CN116122955A - Noise control method for supercharged engine of vehicle - Google Patents

Noise control method for supercharged engine of vehicle Download PDF

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Publication number
CN116122955A
CN116122955A CN202111346369.4A CN202111346369A CN116122955A CN 116122955 A CN116122955 A CN 116122955A CN 202111346369 A CN202111346369 A CN 202111346369A CN 116122955 A CN116122955 A CN 116122955A
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China
Prior art keywords
vehicle
supercharged engine
turbine
preset
opening degree
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Pending
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CN202111346369.4A
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Chinese (zh)
Inventor
谢正海
王应红
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SAIC Motor Corp Ltd
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SAIC Motor Corp Ltd
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Priority to CN202111346369.4A priority Critical patent/CN116122955A/en
Publication of CN116122955A publication Critical patent/CN116122955A/en
Pending legal-status Critical Current

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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
    • F02B37/12—Control of the pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/24—Control of the pumps by using pumps or turbines with adjustable guide vanes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0005—Controlling intake air during deceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0082—Controlling each cylinder individually per groups or banks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/045—Detection of accelerating or decelerating state
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/045—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions combined with electronic control of other engine functions, e.g. fuel injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • 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
    • F04D27/0246—Surge control by varying geometry within the pumps, e.g. by adjusting vanes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
    • F02D2200/501—Vehicle speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • 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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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Geometry (AREA)
  • Supercharger (AREA)

Abstract

The invention provides a noise control method of a supercharged engine of a vehicle, which is suitable for an exhaust gas turbine supercharged engine system of the vehicle. The method comprises the following steps: judging whether the vehicle enters a sudden deceleration working condition according to the state information, if so, executing the following operations according to the state information of the vehicle at the same time: controlling a throttle valve to be closed at a preset slow closing speed; controlling the opening degree of a nozzle ring group of the turbine to be 100%; retarding the ignition angle of the supercharged engine by a preset delay angle according to the ignition angle information of the supercharged engine; and (5) carrying out cylinder separation and oil breaking treatment on the supercharged engine. Judging whether the supercharged engine meets a preset turbine BPF noise generation condition or not; if yes, the opening degree of the nozzle ring group of the turbine is reduced to a preset first opening degree threshold corresponding to the current gear according to the current gear information. According to the method, on a supercharged engine system without a pressure relief valve device, the occurrence of compressor surge and turbine BPF noise under the working condition of sudden deceleration of the engine can be controlled simultaneously, and the NVH performance of a vehicle is improved.

Description

Noise control method for supercharged engine of vehicle
Technical Field
The invention relates to the technical field of supercharged engines, in particular to a noise control method of a supercharged engine of a vehicle.
Background
The modern high-performance gasoline engine for vehicles generally adopts the turbo-charging technology. An exhaust gas turbocharger is one of the most common turbochargers, and uses high-temperature and high-pressure exhaust gas discharged from an engine to drive a turbine in the turbocharger to rotate at a high speed, and then drive a compressor coaxial with the turbine to rotate together so as to provide more combustion air for the engine, thereby improving the performance of the engine.
The supercharged engine of the exhaust gas turbocharged engine system is not easy to avoid the intrinsic surge area of the compressor of the supercharger during transient operation, and once the operation of the engine enters the surge area, not only the hardware of the supercharger can be damaged, but also the comfort of passengers can be seriously affected by noise generated by surge. Therefore, avoiding the occurrence of the surge phenomenon of the compressor is a great technical problem for the development and application of the supercharged engine.
In addition, as the engine is miniaturized and intensified, the speed and pressure ratio of the supercharger are continuously increased, and the turbine power and the sound power of the supercharged engine are increased in geometric progression as the linear speed of the impeller outlet is increased. The design of high efficiency and wide flow rates of turbines increases the blade mean stress, resulting in an increased tendency for turbine blade pass frequency (Blade Passing Frequency, BPF) noise. In particular, in the low engine speed region, the turbine BPF noise is very easily recognized by the human ears, and the riding experience of passengers is affected.
In the prior art, in order to cope with surge, a pressure relief valve is additionally arranged in a turbocharged engine system to avoid compressor surge under the transient working condition of the whole vehicle. However, the relief valve has problems of engine arrangement and hardware cost, so methods of eliminating the relief valve have been studied. However, if the relief valve is eliminated, even if surge can be reduced by a certain control means, the turbine BPF noise is still unavoidable.
Disclosure of Invention
The invention aims to solve the problems that after a pressure release valve is eliminated in an exhaust gas turbocharging engine system of a vehicle in the prior art, the surge of a compressor and the noise of a turbine BPF are obvious, and the performance and riding experience of the whole vehicle are affected.
To solve the above problems, an embodiment of the present invention discloses a noise control method of a supercharged engine of a vehicle, which is applicable to an exhaust gas turbocharged engine system of a vehicle, the exhaust gas turbocharged engine system including a supercharged engine, a throttle valve, and a supercharger, the supercharger including a compressor, and a turbine; and, the noise control method includes:
s1: acquiring state information of the vehicle, and judging whether the vehicle enters a sudden deceleration working condition according to the state information;
if yes, executing step S2;
if not, continuously judging whether the vehicle enters a sudden deceleration working condition;
s2: the following operations are simultaneously performed according to the state information of the vehicle:
controlling a throttle valve to be closed at a preset slow closing speed;
controlling the opening degree of a nozzle ring group of the turbine to be 100%;
acquiring ignition angle information of the supercharged engine, and retarding the ignition angle of the supercharged engine by a preset delay angle according to the ignition angle information of the supercharged engine;
carrying out cylinder separation and oil breaking treatment on the supercharged engine;
s3: acquiring speed information of a vehicle, current gear information and pressure information of an exhaust gas turbine supercharged engine system, and judging whether the supercharged engine meets preset turbine BPF noise occurrence conditions according to the state information of the vehicle, the speed information of the vehicle and the pressure information of the exhaust gas turbine supercharged engine system;
if yes, reducing the opening of the nozzle ring group of the turbine to a preset first opening threshold corresponding to the current gear according to the current gear information;
if not, continuing to judge whether the supercharged engine meets the preset turbine BPF noise generation condition.
