CN114576017A - Control method and device for supercharged engine without air inlet pressure relief valve and vehicle - Google Patents
Control method and device for supercharged engine without air inlet pressure relief valve and vehicle Download PDFInfo
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- CN114576017A CN114576017A CN202210242744.9A CN202210242744A CN114576017A CN 114576017 A CN114576017 A CN 114576017A CN 202210242744 A CN202210242744 A CN 202210242744A CN 114576017 A CN114576017 A CN 114576017A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D23/00—Controlling engines characterised by their being supercharged
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Abstract
The application provides a control method, equipment and a vehicle of a supercharged engine without an air inlet pressure relief valve, wherein the rotation speed data of a supercharger is obtained by responding to an enabling signal of an anti-surge function; determining a first intake air flow rate for preventing surging according to the characteristic data, the rotating speed data and the preset requirement of the anti-surging function of the supercharger; acquiring a torque demand value input from the outside, and determining a target intake air flow rate according to the first intake air flow rate and the torque demand value; the operation of the supercharged engine is controlled according to the target intake flow. The technical problem of how to control the supercharged engine without the pressure relief valve to avoid surging and avoid other drivability problems caused by the elimination of the pressure relief valve is solved. The technical effects of reducing the manufacturing and research and development cost of the supercharged engine and eliminating surge, air leakage noise and other drivability problems are achieved.
Description
Technical Field
The application relates to the technical field of supercharged engines without air inlet and pressure release valves, in particular to a method and equipment for controlling a supercharged engine without an air inlet and pressure release valve and a vehicle.
Background
The supercharged engine has been widely used in the field of automobiles, and the conventional supercharged engine pressurizes air by arranging a supercharger or an air compressor on an air inlet pipeline, so that the air inflow of the supercharged engine is larger than that of a natural air-breathing engine, and the effect of increasing the power and/or the output torque of the engine is achieved.
At present, a pressure relief valve is generally required to be arranged between a supercharger or a compressor and a throttle valve of a supercharged engine, so that after a driver loosens an accelerator pedal, high-pressure gas after being supercharged in an air inlet pipeline returns to the air inlet pipeline in front of the supercharger or the compressor through the pressure relief valve, and the phenomenon that the high-pressure gas reversely impacts the supercharger or the compressor to cause vibration of turbine blades of the supercharger or the compressor when the air inlet flow rapidly drops after the throttle valve is rapidly closed, namely the supercharger or the compressor surges, is avoided, so that the supercharger or the compressor is unstable in work, surging noise can occur, and hardware of the supercharger or the compressor is damaged.
The pressure relief valve, however, increases the manufacturing and development costs of the supercharged engine and also generates noise when deflated, causing customer complaints. Therefore, how to control a supercharged engine without a relief valve to avoid surging and avoid other drivability problems caused by the elimination of the relief valve is a technical problem to be solved urgently.
Disclosure of Invention
The application provides a control method and device for a supercharged engine without an air inlet pressure relief valve and a vehicle, and aims to solve the technical problems of how to control the supercharged engine without the pressure relief valve to avoid surging and avoid other drivability problems caused by the fact that the pressure relief valve is cancelled.
In a first aspect, the present application provides a method of controlling a supercharged engine without an intake relief valve, comprising:
responding to an enabling signal of the anti-surge function, and acquiring rotation speed data of the supercharger;
determining a first intake air flow rate for preventing surging according to the characteristic data, the rotating speed data and the preset requirement of the anti-surging function of the supercharger;
acquiring a torque demand value input from the outside, and determining a target intake air flow rate according to the first intake air flow rate and the torque demand value;
the operation of the supercharged engine is controlled according to the target intake flow.
In one possible design, controlling operation of the supercharged engine based on the target intake air flow includes:
suppressing supercharging of the supercharger according to the target intake air flow rate; and/or the presence of a gas in the gas,
slowing the closing process of the throttle valve; and/or the presence of a gas in the gas,
determining an ignition delay time; and/or the presence of a gas in the gas,
the injection of fuel is reduced or inhibited.
In one possible design, determining the target intake air flow rate based on the first intake air flow rate and the torque demand includes:
determining a basic torque value according to the first intake air flow and a preset corresponding relation, wherein the preset corresponding relation is the corresponding relation between the basic torque value and the first intake air flow;
determining gas circuit torque according to the torque demand value and the basic torque value;
and determining the corresponding target intake air flow according to the air path torque.
In one possible design, slowing the closing process of the throttle valve according to the target intake air flow rate includes:
determining a target opening value of the throttle valve according to the target intake air flow;
and determining a closing rate curve of the throttle valve in a preset closing time period according to the current opening value, the target opening value and the preset closing time period of the throttle valve so as to slow down the closing process of the throttle valve from the current opening value to the target opening value.
In one possible design, before acquiring the rotation speed data of the supercharger in response to the enable signal of the anti-surge function, the method further includes:
obtaining a plurality of monitoring data, the monitoring data comprising: gas state data in the gas inlet channel and an externally input control signal;
judging whether an enabling condition of the anti-surge function is met or not according to the monitoring data;
if yes, an enabling signal of the anti-surge function is generated to start the anti-surge function.
