CN112392590B - Control method and device for variable-section turbocharger and vehicle - Google Patents
Control method and device for variable-section turbocharger and vehicle Download PDFInfo
- Publication number
- CN112392590B CN112392590B CN202010210096.XA CN202010210096A CN112392590B CN 112392590 B CN112392590 B CN 112392590B CN 202010210096 A CN202010210096 A CN 202010210096A CN 112392590 B CN112392590 B CN 112392590B
- Authority
- CN
- China
- Prior art keywords
- opening
- nozzle ring
- current
- inflection point
- opening degree
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/24—Control of the pumps by using pumps or turbines with adjustable guide vanes
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
- F01D17/00—Regulating or controlling by varying flow
- F01D17/10—Final actuators
- F01D17/12—Final actuators arranged in stator parts
- F01D17/14—Final actuators arranged in stator parts varying effective cross-sectional area of nozzles or guide conduits
-
- 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
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Supercharger (AREA)
Abstract
The invention provides a control method and a control device of a variable-section turbocharger and a vehicle, wherein the method is applied to the vehicle, the vehicle comprises an engine with the variable-section turbocharger, the variable-section turbocharger comprises a nozzle ring, and the method comprises the following steps: acquiring the current rotating speed and the target torque of the engine; determining the opening degree of a current inflection point according to the current rotating speed; the current inflection point opening is a nozzle ring opening which aims at the current rotating speed and enables the supercharging pressure of the variable-section turbocharger to reach a maximum value; determining the required opening degree of the nozzle ring according to the current rotating speed and the target torque; determining a target opening degree of the nozzle ring according to a larger value of the current inflection point opening degree and the required opening degree; and adjusting the opening of the nozzle ring to the target opening. The invention can avoid the condition that the pressure of the front end of the turbine of the supercharger is suddenly increased to cause that the supercharging pressure can not be established, and effectively protect the supercharger.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to a control method and device of a variable-section turbocharger and a vehicle.
Background
Currently, a Variable Geometry Turbocharger (VGT) can not only increase the power of an engine, but also reduce the emission pollution of the engine, so that the VGT can be widely applied to fuel automobile engines.
Different from a traditional waste gas bypass valve supercharger, the VGT is not provided with a bypass valve, the sucked waste gas directly passes through a turbine, and a set of nozzle ring device capable of changing the cross section of a turbine chamber air inlet channel and the air inlet blowing direction is arranged in a volute of the VGT. In a high-speed state, the VGT has better circulation and smaller turbine front pressure, so that the pumping loss can be effectively improved, the in-cylinder exhaust gas recirculation residue is reduced, the combustion boundary is improved, and the combustion center of gravity of the engine is greatly on the premise; in a low-speed state, the ratio of the section of the flow passage of the supercharger to the diameter of the wheel can be reduced by adjusting the opening of the nozzle ring, so that the VGT can effectively improve the flow velocity of the turbine end, generate higher supercharging pressure, and simultaneously reduce the required pressure ratio of the turbine end, thereby greatly improving the pumping loss and the detonation and improving the fuel economy.
However, the mechanical structure of the VGT also causes the phenomenon that the exhaust gas circulation at the turbine end is poor in the adjustment process of the nozzle ring, so that the boost pressure at the turbine end cannot be normally established, the normal output of the low-speed external characteristic performance of the engine is affected, and the service life of the supercharger is also reduced.
Disclosure of Invention
In view of the above, the present invention provides a method and an apparatus for controlling a variable-area turbocharger, and a vehicle, so as to solve the problems that the variable-area turbocharger in the prior art is prone to have an excessively high pressure at the front end of a turbine, which results in abnormal supercharging, and affects the service life of the turbocharger.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
a control method of a variable-area turbocharger applied to a vehicle including an engine having the variable-area turbocharger including a nozzle ring, wherein the method comprises:
acquiring the current rotating speed and the target torque of the engine;
determining the opening degree of a current inflection point according to the current rotating speed; the current inflection point opening is a nozzle ring opening which aims at the current rotating speed and enables the supercharging pressure of the variable-section turbocharger to reach a maximum value;
determining the required opening degree of the nozzle ring according to the current rotating speed and the target torque;
determining a target opening degree of the nozzle ring according to a larger value of the current inflection point opening degree and the required opening degree;
and adjusting the opening of the nozzle ring to the target opening.
Optionally, in the control method, the adjusting the opening of the nozzle ring to the target opening includes:
acquiring the current opening of the nozzle ring;
determining a driving duty ratio and a driving direction for the nozzle ring according to the current opening and the target opening and through a proportional-calculus closed-loop adjustment algorithm;
and adjusting the opening of the nozzle ring to be the larger value of the current inflection point opening and the required opening according to the driving duty ratio and the driving direction.
Optionally, in the control method, the adjusting the opening of the nozzle ring to the target opening includes:
acquiring the current opening of the nozzle ring;
when the current inflection point opening degree is smaller than the required opening degree, determining a driving duty ratio and a driving direction for the nozzle ring according to the current opening degree and the target opening degree and through a proportional-calculus closed-loop adjustment algorithm;
adjusting the opening of the nozzle ring to the target opening according to the driving duty ratio and the driving direction;
and when the opening degree of the current inflection point is greater than or equal to the required opening degree, adjusting the opening degree of the nozzle ring to the target opening degree.
