CN117927362A

CN117927362A - Turbocharger control method, turbocharger control device, and vehicle

Info

Publication number: CN117927362A
Application number: CN202410159625.6A
Authority: CN
Inventors: 丁大伟
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2024-02-04
Filing date: 2024-02-04
Publication date: 2024-04-26

Abstract

The application discloses a control method of a turbocharger, a control device of the turbocharger and a vehicle, wherein the control method of the turbocharger comprises the following steps: determining a demand boost ratio based on vehicle parameters of the vehicle; determining a maximum supercharging ratio based on an operation state of a variable valve timing system of an engine of the vehicle; determining a target boost ratio by the maximum boost ratio and the demanded boost ratio; the turbocharger is controlled according to the target supercharging ratio. According to the method, the required boost ratio is limited by the maximum boost ratio determined by the operation state of the variable valve timing system, the target boost ratio with higher suitability to the engine can be accurately determined, the turbocharger is controlled based on the target boost ratio, the performance of the engine can be improved, and the normal running of the vehicle is further ensured.

Description

Turbocharger control method, turbocharger control device, and vehicle

Technical Field

The application belongs to the technical field of vehicles, and particularly relates to a control method of a turbocharger, a control device of the turbocharger and a vehicle.

Background

While the miller cycle engine has advantages in terms of low fuel consumption, it has other problems, among which it is more pronounced that the power performance of the miller cycle engine is significantly degraded under certain circumstances. For example, in a high altitude environment, the oxygen content in the air is low, so that the conventional air intake control strategy is difficult to work, the power performance of the Miller cycle engine is suddenly reduced, and the normal running of the vehicle is seriously influenced.

Disclosure of Invention

The application provides a control method of a turbocharger, a control device of the turbocharger, a vehicle and a computer readable storage medium, wherein the required supercharging ratio is limited by the maximum supercharging ratio determined by the operation state of a variable valve timing system, so that the target supercharging ratio with higher suitability with an engine can be accurately determined, the performance of the engine is further improved, and the normal running of the vehicle is ensured.

In a first aspect, the present application provides a control method of a turbocharger, including:

Determining a demand boost ratio based on vehicle parameters of the vehicle;

determining a maximum supercharging ratio based on an operation state of a variable valve timing system of an engine of the vehicle;

Determining a target boost ratio by the maximum boost ratio and the demanded boost ratio;

the turbocharger is controlled according to the target supercharging ratio.

In a second aspect, the present application provides a control device of a turbocharger, comprising:

A first determination module for determining a demanded boost ratio based on vehicle parameters of the vehicle;

A second determination module for determining a maximum boost ratio based on an operating state of a variable valve timing system of an engine of the vehicle;

a third determination module for determining a target boost ratio from the maximum boost ratio and the required boost ratio;

And a control module for controlling the turbocharger according to the target boost ratio.

In a third aspect, the present application provides a vehicle comprising an engine comprising a turbocharger and a variable valve timing system; and a memory, a processor and a computer program stored in the memory and executable on the processor, the processor implementing the steps of the method of the first aspect when the computer program is executed.

In a fourth aspect, the present application provides a computer readable storage medium storing a computer program which, when executed by a processor, performs the steps of the method of the first aspect.

In a fifth aspect, the present application provides a computer program product comprising a computer program which, when executed by one or more processors, implements the steps of the method of the first aspect described above.

Compared with the prior art, the application has the beneficial effects that: it has been found that the maximum supercharging ratio that can be set in different operating states of the variable valve timing system of the engine is different. In order to be able to determine a target supercharging ratio that is more suitable for the engine, after determining the required supercharging ratio from vehicle parameters of the vehicle, such as the required intake air amount, the required torque, or the pedal signal of the accelerator pedal, a maximum supercharging ratio that is more accurate may be determined in conjunction with the operating state of the variable valve timing system; limiting the required boost ratio according to the maximum boost ratio, and determining a target boost ratio with higher suitability for the engine; finally, by controlling the turbocharger with the target boost ratio, the performance of the engine can be improved while ensuring that the turbocharger is not overspeed-damaged, thereby ensuring normal running of the vehicle.

It will be appreciated that the advantages of the second to fifth aspects may be found in the relevant description of the first aspect, and are not described here again.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the embodiments or the description of the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic flow chart of a control method of a turbocharger according to an embodiment of the present application;

FIG. 2 is a schematic diagram of two maximum boost ratio tables provided by an embodiment of the present application;

fig. 3 is a schematic structural view of a control device of a turbocharger according to an embodiment of the present application;

fig. 4 is a schematic structural diagram of a vehicle according to an embodiment of the present application.