By adopting the method, the compressor surge phenomenon of the exhaust gas turbine supercharged engine system under the rapid deceleration working condition can be restrained without arranging a pressure relief valve, the problem of turbine BPF noise can be solved at the same time, and the NVH performance of the whole automobile is improved.
According to another specific embodiment of the invention, the method for controlling noise of the supercharged engine of the vehicle disclosed by the embodiment of the invention, wherein the state information of the vehicle comprises the opening degree of an accelerator pedal of the vehicle and the change rate of the accelerator pedal of the vehicle; in step S2, controlling the throttle valve to close at a preset slow closing speed includes: and controlling the throttle valve to close at a preset slow closing speed according to a comparison result of the opening of the accelerator pedal of the vehicle and a preset opening threshold value and/or a comparison result of the change rate of the accelerator pedal of the vehicle and a preset change rate threshold value until the vehicle is decelerated.
According to another specific embodiment of the invention, the method for controlling noise of the supercharged engine of the vehicle disclosed by the embodiment of the invention, wherein the state information of the vehicle comprises the opening degree of an accelerator pedal of the vehicle and the change rate of the accelerator pedal of the vehicle; in step S2, controlling the opening degree of the nozzle ring group of the turbine to be 100% includes: and controlling the opening degree of the nozzle ring group of the turbine to be 100% according to the comparison result of the opening degree of the accelerator pedal of the vehicle and the preset opening degree threshold value and/or the comparison result of the change rate of the accelerator pedal of the vehicle and the preset change rate threshold value until the supercharged engine meets the preset turbine BPF noise generation condition.
According to another specific embodiment of the present invention, in the method for controlling noise of a supercharged engine of a vehicle disclosed in the embodiment of the present invention, in step S2, ignition angle information of the supercharged engine includes a crank angle corresponding to an initial ignition angle of the supercharged engine; and retarding the ignition angle of the supercharged engine by a preset retard angle according to the ignition angle information of the supercharged engine includes: and retarding the ignition angle of the supercharged engine by a preset delay angle according to the crank angle corresponding to the initial ignition angle of the supercharged engine.
By adopting the method, the ignition time of the engine is determined by taking the crank angle as a reference, and the ignition angle is controlled according to the crank angle of the supercharged engine, so that the accuracy of the ignition angle control is improved.
According to another embodiment of the present invention, a noise control method of a supercharged engine of a vehicle disclosed in an embodiment of the present invention determines an ignition angle of the supercharged engine according to the following formula:
C n ＝C 0 +C Δ
wherein C is n To boost the ignition angle of the engine, C 0 For the crank angle corresponding to the initial firing angle of the supercharged engine C Δ Is a preset delay angle.
According to another specific embodiment of the invention, the method for controlling noise of the supercharged engine of the vehicle disclosed by the embodiment of the invention, wherein the state information of the vehicle comprises the opening degree of an accelerator pedal of the vehicle and the change rate of the accelerator pedal of the vehicle; the speed information of the vehicle includes a current vehicle speed; the pressure information of the exhaust gas turbocharged engine system includes a pre-pressure of the compressor, a post-pressure of the compressor, a pre-turbine pressure of the turbine, and a post-turbine pressure of the turbine; in step S3, the preset turbine BPF noise generation conditions are: the current vehicle speed is smaller than a preset vehicle speed threshold value; the opening degree of the accelerator pedal of the vehicle reaches a preset opening degree threshold value, and/or the change rate of the accelerator pedal of the vehicle reaches a preset change rate threshold value; the ratio of the post-pressure of the compressor to the pre-pressure of the compressor is less than or equal to a preset first pressure ratio; the ratio of the pre-turbine pressure to the post-turbine pressure of the turbine is less than or equal to a preset second pressure ratio; and, the above conditions need to be satisfied simultaneously.
By adopting the method, the influences of the vehicle speed, the opening degree and the change rate of the accelerator pedal and the pressure of the exhaust gas turbocharged engine system are comprehensively considered, so that the determined time for generating the turbine BPF noise is more accurate.
According to another specific embodiment of the invention, the method for controlling the noise of the supercharged engine of the vehicle disclosed by the embodiment of the invention has the preset vehicle speed threshold ranging from 30km/h to 40km/h; the preset first pressure ratio ranges from 1.10 to 1.15; the predetermined second pressure ratio ranges from 1.25 to 1.35.
According to another embodiment of the present invention, in step S3, the method for controlling noise of a supercharged engine of a vehicle disclosed in the embodiment of the present invention reduces the opening of a nozzle ring group of a turbine to a preset first opening threshold value corresponding to a current gear according to current gear information, including: calibrating the opening of a spray ring group of the turbine of each gear of the vehicle to obtain a first opening threshold corresponding to each gear; the first opening threshold value is the opening of a spray ring group of the turbine without turbine BPF noise; the opening degree of the nozzle ring group of the turbine is reduced from 100% to a preset first opening degree threshold value corresponding to the current gear.
According to another embodiment of the present invention, the method for controlling noise of a supercharged engine of a vehicle according to the embodiment of the present invention further includes, after step S3: acquiring an oil-cut sliding instruction sent by a whole vehicle controller of a vehicle, and judging whether the supercharged engine runs under an oil-cut working condition according to the oil-cut sliding instruction;
if yes, reducing the opening of the spray ring group of the turbine to a preset second opening threshold corresponding to the current gear according to the current gear information; wherein the second opening threshold is smaller than the first opening threshold;
if not, continuing to judge whether the supercharged engine runs under the fuel cut-off sliding working condition.