Optionally, in the control method, the vehicle stores a correspondence relationship between a rotation speed of the engine and an inflection point opening degree, the correspondence relationship indicating a nozzle ring opening degree at which a boost pressure of the variable geometry turbocharger reaches a maximum value at different rotation speeds of the engine; the determining the current inflection point opening according to the current rotating speed comprises the following steps:
and determining the opening degree of the current inflection point according to the current rotating speed and the corresponding relation.
Optionally, in the control method, in the correspondence relationship, the rotation speed is divided into a plurality of rotation speed sections according to a preset step length, and each rotation speed section corresponds to one inflection point opening degree.
Another object of the present invention is to provide a control apparatus of a variable geometry turbocharger, applied to a vehicle including an engine having the variable geometry turbocharger including a nozzle ring, wherein the apparatus includes:
the acquisition module is used for acquiring the current rotating speed and the target torque of the engine;
the first determining module is used for determining the opening degree of a current inflection point according to the current rotating speed; the current inflection point opening is a nozzle ring opening which aims at the current rotating speed and enables the supercharging pressure of the variable-section turbocharger to reach a maximum value;
the second determining module is used for determining the required opening of the nozzle ring according to the current rotating speed and the target torque;
the third determining module is used for determining the target opening of the nozzle ring according to the larger value of the current inflection point opening and the required opening;
and the control module is used for adjusting the opening of the nozzle ring to the target opening.
Optionally, in the control apparatus, the control module includes:
the first acquisition unit is used for acquiring the current opening of the nozzle ring;
the first determining unit is used for determining the driving duty ratio and the driving direction of the nozzle ring according to the current opening and the target opening and through a proportional-calculus closed-loop adjusting algorithm;
and the first control unit is used for adjusting the opening of the nozzle ring to be the larger value of the current inflection point opening and the required opening according to the driving duty ratio and the driving direction.
Optionally, in the control device, the adjusting the opening of the nozzle ring to the target opening includes:
the second acquisition unit is used for acquiring the current opening of the nozzle ring;
the second determining unit is used for determining the driving duty ratio and the driving direction of the nozzle ring according to the current opening and the target opening and through a proportional-derivative-integral closed-loop adjusting algorithm when the current inflection point opening is smaller than the required opening;
a second control unit configured to adjust the opening of the nozzle ring to the target opening according to the driving duty and the driving direction;
and the third control unit is used for adjusting the opening of the nozzle ring to the target opening when the current inflection point opening is larger than or equal to the required opening.
Optionally, in the control device, the vehicle stores a correspondence relationship between a rotation speed of the engine and an inflection point opening degree, the correspondence relationship indicating a nozzle ring opening degree at which a boost pressure of the variable geometry turbocharger reaches a maximum value at different rotation speeds of the engine; the first determining module is specifically configured to determine a current inflection point opening according to the current rotation speed and the corresponding relationship.
Optionally, in the control device, in the correspondence relationship, the rotation speed is divided into a plurality of rotation speed sections according to a preset step length, and each rotation speed section corresponds to one inflection point opening degree.
Compared with the prior art, the control method and the control device of the variable-section turbocharger have the following advantages:
when the engine runs, the current rotating speed and the target torque of the engine are firstly obtained; then according to the current rotating speed, determining the opening degree of a nozzle ring aiming at the current rotating speed and enabling the boost pressure of the variable-section turbocharger to reach the maximum value, and obtaining the opening degree of a current inflection point; and determining the required opening of the nozzle ring according to the current rotating speed and the target torque, and adjusting the opening of the nozzle ring to be the larger value of the current inflection point opening and the required opening. The opening degree of the inflection point is used as the lower limit value of the opening degree of the nozzle ring under the corresponding rotating speed of the engine, and when the torque demand of the engine changes, the opening degree of the nozzle ring is adjusted according to the required opening degree and the larger value in the current opening degree of the inflection point corresponding to the current vehicle speed, so that the opening degree of the nozzle ring is not lower than the current opening degree of the inflection point, the condition that the boost pressure cannot be established due to the fact that the pressure at the front end of the turbine of the supercharger rises suddenly can be avoided, the supercharger and the engine are effectively protected, and the service life of the supercharger and the engine are prolonged; in addition, the control process does not need to additionally add a device, and the manufacturing cost of the engine is not increased.
It is a further object of the invention to propose a vehicle comprising an engine with a variable-area turbocharger comprising a nozzle ring, wherein the vehicle further comprises a control device of said variable-area turbocharger.
The vehicle and the control method and device of the variable-section turbocharger have the same advantages compared with the prior art, and are not repeated herein.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:
fig. 1 is a schematic flow chart of a control method of a variable-section turbocharger according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a boost pressure curve and a turbine front end pressure curve according to a preferred embodiment of the present invention;
fig. 3 is a flowchart illustrating a control method of a variable geometry turbocharger according to a preferred embodiment of the present invention;
fig. 4 is a flowchart of a control method of a variable geometry turbocharger according to an embodiment of the present invention;
fig. 5 is a schematic structural diagram of a control device of a variable-section turbocharger according to an embodiment of the present invention.
Detailed Description
Embodiments of the present application will be described in more detail below with reference to the accompanying drawings. While embodiments of the present application are illustrated in the accompanying drawings, it should be understood that the present application may 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 disclosure to those skilled in the art.
It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.
The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.