Detailed Description

In the following description, for purposes of explanation and not limitation, specific details are set forth such as the particular system architecture, techniques, etc., in order to provide a thorough understanding of the embodiments of the present application. It will be apparent, however, to one skilled in the art that the present application may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.

In the related art, the power performance of the miller cycle engine is obviously reduced under specific environments. Particularly, under the high-altitude environment, the conventional air inlet control strategy is difficult to work due to low oxygen content in the air, so that the dynamic performance of the Miller cycle engine is suddenly reduced, and the normal running of the vehicle is seriously influenced.

In order to solve the problem, the application provides a control method of a turbocharger, which can accurately determine a target supercharging ratio with higher suitability with an engine, further improve the performance of the engine and ensure the normal running of a vehicle. The control method proposed by the present application will be described below by way of specific examples.

The control method of the turbocharger provided by the embodiment of the application can be applied to a vehicle or an electronic control unit (Electronic Control Unit, ECU) configured by the vehicle; the present application may also be applied to other electronic devices that may communicate with a vehicle or an electronic control unit, such as a mobile phone, a tablet computer, a vehicle-mounted device, an Augmented Reality (AR)/Virtual Reality (VR) device, a notebook computer, an ultra-mobile personal computer (UMPC), a netbook, a Personal Digital Assistant (PDA), and the like, and the specific type of the electronic device is not limited in the embodiments of the present application.

In order to explain the technical scheme provided by the application, the following description will be made of each embodiment by taking the ECU as an execution body.

Fig. 1 shows a schematic flowchart of a control method of a turbocharger provided by the application, the control method of the turbocharger includes:

Step 110, the ECU determines a required boost ratio according to vehicle parameters of the vehicle.

The vehicle parameters may include a demanded intake air amount, a demanded torque, or a pedal signal of an accelerator pedal, etc. For ease of illustration, the following embodiments will be described in terms of a pedal signal as a vehicle parameter.

When the accelerator pedal of the vehicle generates a pedal signal, it is indicated that the vehicle has a demand for speed regulation, such as acceleration or deceleration. When the speed regulation demand is acceleration, the engine requires more fuel and more gas pressure to generate more power in order to meet the acceleration demand. That is, the ECU can increase the pressure of the gas by adjusting the supercharging ratio in addition to increasing the fuel by injecting the fuel, thereby increasing the combustion efficiency of the gasoline and providing sufficient power for acceleration of the vehicle. When the speed regulation demand is deceleration, the engine requires a small amount of gas to avoid the accelerated combustion of gasoline in order to meet the deceleration demand, thereby reducing the power provided to the vehicle. Either acceleration or deceleration can be regulated by the boost ratio. For convenience of illustration, acceleration will be described later as an example.

The boost ratio is the ratio of the pressure at the compressor outlet of the supercharger, P _k, to the pressure at the compressor inlet, P _o, generally indicated by the letter η _k, and its calculation formula can be written as:

The supercharging ratio is one of the important performance indexes of the supercharged diesel engine, and the size of the supercharging ratio directly reflects the strengthening degree of the diesel engine. Wherein the adjustment of the boost ratio may be achieved by means of a turbocharger (turbocharger).

In order to distinguish from the actual boost ratio, i.e., from the current boost ratio of the engine, the boost ratio determined by the ECU via the pedal signal may be referred to as the demanded boost ratio. The ECU may achieve the corresponding acceleration demand by adjusting the actual boost ratio to the demanded boost ratio.

Step 120, the ECU determines a maximum boost ratio based on an operating state of a variable valve timing system of an engine of the vehicle.

To avoid damage to the turbocharger due to overspeed, the ECU may limit the rotational speed of the turbocharger. Specifically, the demanded boost ratio, and thus the rotational speed of the turbocharger, may be limited by the maximum boost ratio. It is found that under the high altitude environment, the maximum supercharging ratio of the engine is different under different operation states of the variable valve timing system. Under the condition that relevant parameters of the engine are the same, if influence caused by the motion state change of the variable timing system is ignored, the required supercharging ratio is limited by only adopting a maximum supercharging ratio, the performance of the engine can be sacrificed, and the normal running of the vehicle in a high-altitude environment can not be ensured.

Therefore, the ECU can determine the more applicable maximum supercharging ratio of the engine by combining the operation state of the variable valve timing system, and the maximum supercharging ratio is used for limiting the required supercharging ratio, so that the performance of the engine can be improved on the premise of protecting the turbocharger from damage; particularly, under the high altitude environment, the normal running of the vehicle can be ensured.

