CN113027596B - Turbocharging system, control method, storage medium and automobile - Google Patents

Turbocharging system, control method, storage medium and automobile Download PDF

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Publication number
CN113027596B
CN113027596B CN202110456816.5A CN202110456816A CN113027596B CN 113027596 B CN113027596 B CN 113027596B CN 202110456816 A CN202110456816 A CN 202110456816A CN 113027596 B CN113027596 B CN 113027596B
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working condition
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pressure
strategy
air
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CN113027596A (en
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唐卫黎
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Pinyuan Power Technology Guangzhou Co ltd
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Pinyuan Power Technology Guangzhou Co ltd
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    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D27/00—Control, e.g. regulation, of pumps, pumping installations or pumping systems specially adapted for elastic fluids
    • F04D27/02—Surge control
    • 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

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  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Supercharger (AREA)

Abstract

The invention discloses a turbocharging system, a control method, a storage medium and an automobile, which are applied to a vehicle engine and comprise a controller, a turbocharger and an auxiliary device, wherein the auxiliary device comprises an auxiliary air inlet device and an auxiliary exhaust device; the auxiliary air inlet device comprises an air inlet bypass pipe and at least two pressure containers; the auxiliary exhaust device comprises an exhaust bypass pipe; one end of the air inlet bypass pipe is connected with an air inlet main pipe of a compressor of the turbocharger, and the other end of the air inlet bypass pipe is connected with an air inlet main pipe of a vehicle engine; the opening of each pressure container is connected with an air inlet main pipe of a vehicle engine; one end of the exhaust gas bypass pipe is connected with a turbine air inlet main pipe of the turbocharger, the other end of the exhaust gas bypass pipe is connected with a turbine rear exhaust pipe of the turbocharger, and the controller is configured with a specific control strategy. The turbocharging system, the control method, the storage medium and the automobile disclosed by the invention can effectively improve the matching problem of the engine and the turbocharger under various working conditions.

Description

Turbocharging system, control method, storage medium and automobile
Technical Field
The invention relates to the technical field of engines, in particular to a turbocharging system, a control method, a storage medium and an automobile.
Background
The core principle of the turbocharger is that the turbine in a turbine chamber is pushed by the inertia impulse force of exhaust gas exhausted by an engine, the turbine rotates at high speed and drives a coaxial impeller, and the impeller presses and feeds air sent by an air filter pipeline to be pressurized and sent to an air cylinder of the engine. Today, the turbo-charging technology is gradually becoming an important direction for the development of engine technology by virtue of the advantages of being able to reduce the size of the engine, increase the power of the engine and reduce the emission of harmful substances.
The engine adopting the turbocharging technology is different from a naturally aspirated engine in the aspect of through-flow characteristics, and the air intake matching problem is mainly reflected in the aspects of low air intake efficiency, poor transient working condition responsiveness and complex air intake matching under high working conditions when the engine rotates at a low speed.
Fig. 11 shows a compressor map for a turbocharger known to those skilled in the art. The graph is a two-dimensional coordinate graph of the outlet pressure ratio of the compressor and the outlet reduced mass flow of the compressor, and a surge line, a blockage line, a reduced equal rotation speed line, an equal efficiency line and a maximum rotation speed line are arranged in the graph. As can be seen from the folding equal-rotation speed line, when the flow of the compressor is increased under the same rotating speed of the compressor, the working point at the outlet of the compressor moves to the right along the equal-rotation speed line, and the pressure ratio of the compressor is reduced; when the compressor outlet flow increases to the choke line position, the compressor pressure ratio decreases dramatically, which is known as a choke phenomenon. When the flow of the compressor is reduced, the pressure ratio of the working condition point at the outlet of the compressor is increased, and when the flow is reduced to enable the working condition point at the outlet of the compressor to be positioned at a surge line, the surge phenomenon is easy to occur.
When the turbocharged engine runs at a low speed, the rotational speed of the turbocharger is low due to insufficient energy of exhaust gas, sufficient air cannot be pressed into the air compressor, the structure of the turbocharger can generate flow resistance to air inflow, and problems of negative pressure generated in the air inlet pipe, air flow speed and pressure fluctuation, insufficient inflation quantity of the air cylinder, large inflation quantity fluctuation and the like are easily caused, so that the output torque of the engine is low and unsmooth, and the fuel combustion efficiency is poor.
When the turbocharged engine is accelerated instantaneously, the air consumption of the engine is increased suddenly to reduce the pressure at the outlet of the air compressor, even a blocking phenomenon may occur, and the turbocharger has certain rotational inertia to cause that the air charging quantity and the output torque of the cylinder of the engine cannot be increased rapidly, which is a main factor causing a turbo lag effect.
When the vehicle decelerates, the reduction of the air consumption of the engine can cause the flow rate at the outlet of the compressor to be reduced and the pressure ratio to be increased, and the phenomenon of surging is easily caused when the flow rate is reduced to the position of a surging line.
Nowadays, in order to reduce the rotational inertia of the turbocharger, some turbochargers adopt the technical scheme of a small-section turbine, which causes the exhaust back pressure to be too high when the engine is at a high rotating speed, and exhaust gas needs to be discharged through an exhaust gas bypass to reduce the exhaust back pressure, thereby causing the high-working-condition performance of the turbocharger to be reduced. If a large-section turbine is adopted, the rotating speed of the supercharger linearly increases along with the increase of the energy of the exhaust gas, and the condition that the air pressure provided by the air compressor exceeds the design working condition of the engine can occur.
In the prior art, the improvement of a turbocharger by those skilled in the art mainly focuses on a scheme adopting a variable-section turbocharging technology and an electric auxiliary turbine scheme for regulating the speed of a transmission shaft of the turbocharger by using a motor, for the two schemes, the working position of a variable-section turbocharging device is in a high-temperature or ultra-high-temperature exhaust emission area, and the working position of the electric auxiliary turbine is in a high-rotation-speed turbine transmission shaft, so that the working environments of the two schemes are quite severe, the application conditions are greatly limited, and for a turbocharging system, the technical scheme which can be well matched under all working conditions is rarely adopted at present.
Disclosure of Invention
The invention provides a turbocharging system, a control method, a storage medium and an automobile, which can effectively overcome the defects of the prior art and improve the matching problem of an engine and a turbocharger under various working conditions.
In order to solve the technical problem, an embodiment of the present invention provides a turbocharging system, which is applied to a vehicle engine, and comprises a controller, and a turbocharger and an auxiliary device which are respectively controlled by the controller, wherein the auxiliary device comprises an auxiliary air intake device and an auxiliary exhaust device;
the auxiliary air inlet device comprises an air inlet bypass pipe and at least two pressure containers; the auxiliary exhaust device comprises an exhaust bypass pipe;
one end of the air inlet bypass pipe is connected with an air inlet main pipe of a compressor of the turbocharger, and the other end of the air inlet bypass pipe is connected with an air inlet main pipe of the vehicle engine; the opening of each pressure container is connected with an air inlet main pipe of the vehicle engine;
one end of the exhaust gas bypass pipe is connected with a turbine air inlet main pipe of the turbocharger, and the other end of the exhaust gas bypass pipe is connected with a turbine rear exhaust pipe of the turbocharger;
the controller is configured to:
constructing a working point curve on a reduced mass flow/pressure ratio mapping chart according to preset characteristic curve data of the turbocharger;
acquiring real-time operation parameters of the turbocharger;
substituting the real-time operation parameters into a preset working condition point position calculation formula to obtain the corresponding real-time working condition point position on the reduced mass flow/pressure ratio mapping chart;
analyzing the position and the running track of the real-time working condition point;
acquiring a regulation strategy corresponding to the position of the real-time working point based on the analysis result of the position relation between the position of the real-time working point on the reduced mass flow/pressure ratio mapping chart and the working point curve and the real-time working point running track;
and controlling the corresponding auxiliary device to carry out work adjustment according to the regulation and control strategy.
Preferably, the compressor of the turbocharger is a centrifugal compressor.
As one preferable scheme, an atmospheric pressure sensor and an atmospheric temperature sensor are arranged on the air inlet main pipe of the air compressor;
an air compressor outlet air flow and pressure sensor is arranged on an intercooler air inlet main pipe of the turbocharger;
an engine intake flow and pressure sensor is arranged on an intake main pipe of the vehicle engine;
a corresponding pressure sensor is arranged in each pressure container;
a throttle sensor is arranged in a throttle of the vehicle engine;
an intake manifold pressure sensor is arranged in an intake manifold of the vehicle engine;
the atmospheric pressure sensor, the atmospheric temperature sensor, the compressor outlet air flow and pressure sensor, the engine intake air flow and pressure sensor, the pressure sensor within each of the pressure vessels, the throttle sensor, the intake manifold pressure sensor are each communicatively interfaced with the controller.
As one preferable scheme, an air inlet bypass electromagnetic valve for controlling the opening degree of the air inlet bypass pipe is arranged on the air inlet bypass pipe;
the waste gas bypass pipe is provided with a waste gas bypass electromagnetic valve for controlling the opening of the waste gas bypass pipe;
the intake bypass solenoid valve and the exhaust bypass solenoid valve are respectively controlled by the controller.
As one preferable scheme, the number of the pressure vessels is two, and the two pressure vessels are respectively a first pressure vessel and a second pressure vessel.
As one preferable scheme, a first electromagnetic valve is arranged at the opening of the first pressure container, and a second electromagnetic valve is arranged at the opening of the second pressure container.