Referring to fig. 1, a schematic flow chart of a control method for a variable-area turbocharger according to an embodiment of the present invention is shown, and is applied to a vehicle including an engine having the variable-area turbocharger, where the variable-area turbocharger includes a nozzle ring, and the vehicle stores a correspondence relationship between a rotation speed of the engine and an inflection point opening degree, where the inflection point opening degree is a nozzle ring opening degree for the rotation speed, and a boost pressure of the variable-area turbocharger reaches a maximum value; the method includes steps S100-S400.
And S100, acquiring the current rotating speed and the target torque of the engine.
In the step S100, the current rotation speed refers to the rotation speed of the engine in the current state, and the target torque value is the required torque that the driver wants the engine to be able to provide. Because the opening degree of the nozzle ring is directly related to the rotating speed and the torque demand of the engine, the current rotating speed and the target torque of the engine need to be acquired in real time when the vehicle runs, so that the opening degree of the nozzle ring can be adjusted and controlled subsequently. The current rotating speed of the engine can be directly obtained by monitoring the rotating speed of the engine; and the target torque is obtained by obtaining the current accelerator pedal angle according to the preset corresponding relation between the accelerator pedal angle and the torque. The target torque directly corresponds to the working state of the engine; when the target torque is larger, the engine needs to enter a high-load working state; when the target torque is small, it indicates that the engine needs to enter a low-load operating state. Therefore, if the target torque changes, it indicates that the engine use demand of the driver changes, and accordingly, the nozzle ring of the supercharger should be adjusted accordingly to output a torque matching the target torque.
S200, determining the opening degree of a current inflection point according to the current rotating speed; the current inflection point opening is a nozzle ring opening which aims at the current rotating speed and enables the boost pressure of the variable-section turbocharger to reach a maximum value.
In step S200, the inflection point opening corresponding to the current rotation speed is determined according to the characteristics of the engine. The inflection point opening degree is the opening degree of the nozzle ring corresponding to the maximum supercharging pressure of the variable-section turbocharger when the engine is in each rotating speed state. That is, in the process that the opening of the nozzle ring is changed from large to small while the engine is kept in each rotating speed state, the boost pressure of the variable-section turbocharger is changed from large to small, and the corresponding opening of the nozzle ring is changed. In each of the above rotation speed states, if the opening degree of the nozzle ring is smaller than the corresponding opening degree of the inflection point, the pressure at the turbine front end of the supercharger will increase rapidly, and the boost pressure at the turbine end cannot be built normally. That is, the opening of the inflection point is the minimum opening of the nozzle ring which can normally pressurize the variable-section turbocharger at the corresponding rotating speed, and the minimum opening which can ensure that the turbocharger and the engine cannot be damaged due to overhigh pressure at the front end of the turbocharger turbine.
And S300, determining the required opening of the nozzle ring according to the current rotating speed and the target torque.
In step S300, the required opening is an opening of the nozzle ring to provide the target torque at the current rotation speed of the engine. Because the target torque required to be provided by the engine determines the required air inflow, and the required supercharging pressure provided by the supercharger can be determined according to the required air inflow and the current rotating speed of the engine, and the supercharging pressure of the supercharger is realized by adjusting the opening of the nozzle ring, the required opening required to be executed by the nozzle ring can be determined according to the current rotating speed and the target torque.
In practical applications, in step S300, specifically, the required intake air amount of the engine is determined according to the target torque, and then the required opening of the nozzle ring is determined according to the current rotation speed and the required intake air amount.
And S400, determining the target opening of the nozzle ring according to the larger value of the current inflection point opening and the required opening.
In step S400, the current inflection point opening determined in step S200 is compared with the required opening determined in step S300, and the larger value of the two is used as the target opening of the nozzle ring to be finally executed.
And S500, adjusting the opening of the nozzle ring to the target opening.
Because the opening degree of the nozzle ring is adjusted according to the larger value of the current inflection point opening degree and the required opening degree, the opening degree of the nozzle ring is always not lower than the current inflection point opening degree, and the condition that the boost pressure cannot be established due to the fact that the pressure at the front end of the turbine suddenly rises in the supercharger can be avoided. It should be noted that, when the required opening is smaller than the current inflection point opening, if the nozzle ring is adjusted to the required opening, a sudden pressure increase at the front end of the turbine occurs at this time, which results in that boost pressure cannot be built, so that not only is the boost pressure provided by the supercharger smaller than the boost pressure provided by the supercharger when the nozzle ring is at the current inflection point opening, but also the pressure borne by the front end of the turbine is too large, which damages the supercharger.
Compared with the prior art, the control method of the variable-section turbocharger has the following advantages:
when the engine runs, the current rotating speed and the target torque of the engine are firstly obtained; then according to the current rotating speed, determining the opening degree of a nozzle ring aiming at the current rotating speed and enabling the boost pressure of the variable-section turbocharger to reach the maximum value, and obtaining the opening degree of a current inflection point; and determining the required opening of the nozzle ring according to the current rotating speed and the target torque, and adjusting the opening of the nozzle ring to be the larger value of the current inflection point opening and the required opening. Be about for the aperture lower limit value of above-mentioned inflection point aperture as nozzle cascade under the corresponding rotational speed of engine, when the moment of torsion demand of engine changes, adjust the aperture of nozzle cascade according to the aperture of requirement and the great value in the current inflection point aperture that corresponds under the current speed of a motor vehicle for the aperture of nozzle cascade can not be less than current inflection point aperture, also can avoid the booster to appear turbine front end pressure surge and lead to the unable condition of establishing of boost pressure, thereby protect booster and engine effectively, prolong its life.