Step 130, the ECU determines a target boost ratio from the maximum boost ratio and the required boost ratio.

In order to ensure that the turbocharger is not overspeed-damaged, the ECU may limit the required boost ratio by the maximum boost ratio, i.e., the maximum boost ratio is used as a threshold value for determining whether the required boost ratio is reasonable. For example only, the ECU may determine a magnitude relationship between the maximum boost ratio and the demanded boost ratio to determine whether the demanded boost ratio is reasonable and, in turn, a target boost ratio for controlling the turbocharger.

Step 140, the ECU controls the turbocharger according to the target boost ratio.

After the target supercharging ratio is determined, the ECU can control the turbocharger to enable the current actual supercharging ratio of the engine to reach the target supercharging ratio, so that the performance of the engine is improved while the turbocharger is guaranteed not to be damaged, and further the normal running of the vehicle in a high-altitude environment is guaranteed.

In the embodiment of the application, through intensive research, it is found that the maximum supercharging ratio of the variable valve timing system of the engine, which can be set in different operating states, is different. In order to determine a target supercharging ratio that is more suitable for the engine, the ECU may accurately determine the maximum supercharging ratio in conjunction with the operating state of the variable valve timing system after determining the required supercharging ratio according to the vehicle parameters. The ECU limits the required supercharging ratio by using the maximum supercharging ratio, and can determine a target supercharging ratio that is more suitable for the engine. Finally, the ECU controls the turbocharger to enable the actual boost ratio to reach the target boost ratio, so that the performance of the engine can be improved on the premise of ensuring that the turbocharger is not damaged by overspeed, and the normal running of the vehicle is ensured. This control strategy combines pedal signal, variable valve timing system state, and turbocharger, and aims to achieve an optimal balance of engine performance in high altitude environments to provide a more excellent driving experience.

In some embodiments, the operating state may be divided first in order to accurately determine the maximum boost ratio that the variable valve timing system is adapted to under different operating states. In view of the difference in the maximum supercharging ratio that is applicable to the variable valve timing system in both the active and inactive operating states, step 120 specifically includes:

Step 121, determining a first maximum boost ratio based on an operating parameter of the engine when the operating state is working.

Step 122, determining a second maximum boost ratio based on the operating parameters of the engine when the operating state is inactive.

Under the condition that other parameters of the engine are the same, the variable valve formal system is in two operation states of working and non-working, and the applicable maximum supercharging ratio is different. Therefore, in the case where the operation states of the variable valve timing system are different, in order to avoid adopting the unified maximum supercharging ratio to limit the required supercharging ratio, the finally determined target supercharging ratio is not adapted to the engine, and thus the performance of the engine is reduced, and the ECU can distinguish between the two operation states.

The present application has been found out that the maximum supercharging ratio applied when the variable valve timing system is operated is larger than the maximum supercharging ratio applied when the variable valve timing system is not operated, with the operating parameters of the engine unchanged. Based on this, the ECU may determine the maximum supercharging ratio determined when the operation state is on as the first maximum supercharging ratio, the maximum supercharging ratio determined when the operation state is off as the second maximum supercharging ratio, and the relationship between the two is: the first maximum boost ratio is greater than the second maximum boost ratio.

In this embodiment, the ECU determines the corresponding maximum supercharging ratio according to the current operation state of the variable valve timing system, so that the maximum supercharging ratio used when the variable valve timing system is operating can be increased, and as the supercharging ratio is increased, the performance of the engine when the variable valve timing system is operating can be increased, thereby ensuring stable running of the vehicle.

In some embodiments, in addition to whether the variable valve timing system is operating or not having an effect on the boost ratio, the corresponding boost ratio may vary from altitude environment to altitude environment. To ensure engine performance in different altitude environments, step 121 specifically includes: a first maximum boost ratio is determined from a first maximum boost ratio table based on a rotational speed of the engine and a current ambient pressure at which the vehicle is located.

Step 122 specifically includes: a second maximum boost ratio is determined from a second maximum boost ratio table based on a rotational speed of the engine and a current ambient pressure.

The altitude is inversely related to the atmospheric pressure. In order to facilitate the measurement of altitude, the altitude is directly characterized by the ambient pressure in the application, wherein the ambient pressure can be obtained by arranging a relevant sensor on the vehicle, such as an atmospheric pressure sensor.

In order to accurately and efficiently determine the maximum supercharging ratio adapted to the engine, the maximum supercharging ratio table can be calibrated in advance, so that after the working parameters of the engine are obtained, the ECU can quickly and accurately determine the corresponding maximum supercharging ratio in a table look-up mode.