As one preferable scheme, independent drivers are arranged in the air inlet bypass electromagnetic valve, the exhaust gas bypass electromagnetic valve, the first electromagnetic valve and the second electromagnetic valve, and a control end of each independent driver is connected with the controller.
Preferably, the exhaust bypass pipe is provided with an exhaust turbine, and the exhaust turbine is connected with the rotary generator through a rotating shaft.
Preferably, the power supply terminal of the rotary generator is connected to a battery pack.
As one preferable scheme, the power supply device further comprises a voltage stabilizing circuit, and the voltage stabilizing circuit is arranged between the power supply end of the rotary generator and the battery pack.
As one of the preferable schemes, the real-time operation parameters at least include: compressor inlet air pressure, compressor inlet air temperature, compressor outlet air flow, and compressor outlet air pressure.
As one preferable scheme, the preset operating point position calculation formula comprises a reduced mass flow calculation formula and a pressure ratio calculation formula;
the reduced mass flow calculation formula is as follows:
Figure GDA0003312067960000041
wherein Q ismbnpIs reduced mass flow; qmbIs the compressor outlet air flow; pstdIs the pressure at standard atmospheric conditions; t isstdIs the temperature at standard atmospheric conditions; pcomInIs the compressor inlet air pressure; t iscomInIs the compressor inlet air temperature;
the pressure ratio calculation equation is:
πb＝Pb/Pa
wherein, pibIs the pressure ratio; pbIs the compressor outlet air pressure; paIs the compressor inlet air pressure.
As one preferable scheme, the operating point curve at least comprises: surge line, surge control line, critical line for boost condition, combined operation line and choke line.
As one preferable scheme, the control strategy at least comprises a low-rotation-speed working condition control strategy, a transient acceleration working condition control strategy, a transient deceleration working condition control strategy, a high-working condition control strategy and an ultrahigh-working condition control strategy.
As one of the preferable schemes, the obtaining of the control strategy corresponding to the real-time operating point position based on the analysis result of the real-time operating point position, the analysis result of the operating point trajectory, and the position relationship between the real-time operating point position and the reduced mass flow/pressure ratio map includes:
and when the position of the real-time working condition point is positioned at the lower side of the supercharging working condition critical line, the regulation and control strategy is the low-rotation-speed working condition regulation and control strategy.
As one of the preferable schemes, the controlling the corresponding auxiliary device to perform the work adjustment according to the regulation and control strategy specifically includes:
when the position of the real-time working condition point is located at the lower side of the supercharging working condition critical line to operate, the regulating strategy is the low-rotating-speed working condition regulating strategy, and the air inlet bypass pipe is controlled to be opened and used for mixed-mode air inlet of the vehicle engine;
and when the position of the real-time working condition point runs from the lower side of a supercharging working condition critical line to the upper side of the supercharging working condition critical line, the regulating strategy is the low-rotation-speed working condition regulating strategy, and the air inlet bypass pipe is controlled to be closed and used for the vehicle engine to enter a supercharging air inlet mode for air inlet.
As one of the preferable schemes, the obtaining of the control strategy corresponding to the real-time operating point position based on the analysis result of the real-time operating point position, the analysis result of the operating point trajectory, and the position relationship between the real-time operating point position and the reduced mass flow/pressure ratio map includes:
when the vehicle engine is in a supercharging air inlet mode, the position of the real-time working condition point is positioned on the right side of the combined operation line, and the real-time working condition point operation track operates towards the direction of a blocking line, the regulation strategy is the transient acceleration working condition regulation strategy.
As one of the preferable schemes, the controlling the corresponding auxiliary device to perform the work adjustment according to the regulation and control strategy specifically includes:
when the position of the real-time working condition point is positioned at the right side of the combined operation line and the real-time working condition point operation track operates towards the direction of a blocking line, the regulation strategy is the transient acceleration working condition regulation strategy, and the pressure container is controlled to be opened for air supplement of the vehicle engine;
and when the position of the real-time working condition point is close to the direction of the combined operation line, the regulating and controlling strategy is the transient acceleration working condition regulating and controlling strategy, and the pressure container is controlled to be closed at a preset frequency.
As one of the preferable schemes, the obtaining of the control strategy corresponding to the real-time operating point position based on the analysis result of the real-time operating point position, the analysis result of the operating point trajectory, and the position relationship between the real-time operating point position and the reduced mass flow/pressure ratio map includes:
when the vehicle engine is in a supercharging air inlet mode, the real-time working condition point position is located on the left side of the surge control line, and the real-time working condition point running track runs towards the direction of the surge line, the regulating strategy is the transient deceleration working condition regulating strategy;
and when the position of the real-time working condition point is close to the right side of the surge control line, the regulating and controlling strategy is the transient deceleration working condition regulating and controlling strategy.
As one of the preferable schemes, the controlling the corresponding auxiliary device to perform the work adjustment according to the regulation and control strategy specifically includes:
when the vehicle engine is in a supercharging air inlet mode, the real-time working condition point position is located on the left side of the surge control line, and the real-time working condition point running track runs towards the direction of the surge line, the regulating strategy is the transient deceleration working condition regulating strategy;
if the pressure container has the gas storage capacity, the pressure container is controlled to be opened for gas storage;
if the pressure container has no gas storage capacity, controlling the opening of the gas inlet bypass electromagnetic valve for pressure relief;
and when the real-time working condition point position is positioned on the right side of the surge control line, the regulating and controlling strategy is the transient deceleration working condition regulating and controlling strategy, and the pressure container is controlled to be closed.
As one of the preferable schemes, the obtaining of the control strategy corresponding to the real-time operating point position based on the analysis result of the real-time operating point position, the analysis result of the operating point trajectory, and the position relationship between the real-time operating point position and the reduced mass flow/pressure ratio map includes:
and when the position of the real-time working condition point is located in a high working condition area, the regulation and control strategy is the high working condition regulation and control strategy.
As one of the preferable schemes, the controlling the corresponding auxiliary device to perform the work adjustment according to the regulation and control strategy specifically includes:
and when the position of the real-time working condition point is located in a high working condition area, the regulation strategy is the high working condition regulation strategy, and the pressure container is controlled to be opened so as to stabilize the pressure rise of the gas inlet main pipe of the gas compressor of the turbocharger and store gas.
As one of the preferable schemes, the obtaining of the control strategy corresponding to the real-time operating point position based on the analysis result of the real-time operating point position, the analysis result of the operating point trajectory, and the position relationship between the real-time operating point position and the reduced mass flow/pressure ratio map includes:
and when the position of the real-time working condition point is positioned in an ultrahigh working condition area and is close to the combined operation line, the regulation and control strategy is the ultrahigh working condition regulation and control strategy.
As one of the preferable schemes, the controlling the corresponding auxiliary device to perform the work adjustment according to the regulation and control strategy specifically includes:
and when the position of the real-time working condition point is positioned in an ultrahigh working condition area and is close to the combined operation line, the regulation strategy is the ultrahigh working condition regulation strategy, and the waste gas bypass electromagnetic valve is controlled to be opened for exhausting.
Another embodiment of the present invention provides a control method of a turbocharging system, which is implemented based on the turbocharging system described above, and the control method includes:
constructing a working condition point curve on a reduced mass flow/pressure ratio mapping chart according to the preset characteristic data of the turbocharger;
acquiring real-time operation parameters of the turbocharger;
substituting the real-time operation parameters into a preset working condition point position calculation formula to obtain the corresponding real-time working condition point position on the reduced mass flow/pressure ratio mapping chart;
analyzing the position and the running track of the real-time working condition point;
acquiring a regulation strategy corresponding to the position of the real-time working point based on the analysis result of the position relation between the position of the real-time working point on the reduced mass flow/pressure ratio mapping chart and the working point curve and the real-time working point running track;
and controlling the corresponding auxiliary device to carry out work adjustment according to the regulation and control strategy.
Yet another embodiment of the present invention provides a computer-readable storage medium including a stored computer program, wherein the computer program, when executed, controls an apparatus in which the computer-readable storage medium is located to perform the control method of the turbocharging system as described above.
Yet another embodiment of the present invention provides an automobile including a turbocharger system as described above.
Compared with the prior art, the embodiment of the invention has the beneficial effects that at least one of the following components is adopted: the auxiliary air inlet device and the auxiliary exhaust device with specific structures are constructed at the corresponding parts of the turbocharger and are matched with the turbocharger to jointly form a turbocharging system, and a relevant control strategy of a controller for controlling the turbocharging system, for example, a regulation and control strategy of the low-speed working condition of the engine has the advantages that more air inlet amount can be provided when the engine rotates at a low speed, the air flow fluctuation is small, the low-speed torque and the fuel oil combustion efficiency of the engine can be improved, and the time for entering a supercharging air inlet mode is shortened. The transient acceleration working condition regulation strategy has the advantages that the working condition of the gas compressor can be rapidly improved, the turbo lag effect is eliminated, and the driving experience is improved. The transient deceleration working condition regulation and control strategy has the advantages that redundant compressed air can be stored as much as possible, the surge margin of the air compressor is increased, and the surge is avoided. The high-working-condition regulation strategy has the advantages that the pressure fluctuation amplitude in the air inlet main pipe can be stabilized under high working conditions, and the driving smoothness is improved. The control strategy for the ultrahigh working condition has the advantages of avoiding overspeed of the turbocharger and avoiding the engine from running in the ultrahigh working condition. Through the mode, all key operation parameters of the turbocharger are obtained in real time to form combined operation monitoring of the engine and the turbocharger, and then the relevant construction of the turbocharger system can be correspondingly controlled under various working conditions to adjust the working condition of the turbocharger, so that the problems of low-speed torque of the engine, transient working condition matching of the engine and the turbocharger and high-working-condition air inlet matching are solved.