Alternatively, in an embodiment, the control method according to the embodiment of the invention is that the vehicle stores a correspondence relationship between a rotation speed of the engine and an inflection point opening degree, the correspondence relationship indicating a nozzle ring opening degree at which a boost pressure of the variable-section turbocharger reaches a maximum value at different rotation speeds of the engine; the step S200 specifically includes:
and step S201, determining the opening degree of the current inflection point according to the current rotating speed and the corresponding relation.
In this embodiment, in consideration of the difference in performance of each engine, it is necessary to first determine the inflection point opening degree corresponding to each rotation speed and store the rotation speeds and the corresponding inflection point opening degrees in a one-to-one correspondence relationship, that is, the correspondence relationship between the rotation speed and the inflection point opening degree of the engine can be obtained. Therefore, in the step S200, the current inflection point opening corresponding to the current rotation speed can be quickly inquired through the current rotation speed and the corresponding relationship.
In practical applications, the correspondence between the rotation speed and the inflection point opening may be determined through a bench test, which is specifically as follows:
in a bench test, the opening degree of a nozzle ring is set to be 100%, then the opening degree of an accelerator pedal is adjusted to 100% in sequence under each rotating speed state and when the rotating speed is kept unchanged, the engine is in a basic supercharging pressure state at the moment, and the nozzle ring is also in a full-open state; then gradually reducing the opening of the accelerator pedal, and reducing the opening of the nozzle ring until the opening of the nozzle ring is reduced to 0; in the process, the change of the boost pressure provided by the supercharger and the change of the pressure at the front end of the turbine are continuously recorded, so that boost pressure curves and pressure curves at the front end of the turbine for different rotating speeds can be obtained. Referring specifically to fig. 2, a boost pressure curve and a turbine front end pressure curve at the same speed are shown. Wherein, the abscissa is the nozzle ring opening, a represents a boost pressure curve, and b represents a turbine front end pressure curve.
As shown in fig. 2, as the opening of the nozzle ring is reduced, the boost pressure and the pressure at the front end of the turbine are both increased gradually; when the opening of the nozzle ring is reduced to a specific value M, the preswirl pressure is instantly increased, and the supercharging pressure begins to gradually decrease, then the specific value M is determined to be the inflection point opening corresponding to the rotating speed, and the specific value is recorded and filled in an inflection point opening graph.
The inflection point opening map indicates a correspondence relationship between the rotation speed and the inflection point opening, and in the inflection point opening map, the abscissa indicates the rotation speed and the ordinate indicates the inflection point opening.
As can be seen from figure 2, as long as the actual opening degree of the nozzle ring is ensured to be larger than the value M, the problem of sudden rise of the pressure before the vortex does not occur, and therefore, the supercharger and the engine can be effectively protected.
Alternatively, in a specific embodiment, in the correspondence relationship, the rotation speed is divided into a plurality of rotation speed sections by a preset step, and each rotation speed section corresponds to one inflection point opening degree.
In the present embodiment, a first rotation speed is set to correspond to an inflection point opening, and considering that the boost pressure provided by the supercharger does not instantaneously decrease to 0 when the opening of the nozzle ring is continuously decreased by the inflection point opening, a corresponding inflection point opening may be set for a similar rotation speed, that is, a corresponding inflection point opening may be set for a first rotation speed, which may not only avoid adjusting the inflection point opening too frequently when the engine is running, but also greatly reduce the workload of determining the correspondence relationship in an actual experiment, and the bench test may be performed at preset step intervals without performing the bench test for each rotation speed. In practical applications, the preset step size may be set to 400 revolutions.
Further, considering that the inflection point opening degree is insensitive to the speed change in the high speed state, the preset step size may be set to 200 in the rotation speed state lower than the inflection point rotation speed, and may be set to 400 in the rotation speed state higher than the inflection point rotation speed, where the inflection point rotation speed is the rotation speed of the engine when the constant torque state is changed to the constant power state in the external characteristic curve.
Optionally, in a specific embodiment, the step S500 includes steps S501 to S503:
and S501, acquiring the current opening of the nozzle ring.
In step S501, the current opening of the nozzle ring is obtained, so that the opening of the nozzle ring is adjusted to the target opening by the proportional integral closed-loop adjustment principle. Wherein, the current aperture of nozzle cascade can directly be obtained through the current state of monitoring nozzle cascade.
And S502, determining the driving duty ratio and the driving direction of the nozzle ring according to the current opening and the target opening and through a proportional-calculus closed-loop adjustment algorithm.
In step S502, the driving direction is determined according to the difference between the current opening degree and the target opening degree, and the difference between the current opening degree and the target opening degree is input into a proportional-integral-derivative closed-loop adjustment algorithm, which is calculated by using a proportional-integral-derivative closed-loop adjustment principle, so as to calculate the driving duty ratio of the driving motor for driving and adjusting the opening degree of the nozzle ring. Specifically, a required target opening degree is used as a reference value, and a driving duty ratio is calculated through proportional-integral-derivative closed-loop regulation according to a difference value between the target opening degree and the current opening degree.
In practical applications, the step S502 can be implemented by a proportional-micro-integral controller.
And S503, adjusting the opening of the nozzle ring to the target opening according to the driving duty ratio and the driving direction.
In step S503, the drive motor is controlled to adjust the opening of the nozzle ring until the opening of the nozzle ring is adjusted to the target opening, using the drive duty determined in step S502, i.e., the drive direction.
In the embodiment, the proportional-calculus closed-loop regulation algorithm is used for real-time tracking regulation, so that the opening of the nozzle ring is accurately controlled.