Because the maximum boost ratio applicable to the same operating parameter in the two operating states is different (the first maximum boost ratio is greater than the second maximum boost ratio), the ECU may calibrate the maximum boost ratio table based on the operating states in order to avoid the same maximum boost ratio for both operating states. Specifically, the ECU may calibrate one maximum boost ratio table for each operating state, resulting in two maximum boost ratio tables. Thus, whether the variable valve formal system is in an operating state or not, the more adaptive maximum supercharging ratio can be determined according to the corresponding maximum supercharging ratio table.

In order to facilitate distinguishing between the two maximum supercharging ratio tables, the maximum supercharging ratio table obtained by the variable valve timing system when in operation is denoted as a first maximum supercharging ratio table, and the maximum supercharging ratio table obtained by the variable valve timing system when not in operation is denoted as a second maximum supercharging ratio table.

In order to ensure the performance of the engine in different altitude environments, the calibration parameters can comprise the same engine rotation speed and the environmental pressure no matter which operation state. For example only, the first and second maximum boost ratio tables may refer to fig. 2. That is, the first maximum supercharging ratio table (map 1) records the maximum supercharging ratios of the engine at different rotational speeds and different ambient pressures when the variable valve timing system is in operation; the second maximum supercharging ratio table (map 2) records the maximum supercharging ratio of the engine at different speeds and different ambient pressures when the variable valve timing system is not in operation.

Based on the two maximum supercharging ratio tables, the ECU may first determine the operating state of the variable valve timing system when determining the maximum supercharging ratio, and match the corresponding maximum supercharging ratio table based on the operating state.

For example only, if it is determined that the operation state of the variable valve timing system is working, the first maximum supercharging ratio may be determined from the first maximum supercharging ratio table based on the rotation speed of the engine and the current ambient pressure; if it is determined that the operation state of the variable valve timing system is not operating, a second maximum supercharging ratio may be determined from a second maximum supercharging ratio table based on the rotation speed of the engine and the current ambient pressure.

In the present embodiment, if the control strategy in the related art is adopted, that is, in order to secure the turbocharger from being damaged, the maximum supercharging ratio of the variable valve timing system in any operating state is limited to the same value. Whereas at the same supercharging ratio, the rotational speed of the turbocharger when the variable valve timing system is operating will be lower than when the variable valve timing system is operating; this is equivalent to limiting the engine performance when the variable valve timing system is operating, and the engine effect of the limitation at high altitudes is large. Therefore, in order to improve the engine performance of the variable valve timing system when in operation, particularly the engine performance at high altitude, the ECU can pre-calibrate the maximum supercharging ratios of the engine at different rotating speeds and different environmental pressures based on two operation states of the variable valve timing system when in operation and when not in operation, so as to obtain two maximum supercharging ratios; when the maximum supercharging ratio is determined, a maximum supercharging ratio table matched with the operation state of the variable valve timing system is determined, and then the maximum supercharging ratio with higher suitability is determined from the matched maximum supercharging ratio table according to the rotation speed of the engine and the current ambient pressure, so that the performance of the engine when the variable valve timing system works is improved.

In some embodiments, in order to accurately determine the operation state of the variable valve timing system, before determining the required supercharging ratio according to the vehicle parameters of the vehicle, further comprising:

and step A1, under the condition that the variable valve timing system reaches a preset enabling condition, the ECU determines the operation state of the variable valve timing system to work.

And step A2, determining that the operation state of the variable valve timing system is not working under the condition that the variable valve timing system does not reach the preset enabling condition.

The enabling conditions of the variable valve timing system generally depend on the running state of the vehicle, driving conditions, and engine operating parameters. In general, variable valve timing system enabling conditions may be set based on engine temperature, vehicle speed, pedal signal, load conditions, engine speed, coolant temperature, engine fault conditions, and/or emission control conditions.

Wherein the engine temperature ensures that the engine reaches an appropriate operating temperature so that the timing system can operate efficiently. The ECU may be limited based on a minimum or maximum vehicle speed to determine whether to activate the variable valve timing system. The ECU may consider the position of the accelerator pedal in order to adjust the valve timing according to the driver's demand. The ECU may adjust valve timing based on engine load conditions, such as providing more power at high loads. The ECU may enable or disable the variable valve timing within a specific rotational speed range. The cooling water temperature can ensure that the cooling system works normally, and the engine is in a proper temperature range. Whether the engine is malfunctioning or not determines whether the timing system is capable of operating effectively. In the event that the emission control conditions meet the emission standards, the ECU may enable or disable the variable valve timing according to the requirements of the emission control.