Drawings
FIG. 1 is a schematic block diagram of a turbocharger system in one embodiment of the present invention;
FIG. 2 is a diagram of a related structure of a controller according to an embodiment of the invention;
FIG. 3 is a graph illustrating exemplary data required for a combined engine and turbocharger system operation in one embodiment of the present invention;
FIG. 4 is a flow chart of a method of controlling a turbocharger system in one embodiment of the present invention;
FIG. 5 is a schematic flow chart of the operation of a turbocharging system in one embodiment of the present invention;
FIG. 6 is an exemplary illustration of an all-condition monitoring of a turbocharger system in one embodiment of the present invention;
FIG. 7 is a graphical illustration of the change in flow through the various conduits under a regulation strategy at low engine speeds in one embodiment of the present invention;
FIG. 8 is a graphical illustration of changes in duct flow for a boost mode transient acceleration condition employing a modulation strategy in one embodiment of the present invention;
FIG. 9 is an exemplary graph of pipeline flow changes for a transient deceleration condition regulation strategy in one embodiment of the present disclosure;
FIG. 10 is an exemplary graph of pipe flow variation for a high-condition regulation strategy in one embodiment of the present invention;
FIG. 11 is a compressor map of a turbocharger known to those skilled in the art;
FIG. 12 is a schematic view of an improved arrangement of an exhaust gas turbine in one embodiment of the present invention;
wherein, 1, an engine; 10. an air intake device; 11. a main air inlet pipeline; 12. an air inlet main pipe of the air compressor; 13. an intercooler air inlet main pipe; 14. an engine intake main; 15. an intake bypass conduit; 16. a throttle valve; 17. an intake manifold; 18. an air cleaner; 19. an intercooler; 20. a pressure vessel; 21. a first air pressure vessel; 22. a second air pressure vessel; 30. an exhaust device; 32. an exhaust gas exhaust manifold; 33. an exhaust pipe; 34. an exhaust gas bypass pipe; 35. a turbine rear exhaust duct; 41. an intake bypass solenoid valve; 42. a first air pressure vessel solenoid valve; 43. a second air pressure vessel solenoid valve; 44. an exhaust gas bypass solenoid valve; 51. an atmospheric pressure sensor; 52. an atmospheric temperature sensor; 53. a gas compressor outlet air flow and pressure sensor; 54. engine intake flow and pressure sensors; 55. a first air pressure vessel pressure sensor; 56. a second air pressure vessel pressure sensor; 57. a throttle position sensor; 58. an intake manifold pressure sensor; 71. a secondary exhaust gas turbine volute; 72. a secondary exhaust gas turbine; 73. a rotating electric machine; 74. a voltage stabilizing circuit; 75. a battery pack; 90. a turbocharger; 91. a compressor; 92. a compressor volute; 93. an exhaust gas turbine; 94. an exhaust gas turbine volute; 95. a drive shaft; 101. a controller; 102. a base data unit; 103. an analog/digital signal acquisition unit; 104. a CAN communication unit; 105. and an execution unit.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present application, the terms "first", "second", "third", etc. are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implying any number of technical features indicated. Thus, features defined as "first," "second," "third," etc. may explicitly or implicitly include one or more of the features. In the description of the present application, "a plurality" means two or more unless otherwise specified.
In the description of the present application, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood in a specific case by those of ordinary skill in the art.
In the description of the present application, it is to be noted that, unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used in the description of the invention herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention, as those skilled in the art will recognize the specific meaning of the terms used in the present application in a particular context.
An embodiment of the present invention provides a turbocharger system, specifically, refer to fig. 1, fig. 1 is a schematic structural diagram of the turbocharger system in one embodiment of the present invention, specifically, refer to fig. 2, fig. 2 is a schematic structural diagram related to a controller in one embodiment of the present invention, specifically, refer to fig. 3, fig. 3 is an exemplary diagram of basic data required by a combined operating environment of the turbocharger system and an engine in one embodiment of the present invention, specifically, refer to fig. 4, fig. 4 is a flowchart of a control method of the turbocharger system in one embodiment of the present invention, specifically, refer to fig. 5, fig. 5 is a schematic working flow diagram of the turbocharger system in one embodiment of the present invention, specifically, refer to fig. 6, fig. 6 is an exemplary diagram of monitoring an all-operating condition of the turbocharger system in one embodiment of the present invention, specifically, referring to fig. 7, fig. 7 is a diagram illustrating an exemplary flow change of each pipeline under the low speed condition of the engine according to the present invention, specifically, referring to fig. 8, fig. 8 is a graph illustrating exemplary changes in duct flow for a boost mode transient acceleration condition employing a modulation strategy in accordance with one embodiment of the present invention, and in particular, with reference to fig. 9, fig. 9 is a diagram illustrating exemplary changes in pipeline flow for a transient deceleration condition regulation strategy according to an embodiment of the present invention, and in particular, with reference to fig. 10, fig. 10 is a diagram illustrating an exemplary variation in the flow rate of each pipe of a high-condition regulation strategy in one embodiment of the present invention, and in particular, with reference to fig. 11, fig. 11 is a graph of a prior art compressor characteristic of the present invention, and in particular, with reference to fig. 12, FIG. 12 is a schematic view of an improved configuration of an exhaust gas turbine in one embodiment of the present invention.
For the sake of understanding, the following detailed description is made on the structure of the turbocharger system, and it should be noted that the structure of the turbocharger system in this embodiment is only a preferred embodiment, and any modification and decoration of the structure of the turbocharger system in the present invention are within the protection scope of the present invention without departing from the principle of the present invention.
In this embodiment, the structure of the conventional turbocharger does not need to be modified, and the selection of the relevant components of the turbocharger, such as the compressor C, the turbine T, the transmission shaft and the relevant bearings, the compressor volute, the exhaust turbine volute and the like, needs to be combined with specific vehicle models and product design requirements, and is not described herein again.
In the present embodiment, the turbocharger system includes a turbocharger 90, an intake device 10, an exhaust device 30, and a controller 101 (the controller 101 is not shown in fig. 1), and the entire turbocharger system is connected to the engine body 1 through the intake manifold 17 and the exhaust manifold 32. In the figure, the direction of arrows indicates the flow direction of air.
The turbocharger 90 includes a compressor 91, a compressor volute 92, an exhaust turbine 93, an exhaust turbine volute 94, and a drive shaft 95 connecting the centrifugal compressor 91 and the exhaust turbine 93.
The air intake device 10 comprises an intake main pipe 11 and an auxiliary air intake device, the auxiliary air intake device comprises an intake bypass pipe 15 and a pressure vessel 20, and preferably, an air cleaner 18 and an intercooler 19 are mounted on the intake main pipe 11 and correspondingly connected with a compressor 91 of a turbocharger. The main intake air duct 11 is the main passage of the engine intake air, and air flows in the main intake air duct 11 in one direction as indicated by the arrows in fig. 1. The air inlet main pipe 11 can be subdivided into three sections, namely an air compressor air inlet main pipe 12, an intercooler air inlet main pipe 13 and an engine air inlet main pipe 14; one end of the compressor air inlet main pipe 12 is connected with the air filter 18, and the other end is connected with an air inlet of the compressor volute 92; one end of the intercooler air inlet main pipe 13 is connected with a compressed air outlet of the compressor volute 92, and the other end of the intercooler air inlet main pipe is connected with a compressed air inlet of the intercooler 19; the engine intake main pipe 14 is connected at one end to a compressed air outlet of an intercooler 19 and at the other end to an inlet of a throttle valve 16 (it should be noted that not all engines are provided with throttle valves, and the present embodiment is described with respect to a throttled engine). The air pressure and temperature in the intake main pipe 12 are substantially the same as those in the atmospheric environment. The air is compressed by the compressor 91 and then enters the intercooler air inlet main pipe 13, the temperature is greatly increased, and the pressure is increased. The air cooled by the intercooler 19 enters the engine intake main pipe 14, and the air temperature is reduced and the air density is increased.
The following describes a main improvement point auxiliary air intake device of an embodiment of the present invention: the auxiliary air inlet device comprises an air inlet bypass pipe 15 and a pressure container 20, wherein one end of the air inlet bypass pipe 15 is connected with the compressor air inlet main pipe 12, the connection position is close to the vicinity of the air inlet of the compressor volute 92, and the other end of the air inlet bypass pipe is connected with the engine air inlet main pipe 14; an opening controllable solenoid valve 41 is mounted on the intake bypass pipe 15. The intake bypass 15 functions as intake air or exhaust air in different application scenarios, so the flow direction of the air in the intake bypass 15 is indicated by a double-headed arrow.
The working mode and principle of the intake bypass pipe 15 are as follows:
the air flow resistance of an air inlet passage of the naturally aspirated engine is small, the air flow speed of air is accelerated by fully utilizing the pressure difference between the inside and the outside of the cylinder generated by acting of the air inlet stroke of the piston, namely the total pressure and the dynamic pressure head of the air are increased, the dynamic pressure head can generate a certain supercharging effect in the cylinder by stamping to increase the charging amount of the cylinder, the higher the air flow speed is, the larger the supercharging effect and the charging amount of the cylinder are, and the reason that the power output of the naturally aspirated engine is linear is also considered; the air inlet structure of the turbocharger engine and the rotation of the compressor can generate large air flow resistance, and the characteristic of natural air suction cannot be fully utilized.