Optionally, in an embodiment, the step S500 includes steps S511 to S514:
and S511, acquiring the current opening of the nozzle ring.
The above step S511 can refer to the detailed description of step S501, and is not repeated here.
And S512, when the opening degree of the current inflection point is smaller than the required opening degree, determining the driving duty ratio and the driving direction of the nozzle ring according to the current opening degree and the target opening degree and through a proportional-calculus closed-loop adjustment algorithm.
In the step S512, only when the current inflection point opening degree is smaller than the required opening degree, the proportional-derivative-integral closed-loop adjustment algorithm is introduced to determine the driving duty ratio and the driving direction for the nozzle ring.
And step S513, adjusting the opening of the nozzle ring to the target opening according to the driving duty and the driving direction.
The above step S513 can refer to the detailed description of step S503, and is not repeated here.
And step S514, when the opening degree of the current inflection point is greater than or equal to the required opening degree, adjusting the opening degree of the nozzle ring to the target opening degree.
In step S514, that is, when the current inflection point opening is greater than or equal to the required opening, the opening of the nozzle ring is directly adjusted to the target opening without introducing a proportional-derivative-integral adjustment algorithm, so that it can be ensured that the opening of the nozzle ring is always greater than or equal to the current inflection point opening during the adjustment process, thereby preventing the situation that the actual opening of the nozzle ring is less than the current inflection point opening due to excessive proportional-derivative-integral correction.
In the embodiment, when the required opening is larger than the current inflection point opening, the opening of the nozzle ring is adjusted to a target opening by using a proportional-derivative-integral adjustment algorithm; and when the required opening is smaller than or equal to the current inflection point opening, the opening of the nozzle ring is directly adjusted to the target opening without introducing a proportional-derivative-integral adjustment algorithm to adjust the opening of the nozzle ring. This embodiment not only can realize the accurate control to the nozzle cascade aperture, can avoid simultaneously because of the proportion calculus algorithm revises intervenes too much, leads to appearing the condition that the actual aperture of nozzle cascade is less than current knee aperture.
Referring to fig. 3, a schematic flow chart of a control method for a variable-area turbocharger according to a preferred embodiment of the present invention is shown, and is applied to a vehicle including an engine with the variable-area turbocharger, where the variable-area turbocharger includes a nozzle ring, and the vehicle stores a corresponding relationship between a rotation speed of the engine and an inflection point opening degree, where the corresponding relationship indicates a nozzle ring opening degree at which a boost pressure of the variable-area turbocharger reaches a maximum value at different rotation speeds of the engine; the inflection point opening is a nozzle ring opening which aims at the rotating speed and enables the supercharging pressure of the variable-section turbocharger to reach a maximum value; the method includes steps S301 to S308.
And S301, acquiring the current rotating speed and the target torque of the engine.
The above step S301 can refer to the detailed description of step S100, and is not repeated here.
And S302, determining the opening degree of the current inflection point according to the current rotating speed and the corresponding relation.
The above step S302 can refer to the detailed description of step S201, and is not repeated here.
And S303, determining the required opening of the nozzle ring according to the current rotating speed and the target torque.
The above step S303 can refer to the detailed description of step S300, which is not repeated herein.
Step S304, determining a target opening of the nozzle ring according to a larger value of the current inflection point opening and the required opening.
And S305, acquiring the current opening of the nozzle ring.
The above step S305 can refer to the detailed description of step S501, and is not repeated here.
And S306, when the required opening degree is larger than the current inflection point opening degree, determining the driving duty ratio and the driving direction of the nozzle ring according to the current opening degree and the target opening degree and through a proportional-calculus closed-loop adjustment algorithm.
The above step S306 can refer to the detailed description of step S502, which is not repeated herein.
And step S307, adjusting the opening of the nozzle ring to the target opening according to the driving duty ratio and the driving direction.
The above step S307 can refer to the detailed description of step S503, and is not repeated here.
And S308, when the required opening is smaller than or equal to the current inflection point opening, adjusting the opening of the nozzle ring to the target opening.
The above step S308 can refer to the detailed description of step S514, and is not repeated herein.
Compared with the prior art, the control method of the variable-section turbocharger has the following advantages:
taking the inflection point opening as a lower limit value of the opening of the nozzle ring at the corresponding rotating speed of the engine, and adjusting the opening of the nozzle ring by taking the larger value of the required opening and the current inflection point opening corresponding to the current vehicle speed as a target opening when the torque demand of the engine changes; when the required opening degree is larger than the current inflection point opening degree, the opening degree of the nozzle ring is adjusted to the target opening degree directly through a proportional-calculus-integral closed-loop adjustment algorithm; when the required opening is smaller than or equal to the current inflection point opening, directly adjusting the opening of the nozzle ring to the target opening; through the mode, the accurate control of the opening of the nozzle ring can not be realized, the condition that the actual opening of the nozzle ring is smaller than the opening of the current inflection point due to excessive correction intervention of a proportional-derivative-integral algorithm is avoided, and the condition that the boost pressure cannot be established due to the fact that the pressure at the front end of the turbine of the supercharger rises suddenly can also be avoided, so that the supercharger and the engine are effectively protected, and the service life of the supercharger and the engine is prolonged.
In practical application, please refer to fig. 4, which illustrates a flowchart of a control method for a variable geometry turbocharger according to an embodiment of the present invention.
