttle closing rate should be slowed down to allow pressurized high-pressure air to enter the cylinder through the throttle instead of impacting the supercharger impeller vanes in a reverse direction. However, the air entering the cylinder is increased due to the slow closing of the throttle valve, and further the fuel injection quantity is increased, so that the fuel consumption of the whole vehicle is increased, and therefore a fuel cut-off strategy can be considered, and the engine can not inject extra fuel into the cylinder while the throttle valve is slowly closed. As for the fuel cut-off strategy, the fuel of all cylinders cannot be directly cut off, which may cause the drivability problem of the vehicle, the fuel cut-off control strategy should be determined according to the pressure after supercharging at this time, and the fuel cut-off of the engine in a cylinder division manner may be considered when the pressure after supercharging is low, and the fuel cut-off of the engine in a full cylinder may be considered when the pressure after supercharging is high.
As described above, when the preferred control strategies such as those discussed above are employed on a vehicle, it is possible to achieve that even if a supercharger that eliminates the intake-relief valve is used, it is possible to ensure that the fuel consumption of the entire vehicle is not increased. Therefore, the control method for reducing the fuel consumption of the whole vehicle based on the supercharger without the intake pressure relief valve has the outstanding advantages and the technical advantages, so that the control method is very suitable for being applied to various vehicles.
According to another technical scheme, the vehicle is provided, and the control method for reducing the fuel consumption of the whole vehicle by using the supercharger based on the non-intake and pressure-relief valve designed and provided according to the invention can fully utilize the remarkable technical advantages of the scheme of the invention.
The control method for reducing fuel consumption of a whole vehicle based on a supercharger without an intake and pressure relief valve and the vehicle of the present invention are explained in detail above by way of examples, which are only used for illustrating the principle of the present invention and the implementation manner thereof, and are not meant to limit the present invention, and various changes and modifications can be made by those skilled in the art without departing from the spirit and scope of the present invention. Accordingly, all equivalents are intended to be included within the scope of this invention and defined in the claims which follow.
Claims (10)
1. A control method for reducing oil consumption of a whole vehicle by a supercharger based on no air inlet pressure relief valve is characterized by comprising the following steps:
A. acquiring a surge area of the supercharger without the air inlet pressure relief valve on the whole vehicle;
B. determining a first region where no surge occurs based on the surge region, setting a plurality of groups of different throttle valve slow closing rates aiming at the first region, and performing oil consumption test on the whole vehicle to obtain a first optimal throttle valve slow closing rate, wherein the oil consumption test result at the moment is not higher than that of a supercharger with an air inlet and pressure relief valve;
C. determining a second area in the surge area based on the surge area, wherein the flow fluctuation of an air inlet system in the second area is higher than a preset value, then setting multiple groups of different throttle valve slow closing rates and engine fuel cut-off conditions aiming at the second area, and performing fuel consumption test on the whole vehicle to obtain a second optimal throttle valve slow closing rate and an optimal engine fuel cut-off condition, wherein the fuel consumption test result at the moment is not higher than that of a supercharger with an air inlet pressure release valve; and
D. the throttle is controlled using a first optimal throttle ramp-off rate under first driving conditions corresponding to the first region, and/or the throttle and the engine are controlled separately using a second optimal throttle ramp-off rate and an optimal engine fuel cut condition under second driving conditions corresponding to the second region.
2. The control method for reducing the oil consumption of the whole vehicle based on the supercharger without the air inlet and pressure relief valve as claimed in claim 1, characterized in that the surge region is obtained by the following steps:
A1. providing a torque reduction requirement for a driver;
A2. rapidly closing a throttle valve to enable the supercharger without the intake pressure relief valve to generate surge;
A3. measuring front-end intake air flow data and rear-end supercharging pressure data of the supercharger without the intake pressure relief valve; and
A4. repeating the above steps a1-A3 based on a plurality of different sets of accelerator pedal opening degrees, thereby obtaining the surge region from the measured front end intake air flow data and the rear end boost pressure data.
3. The control method for reducing the oil consumption of the whole automobile based on the supercharger without the air inlet and pressure relief valves as claimed in claim 2, wherein the interval between the different opening degrees of the accelerator pedal is 5%.
4. The control method for reducing the oil consumption of the whole automobile based on the supercharger without the air inlet and pressure relief valves as claimed in claim 2, wherein the different accelerator pedal opening degrees comprise a maximum accelerator opening degree.
5. The control method for reducing the oil consumption of the whole automobile by the supercharger based on the intake-relief valve-free pressure relief valve as claimed in claim 1, wherein the judgment condition for no surge is as follows: surge noise does not occur, and the flow fluctuation of the intake system is lower than the preset value, and the intake air temperature does not rise.
6. The control method for reducing the fuel consumption of the whole vehicle based on the supercharger without the intake-pressure relief valve according to any one of claims 1-5, characterized in that in the first vehicle condition, the opening degree of an accelerator pedal is controlled to be not higher than 20%.
7. The control method for reducing the oil consumption of the whole automobile based on the supercharger without the air inlet and pressure release valve according to any one of claims 1-5, characterized in that in the second driving condition, the opening degree of an accelerator pedal is controlled to be 30% at most.
8. The control method for reducing the oil consumption of the whole vehicle based on the supercharger without the air inlet and pressure release valve according to any one of claims 1-5, characterized in that under the second driving working condition, if the pressure of the supercharger without the air inlet and pressure release valve after supercharging is smaller than a set value, the engine is separated from the cylinder and is cut off.
9. The control method for reducing the oil consumption of the whole vehicle based on the supercharger without the air inlet and pressure release valve according to any one of claims 1 to 5, characterized in that under the second driving working condition, if the pressure of the supercharger without the air inlet and pressure release valve after supercharging is greater than a set value, the whole cylinder of the engine is cut off.
10. A vehicle, characterized in that the vehicle is provided with a control method for reducing the oil consumption of the whole vehicle based on a supercharger without an intake and pressure relief valve according to any one of claims 1-9.
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| CN110985200B (en) * | 2019-12-20 | 2021-10-08 | 潍柴动力股份有限公司 | Control method and device for eliminating surge |
| CN112814813B (en) * | 2021-01-29 | 2024-04-05 | 广西玉柴机器股份有限公司 | Engine anti-surge control device and method |
| CN114576017A (en) * | 2022-03-11 | 2022-06-03 | 浙江吉利控股集团有限公司 | Control method and device for supercharged engine without air inlet pressure relief valve and vehicle |
| CN117090700B (en) * | 2023-10-16 | 2024-01-16 | 潍柴动力股份有限公司 | Throttle closing rate control method and device, engine control system and automobile |
| CN117108407B (en) * | 2023-10-16 | 2024-02-20 | 潍柴动力股份有限公司 | Throttle closing rate control method and device, engine control system and automobile |
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