When the engine is in a low rotating speed, the rotating speed of the turbocharger is low due to low exhaust gas quantity, the air quantity at the outlet of the compressor is insufficient, negative pressure is generated in the air inlet main pipe and the air inlet manifold due to the air inlet stroke of the piston, at the moment, the air inlet bypass electromagnetic valve 41 is opened, the air inlet bypass pipe 15 can play a role of a natural air inlet channel, air flows into the engine air inlet main pipe 14 from the air inlet main pipe 12 of the compressor through the air inlet bypass pipe 15, at the moment, fresh air enters from two runners of the compressor and the air inlet bypass pipe, and the mode is called a mixed air inlet mode; when the working condition point of the outlet of the compressor reaches a certain condition (the condition is described in the subsequent control strategy part), the air inlet bypass electromagnetic valve 41 can be closed to enter a supercharging air inlet mode; therefore, negative pressure can be eliminated, the pressure difference between the inside and the outside of the cylinder generated by the air inlet stroke of the piston is fully utilized to accelerate the flow rate of air so as to improve the air charging quantity of the cylinder of the engine, the air charging quantity is increased, the energy of waste gas is increased, the speed of the turbine is accelerated, and the effects of improving torque and shortening the time of the engine entering a turbocharging air inlet mode are achieved.
When the rotating speed of the engine is reduced to cause that the air consumption of the engine is smaller than the air flow of the outlet of the compressor, the pressure of the outlet of the compressor is increased, the flow of the outlet is reduced, and the surge phenomenon easily occurs, the air inlet bypass pipe 15 can play a role of a pressure relief channel after the electromagnetic valve 41 is opened, air flows into the air inlet main pipe 12 of the compressor from the air inlet main pipe 14 of the engine through the air inlet bypass pipe 15, the control process is called pressure relief action, the load and the pressure of the outlet of the compressor are reduced, the rotating speed of the compressor is favorably maintained, and the surge is avoided.
As for the pressure vessels 20, the number thereof is at least two, and in the present embodiment, the first air pressure vessel 21 and the second air pressure vessel 22 are provided, each of which is provided with a pipe connected to the engine intake main pipe 14, and the first air pressure vessel solenoid valve 42 and the second air pressure vessel solenoid valve 43 are mounted on the connecting pipes, respectively. Each pressure vessel may share an interface pipe with the intake bypass pipe 15 to the engine intake main 14, or may be connected to the intake main 14 using a separate connection pipe.
The working mode and principle of the air pressure container 20 are as follows:
when any one of the air pressure containers 20 is smaller than the pressure in the engine air inlet main pipe 14, the air storage function is achieved; when the air consumption of the engine is smaller than the outlet flow of the compressor, the outlet air pressure of the compressor is increased and the outlet air flow is reduced, so that the surge phenomenon is easily caused, and the air can flow into the pressure container from the main engine air inlet pipe 14 by opening the electromagnetic valve for controlling the through-flow pipeline so as to shunt and store the air in the main engine air inlet pipe 14 and stabilize the pressure in the main engine air inlet pipe 14 and the main compressor outlet air inlet pipe 13; this control process is called gas storage. The air storage action can increase the surge margin of the air compressor, reduce the pressure relief opportunity by using the air inlet bypass pipe, and maximally store the air energy, so that the air storage device is suitable for the scene of continuously reducing the air consumption of the engine.
When any one of the air pressure containers 20 is higher than the pressure in the engine air inlet main pipe 14, the air replenishing function is realized, the air can flow into the engine air inlet main pipe 14 from the pressure container by opening the electromagnetic valve for controlling the through-flow pipeline of the air pressure container so as to increase the air flow, and the electromagnetic valve is closed when the internal pressure of the pressure container is reduced and approaches the pressure in the air inlet main pipe 14, wherein the control process is called air replenishing action; the air supplementing action can improve the response of engine transient acceleration, is beneficial to eliminating the turbo lag effect, and is suitable for being applied to the scene of engine transient acceleration.
When the pressure in any air pressure container 20 is equal to the pressure in the engine air inlet main pipe 14, the electromagnetic valve for controlling the through-flow pipeline of the air pressure container is opened, so that the functions of automatic air supply and automatic air storage are achieved; when the rotating speed of the engine is increased instantaneously, the air consumption of the engine is increased to cause the air pressure in the air inlet main pipe 14 of the engine to be reduced instantaneously, and the air automatically flows into the air inlet main pipe 14 of the engine from the pressure container to supplement air; when the rotating speed of the engine is instantaneously reduced, the air consumption of the engine is reduced to cause the pressure in the air inlet main pipe 14 of the engine to be increased, and the air automatically flows into the pressure container from the air inlet main pipe 14 to be stored; the method is suitable for being applied to the high-working-condition scene of the turbocharger.
In addition, the number of the pressure vessels is preferably two, and two pressure vessels have the advantage that the regulation and control of the air intake of the turbocharging system can be independently and specifically controlled, for example, when the pressure in one pressure vessel is reduced due to the air supply to the air intake main pipe of the engine, the pressure vessel has the capacity of storing air when the pressure in the air intake main pipe of the engine is increased to be greater than the pressure in the air intake main pipe of the engine, the pressure vessel can be controlled to store air under proper conditions, and meanwhile, the other pressure vessel still has the capacity of supplying air; of course, the number of the pressure vessels can be set to be one, and the technical effects of the invention can be realized within the protection scope of the invention; in this case, the construction of a pressure vessel of 1 number is determined by the specific design requirements and can be provided in two or more chambers, while matching the individual inlet/outlet channel lines/openings.
It should be noted that the pressure container refers to a closed device that contains gas or liquid and bears a certain pressure, and in this embodiment, the pressure container is mainly directed to gas (also referred to as an air pressure container herein). The pressure vessel and the air inlet bypass pipe can share an interface pipeline connected with an air inlet main pipe of the engine, the pressure vessel can also be provided with an independent pipeline connected with the air inlet main pipe of the engine, and the air inlet bypass pipe and the pressure vessel are logically not through-flow, namely when the electromagnetic valve of the pressure vessel is opened, the air inlet bypass electromagnetic valve is necessarily in a closed state, and when the electromagnetic valve of the air inlet bypass is opened, the battery valve of the pressure vessel is necessarily in a closed state.
It will be appreciated that the air flowing into the intake main from either the intake bypass or the pressure vessel does not require intercooler cooling and can be provided directly for use by the engine, and that the bypass and pressure vessel interface with the intake main is located in the engine intake main 14 after the intercooler air outlet to facilitate reduced air flow resistance and faster supplemental air flow into the engine cylinders.
As for the turbocharger compressor, three basic types of axial flow, centrifugal and hybrid are generally included, and in the present embodiment, a centrifugal compressor is selected.
As for the auxiliary exhaust, it includes an exhaust bypass pipe 34, the exhaust gas enters the exhaust pipe 33 through the exhaust manifold 32, and the exhaust pipe 33 is connected to the inlet of the turbine volute 94. After entering the turbine volute 94, the exhaust gas pushes the turbine 93 to rotate, and the turbine 93 drives the compressor 91 to rotate through the rotating shaft 95. The exhaust gas is exhausted through the turbine rear exhaust pipe 35 after passing through the turbine, one end of the turbine rear exhaust pipe 35 is connected with an outlet of the turbine volute 94, the other end of the turbine rear exhaust pipe is connected with a post-treatment device, and the exhaust gas is exhausted to the atmosphere through the post-treatment device; an exhaust bypass pipe 34 is connected to the exhaust pipe 33, and an exhaust bypass solenoid valve 44 is attached to the exhaust bypass pipe 34 and connected to the turbine rear exhaust pipe 35.
In the embodiment, an atmospheric pressure sensor 51 and an atmospheric temperature sensor 52 are arranged on the compressor air inlet main pipe; an air compressor outlet air flow and pressure sensor 53 is arranged on an intercooler air inlet main pipe of the turbocharger; an engine intake flow and pressure sensor 54 is arranged on an intake main pipe of the vehicle engine; a corresponding pressure sensor is arranged in each pressure container (in the embodiment, a first air pressure container pressure sensor 55 is arranged in the first air pressure container, and a second air pressure container pressure sensor 56 is arranged in the second air pressure container); a throttle sensor 57 is provided in the throttle valve of the vehicle engine; an intake manifold pressure sensor 58 is arranged in an intake manifold of the vehicle engine; as shown in fig. 2, the barometric pressure sensor 51, the barometric temperature sensor 52, the compressor outlet air flow and pressure sensor 53, the engine intake air flow and pressure sensor 54, each of the pressure sensors (including 55 and 56), the throttle sensor 57, and the intake manifold pressure sensor 58 are communicatively interfaced with the controller 101, respectively.
An atmospheric pressure sensor 51 and an atmospheric temperature sensor 52 may be installed at a position of the compressor inlet main intake pipe 11 near the air cleaner 18. The atmospheric pressure sensor 51 is for measuring the pressure of the atmosphere, and the pressure detection value generated by it is defined as the atmospheric pressure P51. The atmospheric temperature sensor 52 measures the temperature of the atmosphere, the product of whichThe raw temperature detection value is defined as the atmospheric temperature T52. The compressor outlet air flow and pressure sensor 53 is used for measuring the mass flow and the pressure of the outlet air of the compressor volute 92, and can be a sensor for integrally measuring the mass flow and the pressure of the air or an independent mass flow sensor and an independent pressure sensor; a compressor outlet mass flow and pressure sensor 53 is arranged on the compressor outlet air inlet main pipe 12 at a position close to the air outlet of the compressor volute 92, and the generated air mass flow detection value is defined as the compressor outlet air flow Q53The air pressure detection value is defined as the outlet air pressure P of the compressor53. The engine intake air flow and pressure sensor 54 is used for measuring the mass flow and pressure of the air actually flowing into the intake manifold, and may be an integrated sensor or two independent sensors, and is installed at a position close to the throttle valve on the intake main pipe 12, and the detected value of the mass flow of the air generated by the sensor is defined as the engine intake air mass flow Q54The air pressure detection value generated by the method is defined as the engine intake pressure P54. A pressure sensor 55 is provided on the first air pressure container 21 for measuring the air pressure inside the first air pressure container 21, and the resulting pressure detection value thereof is defined as the first air pressure container pressure P55. A pressure sensor 56 is provided on the second air pressure container 22 for measuring the air pressure inside the second air pressure container 22, and the resulting pressure detection value thereof is defined as the second air pressure container pressure P56. The detection value generated by the throttle position sensor 57 is defined as throttle position a57. An intake manifold pressure sensor 58 is provided on the intake manifold, and generates a pressure detection value defined as an intake manifold pressure P58。
It should be noted that the above related sensors may be directly connected to the corresponding controller of the turbocharger system through a wire harness, or may be connected to other ECUs (electronic control units), and the sensor data is sent to the controller of the turbocharger system in real time through a CAN bus.
It will be appreciated that the purpose of the compressor outlet air flow and pressure sensor 53 is to detect the operating point of the compressor outlet. The engine intake air flow and pressure sensor 54 measurements reflect the actual mass air flow and pressure provided to the engine by the entire intake device.
In the above embodiment, the intake bypass pipe is provided with the intake bypass electromagnetic valve 41 for controlling the opening degree of the intake bypass pipe; an exhaust gas bypass electromagnetic valve 44 for controlling the opening of the exhaust gas bypass pipe is arranged on the exhaust gas bypass pipe; the intake bypass solenoid valve 41 and the exhaust bypass solenoid valve 44 are respectively controlled by the controller 101; a first air pressure container electromagnetic valve 42 is arranged at the opening of the first pressure container, and a second air pressure container electromagnetic valve 43 is arranged at the opening of the second pressure container.
Furthermore, independent drivers are arranged in the air inlet bypass electromagnetic valve, the exhaust gas bypass electromagnetic valve, the first electromagnetic valve and the second electromagnetic valve, and the control end of each independent driver is connected with the controller. Preferably, each driver is connected with the controller through a wire harness, and the controller controls the opening degree of the electromagnetic valve through an electric control signal.
Preferably, in order to utilize the kinetic energy of the exhaust gas discharged from the vehicle more reasonably, in the embodiment of the present invention, as shown in fig. 11, the exhaust bypass pipe is further provided with a secondary exhaust turbine 72 (provided with a secondary exhaust turbine volute 71), and the secondary exhaust turbine is connected with a rotary generator 73 through a rotating shaft. The kinetic energy of the exhaust gas is used to drive the rotating shaft in the auxiliary exhaust turbine 72 to rotate, and then the kinetic energy is converted into electric energy by the rotating electric machine 73, thereby improving the utilization rate of the exhaust gas of the vehicle.
The kinetic energy generated by the rotating electrical machine 73 can be stored in the corresponding battery pack 75 for the vehicle to be used from time to time, or the generated electrical energy can be directly transmitted to the relevant electric components of the vehicle, depending on the actual vehicle type and design requirements. In addition, in order to reasonably manage the part of the electric energy stored in the battery, it is preferable that a constant voltage circuit 74 is further provided, and the constant voltage circuit 74 is provided between the power supply terminal of the rotary generator 73 and the battery pack 75 for performing a constant voltage protection on the generated electric energy.
Specifically, please refer to fig. 2, fig. 2 is a schematic diagram of a related structure of a controller in this embodiment, it should be noted that, in order to implement a related control strategy of the following controller 101, a whole automobile needs to combine different corresponding functions, for example, analog-to-digital acquisition, conversion, communication, execution, and the like, preferably, in fig. 2, in addition to the controller 101, a basic data unit 102, an analog/digital signal acquisition unit 103, a CAN communication unit 104, an execution unit 105, and the like are further provided.
Regarding the controller 101 in the present embodiment, it is configured to:
constructing a working point curve on a reduced mass flow/pressure ratio mapping chart according to preset characteristic curve data of the turbocharger;
acquiring real-time operation parameters of the turbocharger;
substituting the real-time operation parameters into a preset working condition point position calculation formula to obtain the corresponding real-time working condition point position on the reduced mass flow/pressure ratio mapping chart;
analyzing the position and the running track of the real-time working point;
acquiring a regulation strategy corresponding to the position of the real-time working point based on the analysis result of the position relation between the position of the real-time working point on the reduced mass flow/pressure ratio mapping chart and the working point curve and the real-time working point running track;
and controlling the corresponding auxiliary device to carry out work adjustment according to the regulation and control strategy.
In the present embodiment, the controller 101 is a microcomputer module having a CPU (central processing unit), a nonvolatile storage medium (ROM, EPROM, etc.), a memory (RAM, SDRAM, etc.), and it is understood that, in addition to the controller of the turbo charging system, the present embodiment is further provided with a basic data unit 102, an analog/digital signal acquisition unit 103, a CAN communication unit 104, and an execution unit 105 to implement corresponding functions. The controller comprises a computer program which is stored in a nonvolatile storage medium in advance and is interpreted and executed by the CPU, the sensor information is received through the analog/digital signal acquisition unit 103 or through the CAN bus network, and the controller CAN also be communicated with other engine control systems through the CAN communication unit 104 from the CAN bus network to acquire information such as the rotating speed of the engine, a deceleration fuel cut signal, the position of an accelerator pedal, torque and the like. The controller also stores compressor operating region basic data 102, and the basic data unit 102 comprises compressor basic data and system parameters which are stored in a nonvolatile storage medium.
In the present embodiment, the controller is configured to execute the above-mentioned control strategy to correspondingly control the turbocharger system, and the turbocharger system is applied to the vehicle engine, and based on the relevant data, the corresponding components are controlled to perform the operation adjustment, so as to make the engine operating condition of the vehicle meet the preset condition, specifically, referring to fig. 3, fig. 3 is an exemplary diagram illustrating basic data required by the combined operating environment of the turbocharger system and the engine in one embodiment of the present invention, and the relevant positions of a surge line B1, a surge control line B2, a boost condition critical line B3, a combined operating line B4, a choke line B5, a high operating condition critical point CP1 and an ultra-high operating condition critical point CP2 are shown.
The compressor base data (i.e., characteristic curve data) includes at least data for surge line B1, surge control line B2, boost condition critical line B3, combined operating line B4, and choke line B5. Each set of data consists of a series of working condition points of the compressor, and the data structure of each working condition point is the corresponding relation data of the pressure ratio and the air reduced mass flow. The pressure ratio equation is: pib＝Pb/PaWherein, isbIs the pressure ratio; pbFor the outlet pressure of the compressor volute of the turbocharger, the outlet pressure P of the compressor is corresponded in the embodiment53；PaFor turbocharger compressor inlet pressure, corresponding to atmospheric pressure P in this embodiment51. The air is converted into air under non-standard atmospheric conditionThe air flow is converted into the air flow under the standard atmospheric condition. Formula for calculating air reduced mass flow:
Figure GDA0003312067960000181
wherein Q ismbnpMass flow is reduced for air at the outlet of the compressor 91; qmbIs the actual air flow at the outlet of the compressor 91; pstdIs the pressure at standard atmospheric conditions; t isstdIs the temperature in the normal atmospheric state, the pressure P in the normal atmospheric statestdAnd temperature T at standard atmospheric conditionsstdAre all known data; in this embodiment, PcomInIs the absolute pressure of air at the inlet of the compressor, corresponding to the atmospheric pressure P51；TcomInIs the absolute temperature of the air at the inlet of the compressor, corresponding to the atmospheric temperature T52. It is emphasized that all the data on the flow in the compressor base data need to be converted into reduced mass flow according to the above formula.
The surge boundary line B1 and the blockage line B5 are characteristic data unique to the turbocharger compressor, reflect the operation boundary of the compressor, and are derived from actual test calibration values of the turbocharger by a manufacturer.
Surge control line B2 must be on the right side of the surge line to prevent the onset of surge. The data for surge control line B2 may be combined from the minimum load characteristic and the outer characteristic of the turbocharger operating in conjunction with the engine; it can also be set by adding a certain threshold value on the basis of surge line data.
It should be noted that the supercharging condition threshold line B3 may be calibrated by using a reduced equal rotational speed line data to indicate the threshold line for the turbocharger to enter the supercharging intake mode. When the outlet working condition point of the compressor is positioned above a supercharging working condition critical line B3, a supercharging air inlet mode can be entered; and when the outlet working condition point of the compressor is positioned below the supercharging working condition critical line B3, the mixed air inlet mode can be entered. The equal rotating speed line is a characteristic curve of the compressor, and is judged through an outlet working condition point of the compressor and a pressurizing working condition critical line B3, so that misjudgment actions caused by pressure fluctuation in an air inlet pipe are avoided.
The combined operation line B4 indicates the optimum line for the combined operation of the turbocharger and the engine. Threshold points may be marked on combined operating line B4 based on engine operating characteristics to define operating variations of combined operating line B4. In this embodiment, the high operating condition critical point CP1 and the ultra-high operating condition critical point CP2 are labeled. The high operating condition critical point CP1 may be used to define whether the compressor is in a high operating condition, and the high operating condition area may be considered to be when the pressure ratio at the compressor outlet operating point is greater than the pressure ratio at the high operating condition critical point CP1 and the reduced mass flow at the compressor outlet operating point is greater than the reduced mass flow at the high operating condition critical point CP 1. In high-operating-condition areas, the compressor needs to provide sufficient air flow on the basis of ensuring the pressure increase ratio. The ultra-high condition threshold CP2 is used to define whether the pressure rise ratio at the compressor outlet condition point exceeds the maximum engine operating load. When the working condition point of the outlet of the compressor is above the critical line B3 of the supercharging working condition and operates on the section of combined operation line below the high working condition area, the working efficiency of the compressor is in the high-efficiency interval of the equal-efficiency line, and the compressor can provide certain excess air. When the engine is in a medium or high rotating speed, the energy of the exhaust gas of the engine is far larger than the energy required by the work of the compressor, the turbine which can convert the energy of the exhaust gas with high efficiency and has a larger section can meet the requirements, and meanwhile, the overhigh exhaust back pressure can be avoided. The system parameters may include information on the number of cylinders of the engine, the maximum operating pressure, the number of pressure vessels, and the volume of each pressure vessel.
In another embodiment of the present invention, referring to fig. 4, fig. 4 is a schematic flowchart illustrating a control method of a turbocharger system according to an embodiment of the present invention, where the control method is implemented based on the turbocharger system as described above, and the control method includes:
s1, constructing a working condition point curve on a reduced mass flow/pressure ratio mapping chart according to preset characteristic data of the turbocharger; the operating point curve at least comprises: a surge line, a surge control line, a pressurization working condition critical line, a combined operation line and a blocking line;
s2, acquiring real-time operation parameters of the turbocharger; the real-time operating parameters at least include: compressor inlet air pressure, compressor inlet air temperature, compressor outlet air flow and compressor outlet air pressure;
s3, substituting the real-time operation parameters into a preset working condition point position calculation formula, and obtaining the corresponding real-time working condition point position on the reduced mass flow/pressure ratio mapping chart;
s4, analyzing the position of the real-time working condition point;
s5, obtaining a regulation strategy corresponding to the real-time working point position based on the analysis result of the position relation between the real-time working point position and the working point curve on the reduced mass flow/pressure ratio mapping chart;
and S6, controlling the corresponding auxiliary device to carry out work adjustment according to the regulation strategy.
In the above embodiment, the preset operating point position calculation formula includes a reduced mass flow calculation formula and a pressure ratio calculation formula;
the reduced mass flow calculation formula is as follows:
Figure GDA0003312067960000201
wherein Q ismbnpIs reduced mass flow; qmbIs the compressor outlet air flow; pstdIs the pressure at standard atmospheric conditions; t isstdIs the temperature at standard atmospheric conditions; pcomInIs the compressor inlet air pressure; t iscomInIs the compressor inlet air temperature;
the pressure ratio calculation equation is:
πb＝Pb/Pa
wherein, pibIs the pressure ratio; pbIs the compressor outlet air pressure; paIs the compressor inlet air pressure.
In the following, the principle of the control strategy in this embodiment is described in detail, specifically, referring to fig. 5, fig. 5 is a schematic diagram of a working flow of the turbocharger system in one embodiment of the present invention, when the vehicle is started, electrical devices such as a controller of the turbocharger system S10 are initialized, and S20 reads basic data of the compressor working area and system parameters stored in the non-volatile storage medium and inputs the data into the memory; then the controller acquires relevant data of each sensor and the engine through a wire harness or a CAN bus network; s30, calculating the pressure ratio and the reduced mass flow rate of the outlet of the compressor by the controller to form working condition point data of the outlet of the compressor, monitoring the working condition points, and tracking the running track of the working condition points;
then, the S40 controller determines whether adjustment of intake air of the turbocharging system is needed according to the position of the compressor outlet operating point, the throttle opening variation or the accelerator pedal position variation information, the information of each operating parameter of the engine and the current control state of each electromagnetic valve, if adjustment is needed, S50 determines the adopted regulation strategy by the controller, issues related instructions, and S60 controls corresponding components (i.e. auxiliary devices in the embodiment) related to the regulation strategy to perform adjustment in operation.
It will be appreciated that the same control strategy may be used when the engine is operating in different speed and load regions. In the embodiment of the invention, the regulation strategies at least comprise a low-rotating-speed working condition regulation strategy, a transient acceleration working condition regulation strategy, a transient deceleration working condition regulation strategy, a high-working condition regulation strategy and an ultrahigh-working condition regulation strategy.
(1) Regulating and controlling strategy of low-speed working condition of the engine;
the control strategy for the engine at low speed conditions will now be described with reference to the compressor outlet operating points t1, t2 and t3 of fig. 6 and fig. 7. When the main control unit 101 monitors that the compressor outlet working condition point t1 is located below the supercharging working condition critical line B3, it can be judged that the working condition point needs to be adjusted. When the compressor outlet operating point t1 is located on the left side of the surge control line B2, the intake bypass solenoid valve 41 is controlled to be in a fully open state, and the intake bypass pipe 15 assists the intake air by using the natural suction mode. When the operation track of the compressor outlet working condition point runs from the left side of the surge control line B2 to the right side of the surge control line B2 and is below the critical line B3 of the supercharging working condition, the opening degree of the air inlet bypass electromagnetic valve 41 can be gradually reduced, when the compressor outlet working condition point t2 enters the position above the critical line B3 of the supercharging working condition, the air inlet bypass electromagnetic valve 41 is closed, and the engine enters the supercharging air inlet mode. Then, as the working condition of the engine is increased in normal driving, the working condition point t3 is reached by the increase of the energy of the exhaust gas. It is emphasized that the above control strategy is reversible, i.e., when the engine is decelerating while in the boosted intake mode, the main control unit 101 opens the intake bypass solenoid valve 41 as it detects that the compressor outlet operating point has dropped from above the boost operating condition threshold line B3 to below the boost operating condition threshold line B3.
The control strategy has the advantages that more air inflow can be provided when the engine rotates at a low speed, the air flow fluctuation is small, the low-speed torque and the fuel combustion efficiency of the engine can be improved, and the time for entering a supercharging air inflow mode is shortened.
In summary, the control strategy for the low rotation speed working condition specifically includes: when the position of the real-time working condition point is located on the lower side of the supercharging working condition critical line, the regulation strategy is the low-rotation-speed working condition regulation strategy, and the auxiliary device corresponding to the regulation strategy is controlled to work and adjust, specifically:
when the position of the real-time working condition point is located at the lower side of the supercharging working condition critical line to operate, the regulating strategy is the low-rotating-speed working condition regulating strategy, and the air inlet bypass pipe is controlled to be opened and used for mixed-mode air inlet of the vehicle engine;
and when the position of the real-time working condition point runs from the lower side of a supercharging working condition critical line to the upper side of the supercharging working condition critical line, the regulating strategy is the low-rotation-speed working condition regulating strategy, and the air inlet bypass pipe is controlled to be closed and used for the vehicle engine to enter a supercharging air inlet mode for air inlet.
(2) A regulation strategy of transient acceleration working conditions;
the strategy for regulating transient acceleration conditions during the supercharged intake mode will now be described with reference to fig. 8 and compressor outlet operating points t3, t4, t5 of fig. 6. When the vehicle is accelerated, the rotating speed of the engine is increased, and when the main control unit is usedElement 101 monitors the mass flow increase of the inlet air of the engine, the deviation of the working condition point of the compressor to a blocking line and the flow Q of the outlet air of the compressor53Less than engine intake mass flow Q54Namely, the air pressure container with air supplement capacity is controlled to perform air supplement action. The opening of the electromagnetic valve needs to be controlled in the air supplement process to ensure that the air inlet pressure P of the engine54Not exceeding compressor outlet air pressure P53And the working condition point of the outlet of the compressor is changed according to the joint operation line. With compressor outlet air flow Q53With mass flow of engine intake air Q54The difference is reduced to reduce the opening of the electromagnetic valve when the air flow Q at the outlet of the compressor is reduced53Mass flow Q of air intake of engine54The solenoid valve of the air pressure container is closed.
The regulation and control strategy has the advantages that the working condition of the air compressor can be rapidly improved, the turbo lag effect is eliminated, and the driving experience is improved.
In summary, the control strategy for the transient acceleration condition specifically includes: when the vehicle engine is in a supercharging air inlet mode, the real-time working condition point position is located on the right side of the joint operation line, and the real-time working condition point operation track operates towards the direction of a blocking line, the regulation strategy is the transient acceleration working condition regulation strategy, and at the moment, the corresponding auxiliary device is controlled to perform work adjustment, specifically:
when the position of the real-time working condition point is positioned at the right side of the combined operation line and the real-time working condition point operation track operates towards the direction of a blocking line, the regulation strategy is the transient acceleration working condition regulation strategy, and the pressure container is controlled to be opened for air supplement of the vehicle engine;
and when the position of the real-time working condition point is close to the direction of the combined operation line, the regulating and controlling strategy is the transient acceleration working condition regulating and controlling strategy, and the pressure container is controlled to be closed at a preset frequency.
(3) A regulation strategy of transient deceleration working conditions;
now, the regulation strategy of the transient deceleration condition will be described by using the compressor outlet operating points t6, t7 and t8 shown in fig. 6 and combining fig. 9. When the engine speed and the air consumption are reduced, the engine speed and the air consumption are reducedEngine intake mass flow Q54Less than compressor outlet air flow Q53The working point of the compressor is positioned on the left side of the surge control line, and the track of the working point deviates towards the direction of the surge line, so that gas storage action can be carried out. When the working condition point of the outlet of the compressor returns to the right side of the surge control line, the gas storage action can be stopped. If each pressure container has no gas storage capacity, when the working condition point of the compressor is positioned on the left side of the surge control line, the gas inlet bypass electromagnetic valve 41 is opened to perform pressure relief action, and when the working condition point of the outlet of the compressor returns to the right side of the surge control line, the gas inlet bypass electromagnetic valve 41 is closed to stop the pressure relief action.
The control strategy has the advantages of storing redundant compressed air as much as possible, increasing the surge margin of the air compressor and avoiding the occurrence of surge.
In summary, the control strategy for the transient deceleration condition specifically includes: when the vehicle engine is in a supercharging air inlet mode, the real-time working condition point position is located on the left side of the surge control line, and the real-time working condition point running track runs towards the direction of the surge line, the regulating strategy is the transient deceleration working condition regulating strategy; and when the position of the real-time working condition point is close to the right side of the surge control line, the regulating and controlling strategy is the transient deceleration working condition regulating and controlling strategy. At this time, the corresponding auxiliary device is controlled to perform work adjustment, specifically:
when the vehicle engine is in a supercharging air inlet mode, the real-time working condition point position is located on the left side of the surge control line, and the real-time working condition point running track runs towards the direction of the surge line, the regulating strategy is the transient deceleration working condition regulating strategy;
if the pressure container has the gas storage capacity, the pressure container is controlled to be opened for gas storage;
if the pressure container has no gas storage capacity, controlling the opening of the gas inlet bypass electromagnetic valve for pressure relief;
and when the real-time working condition point position is positioned on the right side of the surge control line, the regulating and controlling strategy is the transient deceleration working condition regulating and controlling strategy, and the pressure container is controlled to be closed.
(4) A high working condition regulation strategy;
the high operating condition regulation strategy will now be described with reference to fig. 10 by referring to the compressor outlet operating points t8, t9, t10, t11 of fig. 6. The compressor outlet operating point t8 is located between the supercharging operating condition critical line and the high operating condition region, when the compressor outlet operating point rises to the high operating condition region, the solenoid valve of the air pressure container with air storage capacity can be opened for a certain angle to stabilize the pressure rise in the main air inlet pipe 14 and store air, so that the compressor outlet operating point operates according to the joint operation line B4. When the working condition point t9 of the compressor outlet is in a high working condition area, transient acceleration occurs, the air consumption of the engine is increased instantaneously, the working condition point is operated to t10, and the compressed air in the pressure container automatically flows back into the main pipe 14. When the instantaneous deceleration occurs, the air consumption of the engine is reduced, and the redundant compressed air in the air inlet main pipe 14 automatically flows into the air pressure container.
The control strategy has the advantages that the pressure fluctuation amplitude in the air inlet main pipe can be stabilized under high working conditions, and the driving smoothness is improved.
In summary, the control strategy for high operating conditions specifically includes: and when the position of the real-time working condition point is located in a high working condition area, the regulation and control strategy is the high working condition regulation and control strategy. At this time, the corresponding auxiliary device is controlled to perform work adjustment, specifically: and when the position of the real-time working condition point is located in a high working condition area, the regulation strategy is the high working condition regulation strategy, and the pressure container is controlled to be opened so as to stabilize the pressure rise of the gas inlet main pipe of the gas compressor of the turbocharger and store gas.
(5) A regulation and control strategy of ultrahigh working conditions;
the modulation strategy for the ultra-high regime is now illustrated with the compressor outlet operating points t12 and t13 of fig. 6. When the reduced mass flow of the working point of the compressor outlet is larger than the reduced mass flow of the ultra-high working condition critical point CP2 and the working point approaches the joint operation line B4, the waste gas bypass electromagnetic valve 44 is opened, part of the waste gas flows out from the waste gas bypass pipe 34, and the working point of the compressor outlet is reduced.
The control strategy has the advantages of avoiding the overspeed of the turbocharger and avoiding the engine from running in an excessive working condition.
In summary, the control strategy for the ultrahigh operating condition specifically includes: and when the position of the real-time working condition point is positioned in an ultrahigh working condition area and is close to the combined operation line, the regulation and control strategy is the ultrahigh working condition regulation and control strategy. At this time, the corresponding auxiliary device is controlled to perform work adjustment, specifically: and when the position of the real-time working condition point is positioned in an ultrahigh working condition area and is close to the combined operation line, the regulation strategy is the ultrahigh working condition regulation strategy, and the waste gas bypass electromagnetic valve is controlled to be opened for exhausting.
Another embodiment of the present invention provides a computer-readable storage medium including a stored computer program, wherein when the computer program runs, the apparatus where the computer-readable storage medium is located is controlled to execute the control method of the turbocharging system described above.
Yet another embodiment of the present invention provides an automobile including a turbocharging system as described above.
Compared with the prior art, the turbocharging system, the control method, the storage medium and the automobile provided by the embodiment of the invention have the beneficial effects that:
the auxiliary air inlet device and the auxiliary exhaust device with specific structures are constructed at the corresponding parts of the turbocharger and are matched with the turbocharger to jointly form a turbocharging system, and a relevant control strategy of a controller for controlling the turbocharging system, for example, a regulation and control strategy of the low-speed working condition of the engine has the advantages that more air inlet amount can be provided when the engine rotates at a low speed, the air flow fluctuation is small, the low-speed torque and the fuel oil combustion efficiency of the engine can be improved, and the time for entering a supercharging air inlet mode is shortened. The transient acceleration working condition regulation strategy has the advantages that the working condition of the gas compressor can be rapidly improved, the turbo lag effect is eliminated, and the driving experience is improved. The transient deceleration working condition regulation and control strategy has the advantages that redundant compressed air can be stored as much as possible, the surge margin of the air compressor is increased, and the surge is avoided. The high-working-condition regulation strategy has the advantages that the pressure fluctuation amplitude in the air inlet main pipe can be stabilized under high working conditions, and the driving smoothness is improved. The control strategy for the ultrahigh working condition has the advantages of avoiding overspeed of the turbocharger and avoiding the engine from running in the ultrahigh working condition. Through the mode, all key operation parameters of the turbocharger are obtained in real time to form combined operation monitoring of the engine and the turbocharger, and then the relevant construction of the turbocharger system can be correspondingly controlled under various working conditions to adjust the working condition of the turbocharger, so that the problems of low-speed torque of the engine, transient working condition matching of the engine and the turbocharger and high-working-condition air inlet matching are solved.
While the foregoing is directed to the preferred embodiment of the present invention, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention.

Claims (25)

1. A turbocharging system is applied to a vehicle engine and is characterized by comprising a controller, a turbocharger and auxiliary devices, wherein the turbocharger and the auxiliary devices are respectively controlled by the controller, and the auxiliary devices comprise an auxiliary air inlet device and an auxiliary exhaust device;
the auxiliary air inlet device comprises an air inlet bypass pipe and at least two pressure containers; the auxiliary exhaust device comprises an exhaust bypass pipe;
one end of the air inlet bypass pipe is connected with an air inlet main pipe of a compressor of the turbocharger, and the other end of the air inlet bypass pipe is connected with an air inlet main pipe of the vehicle engine; the opening of each pressure container is connected with an air inlet main pipe of the vehicle engine;
one end of the exhaust gas bypass pipe is connected with a turbine air inlet main pipe of the turbocharger, and the other end of the exhaust gas bypass pipe is connected with a turbine rear exhaust pipe of the turbocharger;
the controller is configured to:
constructing a working point curve on a reduced mass flow/pressure ratio mapping chart according to preset characteristic curve data of the turbocharger; the operating point curve at least comprises: a surge line, a surge control line, a pressurization working condition critical line, a combined operation line and a blocking line;
acquiring real-time operation parameters of the turbocharger;
substituting the real-time operation parameters into a preset working condition point position calculation formula to obtain the corresponding real-time working condition point position on the reduced mass flow/pressure ratio mapping chart;
analyzing the position and the running track of the real-time working condition point;
acquiring a regulation strategy corresponding to the position of the real-time working point based on the analysis result of the position relation between the position of the real-time working point on the reduced mass flow/pressure ratio mapping chart and the working point curve and the real-time working point running track;
controlling the corresponding auxiliary device to carry out work adjustment according to the regulation strategy; the control strategies at least comprise a low-rotating-speed working condition control strategy, a transient acceleration working condition control strategy, a transient deceleration working condition control strategy, a high-working-condition control strategy and an ultrahigh-working-condition control strategy.
2. The turbocharging system of claim 1, wherein said turbocharger compressor is a centrifugal compressor.
3. The turbocharging system according to claim 1, wherein an atmospheric pressure sensor and an atmospheric temperature sensor are arranged on the compressor air inlet main pipe;
an air compressor outlet air flow and pressure sensor is arranged on an intercooler air inlet main pipe of the turbocharger;
an engine intake flow and pressure sensor is arranged on an intake main pipe of the vehicle engine;
a corresponding pressure sensor is arranged in each pressure container;
a throttle sensor is arranged in a throttle of the vehicle engine;
an intake manifold pressure sensor is arranged in an intake manifold of the vehicle engine;
the atmospheric pressure sensor, the atmospheric temperature sensor, the compressor outlet air flow and pressure sensor, the engine intake air flow and pressure sensor, the pressure sensor within each of the pressure vessels, the throttle sensor, the intake manifold pressure sensor are each communicatively interfaced with the controller.
4. The turbocharging system according to claim 1, wherein an intake bypass solenoid valve for controlling the opening degree of said intake bypass pipe is provided on said intake bypass pipe;
the waste gas bypass pipe is provided with a waste gas bypass electromagnetic valve for controlling the opening of the waste gas bypass pipe;
the intake bypass solenoid valve and the exhaust bypass solenoid valve are respectively controlled by the controller.
5. The turbocharging system of claim 4, wherein said pressure vessels are two in number, a first pressure vessel and a second pressure vessel respectively.
6. The turbocharging system according to claim 5, wherein a first solenoid valve is provided at an opening of said first pressure vessel, and a second solenoid valve is provided at an opening of said second pressure vessel.
7. The turbocharging system according to claim 6, wherein each of said intake bypass solenoid valve, said exhaust bypass solenoid valve, said first solenoid valve and said second solenoid valve is provided with an independent actuator therein, and a control end of each of said independent actuators is connected to said controller.
8. The turbocharging system of claim 1, wherein said exhaust bypass duct is provided with an exhaust turbine, said exhaust turbine being connected to the rotary generator by a shaft.
9. The turbocharging system of claim 8, wherein said rotating electrical generator is connected at its power supply end to a battery pack.
10. The turbocharging system of claim 9, further comprising a voltage regulator circuit disposed between a power supply terminal of said rotary generator and said battery pack.
11. The turbocharging system of claim 1, wherein said real-time operating parameters include at least: compressor inlet air pressure, compressor inlet air temperature, compressor outlet air flow, and compressor outlet air pressure.
12. The turbocharging system of claim 11, wherein said predetermined operating point position calculations comprise reduced mass flow calculations and pressure ratio calculations;
the reduced mass flow calculation formula is as follows:
Figure FDA0003312067950000031
wherein Q ismbnpIs reduced mass flow; qmbIs the compressor outlet air flow; pstdIs the pressure at standard atmospheric conditions; t isstdIs the temperature at standard atmospheric conditions; pcomInIs the compressor inlet air pressure; t iscomInIs the compressor inlet air temperature;
the pressure ratio calculation equation is:
πb＝Pb/Pa
wherein, pibIs the pressure ratio; pbIs the compressor outlet air pressure; paIs the compressor inlet air pressure.
13. The turbocharging system according to claim 1, wherein said obtaining the control strategy corresponding to said real-time operating point position based on the analysis result of the position relationship between said real-time operating point position on said reduced mass flow/pressure ratio map and said operating point curve and the real-time operating point running track comprises:
and when the position of the real-time working condition point is positioned at the lower side of the supercharging working condition critical line, the regulation and control strategy is the low-rotation-speed working condition regulation and control strategy.
14. The turbocharging system according to claim 13, wherein said corresponding auxiliary device is controlled to perform an operational adjustment according to said control strategy, in particular:
when the position of the real-time working condition point is located at the lower side of the supercharging working condition critical line to operate, the regulating strategy is the low-rotating-speed working condition regulating strategy, and the air inlet bypass pipe is controlled to be opened and used for mixed-mode air inlet of the vehicle engine;
and when the position of the real-time working condition point runs from the lower side of a supercharging working condition critical line to the upper side of the supercharging working condition critical line, the regulating strategy is the low-rotation-speed working condition regulating strategy, and the air inlet bypass pipe is controlled to be closed and used for the vehicle engine to enter a supercharging air inlet mode for air inlet.
15. The turbocharging system according to claim 1, wherein said obtaining the control strategy corresponding to said real-time operating point position based on the analysis result of the position relationship between said real-time operating point position on said reduced mass flow/pressure ratio map and said operating point curve and the real-time operating point running track comprises:
when the vehicle engine is in a supercharging air inlet mode, the position of the real-time working condition point is positioned on the right side of the combined operation line, and the real-time working condition point operation track operates towards the direction of a blocking line, the regulation strategy is the transient acceleration working condition regulation strategy.
16. The turbocharging system according to claim 15, wherein said corresponding auxiliary device is controlled to perform an operational adjustment according to said control strategy, in particular:
when the position of the real-time working condition point is positioned at the right side of the combined operation line and the real-time working condition point operation track operates towards the direction of a blocking line, the regulation strategy is the transient acceleration working condition regulation strategy, and the pressure container is controlled to be opened for air supplement of the vehicle engine;
and when the position of the real-time working condition point is close to the direction of the combined operation line, the regulating and controlling strategy is the transient acceleration working condition regulating and controlling strategy, and the pressure container is controlled to be closed at a preset frequency.
17. The turbocharging system according to claim 4, wherein said obtaining the control strategy corresponding to said real-time operating point position based on the analysis result of the position relationship between said real-time operating point position on said reduced mass flow/pressure ratio map and said operating point curve and the real-time operating point running track comprises:
when the vehicle engine is in a supercharging air inlet mode, the real-time working condition point position is located on the left side of the surge control line, and the real-time working condition point running track runs towards the direction of the surge line, the regulating strategy is the transient deceleration working condition regulating strategy;
and when the position of the real-time working condition point is close to the right side of the surge control line, the regulating and controlling strategy is the transient deceleration working condition regulating and controlling strategy.
18. The turbocharging system according to claim 17, wherein said corresponding auxiliary device is controlled to perform an operational adjustment according to said control strategy, in particular:
when the vehicle engine is in a supercharging air inlet mode, the real-time working condition point position is located on the left side of the surge control line, and the real-time working condition point running track runs towards the direction of the surge line, the regulating strategy is the transient deceleration working condition regulating strategy;
if the pressure container has the gas storage capacity, the pressure container is controlled to be opened for gas storage;
if the pressure container has no gas storage capacity, controlling the opening of the gas inlet bypass electromagnetic valve for pressure relief;
and when the real-time working condition point position is positioned on the right side of the surge control line, the regulating and controlling strategy is the transient deceleration working condition regulating and controlling strategy, and the pressure container is controlled to be closed.
19. The turbocharging system according to claim 1, wherein said obtaining the control strategy corresponding to said real-time operating point position based on the analysis result of the position relationship between said real-time operating point position on said reduced mass flow/pressure ratio map and said operating point curve and the real-time operating point running track comprises:
and when the position of the real-time working condition point is located in a high working condition area, the regulation and control strategy is the high working condition regulation and control strategy.
20. The turbocharging system according to claim 19, wherein said corresponding auxiliary device is controlled to perform an operational adjustment according to said control strategy, in particular:
and when the position of the real-time working condition point is located in a high working condition area, the regulation strategy is the high working condition regulation strategy, and the pressure container is controlled to be opened so as to stabilize the pressure rise of the gas inlet main pipe of the gas compressor of the turbocharger and store gas.
21. The turbocharging system according to claim 4, wherein said obtaining the control strategy corresponding to said real-time operating point position based on the analysis result of the position relationship between said real-time operating point position on said reduced mass flow/pressure ratio map and said operating point curve and the real-time operating point running track comprises:
and when the position of the real-time working condition point is positioned in an ultrahigh working condition area and is close to the combined operation line, the regulation and control strategy is the ultrahigh working condition regulation and control strategy.
22. The turbocharging system according to claim 21, wherein said corresponding auxiliary device is controlled to perform an operational adjustment according to said control strategy, in particular:
and when the position of the real-time working condition point is positioned in an ultrahigh working condition area and is close to the combined operation line, the regulation strategy is the ultrahigh working condition regulation strategy, and the waste gas bypass electromagnetic valve is controlled to be opened for exhausting.
23. A control method of a turbocharging system, which is implemented based on the turbocharging system according to any one of claims 1 to 22, characterized by comprising:
constructing a working point curve on a reduced mass flow/pressure ratio mapping chart according to preset characteristic curve data of the turbocharger;
acquiring real-time operation parameters of the turbocharger;
substituting the real-time operation parameters into a preset working condition point position calculation formula to obtain the corresponding real-time working condition point position on the reduced mass flow/pressure ratio mapping chart;
analyzing the position and the running track of the real-time working condition point;
acquiring a regulation strategy corresponding to the position of the real-time working point based on the analysis result of the position relation between the position of the real-time working point on the reduced mass flow/pressure ratio mapping chart and the working point curve and the real-time working point running track;
and controlling the corresponding auxiliary device to carry out work adjustment according to the regulation and control strategy.
24. A computer-readable storage medium, comprising a stored computer program, wherein the computer program, when executed, controls an apparatus in which the computer-readable storage medium is located to perform the control method of the turbocharging system according to claim 23.
25. A motor vehicle comprising a turbocharging system according to any one of claims 1 to 22.
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