For example only, the ECU may set the enabling condition according to the two conditions in view of whether the variable valve timing system can be started or not determined by the temperature of the engine and the failure condition of the engine. Specifically, in the case where the temperature of the engine reaches a preset temperature and the engine is not malfunctioning, the ECU may determine that the variable valve timing system reaches an enabling condition; in the case where the temperature of the engine does not reach the preset temperature or the engine fails, the ECU may determine that the variable valve timing system does not reach the enabling condition.

Accordingly, the ECU may determine that the operation state of the variable valve timing system is working in the case where the variable valve timing system reaches a preset enabling condition; in the case where the variable valve timing system does not reach the preset enabling condition, the ECU may determine that the operating state of the variable valve timing system is inactive.

In this embodiment, the ECU can accurately determine the operating state of the variable valve timing system according to whether the variable valve timing system reaches the enabling condition, which facilitates further determination of the applicable maximum supercharging ratio table later.

In some embodiments, the step 130 may specifically include:

step 131, the ECU determines the required boost ratio as the target boost ratio when the required boost ratio is less than or equal to the maximum boost ratio.

Step 132, the ECU determines a target boost ratio based on the maximum boost ratio when the required boost ratio is greater than the maximum boost ratio.

The maximum boost ratio is a threshold value of the boost ratio, and if the boost ratio exceeds the threshold value, the turbocharger may be damaged by overspeed. Therefore, the ECU introduces a maximum boost ratio in the step of performing the boost control to limit the required boost ratio to reduce the risk of the required boost ratio being too large to cause damage to the turbocharger.

The ECU may determine the target demand ratio based on a magnitude relation between the demanded boost ratio and the maximum boost ratio. Specifically, if the required boost ratio is less than or equal to the maximum boost ratio, at which time the required boost ratio is within the safe range, the ECU may directly set the target required ratio to the required boost ratio, guaranteeing the power demand. If the required boost ratio is greater than the maximum boost ratio, and the required boost ratio exceeds the safety range, the ECU may set the target required ratio to the maximum boost ratio to ensure that the turbocharger is within a reliable operating range and avoid damage due to overspeed.

In this embodiment, the boost control strategy is intended to protect the turbocharger from potential damage while ensuring that the engine is operating in a safe and efficient state.

In some embodiments, it is important to define the desired boost ratio by determining the maximum boost ratio, but it is essential to accurately determine the desired boost ratio. To accurately determine the required boost ratio, the foregoing step 110 may include:

and step 111, determining the required boost pressure according to the current required air inflow of the vehicle.

To meet engine air demand, the ECU may employ a turbocharger to increase intake air pressure. Based on the demanded intake air amount and the design of the engine, the ECU may calculate the boost pressure that needs to be established in the intake passage, i.e., the demanded boost pressure.

Wherein the demanded intake air amount may be determined by the demanded torque.

The required torque may be determined by a pedal signal generated by a user depressing an accelerator pedal, or may be calculated based on the current speed of the vehicle, engine speed, and other relevant parameters, for example. In this way, the ECU can more accurately respond to the driver's demand, providing a smoother power output.

For example, to further improve the responsiveness and efficiency of the ECU, it is also possible to consider integrating advanced learning algorithms, enabling the ECU to automatically determine the required torque according to the individual driving habits and road conditions of the driver. In this way, the ECU is able to gradually optimize the driving experience and provide optimal performance under different driving circumstances.

Step 112, determining a demand boost ratio based on the demand boost pressure.

Based on the required boost pressure, the ECU may calculate the pressure level that the turbocharger needs to provide, i.e., the required boost ratio, according to the calculation formula in the foregoing embodiment.

In the present embodiment, the ECU can determine the demanded intake air amount in a variety of ways and further determine the demanded boost ratio according to the demanded intake air amount, so that the ECU can more accurately respond to the acceleration demand of the vehicle and provide smoother power output.

In some embodiments, the foregoing step 110 may include:

and B1, the ECU determines the required torque according to the pedal signal.

The pedal signal refers to a control signal input by a driver through an accelerator pedal, and the magnitude of the pedal signal is generally related to the power demand of the driver on the vehicle and can be used for adjusting the torque output by the engine. Thus, after the pedal signal is obtained, the ECU can determine the required torque corresponding to the pedal signal.

And B2, the ECU determines the required air inflow based on the required torque.

The torque demand is directly related to the power output by the engine. After the ECU determines the required torque, the corresponding required air inflow can be calculated according to the engine characteristic and performance mapping.

And B3, the ECU determines the required boost pressure based on the required air inflow.

And B4, the ECU determines a required boost ratio based on the required boost pressure.