According to another embodiment of the present invention, in the method for controlling noise of a supercharged engine of a vehicle disclosed in the embodiment of the present invention, in step S2, a preset slow-off speed is determined according to the rotation speed of the supercharged engine and the load of the supercharged engine; and, in step S2, the preset delay angle ranges from 5 ° to 10 °.
The beneficial effects of the invention are as follows:
the method includes the steps that when a vehicle enters a sudden deceleration working condition, a throttle valve is controlled to be closed at a preset slow closing speed; controlling the opening degree of a nozzle ring group of the turbine to be 100%; acquiring ignition angle information of the supercharged engine, and retarding the ignition angle of the supercharged engine by a preset delay angle according to the ignition angle information of the supercharged engine; the operation step of carrying out cylinder separation and oil breaking treatment on the supercharged engine can control the closing process of a throttle valve to a certain lower speed through a control strategy when a driver releases an accelerator pedal, so that high-pressure gas in a pipeline can enter a cylinder through the throttle valve after the opening degree of the throttle valve is reduced, and the occurrence of surge is effectively inhibited; meanwhile, by matching with the ignition angle delay and cylinder separation and oil break strategy, the number of cylinders participating in combustion can be reduced, the power torque of the engine is reduced, and the speed reduction requirement of a driver is met while surge is restrained. The opening degree of the nozzle ring group is set to be 100 percent so as to reduce the energy and the rotating speed of the exhaust gas of the supercharger and weaken the surge driving factor. For the turbine BPF noise which is easy to induce when the nozzle ring group is large in opening degree, the mode of optimizing and reducing the opening degree value of the nozzle ring group in the turbine BPF noise area behind the surge area is adopted, so that the occurrence of the turbine BPF noise is avoided. Therefore, according to the noise control method for the supercharged engine of the vehicle, a pressure relief valve is not required to be arranged in the exhaust gas turbocharged engine system of the vehicle, so that the space and the cost are saved, the arrangement of the exhaust gas turbocharged engine system is convenient, the occurrence of compressor surge and turbine BPF noise can be restrained, and the NVH performance of the whole vehicle is high.
Drawings
FIG. 1 is a schematic illustration of an exhaust gas turbocharged engine system for a vehicle according to an embodiment of the present invention;
FIG. 2 is a schematic illustration of a supercharger in an exhaust gas turbocharged engine system for a vehicle (with the turbine housing removed) according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of a compressor housing of a supercharger in an exhaust gas turbocharged engine system of a vehicle according to an embodiment of the present invention;
FIG. 4 is a schematic illustration of the mating relationship of a turbine and vanes of a nozzle ring set in an exhaust gas turbocharged engine system for a vehicle according to an embodiment of the present invention;
FIG. 5 is a graph illustrating the operating characteristics of a supercharger in an exhaust gas turbocharged engine system for a vehicle according to an embodiment of the present invention;
fig. 6 is a flowchart of a noise control method of a supercharged engine of a vehicle according to an embodiment of the present invention;
fig. 7 is a transient deceleration characteristic curve of a supercharger in a noise control method of a supercharged engine of a vehicle according to an embodiment of the present invention.
Reference numerals illustrate:
1. a supercharged engine; 2. a throttle valve; 3. a supercharger; 31. a compressor; 311. an air inlet; 312. an air outlet; 313. a bypass channel; 32. a turbine; 321. a turbine; 322. distance pins; 323. a nozzle ring set; 3231. a blade; 3232. a blade shaft; 33. a crank arm; 34. a push rod; 35. an electric control actuator; 4. an air cleaner; 5. an air flow meter; 6. an intercooler; 7. a three-way catalyst; 8. a pressure sensor; 81. a pre-press pressure sensor; 82. a boost pressure sensor; 83. a pre-vortex pressure sensor; 84. a post-vortex pressure sensor; 9. and a pressure release valve.
Detailed Description
Further advantages and effects of the present invention will become apparent to those skilled in the art from the disclosure of the present specification, by describing the embodiments of the present invention with specific examples. While the description of the invention will be described in connection with the preferred embodiments, it is not intended to limit the inventive features to the implementation. Rather, the purpose of the invention described in connection with the embodiments is to cover other alternatives or modifications, which may be extended by the claims based on the invention. The following description contains many specific details for the purpose of providing a thorough understanding of the present invention. The invention may be practiced without these specific details. Furthermore, some specific details are omitted from the description in order to avoid obscuring the invention. It should be noted that, without conflict, the embodiments of the present invention and features of the embodiments may be combined with each other.
It should be noted that in this specification, like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures.
In the description of the present embodiment, it should be noted that the azimuth or positional relationship indicated by the terms "upper", "lower", "inner", "bottom", etc. are based on the azimuth or positional relationship shown in the drawings, or the azimuth or positional relationship in which the inventive product is conventionally put in use, are merely for convenience of describing the present invention and simplifying the description, and are not indicative or implying that the apparatus or element to be referred to must have a specific azimuth, be configured and operated in a specific azimuth, and therefore should not be construed as limiting the present invention.
The terms "first," "second," and the like are used merely to distinguish between descriptions and are not to be construed as indicating or implying relative importance.
In the description of the present embodiment, it should also be noted that, unless explicitly specified and limited otherwise, the terms "disposed," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present embodiment can be understood in a specific case by those of ordinary skill in the art.
To make the objects, technical methods and advantages of the present invention more apparent, embodiments of the present invention will be described in further detail with reference to the accompanying drawings.
In order to solve the problems that after a pressure release valve is removed from an exhaust gas turbocharged engine system of a vehicle in the prior art, compressor surge and turbine BPF noise are obvious, and the overall performance and riding experience are affected, the embodiment of the invention provides a noise control method of a supercharged engine of the vehicle, and the noise control method is suitable for the exhaust gas turbocharged engine system of the vehicle.