In one possible design, the gas states include: the control signal comprises a first control signal of an accelerator pedal;
enabling conditions comprising:
the first air pressure value is greater than or equal to a preset air pressure threshold value, and the first control signal is a reduction signal.
In one possible design, monitoring the data further includes: operating condition data of the supercharged engine;
enabling conditions, further comprising:
and the working state data meets the preset state requirement.
In one possible design, the operating state data includes: a supercharging state;
presetting state requirements, including: the supercharging state is supercharging.
In one possible design, the operating state data further includes: monitoring the operating state of the sensor;
the preset state requirements further include: the operation state is normal operation.
In one possible design, the operating state data further includes: the start time of the boost condition;
the preset state requirements further include: the starting time is greater than or equal to the preset delay time.
In one possible design, the operating state data includes: a selection state whether or not to permit the starting of the anti-surge function;
the preset state requirements include: the selection state is allow-on.
In one possible design, determining the first intake air flow rate at which surge is prevented, based on the characteristic data of the supercharger, the rotational speed data, and the preset requirement of the surge prevention function, includes:
determining a corresponding rotating speed curve in the characteristic data according to the rotating speed data;
and determining the first intake air flow according to the rotating speed curve, the surge boundary curve in the characteristic data and a preset safety threshold.
In a second aspect, the present application provides a control apparatus for a supercharged engine without an intake relief valve, comprising:
the acquisition module is used for responding to an enabling signal of the anti-surge function and acquiring the rotating speed data of the supercharger;
the processing module is used for determining a first intake air flow for preventing surging according to the characteristic data, the rotating speed data and the preset requirement of the anti-surge function of the supercharger;
the acquisition module is also used for acquiring a torque demand value of an external input;
a processing module further configured to:
determining a target intake air flow rate according to the first intake air flow rate and the torque demand value;
the operation of the supercharged engine is controlled according to the target intake flow.
In one possible design, the processing module is to:
suppressing supercharging of the supercharger according to the target intake air flow rate; and/or the presence of a gas in the gas,
slowing the closing process of the throttle valve; and/or the presence of a gas in the gas,
determining an ignition delay time; and/or the presence of a gas in the gas,
fuel injection is reduced or inhibited.
In one possible design, the processing module is to:
determining a basic torque value according to the first intake air flow and a preset corresponding relation, wherein the preset corresponding relation is the corresponding relation between the basic torque value and the first intake air flow;
determining gas circuit torque according to the torque demand value and the basic torque value;
and determining the corresponding target intake air flow according to the air path torque.
In one possible design, the processing module is to:
determining a target opening value of the throttle valve according to the target intake air flow;
and determining a closing rate curve of the throttle valve in a preset closing time period according to the current opening value, the target opening value and the preset closing time period of the throttle valve so as to slow down the closing process of the throttle valve from the current opening value to the target opening value.
In one possible design, the obtaining module is further configured to obtain a plurality of monitoring data, where the monitoring data includes: gas state data in the gas inlet channel and an externally input control signal;
a processing module further configured to:
judging whether an enabling condition of the anti-surge function is met or not according to the monitoring data;
if yes, an enabling signal of the anti-surge function is generated to start the anti-surge function.
In one possible design, the gas states include: the control signal comprises a first control signal of an accelerator pedal;
enabling conditions, including:
the first air pressure value is greater than or equal to a preset air pressure threshold value, and the first control signal is a reduction signal.
In one possible design, monitoring data further includes: operating condition data of the supercharged engine;
enabling conditions, further comprising:
and the working state data meets the preset state requirement.
In one possible design, the operating state data includes: a supercharging state;
presetting state requirements, including: the supercharging state is supercharging.
In one possible design, the operating state data further includes: monitoring the operating state of the sensor;
the preset state requirements further include: the operation state is normal operation.
In one possible design, the operating state data further includes: the start time of the boost condition;
the preset state requirements further include: the starting time is greater than or equal to the preset delay time.
In one possible design, the operating state data includes: a selection state whether or not to permit the starting of the anti-surge function;
the preset state requirements include: the selection state is open enabled.
In one possible design, the processing module is to:
determining a corresponding rotating speed curve in the characteristic data according to the rotating speed data;
and determining the first intake air flow according to the rotating speed curve, the surge boundary curve in the characteristic data and a preset safety threshold.
In a third aspect, the present application provides an electronic device comprising:
a memory for storing program instructions;
and the processor is used for calling and executing the program instructions in the memory to execute any one of the possible supercharged engine control methods without the intake pressure relief valve provided by the first aspect.
In a fourth aspect, the present application provides a vehicle comprising: a supercharged engine without an intake relief valve, and an electronic apparatus provided in the third aspect.
In a fifth aspect, the present application provides a storage medium having stored thereon a computer program for executing any one of the possible intake-relief-valve-less supercharged engine control methods provided by the first aspect.