In this embodiment, the key to the ECU being able to accurately determine the required boost ratio is its multi-step intelligent regulation process. Specifically, by analyzing the power demand that the driver communicates through the pedal signal, the ECU converts this demand into the torque demand of the engine and calculates the required intake air amount based thereon. The ECU further determines the required boost pressure in view of the engine characteristics and performance map, and eventually calculates the required boost ratio. The determination process not only considers the expectations of the driver, but also finely adjusts the engine performance parameters, ensures that the optimal power output and fuel efficiency are provided under various driving conditions, and ensures that the output of the whole engine can efficiently and accurately meet the power requirements of the automobile.

In some embodiments, the foregoing step 140 specifically includes:

step 141, the ECU determines a target valve opening of the turbocharger based on the target supercharging ratio.

The ECU can calculate the desired valve opening degree, i.e., the target valve opening degree, that the turbocharger should achieve, based on the target supercharging ratio determined in the foregoing embodiment. The target valve opening may ensure that the turbocharger provides sufficient boost so that the engine can meet the driver's power demand.

Step 142, the ECU controls an actuator of the turbocharger to adjust a valve of the turbocharger based on the target valve opening degree to adjust an actual supercharging ratio of the engine to the target supercharging ratio.

The ECU adjusts the valve opening of the turbocharger by manipulating an actuator of the turbocharger, such as the vane angle of the variable geometry turbine or the wastegate of the turbocharger. In this way, the turbocharger output pressure is adjusted so that the actual boost ratio reaches the target boost ratio to meet the performance and efficiency criteria set by the system.

In this embodiment, the ECU can adjust the valve opening of the turbocharger in real time by continuously monitoring the difference between the target supercharging ratio and the actual supercharging ratio, so as to maintain the stability and performance of the turbocharger under various conditions.

In the above embodiments, the ECU obtains two maximum supercharging ratio tables by preliminarily calibrating by distinguishing the maximum supercharging ratios applicable to the variable valve timing system in different operation states. Under different altitudes (such as 2000m and above), the maximum supercharging ratio is determined through two maximum supercharging ratio tables, after the maximum supercharging ratio is set according to the control requirement of the limit rotating speed of the turbocharger, the maximum supercharging ratio can be obviously improved when the variable valve timing system works compared with the variable valve timing system when the variable valve timing system does not work, and the engine performance is obviously improved, so that the engine performance under the two operating states of whether the variable valve timing system works is considered.

It should be understood that the sequence number of each step in the foregoing embodiment does not mean that the execution sequence of each process should be determined by the function and the internal logic, and should not limit the implementation process of the embodiment of the present application.

Corresponding to the control method of the turbocharger of the above embodiment, fig. 3 shows a block diagram of the control device 3 of the turbocharger provided by the embodiment of the application, and for convenience of explanation, only the portions relevant to the embodiment of the application are shown.

Referring to fig. 3, the control device 3 of the turbocharger includes:

a first determination module 31 for determining a demanded boost ratio based on vehicle parameters of the vehicle;

a second determination module 32 for determining a maximum supercharging ratio based on an operation state of a variable valve timing system of an engine of the vehicle;

A third determination module 33 for determining a target supercharging ratio by the maximum supercharging ratio and the required supercharging ratio;

a control module 34 for controlling the turbocharger according to the target boost ratio.

Optionally, the operating state includes active and inactive, and the second determining module 32 includes:

a first determination unit configured to determine a first maximum supercharging ratio based on an operation parameter of the engine in a case where the operation state is in operation;

A second determining unit configured to determine a second maximum supercharging ratio based on an operation parameter of the engine in a case where the operation state is non-operation; the second boost ratio is less than the first boost ratio at the same operating parameters.

Optionally, the first determining unit is specifically configured to: determining a first maximum boost ratio from a first maximum boost ratio table based on a rotational speed of the engine and a current ambient pressure at which the vehicle is located; the first maximum supercharging ratio table specifically records the maximum supercharging ratio of the engine under different rotation speeds and different environmental pressures when the variable valve timing system works; the second determining unit is specifically configured to: determining a second maximum boost ratio from a second maximum boost ratio table based on a rotational speed of the engine and a current ambient pressure; the second maximum supercharging ratio table specifically records the maximum supercharging ratio of the engine at different rotation speeds and different environmental pressures when the variable valve timing system is not in operation.

Optionally, the control device 3 may further include:

A fourth determining module, configured to determine an operation state of the variable valve timing system to be working when the variable valve timing system reaches a preset enabling condition;

And a fifth determining module for determining that the operation state of the variable valve timing system is inoperative in the case where the variable valve timing system does not reach a preset enabling condition.

Optionally, the control device 3 may further include:

A sixth determining module configured to determine that the variable valve timing system reaches an enabling condition in a case where a temperature of the engine reaches a preset temperature and the engine is not out of order;

a seventh determination module for determining that the variable valve timing system has not reached the enabling condition in the case where the temperature of the engine has not reached the preset temperature or the engine has failed.

Optionally, the first determining module 31 is specifically configured to:

determining a required boost pressure according to the current required air inflow of the vehicle;

a demand boost ratio is determined based on the demand boost pressure.

Optionally, the first determining module 31 is specifically configured to:

determining a demand torque based on the pedal signal;

determining a demanded intake air amount based on the demanded torque;

Determining a required boost pressure based on the required intake air amount;

a demand boost ratio is determined based on the demand boost pressure.

Optionally, the third determining module 33 is specifically configured to:

when the required supercharging ratio is less than or equal to the maximum supercharging ratio, determining the required supercharging ratio as a target supercharging ratio;

when the required boost ratio is greater than the maximum boost ratio, a target boost ratio is determined based on the maximum boost ratio.

Optionally, the control module 34 is specifically configured to:

Determining a target valve opening of the turbocharger based on the target boost ratio;

an actuator controlling the turbocharger based on the target valve opening adjusts a valve of the turbocharger to adjust an actual boost ratio of the engine to the target boost ratio.

It should be noted that, because the content such as the information interaction and the execution process between the above devices/units are based on the same concept as the method embodiment of the present application, specific functions and technical effects thereof may be referred to in the method embodiment section, and will not be described herein.

Fig. 4 is a schematic structural diagram of a physical layer of a vehicle according to an embodiment of the present application. As shown in fig. 4, the vehicle 4 of this embodiment includes: at least one processor 40 (only one shown in fig. 4), a memory 41, and a computer program 42 stored in the memory 41 and executable on the at least one processor 40, the processor 40 implementing steps in any of the turbocharger control method embodiments described above, such as steps 110-140 shown in fig. 1, when executing the computer program 42.

The Processor 40 may be a central processing unit (Central Processing Unit, CPU), the Processor 40 may also be other general purpose processors, digital signal processors (DIGITAL SIGNAL processors, DSP), application SPECIFIC INTEGRATED Circuit (ASIC), off-the-shelf Programmable gate array (Field-Programmable GATE ARRAY, FPGA) or other Programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or the like. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.

The memory 41 may in some embodiments be an internal storage unit of the vehicle 4, such as a hard disk or a memory of the vehicle 4. The memory 41 may also be an external storage device of the vehicle 4 in other embodiments, such as a plug-in hard disk equipped on the vehicle 4, a smart memory card (SMART MEDIA CARD, SMC), a Secure Digital (SD) card, a flash memory card (FLASH CARD), or the like.

Further, the memory 41 may also include both an internal storage unit and an external storage device of the vehicle 4. The memory 41 is used to store an operating device, an application program, a boot loader (BootLoader), data, and other programs and the like, such as program codes of computer programs and the like. The memory 41 may also be used to temporarily store data that has been output or is to be output.

It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-described division of the functional units and modules is illustrated, and in practical application, the above-described functional distribution may be performed by different functional units and modules according to needs, i.e. the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-described functions. The functional units and modules in the embodiment may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit, where the integrated units may be implemented in a form of hardware or a form of a software functional unit. In addition, the specific names of the functional units and modules are only for distinguishing from each other, and are not used for limiting the protection scope of the present application. The specific working process of the units and modules in the above system may refer to the corresponding process in the foregoing method embodiment, which is not described herein again.

Embodiments of the present application also provide a computer readable storage medium storing a computer program which, when executed by a processor, implements steps for implementing the various method embodiments described above.

Embodiments of the present application provide a computer program product which, when run on a vehicle, causes the vehicle to execute the steps that enable the implementation of the method embodiments described above.

The integrated unit, if implemented in the form of a software functional unit and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the present application may implement all or part of the flow of the method of the above embodiment, and may be implemented by a computer program to instruct related hardware, where the computer program may be stored in a computer readable storage medium, where the computer program, when executed by a processor, may implement the steps of each of the method embodiments described above. The computer program comprises computer program code, and the computer program code can be in a source code form, an object code form, an executable file or some intermediate form and the like. The computer readable medium may include at least: any entity or device capable of carrying computer program code to a camera device/electronic apparatus, a recording medium, a computer Memory, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), an electrical carrier signal, a telecommunications signal, and a software distribution medium. Such as a U-disk, removable hard disk, magnetic or optical disk, etc.

In the foregoing embodiments, the descriptions of the embodiments are emphasized, and in part, not described or illustrated in any particular embodiment, reference is made to the related descriptions of other embodiments.

Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.

In the embodiments provided in the present application, it should be understood that the disclosed apparatus/network device and method may be implemented in other manners. For example, the apparatus/network device embodiments described above are merely illustrative, e.g., the division of modules or elements described above is merely a logical functional division, and there may be additional divisions in actual implementation, e.g., multiple elements or components may be combined or integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection via interfaces, devices or units, which may be in electrical, mechanical or other forms.

The units described above as separate components may or may not be physically separate, and components shown as units may or may not be physical units, may be located in one place, or may be distributed over a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

The above embodiments are only for illustrating the technical solution of the present application, and are not limiting; although the application has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present application, and are intended to be included in the scope of the present application.

Claims

1. A control method of a turbocharger, characterized by comprising:

Determining a demand boost ratio based on vehicle parameters of the vehicle;

determining a target boost ratio from the maximum boost ratio and the required boost ratio;

and controlling the turbocharger according to the target supercharging ratio.

2. The control method according to claim 1, wherein the operation state includes an operation and a non-operation, and the determining the maximum supercharging ratio based on the operation state of the variable valve timing system of the engine of the vehicle includes:

determining a first maximum boost ratio based on an operating parameter of the engine when the operating state is operational;

Determining a second maximum boost ratio based on an operating parameter of the engine when the operating state is inactive; the second maximum boost ratio is less than the first maximum boost ratio at the same operating parameter.

3. The control method according to claim 2, wherein the determining a first maximum supercharging ratio from a first maximum supercharging ratio table based on an operation parameter of the engine includes:

Determining the first maximum boost ratio from the first maximum boost ratio table based on a rotational speed of the engine and a current ambient pressure at which the vehicle is located; the first maximum supercharging ratio table records the maximum supercharging ratio of the engine under different rotating speeds and different environmental pressures when the variable valve timing system works;

the determining a second maximum boost ratio from a second maximum boost ratio table based on the operating parameters of the engine includes:

Determining the second maximum supercharging ratio from the second maximum supercharging ratio table based on the rotation speed of the engine and the current ambient pressure; the second maximum supercharging ratio table records the maximum supercharging ratio of the engine at different rotation speeds and different environmental pressures when the variable valve timing system is not in operation.

4. The control method according to claim 2, wherein before the required supercharging ratio is determined according to the vehicle parameter of the vehicle, further comprising:

Determining that the operation state of the variable valve timing system is working under the condition that the variable valve timing system reaches a preset enabling condition;

and determining that the operation state of the variable valve timing system is not working under the condition that the variable valve timing system does not reach a preset enabling condition.

5. The control method according to claim 4, characterized in that the control method further comprises:

determining that the variable valve timing system reaches the enabling condition in the case where the temperature of the engine reaches a preset temperature and the engine is not failed;

In the case where the temperature of the engine does not reach a preset temperature or the engine fails, it is determined that the variable valve timing system does not reach the enabling condition.

6. The control method according to any one of claims 1 to 5, characterized in that the determination of the required supercharging ratio according to the vehicle parameter of the vehicle includes:

The required boost ratio is determined based on the required boost pressure.

7. The control method according to any one of claims 1 to 5, characterized in that the determining a target supercharging ratio by the maximum supercharging ratio and the required supercharging ratio includes:

determining the required boost ratio as a target boost ratio when the required boost ratio is less than or equal to the maximum boost ratio;

When the required boost ratio is greater than the maximum boost ratio, the target boost ratio is determined based on the maximum boost ratio.

8. The control method according to any one of claims 1 to 5, characterized in that the controlling the turbocharger according to the target supercharging ratio includes:

determining the turbocharger target valve opening based on the target boost ratio;

An actuator of the turbocharger is controlled to adjust a valve of the turbocharger based on the target valve opening to adjust a current boost ratio of the engine to the target boost ratio.

9. A control device of a turbocharger, characterized by comprising:

A second determination module that determines a maximum supercharging ratio based on an operation state of a variable valve timing system of an engine of the vehicle;

a third determination module configured to determine a target boost ratio from the maximum boost ratio and the required boost ratio;

And the control module is used for controlling the turbocharger according to the target supercharging ratio.

10. A vehicle comprising an engine including a turbocharger and a variable valve timing system; the vehicle further comprises a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that the processor implements the control method of the turbocharger according to any one of claims 1 to 8 when executing the computer program.