As shown in fig. 4, in step S41, the required air volume of the engine is determined according to the current rotation speed and the required torque of the engine, and then in step S42, the required opening of the nozzle ring is determined according to the required air volume; at the same time, in step S43, the inflection point opening of the nozzle ring is determined from the speed and is set as the minimum opening of the nozzle ring; then, in steps S45 and S46, the larger of the minimum opening and the required opening is used as the target opening of the nozzle ring; in step S47, when the required opening degree is greater than the minimum opening degree, triggering a proportional integral derivative adjustment mechanism (PID) of the VGT; in step S48, if the proportional integral adjustment mechanism is triggered, controlling the actual opening of the nozzle ring through the proportional integral adjustment mechanism until the opening of the nozzle ring is adjusted to the target opening; in step S48, if the proportional integral adjustment mechanism is not triggered, the opening of the nozzle ring is adjusted to the target opening.
Another object of the present invention is to provide a control device for a variable-area turbocharger, which is applied to a vehicle including an engine having the variable-area turbocharger including a nozzle ring, wherein, referring to fig. 5, fig. 5 shows a schematic structural diagram of the control device for the variable-area turbocharger according to an embodiment of the present invention, and the control device comprises:
the acquisition module 10 is used for acquiring the current rotating speed and the target torque of the engine;
the first determining module 20 is configured to determine a current inflection point opening according to the current rotation speed; the current inflection point opening is a nozzle ring opening which aims at the current rotating speed and enables the supercharging pressure of the variable-section turbocharger to reach a maximum value;
the second determining module 30 is configured to determine a required opening of the nozzle ring according to the current rotation speed and the target torque;
a third determining module 40, configured to determine a target opening of the nozzle ring according to a larger value of the current inflection point opening and the required opening;
and the control module 50 is used for adjusting the opening of the nozzle ring to the target opening.
In the system of the embodiment of the invention, when the engine runs, the current rotating speed and the target torque of the engine are firstly obtained by the obtaining module 10; then, the first determining module 20 determines a current inflection point opening degree which is used for the current rotating speed and enables the boost pressure of the variable-section turbocharger to reach a maximum value according to the current rotating speed; the second determining module 30 determines the required opening of the nozzle ring according to the current rotating speed and the target torque, and the control module 50 adjusts the opening of the nozzle ring to be the larger value of the current inflection point opening and the required opening. The opening degree of the inflection point is used as the lower limit value of the opening degree of the nozzle ring under the corresponding rotating speed of the engine, when the torque demand of the engine changes, the opening degree of the nozzle ring is adjusted according to the required opening degree and the larger value in the corresponding current inflection point opening degree under the current vehicle speed, so that the opening degree of the nozzle ring is not lower than the current inflection point opening degree, the condition that the boost pressure cannot be established due to the fact that the pressure at the front end of the turbine of the supercharger rises suddenly can be avoided, the supercharger and the engine are effectively protected, and the service life of the supercharger and the engine are prolonged.
Optionally, in the control apparatus, the control module 50 includes:
the first acquisition unit is used for acquiring the current opening of the nozzle ring;
the first determining unit is used for determining the driving duty ratio and the driving direction of the nozzle ring according to the current opening and the target opening and through a proportional-calculus closed-loop adjusting algorithm;
and the first control unit is used for adjusting the opening of the nozzle ring to be the larger value of the current inflection point opening and the required opening according to the driving duty ratio and the driving direction.
Optionally, in the control apparatus, the control module 50 includes:
the second obtaining unit is used for obtaining the current opening of the nozzle ring when the current inflection point opening is smaller than the required opening;
the second determining unit is used for determining the driving duty ratio and the driving direction of the nozzle ring according to the current opening and the target opening and through a proportional-calculus closed-loop adjusting algorithm;
a second control unit configured to adjust the opening of the nozzle ring to the target opening according to the driving duty and the driving direction;
and the third control unit is used for adjusting the opening of the nozzle ring to the target opening when the current inflection point opening is larger than or equal to the required opening.
Optionally, in the control device, the vehicle stores a correspondence relationship between a rotation speed of the engine and an inflection point opening degree, the correspondence relationship indicating a nozzle ring opening degree at which a boost pressure of the variable geometry turbocharger reaches a maximum value at different rotation speeds of the engine; the first determining module 20 is specifically configured to determine a current inflection point opening according to the current rotation speed and the corresponding relationship.
Optionally, in the control device, in the correspondence relationship, the rotation speed is divided into a plurality of rotation speed sections according to a preset step length, and each rotation speed section corresponds to one inflection point opening degree.
It is a further object of the invention to propose a vehicle comprising an engine with a variable-area turbocharger comprising a nozzle ring, wherein the vehicle further comprises a control device of said variable-area turbocharger.
The vehicle and the control method and device of the variable-section turbocharger have the same advantages compared with the prior art, and the detailed description is omitted
Technical details and benefits regarding the above-described system and vehicle have been set forth in the above-described method and will not be described in detail herein.