First, referring to fig. 1, an exhaust gas turbocharged engine system of a vehicle will be described.
The exhaust gas turbocharged engine system of a vehicle comprises a supercharged engine 1, a throttle 2, and a supercharger 3. The supercharger 3 includes a compressor 31 and a turbine 32. The exhaust gas turbine supercharged engine system further comprises an air filter 4, an air flowmeter 5, an intercooler 6, a three-way catalyst 7, a pressure sensor 8 and the like. Further, the compressor 31 includes an inlet 311, an outlet 312, and a bypass passage 313. The turbine 32 includes a turbine 321, distance pins 322, and a nozzle ring set 323; the nozzle ring set 323 includes a vane 3231, a vane shaft 3232, both of which are typically manufactured as a unitary nozzle ring set by powder metallurgy. The supercharger 3 further comprises a crank arm 33, a push rod 34, and an electrically controlled actuator 35.
In the exhaust gas turbocharged engine system, referring to fig. 1, a compressor 31 is located in the intake duct between the air flow meter 5 and the supercharged engine 1. When the compressor 31 rotates, fresh air flowing in from the air cleaner 4 is sucked and compressed, and then the compressed air is sent to the cylinders of the supercharged engine 1. In fig. 1, arrows show the direction of gas flow, and intake air flows into an intake pipe after impurities in the intake air are removed by passing through an air cleaner 4, and an air flow meter 5 is provided inside the air cleaner 4 to measure the flow rate of the air passing through. After the air enters the air compressor 31 of the supercharger 3, the air flows out of the air compressor 31 after being compressed, and enters the intercooler 6, the compressed high-temperature gas is cooled, so that the gas density can be improved, the thermal load of parts can be reduced, and the air flows into an air inlet manifold after passing through the throttle valve 2, so that the requirement of the supercharged engine 1 is met. The exhaust gas after combustion is discharged into the turbine 32 in the supercharger 3, and after expansion work is performed on the turbine 32, harmful components of the exhaust gas are treated by the three-way catalyst 7 and then discharged to the atmosphere.
Further, in the exhaust gas turbocharged engine system, the pressure sensor 8 includes a pre-pressure sensor 81, a boost pressure sensor 82, a pre-vortex pressure sensor 83, and a post-vortex pressure sensor 84. Wherein, in the flow direction of the gas, a pre-pressure sensor 81 is arranged in front of the compressor 31 to provide a measurement signal of the pre-pressure of the compressor 31; the boost pressure sensor 82 is typically arranged behind the throttle valve 2 to provide a measurement signal of the post-pressure of the compressor 31; a pre-vortex pressure sensor 83 is arranged at the exhaust outlet of the supercharged engine 1 to provide a measurement signal of the pre-vortex pressure of the turbine 32; a post-vortex pressure sensor 84 is arranged at the inlet of the three-way catalyst 7 to provide a measurement signal of the post-vortex pressure of the turbine 32.
Further, in the exhaust gas turbocharged engine system, referring to the schematic structural diagram of the supercharger 3 shown in fig. 2, the electric control actuator 35 manipulates the rotation angle of the nozzle ring group 323 of the compressor 31, so as to achieve the purpose of controlling the opening degree of the nozzle ring group 323, that is, the flow area between the blades 3231. The electric control actuator 35 is installed on the side of the compressor 31 with lower temperature, and outputs torque to the push rod 34 of the supercharger 3 through the internal motor and gear transmission system thereof according to the instruction of the engine electric control unit, and the crank arm 33 is driven by the push rod 34. The crank arm 33 is connected to the nozzle ring set 323, and drives the nozzle ring set 323 to rotate, that is, the vane shaft 3232 at the back of the vane 3231 is finally rotated to increase or decrease the flow area between the adjacent vanes 3231, so as to achieve the purpose of controlling the opening degree of the nozzle ring set 323 and the supercharging pressure of the supercharged engine 1 in fig. 1. Exhaust gas from the supercharged engine 1 flows in from the inlet of the turbine 32, and passes through a closed flow passage formed by adjacent blades 3231 of the nozzle ring group 323 and the turbine box to impinge on the turbine 321, to apply work to the supercharger 3, and then flows out of the turbine 32. The distance pins 322 are attached to the inner wall of the turbine box and function to ensure that the blades 3231 are in a certain clearance from the turbine box so as not to touch.
Further, in the exhaust gas turbocharged engine system, referring to the compressor housing structure schematic of the supercharger 3 shown in fig. 3, a bypass passage 313 is provided between the intake port 311 and the exhaust port 312 of the compressor 31, and the bypass passage 313 is used to connect the intake pipe and the exhaust pipe of the compressor 31. In some cases, the bypass channel 313 may be opened and closed by a relief valve 9, where the relief valve 9 is an on-off valve and is normally closed, and the main purpose is to cope with transient bypass relief and prevent the compressor 31 from surging.
Still further, in the exhaust gas turbocharged engine system, with continued reference to fig. 1, the electronically controlled actuator 35 controls the opening of the nozzle ring set 323. When the exhaust gas energy is high, increasing the opening degree of the nozzle ring group 323 can reduce the exhaust back pressure and pumping loss of the supercharged engine 1. When the exhaust gas energy is low, the opening degree of the nozzle ring group 323 is reduced, and the exhaust back pressure of the supercharged engine 1 can be increased, so that enough energy can be obtained to meet the power requirement of the compressor 31 and the low-speed torque characteristic of the supercharged engine 1 can be improved. The throttle valve 2 is used to regulate the flow of gas into the supercharged engine 1, and when the supercharged engine 1 is operating in full load conditions, the throttle valve 2 is in the full open position, the smaller the load the smaller the opening.