In a sixth aspect, the present application further provides a computer program product comprising a computer program, which when executed by a processor, implements any one of the possible intake-relief valve-free supercharged engine control system methods provided by the first aspect.
The application provides a control method, equipment and a vehicle of a supercharged engine without an air inlet pressure relief valve, wherein the rotation speed data of a supercharger is obtained by responding to an enabling signal of an anti-surge function; determining a first intake air flow rate for preventing surging according to the characteristic data, the rotating speed data and the preset requirement of the anti-surging function of the supercharger; acquiring a torque demand value input from the outside, and determining a target intake air flow rate according to the first intake air flow rate and the torque demand value; the operation of the supercharged engine is controlled according to the target intake flow. The technical problem of how to control the supercharged engine without the pressure relief valve to avoid surging and avoid other drivability problems caused by the elimination of the pressure relief valve is solved. The technical effects of reducing the manufacturing and research and development cost of the supercharged engine and eliminating surge, air leakage noise and other drivability problems are achieved.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and, together with the description, serve to explain the principles of the application.
Fig. 1 is a schematic structural diagram of a supercharged engine without an intake pressure relief valve according to an embodiment of the present application;
FIG. 2 is a schematic flow chart of a control method of a supercharged engine without an intake pressure relief valve according to an embodiment of the present application;
FIG. 3 is a schematic illustration of a boost characteristic provided by an embodiment of the present application;
FIG. 4 is a schematic flow chart illustrating another method for controlling a supercharged engine without an intake-relief valve according to an embodiment of the present disclosure;
fig. 5 is a schematic structural diagram of a supercharged engine control device without an intake pressure relief valve according to an embodiment of the present application;
fig. 6 is a schematic structural diagram of an electronic device provided in the present application.
With the above figures, there are shown specific embodiments of the present application, which will be described in more detail below. These drawings and written description are not intended to limit the scope of the inventive concepts in any manner, but rather to illustrate the inventive concepts to those skilled in the art by reference to specific embodiments.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all the embodiments. All other embodiments, including but not limited to combinations of embodiments, which can be derived by a person skilled in the art from the embodiments disclosed herein without making any inventive step are within the scope of the present application.
The terms "first," "second," "third," "fourth," and the like in the description and in the claims of the present application and in the drawings described above, if any, are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the application described herein are, for example, capable of operation in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
The supercharged engine generally needs to arrange a pressure relief valve between the supercharger or the air compressor and the throttle valve, so that after a driver looses an accelerator pedal, high-pressure gas after supercharging in an air inlet pipeline returns to the air inlet pipeline in front of the supercharger or the air compressor through the pressure relief valve, and the phenomenon that the supercharger or the air compressor vibrates due to the fact that the high-pressure gas reversely impacts the supercharger or the air compressor after the throttle valve is quickly closed and the air inlet flow is quickly reduced is avoided, turbine blades of the supercharger or the air compressor vibrate, namely the supercharger or the air compressor surges, so that the supercharger or the air compressor is unstable in work, surging noise can occur, and hardware of the supercharger or the air compressor is damaged.
The pressure relief valve, however, increases the manufacturing and development costs of the supercharged engine and also generates noise when deflated, causing customer complaints. Therefore, how to control a supercharged engine without a relief valve to avoid surging and avoid other drivability problems caused by the elimination of the relief valve is a technical problem to be solved urgently.
Aiming at the technical problems, the invention conception of the application is as follows:
the booster or the compressor is calibrated in advance through experiments to measure characteristic data of the booster or the compressor, then when an engine controller detects that the current running state of the supercharged engine meets the opening condition of the anti-surge function, or detects that the current supercharged engine possibly generates surge, the final target intake air flow of the supercharged engine is determined according to the anti-surge intake air flow determined by the characteristic data and a torque demand value sent by a driver or other vehicle control systems, and a throttle valve is controlled to execute slow closing at a preset slow closing speed curve, so that the booster is inhibited, the ignition time is delayed, and the fuel injection is reduced or prohibited.
The following describes the technical solution of the present application and how to solve the above technical problems in detail by specific embodiments. The following several specific embodiments may be combined with each other, and details of the same or similar concepts or processes may not be repeated in some embodiments. Embodiments of the present application will be described below with reference to the accompanying drawings.
Fig. 1 is a schematic structural diagram of a supercharged engine without an intake pressure relief valve according to an embodiment of the present application. As shown in fig. 1, a supercharged engine without an intake-relief valve includes an intake line 10, a supercharger 20, a throttle 30, an exhaust line 40, and a plurality of cylinders 50. The supercharger 20 includes a first turbine 201 in the intake line and a second turbine 202 in the exhaust line, and after the second turbine 202 is rotated by the exhaust gas flow, the second turbine 202 rotates the first turbine 201, thereby pressurizing the gas in the intake line. As can be seen from fig. 1, there is no intake relief valve between the first turbine 201 and the throttle 30, and when the throttle is closed quickly due to the driver releasing the throttle, the pressurized gas backflow hits the first turbine 201 causing surge.
The following describes in detail how to implement the control method of the supercharged engine without the intake-relief valve provided by the present application.
Fig. 2 is a schematic flowchart of a control method of a supercharged engine without an intake pressure relief valve according to an embodiment of the present application. As shown in fig. 2, the method for controlling a supercharged engine without an intake pressure relief valve specifically includes the steps of:
s201, responding to an enabling signal of the anti-surge function, and acquiring the rotating speed data of the supercharger.
In this step, the controller of the supercharged engine determines whether the supercharged engine is surging or is about to surging in real time according to monitoring data transmitted by monitoring sensors installed at various positions on the supercharged engine, for example, by using a vibration sensor installed near the supercharger, it can determine whether surging is occurring or is about to occur through a vibration signal or the flow of an air inlet passage monitored by a flow sensor in the air inlet passage, and after conversion operation, it can determine whether surging is likely to occur or about to occur or is about to occur according to a pre-calibrated supercharger characteristic curve graph. If yes, the flag signal of the surge preventing function is converted from the non-enabling state to the enabling state, namely, the surge releasing function is activated.
The controller will then read the current speed, i.e. the speed data, sent by the speed sensor of the turbocharger turbine blades.
S202, determining a first intake air flow rate for preventing surging according to the characteristic data, the rotating speed data and the preset requirement of the anti-surge function of the supercharger.
In this step, the characteristic data of the supercharger includes: a supercharging characteristic map.
Fig. 3 is a schematic diagram of a supercharging characteristic diagram according to an embodiment of the present application. As shown in fig. 3, the abscissa of the supercharging characteristic diagram is the converted flow rate, i.e., the gas flow rate in the intake pipe from the supercharger to the throttle valve after conversion, and the ordinate is the compression ratio, which is referred to as pressure ratio for short. When the coordinate point determined by the pressure ratio and the reduced flow is on the right side of the surge line 301, surge does not occur, otherwise surge will occur, that is, the point on the surge line corresponds to each minimum gas flow for avoiding surge. The reduced speed curve 302 represents the set of corresponding flow and pressure ratios at a given supercharger speed.
In the present embodiment, a corresponding reduced rotation speed curve 302 is found in the boost characteristic map according to the rotation speed data, and according to the abscissa of the intersection point of the reduced rotation speed curve 302 and the surge line 301, the corresponding minimum gas flow rate for preventing surge at the current rotation speed of the supercharger can be calculated. Optionally, the first intake air flow may be a minimum gas flow, or may be a gas flow obtained by multiplying the minimum gas flow by a safety adjustment value, where a value range of the safety adjustment value is 1.0 to 1.5, for example, 1.1, that is, 10% is used as a safety threshold region, and a value greater than 10% of the minimum gas flow is used as the first intake air flow.
S203, a torque demand value of external input is acquired, and a target intake air flow rate is determined according to the first intake air flow rate and the torque demand value.
In this step, the externally input torque demand value includes: a first demand value input by the driver through the throttle plate, and/or a second demand value input by another Control system, such as an Electronic Stability Program (ESP) system, and/or a Transmission Control Unit (TCU) system.
Determining a target intake air flow rate based on the first intake air flow rate and the torque demand value includes:
determining a basic torque value according to the first intake air flow and a preset corresponding relation, wherein the preset corresponding relation is the corresponding relation between the basic torque value and the first intake air flow;
determining gas circuit torque according to the torque demand value and the basic torque value;
and determining the corresponding target intake air flow according to the air path torque.
Specifically, a base torque value that can be generated on the basis of the current ignition timing and the fuel injection amount is determined based on the first intake air flow rate; comparing the basic torque value with the torque demand value, and taking a larger value between the basic torque value and the torque demand value as the gas path torque; and then converting the gas circuit torque into the gas flow at the corresponding throttle position, namely the target gas inlet flow according to a preset conversion model.
And S204, controlling the operation of the supercharged engine according to the target air inlet flow.
In this step, at least one of the following specific control targets may be executed according to the target intake air flow rate: suppressing boost of the supercharger, slowing the closing process of the throttle valve, determining the ignition delay time, and reducing or prohibiting fuel injection.
Specifically, the suppression of the supercharging pressure of the supercharger includes: inputting the target intake air flow into a supercharger control module or in the control process of the supercharger, comparing the target intake air flow with a pre-calibrated threshold, when the target intake air flow is greater than or equal to the pre-calibrated threshold, proving that the supercharging is not needed, and starting the supercharging inhibition, for example, controlling the opening degree of an exhaust gas deflation valve at the exhaust pipe side to be reduced, so that the airflow re-entering the exhaust pipe through the exhaust gas deflation valve is reduced, and the purpose of inhibiting the supercharging is achieved.
For slowing down the closing process of the throttle valve, in one possible design, slowing down the closing process of the throttle valve according to the target intake air flow rate includes:
determining a target opening value of the throttle valve according to the target intake air flow;
and determining a closing rate curve of the throttle valve in a preset closing time period according to the current opening value, the target opening value and the preset closing time period of the throttle valve so as to slow down the closing process of the throttle valve from the current opening value to the target opening value.