In summary, according to the control method, the control device and the vehicle of the variable-section turbocharger provided by the application, when the engine runs, the current rotating speed and the target torque of the engine are firstly obtained; then according to the current rotating speed, determining the opening degree of a nozzle ring aiming at the current rotating speed and enabling the boost pressure of the variable-section turbocharger to reach the maximum value, and obtaining the opening degree of a current inflection point; and determining the required opening of the nozzle ring according to the current rotating speed and the target torque, taking the larger value of the current inflection point opening and the required opening as the target opening, and adjusting the opening of the nozzle ring according to the target opening. The opening degree of the inflection point is used as the lower limit value of the opening degree of the nozzle ring under the corresponding rotating speed of the engine, and when the torque demand of the engine changes, the opening degree of the nozzle ring is adjusted according to the required opening degree and the larger value in the current opening degree of the inflection point corresponding to the current vehicle speed, so that the opening degree of the nozzle ring is not lower than the current opening degree of the inflection point, the condition that the boost pressure cannot be established due to the fact that the pressure at the front end of the turbine of the supercharger rises suddenly can be avoided, the supercharger and the engine are effectively protected, and the service life of the supercharger and the engine are prolonged; in addition, the control process does not need to additionally add a device, and the manufacturing cost of the engine is not increased.
It is clear to those skilled in the art that, for convenience and brevity of description, the specific working processes of the above-described systems, apparatuses and units may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.
The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and all the changes or substitutions should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (8)
1. A control method of a variable-area turbocharger, applied to a vehicle including an engine having the variable-area turbocharger including a nozzle ring, characterized by comprising:
acquiring the current rotating speed and the target torque of the engine;
determining the opening degree of a current inflection point according to the current rotating speed; the current inflection point opening is a nozzle ring opening which aims at the current rotating speed and enables the supercharging pressure of the variable-section turbocharger to reach a maximum value;
determining the required opening degree of the nozzle ring according to the current rotating speed and the target torque;
determining a larger value of the current inflection point opening and the required opening as a target opening of the nozzle ring;
and adjusting the opening of the nozzle ring to the target opening.
2. The control method of claim 1, wherein the adjusting the opening of the nozzle ring to the target opening comprises:
acquiring the current opening of the nozzle ring;
when the current inflection point opening degree is smaller than the required opening degree, determining a driving duty ratio and a driving direction for the nozzle ring according to the current opening degree and the target opening degree and through a proportional-calculus closed-loop adjustment algorithm;
adjusting the opening of the nozzle ring to the target opening according to the driving duty ratio and the driving direction;
and when the opening degree of the current inflection point is greater than or equal to the required opening degree, adjusting the opening degree of the nozzle ring to the target opening degree.
3. The control method according to claim 1, wherein the vehicle stores a correspondence relationship between a rotation speed of the engine and an inflection point opening degree, the correspondence relationship indicating a nozzle ring opening degree at which a boost pressure of the variable-section turbocharger reaches a maximum value at different rotation speeds of the engine; the determining the current inflection point opening according to the current rotating speed comprises the following steps:
and determining the opening degree of the current inflection point according to the current rotating speed and the corresponding relation.
4. The control method according to claim 3, wherein in the correspondence relationship, the rotation speed is divided into a plurality of rotation speed intervals in a preset step size, and each rotation speed interval corresponds to one inflection point opening degree.
5. A control apparatus of a variable geometry turbocharger, applied to a vehicle including an engine having the variable geometry turbocharger including a nozzle ring, characterized by comprising:
the acquisition module is used for acquiring the current rotating speed and the target torque of the engine;
the first determining module is used for determining the opening degree of a current inflection point according to the current rotating speed; the current inflection point opening is a nozzle ring opening which aims at the current rotating speed and enables the supercharging pressure of the variable-section turbocharger to reach a maximum value;
the second determining module is used for determining the required opening of the nozzle ring according to the current rotating speed and the target torque;
the third determining module is used for determining the larger value of the current inflection point opening and the required opening as the target opening of the nozzle ring;
and the control module is used for adjusting the opening of the nozzle ring to the target opening.
6. The control device of claim 5, wherein the control module comprises:
the second obtaining unit is used for obtaining the current opening of the nozzle ring when the current inflection point opening is smaller than the required opening;
the second determining unit is used for determining the driving duty ratio and the driving direction of the nozzle ring according to the current opening and the target opening and through a proportional-calculus closed-loop adjusting algorithm;
a second control unit configured to adjust the opening of the nozzle ring to the target opening according to the driving duty and the driving direction;
and the third control unit is used for adjusting the opening of the nozzle ring to the target opening when the current inflection point opening is larger than or equal to the required opening.
7. The control apparatus according to claim 5, wherein the vehicle stores a correspondence relationship between a rotation speed of the engine and an inflection point opening degree, the correspondence relationship indicating a nozzle ring opening degree at which a boost pressure of the variable-section turbocharger reaches a maximum value at different rotation speeds of the engine; the first determining module is specifically configured to determine a current inflection point opening according to the current rotation speed and the corresponding relationship.