Further, in this exhaust gas turbocharged engine system, referring to the schematic diagram of the fitting relationship between the turbine 321 and the vanes 3231 of the nozzle ring group 323 shown in fig. 4, high-temperature and high-pressure exhaust gas passes through the flow passages between the adjacent vanes 3231, when the opening degree of the nozzle ring group 323 is opened from the solid line position to the larger opening degree position in fig. 4, that is, the vane 3231 is rotated about the vane shaft 3232 to the position shown by the broken line, that is, the position of the small opening degree air flow to the large opening degree air flow. The flow passage area between adjacent blades 3231 increases, which can accommodate more exhaust gas to pass through, and can effectively reduce the pressure of exhaust gas before the turbine. The blades 3231 are uniformly circumferentially arranged, but the exhaust gas flowing into the channels between the blades 3231 is not uniformly arranged due to the inlet position of the turbine box, and during the high-speed rotation of the blades of the turbine 321, the static pressure at the tail position of the blades 3231 passing through the individual blades 3231 on the nozzle ring 323, such as the blades 3231 near the tongue of the turbine box flow channel, is greatly changed, so that a large excitation effect is generated on the turbine 321, and the blades of the turbine 321 vibrate periodically, so that turbine BPF noise is generated.
Further, in the exhaust gas turbocharged engine system, referring to the operation characteristic curve of the supercharger 3 shown in fig. 5, the supercharged engine 1 is accelerated transiently along the broken line a to B to the stable point B, after which when the supercharged engine 1 suddenly releases the throttle, the throttle valve 2 suddenly closes down, and the air flow rate is suddenly reduced. At this time, since the turbine 321 of the supercharger 3 has inertia, the rotational speed of the turbine 321 cannot be changed sharply in a short time, so the boost pressure will be maintained for a while, the pressure ratio is basically unchanged, that is, the dashed line from B to C to a indicates the process, the supercharger 3 enters the working condition that the pressure ratio is relatively large and the flow is reduced, and the working condition operating point easily enters the surge region, that is, from B1 to C to A1 of the surge region. The relief valve 9 is provided to avoid surging when the throttle valve 2 is closed. The working principle of the pressure relief valve 9 is that when a driver releases an accelerator pedal, the pressure relief valve 9 is opened to conduct the air inlet 311 and the air outlet 312 of the air compressor 31, and high-pressure air in an air inlet pipeline of the air compressor 31 is discharged, so that surge is effectively inhibited, and the engine can run along a curved solid line from B to A to avoid a surge area. In the event of a malfunction of the relief valve 9 or the absence of the relief valve 9 for ease of arrangement or cost reduction, the noise control method provided by the present invention is required to avoid the occurrence of compressor surge and turbine BPF noise.
Next, a noise control method of a supercharged engine of a vehicle according to the present invention will be described with reference to fig. 6.
In the noise control method of the supercharged engine of the vehicle according to the present invention, the noise control method includes:
s1: acquiring state information of the vehicle, and judging whether the vehicle enters a sudden deceleration working condition according to the state information;
if yes, executing step S2;
if not, continuously judging whether the vehicle enters a sudden deceleration working condition;
s2: the following operations are simultaneously performed according to the state information of the vehicle:
controlling a throttle valve to be closed at a preset slow closing speed;
controlling the opening degree of a nozzle ring group of the turbine to be 100%;
acquiring ignition angle information of the supercharged engine, and retarding the ignition angle of the supercharged engine by a preset delay angle according to the ignition angle information of the supercharged engine;
carrying out cylinder separation and oil breaking treatment on the supercharged engine;
s3: acquiring speed information of a vehicle, current gear information and pressure information of an exhaust gas turbine supercharged engine system, and judging whether the supercharged engine meets preset turbine BPF noise occurrence conditions according to the state information of the vehicle, the speed information of the vehicle and the pressure information of the exhaust gas turbine supercharged engine system;
if yes, reducing the opening of the nozzle ring group of the turbine to a preset first opening threshold corresponding to the current gear according to the current gear information;
if not, continuing to judge whether the supercharged engine meets the preset turbine BPF noise generation condition.
Further, in the noise control method of the supercharged engine of the vehicle according to the present invention, the state information of the vehicle includes an opening degree of an accelerator pedal of the vehicle, a rate of change of the accelerator pedal of the vehicle. More specifically, the opening degree of the accelerator pedal may be measured by a pedal sensor, and the rate of change of the accelerator pedal may be calculated by a measurement result and time of the accelerator pedal sensor.
More specifically, in step S2, controlling the throttle valve to close at a preset slow closing speed includes: and controlling the throttle valve to close at a preset slow closing speed according to a comparison result of the opening of the accelerator pedal of the vehicle and a preset opening threshold value and/or a comparison result of the change rate of the accelerator pedal of the vehicle and a preset change rate threshold value until the vehicle is decelerated. The preset opening threshold value can be obtained according to test calibration, and refers to an opening value of an accelerator pedal when the vehicle enters a sudden deceleration working condition. The preset change rate threshold is also obtained according to test calibration, and refers to the change rate of the accelerator pedal when the vehicle enters the sudden deceleration working condition. Of course, in this embodiment, the throttle valve may be controlled only by the opening degree of the accelerator pedal, or may be controlled only by the change rate of the accelerator pedal, and the steps are provided, so that less information is acquired, and the efficiency of the whole control strategy is improved. The throttle valve can be controlled through the opening of the accelerator pedal and the change rate of the accelerator pedal, and the method has the steps that the influence of the opening and the change rate is comprehensively considered, so that the accuracy of judgment and control is improved. And the throttle valve is controlled to be closed at a preset slow closing speed, and the operation needs to be started when the vehicle enters a sudden deceleration working condition until the vehicle is decelerated, namely, the engine of the vehicle stops running.
Still further, in a preferred embodiment according to the present invention, the preset slow off speed is determined based on the rotation speed of the supercharged engine and the load of the supercharged engine. More specifically, the preset slow-closing speed is obtained by comprehensively performing test calibration according to the rotating speed of the supercharged engine and the load of the supercharged engine.
Further, in the noise control method of the supercharged engine of the vehicle according to the present invention, controlling the opening degree of the nozzle ring group of the turbine to be 100% in step S2 includes: and controlling the opening degree of the nozzle ring group of the turbine to be 100% according to the comparison result of the opening degree of the accelerator pedal of the vehicle and the preset opening degree threshold value and/or the comparison result of the change rate of the accelerator pedal of the vehicle and the preset change rate threshold value until the supercharged engine meets the preset turbine BPF noise generation condition. The preset opening threshold value and the preset change rate threshold value are the same as the preset opening threshold value and the preset change rate threshold value in the closing operation of the throttle valve at the preset slow closing speed, and are not repeated here. The opening degree of the nozzle ring group of the turbine is controlled to be 100%, that is, the nozzle ring group of the turbine is controlled to be in a full open state. The manner in which the turbine is controlled is not substantially different from the manner in which the turbine is controlled in the prior art, and is not described in detail herein. The operation of controlling the opening degree of the nozzle ring group of the turbine to be 100% is also started from the time when the vehicle enters the rapid deceleration condition until the turbine BPF noise occurrence condition preset in the step is satisfied. The turbine BPF noise occurrence condition will be referred to in the following.
Further, in the noise control method of the supercharged engine of the vehicle according to the present invention, in step S2, the ignition angle information of the supercharged engine includes a crank angle corresponding to the initial ignition angle of the supercharged engine. The engine crankshaft rotates one revolution 360 degrees, and the crank angle refers to the angle in 360 degrees of crankshaft rotation. The crank angle corresponding to the initial ignition angle of the supercharged engine may be measured by an engine angle sensor. With such a step, since the ignition timing of the engine is determined with the crank angle as a reference, the invention controls the ignition angle according to the crank angle of the supercharged engine, improving the accuracy of the ignition angle control.
Further, retarding the ignition angle of the supercharged engine by a preset retard angle according to the ignition angle information of the supercharged engine includes: and retarding the ignition angle of the supercharged engine by a preset delay angle according to the crank angle corresponding to the initial ignition angle of the supercharged engine.
Still further, in a preferred embodiment according to the present invention, the firing angle of the supercharged engine is determined according to the following formula:
C n ＝C 0 +C Δ
wherein C is n To boost the ignition angle of the engine, C 0 For the crank angle corresponding to the initial firing angle of the supercharged engine C Δ Is a preset delay angle.
Still further, in a preferred embodiment according to the present invention, the predetermined delay angle ranges from 5 ° to 10 °. For example, 5 °, 7.5 °, 9 °, 10 °, or other angular values within this range may be possible. The initial ignition angle of the supercharged engine is a certain value and thus the crank angle corresponding to the initial ignition angle is also certain. In the present embodiment, the supercharged engine is ignited by retarding the supercharged engine by a predetermined retard angle based on the crank angle corresponding to the initial ignition angle. The ignition is delayed, so that the driving capability of the engine is reduced, the engine is prevented from continuously outputting power, and the requirement of reducing the rotating speed of the throttle of a driver is overcome.
Further, in the noise control method of the supercharged engine of the vehicle according to the present invention, the cylinder-split fuel cut-off processing is not substantially different from the method of cylinder-split fuel cut-off in the prior art, and will not be described here.
Furthermore, when the vehicle enters a sudden deceleration working condition, the invention simultaneously executes control of closing the throttle valve at a preset slow closing speed; controlling the opening degree of a nozzle ring group of the turbine to be 100%; acquiring ignition angle information of the supercharged engine, and retarding the ignition angle of the supercharged engine by a preset delay angle according to the ignition angle information of the supercharged engine; the operation step of carrying out cylinder separation and oil breaking treatment on the supercharged engine can control the closing process of a throttle valve to a certain lower speed through a control strategy when a driver releases an accelerator pedal, so that high-pressure gas in a pipeline can enter a cylinder through the throttle valve after the opening degree of the throttle valve is reduced, and the occurrence of surge is effectively inhibited; meanwhile, by matching with the ignition angle delay and cylinder separation and oil break strategy, the number of cylinders participating in combustion can be reduced, the power torque of the engine is reduced, and the speed reduction requirement of a driver is met while surge is restrained. The opening degree of the nozzle ring group is set to be 100 percent so as to reduce the energy and the rotating speed of the exhaust gas of the supercharger and weaken the surge driving factor.
Further, in the noise control method of the supercharged engine of the vehicle according to the present invention, the speed information of the vehicle includes a current vehicle speed; the speed sensor can be measured by the speed sensor, and can also be obtained from a whole vehicle controller or an instrument panel. The pressure information of the exhaust gas turbocharged engine system includes the pre-pressure of the compressor, the post-pressure of the compressor, the pre-turbine pressure of the turbine, and the post-turbine pressure of the turbine, which can be measured by the pre-pressure sensor 81, the boost pressure sensor 82, the pre-turbine pressure sensor 83, and the post-turbine pressure sensor 84 as shown in fig. 1.
Still further, in the noise control method of the supercharged engine of the vehicle according to the present invention, in step S3, the preset turbo BPF noise generation condition is: the current vehicle speed is smaller than a preset vehicle speed threshold value; the opening degree of the accelerator pedal of the vehicle reaches a preset opening degree threshold value, and/or the change rate of the accelerator pedal of the vehicle reaches a preset change rate threshold value; the ratio of the post-pressure of the compressor to the pre-pressure of the compressor is less than or equal to a preset first pressure ratio; the ratio of the pre-turbine pressure to the post-turbine pressure of the turbine is less than or equal to a preset second pressure ratio; and, the above conditions need to be satisfied simultaneously.
Still further, in a preferred embodiment according to the present invention, the preset vehicle speed threshold ranges from 30km/h to 40km/h; for example, it may be 30km/h, 35km/h, 37.5km/h, 40km/h, or other values. The preset first pressure ratio ranges from 1.10 to 1.15; for example, it may be 1.10, 1.125, 1.13, 1.15, or other ratios; the predetermined second pressure ratio ranges from 1.25 to 1.35, and may be, for example, 1.25, 1.275, 1.3, 1.35, or other ratios. The preset opening threshold value and the preset change rate threshold value can be obtained according to test calibration, and the opening threshold values and the change rate threshold values of different vehicle types are different, so that the specific embodiment does not limit the opening threshold value and the change rate threshold value.
Further, in the noise control method of the supercharged engine of the vehicle according to the present invention, in step S3, the opening degree of the nozzle ring group of the turbine is reduced to a preset first opening degree threshold value corresponding to the current gear according to the current gear information, including: calibrating the opening of a spray ring group of the turbine of each gear of the vehicle to obtain a first opening threshold corresponding to each gear; the first opening threshold value is the opening of a spray ring group of the turbine without turbine BPF noise; the opening degree of the nozzle ring group of the turbine is reduced from 100% to a preset first opening degree threshold value corresponding to the current gear. More specifically, each gear of the vehicle needs to be calibrated separately, that is, when the opening degree of the spray ring group is reduced from 100% to a value obtained through experiments, no turbine BPF noise occurs, and the value is then the first opening degree threshold value corresponding to the current gear. In the actual test process, the opening degree of the nozzle ring group can be sequentially decreased to perform an experiment until no turbine BPF noise occurs after the preset turbine BPF noise occurrence condition is met in the experiment, and the opening degree of the nozzle ring group at the moment is set to be a calibration value.
Still further, in a preferred embodiment according to the present invention, after step S3, the method further comprises: acquiring an oil-cut sliding instruction sent by a whole vehicle controller of a vehicle, and judging whether the supercharged engine runs under an oil-cut working condition according to the oil-cut sliding instruction;
if yes, reducing the opening of the spray ring group of the turbine to a preset second opening threshold corresponding to the current gear according to the current gear information; wherein the second opening threshold is smaller than the first opening threshold;
if not, continuing to judge whether the supercharged engine runs under the fuel cut-off sliding working condition.
That is, in the fuel cut-off condition, the opening degree of the spray ring group needs to be calibrated to a smaller value. The second opening threshold can be obtained according to test calibration, and can be directly reduced by 8-10% on the basis of a preset first opening threshold. This embodiment is not limited thereto.
Furthermore, the method and the device have the advantages that for the turbine BPF noise which is easy to induce when the nozzle ring group has a large opening degree, the mode of optimizing and reducing the opening degree value of the nozzle ring group in the turbine BPF noise area behind the surge area is adopted, so that the occurrence of the turbine BPF noise is avoided.
Still further, referring to fig. 7, a transient deceleration characteristic of the supercharger is shown. As can be seen from this fig. 7, the boost pressure of the supercharged engine decreases from the apex when the vehicle enters the rapid deceleration section. When the value drops to a certain value, the surge area is entered, and after the surge area passes, the BPF noise area is entered. During this time, the opening degree of the throttle valve is also gradually reduced. The transient deceleration refers to the characteristic of the operation condition from the highest point B to the lowest point A of the supercharging pressure when the full accelerator of the supercharged engine for the vehicle is accelerated, the supercharging pressure is rapidly reduced after reaching the peak after being increased, and when the supercharging pressure is rapidly reduced, the flow is relatively slowly reduced, so that the compressor operation line of the supercharger can easily enter a surge area. Namely, B to B1 to C to A1 to a in fig. 5, so that a surge phenomenon occurs. Corresponding to the surge fluctuation phenomenon indicated by the broken line in fig. 7, a perceptible turbine BPF noise occurs thereafter. The invention provides a combined calibration measure and method for simultaneously inhibiting surge and reducing turbine BPF noise by classifying surge and BPF phenomena in a partitioned manner.
While the invention has been shown and described with reference to certain preferred embodiments thereof, it will be understood by those skilled in the art that the foregoing is a further detailed description of the invention with reference to specific embodiments, and it is not intended to limit the practice of the invention to those descriptions. Various changes in form and detail may be made therein by those skilled in the art, including a few simple inferences or alternatives, without departing from the spirit and scope of the present invention.

Claims (10)

1. A method of noise control of a supercharged engine of a vehicle characterized by being applied to an exhaust-gas turbocharged engine system of a vehicle, said exhaust-gas turbocharged engine system comprising a supercharged engine, a throttle and a supercharger, said supercharger comprising a compressor and a turbine; and is also provided with
The noise control method comprises the following steps:
s1: acquiring state information of the vehicle, and judging whether the vehicle enters a sudden deceleration working condition according to the state information;
if yes, executing step S2;
if not, continuously judging whether the vehicle enters a sudden deceleration working condition;
s2: the following operations are simultaneously performed according to the state information of the vehicle:
controlling the throttle valve to close at a preset slow closing speed;
controlling the opening of the nozzle ring set of the turbine to be 100%;
acquiring ignition angle information of the supercharged engine, and retarding the ignition angle of the supercharged engine by a preset delay angle according to the ignition angle information of the supercharged engine;
carrying out cylinder separation and oil breaking treatment on the supercharged engine;
s3: acquiring speed information, current gear information and pressure information of the exhaust gas turbine supercharged engine system of the vehicle, and judging whether the supercharged engine meets preset turbine BPF noise occurrence conditions according to the state information of the vehicle, the speed information of the vehicle and the pressure information of the exhaust gas turbine supercharged engine system;
if yes, reducing the opening of the nozzle ring group of the turbine to a preset first opening threshold corresponding to the current gear according to the current gear information;
if not, continuing to judge whether the supercharged engine meets the preset turbine BPF noise generation condition.
2. The noise control method of a supercharged engine of a vehicle according to claim 1, wherein the state information of the vehicle includes an opening degree of an accelerator pedal of the vehicle, a rate of change of the accelerator pedal of the vehicle; and is also provided with
In the step S2, controlling the throttle valve to close at a preset slow closing speed includes:
and controlling the throttle valve to close at a preset slow-closing speed according to a comparison result of the opening of the accelerator pedal of the vehicle and a preset opening threshold value and/or a comparison result of the change rate of the accelerator pedal of the vehicle and a preset change rate threshold value until the vehicle is decelerated.
3. The noise control method of a supercharged engine of a vehicle according to claim 1, wherein the state information of the vehicle includes an opening degree of an accelerator pedal of the vehicle, a rate of change of the accelerator pedal of the vehicle; and is also provided with
In the step S2, controlling the opening degree of the nozzle ring group of the turbine to be 100% includes:
and controlling the opening degree of the nozzle ring group of the turbine to be 100% according to the comparison result of the opening degree of the accelerator pedal of the vehicle and the preset opening degree threshold value and/or the comparison result of the change rate of the accelerator pedal of the vehicle and the preset change rate threshold value until the supercharged engine meets the preset turbine BPF noise occurrence condition.
4. The method for controlling noise of a supercharged engine of a vehicle according to claim 1, wherein in said step S2, the ignition angle information of said supercharged engine includes a crank angle corresponding to an initial ignition angle of said supercharged engine; and is also provided with
Retarding the ignition angle of the supercharged engine by a preset retard angle according to the ignition angle information of the supercharged engine comprises:
and retarding the ignition angle of the supercharged engine by a preset delay angle according to the crank angle corresponding to the initial ignition angle of the supercharged engine.
5. The noise control method of a supercharged engine for a vehicle according to claim 4, wherein an ignition angle of said supercharged engine is determined according to the following formula:
C n ＝C 0 +C Δ
wherein C is n C is the ignition angle of the supercharged engine 0 C is a crank angle corresponding to an initial ignition angle of the supercharged engine Δ Is a preset delay angle.
6. The noise control method of a supercharged engine of a vehicle according to claim 1, wherein the state information of the vehicle includes an opening degree of an accelerator pedal of the vehicle, a rate of change of the accelerator pedal of the vehicle;
the speed information of the vehicle comprises a current vehicle speed;
the pressure information of the exhaust gas turbocharged engine system includes a pre-pressure of the compressor, a post-pressure of the compressor, a pre-turbine pressure of the turbine, and a post-turbine pressure of the turbine; and is also provided with
In the step S3, the preset turbine BPF noise occurrence conditions are:
the current vehicle speed is smaller than a preset vehicle speed threshold value;
the opening degree of the accelerator pedal of the vehicle reaches a preset opening degree threshold value, and/or the change rate of the accelerator pedal of the vehicle reaches a preset change rate threshold value;
the ratio of the post-pressure of the compressor to the pre-pressure of the compressor is less than or equal to a preset first pressure ratio;
the ratio of the pre-turbine pressure to the post-turbine pressure of the turbine is less than or equal to a preset second pressure ratio; and is also provided with
The above conditions need to be satisfied simultaneously.
7. The noise control method of a supercharged engine for a vehicle according to claim 6, wherein the preset vehicle speed threshold value ranges from 30km/h to 40km/h;
the preset first pressure ratio ranges from 1.10 to 1.15;
the predetermined second pressure ratio ranges from 1.25 to 1.35.
8. The method for controlling noise of a supercharged engine of a vehicle according to claim 1, wherein in said step S3, the opening degree of the nozzle ring group of the turbine is reduced to a preset first opening degree threshold value corresponding to the current gear according to the current gear information, comprising:
calibrating the opening of a spray ring group of the turbine of each gear of the vehicle to obtain a first opening threshold corresponding to each gear; wherein the first opening threshold is an opening of a spray ring set of the turbine in which turbine BPF noise does not occur;
the opening degree of the nozzle ring group of the turbine is reduced from 100% to a preset first opening degree threshold value corresponding to the current gear.
9. The method for controlling noise of a supercharged engine for a vehicle according to claim 1, further comprising, after said step S3:
acquiring an oil-cut sliding instruction sent by a vehicle controller of the vehicle, and judging whether the supercharged engine runs under an oil-cut working condition according to the oil-cut sliding instruction;
if yes, reducing the opening of the spray ring group of the turbine to a preset second opening threshold corresponding to the current gear according to the current gear information; wherein the second opening threshold is smaller than the first opening threshold;
if not, continuing to judge whether the supercharged engine runs under the fuel cut-off sliding working condition.
10. The noise control method of a supercharged engine of a vehicle according to any one of claims 1 to 9, characterized in that in said step S2, said preset slow off speed is determined based on the rotation speed of said supercharged engine and the load of said supercharged engine; and is also provided with
In the step S2, the preset delay angle ranges from 5 ° to 10 °.
CN202111346369.4A 2021-11-15 2021-11-15 Noise control method for supercharged engine of vehicle Pending CN116122955A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202111346369.4A CN116122955A (en) 2021-11-15 2021-11-15 Noise control method for supercharged engine of vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202111346369.4A CN116122955A (en) 2021-11-15 2021-11-15 Noise control method for supercharged engine of vehicle

Publications (1)

Publication Number Publication Date
CN116122955A true CN116122955A (en) 2023-05-16

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Application Number Title Priority Date Filing Date
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Country Link
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