Specifically, the intake air amount entering the cylinder of the engine can be known through the corresponding relationship between the rotation speed of the engine and the opening degree of the throttle valve, and according to the principle, the target intake air flow rate is converted into the required flow rate for controlling the opening degree of the throttle valve, namely the intake air amount entering the cylinder of the engine in unit time, so that the target opening degree of the throttle valve is reversely determined according to the corresponding relationship. And then, slowly closing the opening of the throttle valve to the target opening within a preset time period by utilizing a pre-calibrated slow closing rate curve of the throttle valve. The throttle is prevented from closing quickly or completely, so that the boosted airflow reversely impacts turbine blades of the supercharger to cause surging, influence the service life of each element of the supercharger or avoid the supercharger from being damaged.
The essence of determining the spark retard time and reducing or inhibiting fuel injection is to control the actual torque output of the engine, also known as coordinating the spark path and air circuit torques to control the actual torque output. The engine torque control can be divided into two types of air passage and fire passage, namely, the air passage controls the air inflow, and the fire passage controls the ignition time. The gasoline engine ignites the mixed gas by a spark plug to generate high-temperature and high-pressure gas to drive the crankshaft to rotate to do work outwards. The air intake quantity determines the maximum energy which can be released, the ignition angle determines the efficiency which can be realized by the maximum energy, namely the proportion of the energy which can be finally output to the maximum energy which can be released, because the ignition is insufficient late and the piston movement is reversely hindered too early, part of the energy is not used for output, but the piston movement is restricted, so that the output is restricted, and the final output of the actual torque is the result of the mutual coordination of the air circuit torque and the fire circuit torque.
Therefore, when the external torque demand is smaller than the maximum energy that can be released by the target intake air amount, then by changing the ignition timing, the torque output from the engine can be reduced so that the output torque coincides with the external torque demand. Furthermore, if the output torque after the reduction by changing the ignition timing is still larger than the external torque demand value, the torque can be reduced by cylinder-division fuel cut or directly cutting off fuel injection.
Therefore, under the condition of ensuring that surging does not occur, the joint valve is slowly opened, more gas enters the cylinder, the output torque is reduced by delaying the ignition time or cutting off oil or fuel injection in a cylinder-by-cylinder mode, and the torque output by the engine is consistent with the torque required by the outside. Therefore, after the air inlet relief valve is cancelled, surge is prevented, and other drivability problems caused by overlarge output torque are avoided.
The embodiment provides a control method of a supercharged engine without an air inlet pressure relief valve, which is characterized in that the control method comprises the steps of responding to an enabling signal of an anti-surge function to obtain the rotating speed data of a supercharger; determining a first intake air flow rate for preventing surging according to the characteristic data, the rotating speed data and the preset requirement of the anti-surging function of the supercharger; acquiring a torque demand value of an external input, and determining a target intake air flow rate according to the first intake air flow rate and the torque demand value; the operation of the supercharged engine is controlled according to the target intake flow. The technical problem of how to control the supercharged engine without the pressure relief valve to avoid surging and avoid other drivability problems caused by the elimination of the pressure relief valve is solved. The technical effects of reducing the manufacturing and research and development cost of the supercharged engine and eliminating surge, air leakage noise and other drivability problems are achieved.
Fig. 4 is a schematic flowchart of another method for controlling a supercharged engine without an intake-pressure relief valve according to an embodiment of the present application. As shown in fig. 4, the method for controlling a supercharged engine without an intake pressure relief valve specifically comprises the following steps:
s401, acquiring a plurality of monitoring data.
In this step, monitoring data includes: gas state data in the gas inlet passage and an externally input control signal.
Specifically, in one possible design, the gas states include: the control signal comprises a first control signal of an accelerator pedal.
S402, judging whether the enabling condition of the anti-surge function is met according to the monitoring data.
In this step, if yes, S403 is executed, and if no, the process returns to S401.
In this embodiment, the enabling conditions include:
the first air pressure value is greater than or equal to a preset air pressure threshold value, and the first control signal is a reduction signal.
And S403, generating an enabling signal of the anti-surge function to start the anti-surge function.
For steps S401 to S403, in one possible design, the monitoring data further includes: operating condition data of the supercharged engine;
enabling conditions, further comprising:
and the working state data meets the preset state requirement.
To facilitate understanding of the operating state data and the preset state requirements, a number of scenarios are described below:
in one possible design, the supercharged engine is required to be switched on in the supercharging mode, i.e. the supercharger is operated to switch on the anti-surge function, so that the operating state data comprise: a supercharging state;
correspondingly, the preset state requirements include: the supercharging state is supercharging.
In one possible design, if a sensor fails, the data of the sensor is not used, and in order to eliminate the data interference of the failed sensor, the operation state data may further include: the running state of each monitoring sensor;
correspondingly, the preset state requirement further comprises: each operating state is normal operation.
In one possible embodiment, the anti-surge function need not be implemented if the supercharger is just started, since the increased air pressure does not yet affect the air flow at the throttle or, because of the shorter supercharging time, is not sufficient to generate surge. In order to avoid that the supercharger enters surge prevention when the supercharger starts to work and the normal work of the supercharger is influenced, the working state data can also comprise: the start time of the boost condition;
correspondingly, the preset state requirement further comprises: the starting time is greater than or equal to the preset delay time.
In a possible design, for some conditions, the opening of the anti-surge function may affect the fuel consumption increase, and in this case, a master switch may be provided for the opening of the anti-surge function, that is, the operating state data may include: a selection state whether or not to permit the starting of the anti-surge function;
correspondingly, the preset state requirements include: the selection state is open enabled.
And S404, responding to an enabling signal of the anti-surge function, and acquiring the rotating speed data of the supercharger.
In this step, the temperature of the gas in the intake pipe from the outlet end of the supercharger to the throttle valve, the gas flow rate at the throttle valve, the rate of change with time of the gas pressure in the intake pipe, and the volume of the intake pipe are obtained, and the total gas flow rate supercharged by the supercharger is obtained from the gas temperature in the intake pipe, the gas flow rate at the throttle valve, the rate of change, and the volume. Then, the pressure and the temperature of the gas at the inlet end of the supercharger and the pressure of the gas in the gas inlet pipe from the outlet end of the supercharger to the throttle valve are obtained, the pressure ratio of the supercharger is obtained according to the pressure of the gas at the inlet end and the pressure of the gas in the gas inlet pipe, and the amount of the converted gas of the gas compressor is obtained according to the pressure and the temperature of the gas at the inlet end of the supercharger and the total gas flow rate supercharged by the supercharger.
Finally, the reduced rotation speed of the supercharger, i.e., the rotation speed data, is obtained from the pressure ratio, the reduced flow rate, and the supercharging characteristic map shown in fig. 3.
And S405, determining a corresponding rotating speed curve in the characteristic data according to the rotating speed data.
In this step, a corresponding reduced speed curve 302 is found according to the reduced speed determined in the previous step, as shown in fig. 3.
S406, determining the first intake air flow according to the rotating speed curve, the surge boundary curve in the characteristic data and a preset safety threshold.
In the step, an intersection point of the rotating speed curve and the surge boundary curve is found, the abscissa of the intersection point is the minimum gas flow for preventing the surge, and then the minimum gas flow is multiplied by a preset safety threshold value to obtain a first intake flow for preventing the surge. It should be noted that the value range of the preset safety threshold is 1.0 to 1.5, and optionally, 1.1 is taken as the preset safety threshold.
S407, a torque demand value input from the outside is acquired, and a target intake air flow rate is determined from the first intake air flow rate and the torque demand value.
And S408, controlling the operation of the supercharged engine according to the target air inlet flow.
In this embodiment, specific nouns of S407 and S408 explain and implement the principle, refer to S203 to S204, which are not described herein again.
The embodiment provides a control method of a supercharged engine without an air inlet pressure relief valve, which is characterized in that the control method comprises the steps of responding to an enabling signal of an anti-surge function to obtain the rotating speed data of a supercharger; determining a first intake air flow rate for preventing surging according to the characteristic data, the rotating speed data and the preset requirement of the anti-surging function of the supercharger; acquiring a torque demand value input from the outside, and determining a target intake air flow rate according to the first intake air flow rate and the torque demand value; the operation of the supercharged engine is controlled according to the target intake flow. The technical problem of how to control the supercharged engine without the pressure relief valve to avoid surging and avoid other drivability problems caused by the elimination of the pressure relief valve is solved. The technical effects of reducing the manufacturing and research and development cost of the supercharged engine and eliminating surge, air leakage noise and other drivability problems are achieved.
Fig. 5 is a schematic structural diagram of a supercharged engine control device without an intake relief valve according to an embodiment of the present application. The supercharged engine control apparatus 500 without the intake relief valve may be realized by software, hardware, or a combination of both.
As shown in fig. 5, the supercharged engine control device 500 without the intake relief valve includes:
an obtaining module 501, configured to obtain rotation speed data of a supercharger in response to an enable signal of an anti-surge function;
the processing module 502 is used for determining a first intake air flow for preventing surging according to the characteristic data of the supercharger, the rotating speed data and the preset requirement of the anti-surge function;
an obtaining module 501, further configured to obtain a torque demand value input from the outside;
the processing module 502 is further configured to:
determining a target intake air flow rate according to the first intake air flow rate and the torque demand value;
and controlling the operation of the supercharged engine according to the target air inlet flow.
In one possible design, the processing module 502 is configured to:
suppressing supercharging of the supercharger according to the target intake air flow rate; and/or the presence of a gas in the gas,
slowing the closing process of the throttle valve; and/or the presence of a gas in the gas,
determining an ignition delay time; and/or the presence of a gas in the gas,
fuel injection is reduced or inhibited.
In one possible design, the processing module 502 is configured to:
determining a basic torque value according to the first intake air flow and a preset corresponding relation, wherein the preset corresponding relation is the corresponding relation between the basic torque value and the first intake air flow;
determining gas circuit torque according to the torque demand value and the basic torque value;
and determining the corresponding target intake air flow according to the air path torque.
In one possible design, the processing module 502 is configured to:
determining a target opening value of the throttle valve according to the target intake air flow;
and determining a closing rate curve of the throttle valve in a preset closing time period according to the current opening value, the target opening value and the preset closing time period of the throttle valve so as to slow down the closing process of the throttle valve from the current opening value to the target opening value.
In one possible design, the obtaining module 501 is further configured to obtain a plurality of monitoring data, where the monitoring data includes: gas state data in the gas inlet channel and an externally input control signal;
the processing module 502 is further configured to:
judging whether the enabling conditions of the anti-surge function are met or not according to the plurality of monitoring data;
if yes, an enabling signal of the anti-surge function is generated to start the anti-surge function.
In one possible design, the gas states include: the control signal comprises a first control signal of an accelerator pedal;
enabling conditions comprising:
the first air pressure value is greater than or equal to a preset air pressure threshold value, and the first control signal is a reduction signal.
In one possible design, monitoring the data further includes: operating condition data of the supercharged engine;
enabling conditions, further comprising:
and the working state data meets the preset state requirement.
In one possible design, the operating state data includes: a supercharging state;
presetting state requirements, including: the supercharging state is supercharging.
In one possible design, the operating state data further includes: monitoring the operating state of the sensor;
the preset state requirements further include: the operation state is normal operation.
In one possible design, the operating state data further includes: the start time of the boost condition;
the preset state requirements further include: the starting time is greater than or equal to the preset delay time.
In one possible design, the operating state data includes: a selection state whether or not to permit the starting of the anti-surge function;
the preset state requirements include: the selection state is allow-on.
In one possible design, the processing module 502 is configured to:
determining a corresponding rotating speed curve in the characteristic data according to the rotating speed data;
and determining the first intake air flow according to the rotating speed curve, the surge boundary curve in the characteristic data and a preset safety threshold.
It should be noted that the apparatus provided in the embodiment shown in fig. 5 can execute the method provided in any of the above method embodiments, and the specific implementation principle, technical features, term explanation and technical effects thereof are similar and will not be described herein again.
Fig. 6 is a schematic structural diagram of an electronic device according to an embodiment of the present application. As shown in fig. 6, the electronic device 600 may include: at least one processor 601 and memory 602. Fig. 6 shows an electronic device as an example of a processor.
A memory 602 for storing programs. In particular, the program may include program code including computer operating instructions.
The memory 602 may comprise high-speed RAM memory, and may also include non-volatile memory (non-volatile memory), such as at least one disk memory.
The processor 601 may be a Central Processing Unit (CPU), an Application Specific Integrated Circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.
Alternatively, the memory 602 may be separate or integrated with the processor 601. When the memory 602 is a device independent from the processor 601, the electronic device 600 may further include:
a bus 603 for connecting the processor 601 and the memory 602. The bus may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, an Extended ISA (EISA) bus, or the like. Buses may be classified as address buses, data buses, control buses, etc., but do not represent only one bus or type of bus.
Alternatively, in a specific implementation, if the memory 602 and the processor 601 are implemented in a single chip, the memory 602 and the processor 601 may complete communication through an internal interface.
The embodiment of this application still provides a vehicle, includes: a supercharged engine without an intake-relief valve, and any of the possible electronic devices in the embodiment shown in fig. 6.
An embodiment of the present application further provides a computer-readable storage medium, where the computer-readable storage medium may include: various media that can store program codes, such as a usb disk, a removable hard disk, a read-only memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and in particular, the computer-readable storage medium stores program instructions for the methods in the above method embodiments.
An embodiment of the present application further provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, the computer program implements the method in the foregoing method embodiments.
Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the invention following, in general, the principles of the application and including such departures from the present disclosure as come within known or customary practice within the art to which the invention pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the application being indicated by the following claims.
It will be understood that the present application is not limited to the precise arrangements that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the application is limited only by the appended claims.
Finally, it should be noted that: the above embodiments are only used for illustrating the technical solutions of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and these modifications or substitutions do not depart from the scope of the technical solutions of the embodiments of the present application.
Claims (17)
1. A method of controlling a supercharged engine without an intake relief valve, comprising:
responding to an enabling signal of the anti-surge function, and acquiring rotation speed data of the supercharger;
determining a first intake air flow rate at which surge is prevented from occurring, based on the characteristic data of the supercharger, the rotational speed data, and a preset requirement of the surge prevention function;
acquiring a torque demand value of an external input, and determining a target intake air flow rate according to the first intake air flow rate and the torque demand value;
and controlling the operation of the supercharged engine according to the target air inlet flow.
2. The method for controlling a supercharged engine without an intake relief valve according to claim 1, wherein said controlling the operation of the supercharged engine according to the target intake air flow rate comprises:
suppressing supercharging of the supercharger according to the target intake air flow rate; and/or the presence of a gas in the gas,
slowing the closing process of the throttle valve; and/or the presence of a gas in the atmosphere,
determining an ignition delay time; and/or the presence of a gas in the gas,
fuel injection is reduced or inhibited.
3. The intake-relief valve-less supercharged engine control method according to claim 1, wherein said determining a target intake air flow rate based on the first intake air flow rate and the torque demand value includes:
determining a basic torque value according to the first intake air flow and a preset corresponding relation;
determining gas circuit torque according to the torque demand value and the basic torque value;
and determining the corresponding target intake air flow according to the air path torque.
4. The intake-relief-valve-less supercharged engine control method according to claim 2, wherein said slowing down the closing process of the throttle valve in accordance with the target intake air flow rate includes:
determining a target opening value of the throttle valve according to the target intake air flow rate;
and determining a closing rate curve of the throttle valve in a preset closing time period according to the current opening value, the target opening value and the preset closing time period of the throttle valve so as to slow down the closing process of the throttle valve from the current opening value to the target opening value.
5. The method for controlling a supercharged engine without an intake-relief valve according to claim 1, further comprising, before said obtaining the rotational speed data of the supercharger in response to the enable signal of the surge-prevention function:
obtaining a plurality of monitoring data, the monitoring data comprising: gas state data in the gas inlet channel and an externally input control signal;
judging whether an enabling condition of an anti-surge function is met according to a plurality of monitoring data;
if yes, generating an enabling signal of the anti-surge function to start the anti-surge function.
6. The method of controlling a boosted engine without intake relief valve of claim 5 wherein the gas state comprises: a first air pressure value at the cylinder input, the control signal comprising a first control signal for an accelerator pedal;
the enabling conditions include:
the first air pressure value is greater than or equal to a preset air pressure threshold value, and the first control signal is a reduction signal.
7. The method of controlling a supercharged engine without inlet relief valve according to claim 6, characterized in that said monitoring data further comprises: operating condition data of the supercharged engine;
the enabling condition further comprises:
and the working state data meets the preset state requirement.
8. The method of controlling a supercharged engine without an intake-relief valve according to claim 7, characterized in that said operation state data includes: a supercharging state;
the preset state requirement comprises: the supercharging state is supercharging.
9. The method of controlling a boosted engine without inlet relief valve of claim 8 wherein said operating condition data further comprises: monitoring the operating state of the sensor;
the preset state requirement further comprises: the operating state is normal operation.
10. The method of controlling a boosted engine without inlet relief valve of claim 8 wherein said operating condition data further comprises: the start time of the boost condition;
the preset state requirements further include: the starting time is greater than or equal to a preset delay time.
11. The method for controlling a supercharged engine without the intake-relief valve according to any of claims 7 to 10, characterized in that the operation state data includes: a selection state whether to permit activation of the anti-surge function;
the preset state requirements include: the selection state is open enabled.
12. The method for controlling a supercharged engine without the intake relief valve according to any one of claims 1 to 10, wherein the determining the first intake air flow rate for preventing the occurrence of surge based on the characteristic data of the supercharger, the rotational speed data, and the preset requirement for the surge suppressing function includes:
determining a corresponding rotating speed curve in the characteristic data according to the rotating speed data;
and determining the first intake air flow according to the rotating speed curve, a surge boundary curve in the characteristic data and a preset safety threshold.
13. A control device for a supercharged engine without an intake relief valve, comprising:
the acquisition module is used for responding to an enabling signal of the anti-surge function and acquiring the rotating speed data of the supercharger;
the processing module is used for determining a first intake air flow for preventing surging according to characteristic data of the supercharger, the rotating speed data and a preset requirement of the anti-surge function;
the acquisition module is also used for acquiring a torque demand value input from the outside;
the processing module is further configured to:
determining a target intake air flow rate from the first intake air flow rate and the torque demand value;
and controlling the operation of the supercharged engine according to the target air inlet flow.
14. An electronic device, comprising: a processor and a memory;
the memory for storing a computer program for the processor;
the processor is configured to execute the method of controlling a supercharged engine without an intake-relief valve according to any one of claims 1 to 12 via execution of the computer program.
15. A vehicle, characterized by comprising: a supercharged engine without an intake-relief valve and the electronic device of claim 14.
16. A computer readable storage medium having stored thereon a computer program, wherein the computer program, when executed by a processor, implements the method of controlling a supercharged engine without an intake-relief valve of any of claims 1 to 12.
17. A computer program product comprising a computer program, wherein the computer program when executed by a processor implements a method of controlling a supercharged engine without inlet-relief valve according to any of claims 1 to 12.
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| CN202210242744.9A CN114576017A (en) | 2022-03-11 | 2022-03-11 | Control method and device for supercharged engine without air inlet pressure relief valve and vehicle |
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| CN202210242744.9A CN114576017A (en) | 2022-03-11 | 2022-03-11 | Control method and device for supercharged engine without air inlet pressure relief valve and vehicle |
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