8. The control device according to claim 7, wherein the correspondence relationship is such that the rotation speed is divided into a plurality of rotation speed sections in a predetermined step, and each rotation speed section corresponds to one inflection point opening degree.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010210096.XA CN112392590B (en) | 2020-03-23 | 2020-03-23 | Control method and device for variable-section turbocharger and vehicle |
| PCT/CN2021/077508 WO2021190224A1 (en) | 2020-03-23 | 2021-02-23 | Control method and apparatus for variable geometry turbocharger and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010210096.XA CN112392590B (en) | 2020-03-23 | 2020-03-23 | Control method and device for variable-section turbocharger and vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112392590A CN112392590A (en) | 2021-02-23 |
| CN112392590B true CN112392590B (en) | 2022-05-06 |
Family
ID=74603810
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010210096.XA Active CN112392590B (en) | 2020-03-23 | 2020-03-23 | Control method and device for variable-section turbocharger and vehicle |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN112392590B (en) |
| WO (1) | WO2021190224A1 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114562342B (en) * | 2021-03-30 | 2023-06-30 | 长城汽车股份有限公司 | Method and system for determining opening degree of nozzle ring of variable-section turbocharger |
| CN114810337B (en) * | 2022-04-12 | 2023-04-18 | 潍柴动力股份有限公司 | Control method of supercharger and related device |
| CN116907727B (en) * | 2023-09-12 | 2024-01-12 | 潍柴动力股份有限公司 | Method and device for detecting fault of pressure sensor before vortex, vehicle and storage medium |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1374444A (en) * | 2002-04-19 | 2002-10-16 | 清华大学 | Variable nozzle turbocharging control method and system for vehicle engine |
| CN101387236A (en) * | 2008-11-03 | 2009-03-18 | 北京汽车研究总院有限公司 | Variable nozzle turbocharging control method and system |
| CN104454034A (en) * | 2014-12-12 | 2015-03-25 | 常州环能涡轮动力股份有限公司 | Fast-inserting type double-sealed variable nozzle turbocharger |
Family Cites Families (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3339197B2 (en) * | 1994-09-19 | 2002-10-28 | 日産自動車株式会社 | diesel engine |
| JP3090055B2 (en) * | 1996-08-06 | 2000-09-18 | トヨタ自動車株式会社 | Variable nozzle turbocharger |
| JP4706134B2 (en) * | 2001-06-15 | 2011-06-22 | トヨタ自動車株式会社 | Control device for internal combustion engine |
| JP3873742B2 (en) * | 2001-12-28 | 2007-01-24 | いすゞ自動車株式会社 | Control device for variable capacity turbocharger |
| JP2007040164A (en) * | 2005-08-02 | 2007-02-15 | Mazda Motor Corp | Control device for variable displacement supercharger |
| JP4215069B2 (en) * | 2006-04-26 | 2009-01-28 | トヨタ自動車株式会社 | Exhaust gas recirculation device for internal combustion engine |
| US8683799B2 (en) * | 2010-11-12 | 2014-04-01 | Toyota Jidosha Kabushiki Kaisha | Control device of turbocharger |
| JP5423780B2 (en) * | 2011-12-14 | 2014-02-19 | 株式会社豊田自動織機 | Variable capacity turbocharger flow rate adjustment method and variable capacity turbocharger |
| KR20170025072A (en) * | 2015-08-27 | 2017-03-08 | 현대위아 주식회사 | Variable vane assembly having cam and flexible vane |
| CN108825362B (en) * | 2018-08-21 | 2023-10-27 | 天津北方天力增压技术有限公司 | Integral double-vane set nozzle ring with variable geometric section |
-
2020
- 2020-03-23 CN CN202010210096.XA patent/CN112392590B/en active Active
-
2021
- 2021-02-23 WO PCT/CN2021/077508 patent/WO2021190224A1/en active Application Filing
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1374444A (en) * | 2002-04-19 | 2002-10-16 | 清华大学 | Variable nozzle turbocharging control method and system for vehicle engine |
| CN101387236A (en) * | 2008-11-03 | 2009-03-18 | 北京汽车研究总院有限公司 | Variable nozzle turbocharging control method and system |
| CN104454034A (en) * | 2014-12-12 | 2015-03-25 | 常州环能涡轮动力股份有限公司 | Fast-inserting type double-sealed variable nozzle turbocharger |
Also Published As
| Publication number | Publication date |
|---|---|
| CN112392590A (en) | 2021-02-23 |
| WO2021190224A1 (en) | 2021-09-30 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN112392590B (en) | Control method and device for variable-section turbocharger and vehicle | |
| JP4433051B2 (en) | Control device for internal combustion engine | |
| US7137253B2 (en) | Method and apparatus for actively turbocharging an engine | |
| JP5503673B2 (en) | Wastegate control system and method | |
| CN1840876A (en) | Control apparatus for internal combustion engine and control method for the same | |
| CN201802524U (en) | Air intake system of engine | |
| US8769949B2 (en) | Superturbocharger control systems | |
| US7487639B2 (en) | Method and control device for controlling a turbocharger having a turbine-side charging pressure control and a circulating-air valve | |
| JP2014047627A (en) | Waste gate valve controlling device for internal combustion engine | |
| CN107013318B (en) | Hybrid supercharging system, control method thereof and vehicle | |
| JP2016223380A (en) | Control device of internal combustion engine | |
| CN112664282B (en) | Control method for variable turbocharger | |
| CN107587947B (en) | Method and system for controlling vehicle supercharger | |
| JPS61116032A (en) | Method and device for operating internal combustion engine for automobile supercharged by exhaust-gas turbine supercharger | |
| JP2006342738A (en) | Control device for electric supercharger | |
| JP2007092622A (en) | Control device for internal combustion engine | |
| JP7486374B2 (en) | Method for protecting vehicle electrical machinery | |
| CN112031977A (en) | Control method for quickly warming engine | |
| JP2005106020A (en) | Controller for variable compression ratio engine | |
| CN106996339B (en) | Method and control device for operating a drive device | |
| US11480092B2 (en) | Cooling apparatus for turbocharged engine | |
| JP7026217B2 (en) | Control device and control method | |
| CN111219263B (en) | Method for determining supercharging feedforward control coefficient of exhaust gas turbine engine and storage medium | |
| CN110691900B (en) | Method and vehicle system using the same | |
| JP5631465B1 (en) | Electric supercharger control device and electric supercharger control method |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |