Supercharging optimization control method based on ignition efficiency

Abstract

The invention discloses a supercharging optimization control method based on ignition efficiency, which comprises the following steps of: periodically detecting a supercharging closed-loop enabling condition for an engine, and when the state of the engine is changed from a state meeting the supercharging closed-loop enabling condition to a state not meeting the supercharging closed-loop enabling condition, starting the ignition efficiency; according to the ratio of the actual outlet pressure to the actual inlet pressure of the throttle valve and the current real-time rotating speed of the engine, the initial duration value when the target opening degree of the supercharging actuator is kept unchanged is determined; determining remaining time according to the duration initial value, and updating and optimizing the remaining time according to the ignition angle efficiency variable quantity to obtain optimized remaining time; and the optimized remaining time serves as the maintaining time of the opening degree of the pressurization actuator through pressurization closed-loop enabling, and the pressurization process is controlled according to the maintaining time. According to the method, the problems of control smoothness and stability possibly caused when the pressurization closed loop is quitted are optimized, and the stability of the air inlet pressure and the pressure of an outlet of the supercharger in the quitting process of the pressurization closed loop is improved.

Description

Technical Field

[0001] The invention belongs to the technical field of engine control, and in particular relates to a boost optimization control method based on ignition efficiency. Background Art

[0002] The patent of this invention relates to the field of engine control, and in particular to a boost optimization control method based on ignition efficiency.

[0003] In order to respond to the engine intake boost and engine torque increase requests, the boost system is controlled to achieve more exhaust energy to achieve boost, and the boost control determines the engine's power and economy, etc. Boost closed-loop control refers to actively controlling the action of the boost actuator to achieve the following of the actual boost pressure and the target boost pressure. In the case of non-closed-loop boost control, the opening of the boost actuator is not actively controlled. When there is no intake boost demand, the boost closed-loop control will be exited, that is, the boost non-closed-loop control, which ensures control stability and smoothness while achieving power requirements. Patent CN201910988050.8 "Exhaust Gas Turbine Engine Boost Closed-Loop Adaptive System and Control Method" mentions the judgment of boost closed-loop enabling conditions, and when the conditions are not met, the boost closed-loop enabling will be exited. This patent is optimized to improve the control smoothness and stability problems that may be caused when the boost closed-loop is exited. Summary of the invention

[0004] The purpose of the present invention is to provide a boost optimization control method based on ignition efficiency, to optimize the control smoothness and stability problems that may be caused when the boost closed loop is exited, to optimize the control of the target opening of the boost actuator after the boost closed loop is exited, to identify and optimize the influence of the ignition angle efficiency on the pressure fluctuation during the boost closed loop exit process, and to improve the stability of the intake pressure and the supercharger outlet pressure during the boost closed loop exit process.

[0005] In order to solve the above technical problems, the technical solution of the present invention is: a boost optimization control method based on ignition efficiency, comprising:

[0006] The engine is periodically tested for boost closed-loop enabling conditions. When the engine state changes from a state satisfying the boost closed-loop enabling conditions to a state not satisfying the boost closed-loop enabling conditions, the initial value of the duration for which the target opening of the boost actuator is maintained unchanged is determined based on the ratio of the actual throttle outlet pressure to the actual inlet pressure and the current real-time engine speed.

[0007] Determine the remaining time according to the initial value of the duration, and update and optimize the remaining time according to the change in the ignition angle efficiency to obtain the optimized remaining time;

[0008] The optimized remaining time is used as the maintenance time of the boost closed loop enabling exit boost actuator opening, and the boost process is controlled according to the maintenance time.

[0009] The calibration basis for the initial value of the duration is: from the first sampling cycle when the boost closed-loop enabling condition is not met to the 2 sampling cycles after the end of the initial value of the duration, at this time, the ignition angle efficiency is 1, the EGR rate is 0, and the fluctuation of the pressure difference between the throttle outlet target pressure and the actual throttle outlet pressure is within the preset range.

[0010] The basis for judging whether the fluctuation of the pressure difference between the throttle outlet target pressure and the throttle outlet actual pressure is within the preset range is:

[0011] According to the following formula:

[0012] p AftThrErrFilter (N) = K AftThrErr ×[p AftThrErr (N)-p AftThrErrFilter (N-1)]+p AftThrErrFilter (N-1)

[0013] Among them, p AftThrErr is the original value of the pressure difference, p AftThrErr (N) is the pressure difference p of the Nth sampling period AftThrErr Original value, p AftThrErrFilter is the pressure difference after first-order low-pass filtering, p AftThrErrFilter (N) is the pressure difference after filtering in the Nth sampling period, p AftThrErrFilter (N-1) is the pressure difference after filtering in the N-1th sampling period, N = 1, 2, 3..., p AftThrErrFilter (0) is equal to the pressure difference p at the 0th sampling period AftThrErr (0), in particular, the 0th sampling period occurs when the vehicle is powered on; K AftThrErr is the coefficient;

[0014] The condition |p is satisfied in the two sampling cycles from the first sampling cycle that does not meet the boost closed loop enabling condition to the end of the initial value of the duration. AftThrErrFilter (N)-p AftThrErr (N)|<min[p AftThrErr (N), p AftThrErrFilter (N)]r AftThrErrLim , represents the difference between the throttle outlet target pressure and the throttle outlet actual pressure p AftThrErr The fluctuation of is within the preset range; among them, r AftThrErrLim is the pressure difference threshold coefficient.

[0015] The remaining time is defined as the time from when the target opening of the boost actuator remains unchanged within the initial time value to when the initial time value ends.

[0016] The change in ignition angle efficiency is defined as the difference between the maximum ignition angle efficiency and the minimum ignition angle efficiency in the N1 sampling cycles closest to the current sampling cycle; wherein the size of N1 is positively correlated with the size of the engine speed.

[0017] The method for updating and optimizing the remaining time according to the change in ignition angle efficiency to obtain the optimized remaining time is:

[0018] Adjust the remaining time according to the following formula to get the optimized remaining time:

[0019] t2'=t2×[1+f(r PreRatio , Δ SparkEffErr )]×(1+r t2 )

[0020] Among them, t2' is the remaining time for optimization, t2 is the remaining time, r PreRatio is the ratio of the actual throttle outlet pressure to the actual inlet pressure, Δ SparkEffErr is the change in ignition angle efficiency, r t2 is the self-learning coefficient of the remaining time, r t2 The default value is 0 and is saved after the vehicle is powered off; f(r PreRatio , Δ SparkEffErr ) is the ignition efficiency correction parameter, which is calibrated based on ensuring that the difference between the throttle outlet target pressure and the throttle outlet actual pressure p is within a preset time after t2' ends. AftThrErr The fluctuation is within the preset range.

[0021] The self-learning mode for the remaining time is: When the following conditions are met, the corresponding self-learning update is automatically triggered:

[0022] ① If t2'-t2 is greater than the first preset time difference C1, and the first continuous occurrence number CNT1 exceeds the preset number, it means that the influence of the ignition angle efficiency causes t2 to increase continuously. In order to avoid pressure fluctuations during the ignition angle efficiency adjustment process, the time t2 self-learning state is set to the first upward learning state, that is, r t2 Need to increase, then r t2 =r t2 (z)+0.05, where r t2 (z) is the self-learning coefficient of the remaining time stored in the previous self-learning, and CNT1 is cleared at the same time, and the updated self-learning coefficient is stored and used for the next self-learning;

[0023] ② If t2'-t2 is not greater than the second preset time difference -C2, and the second consecutive occurrence number CNT2 exceeds the preset number, it means that the influence of the ignition angle efficiency causes the duration t2 to decrease continuously. In order to avoid pressure fluctuations during the ignition angle efficiency adjustment process, the time t2 self-learning state is set to the first downward learning state, that is, r t2 Need to be reduced, then r t2 =r t2 (z) -0.04, the updated self-learning coefficient is stored and used for the next self-learning;

[0024] ③ If t2'-t2 is greater than the first preset time value C1, and t2'-t2 of the last self-learning is not greater than the preset value -C2, the ignition angle adjustment fluctuation is too large, which has a greater impact on the pressure fluctuation. Then the time t2 self-learning state is changed to the second upward learning state, that is, r t2 Need to increase, then r t2 =r t2 (z) + 0.02, the updated self-learning coefficient is stored and used for the next self-learning;

[0025] ④ If t2'-t2 is not greater than the second preset value -C2, and the last self-learning time t2'-t2 is greater than the preset value C1, the ignition angle adjustment fluctuation is too large, which has a greater impact on the pressure fluctuation. Then the self-learning state of time t2 is set to the second downward learning state, that is, r t2 Need to be reduced, then r t2 =r t2 (z) -0.01, the updated self-learning coefficient is stored and used for the next self-learning;

[0026] ⑤When none of the above 4 situations occur, r t2 Take the self-learning coefficient of the previous self-learning and keep it unchanged.

[0027] The boost closed loop enabling conditions are:

[0028] determining whether a compressor target pressure of an engine supercharger assembly is greater than a preset minimum boost pressure;

[0029] Determining whether the engine speed is greater than a preset engine speed;

[0030] Determine whether the pressure relief valve of the engine supercharger assembly is not open;

[0031] When the above judgments are all yes, boost closed loop enabling is allowed, and boost closed loop control is performed after boost closed loop enabling; otherwise, boost closed loop enabling is not performed.

[0032] Coefficient K AftThrErr The calculation method is:

[0033]

[0034] Among them, k AftThrErr is the pressure difference filter coefficient.

[0035] The value range of the remaining time is 0-0.8s.

[0036] The sampling period ranges from 5 to 20 ms.

[0037] A computer device is also provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of any of the control methods described above when executing the computer program.

[0038] A computer-readable storage medium is also provided, on which a computer program is stored, and when the computer program is executed by a processor, the steps of any of the control methods described above are implemented.

[0039] Compared with the prior art, the present invention has the following beneficial effects:

[0040] The present invention optimizes the processing when the boost closed-loop enabling conditions are not met, optimizes the control smoothness and stability problems that may be caused when the boost closed-loop is exited, optimizes the control of the target opening of the boost actuator after the boost closed-loop is exited, and optimizes the influence of the ignition angle efficiency on the pressure fluctuation during the boost closed-loop exit process, thereby improving the stability of the intake pressure and the supercharger outlet pressure during the boost closed-loop exit process. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 It is a schematic diagram of a flow chart of an embodiment of the present invention;

[0042] Figure 2 A schematic diagram of the architecture of a low-pressure EGR system in an embodiment of the present invention;

[0043] In the figure, 1-air filter, 2-mixing valve, 3-compressor, 4-throttle, 5-engine, 6-turbine, 7-catalyst, 8-particulate matter collector, 9-EGR cooler, 10-EGR valve, 11-temperature sensor, 12-differential pressure sensor. DETAILED DESCRIPTION

[0044] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention. In addition, the technical features involved in the various embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0045] Patent CN201910988050.8 "Exhaust Gas Turbine Engine Boost Closed Loop Adaptive System and Control Method" mentions the boost closed loop enabling condition judgment, and when the condition is not met, the boost closed loop is exited. This patent is optimized to improve the control smoothness and stability problems that may be caused when the boost closed loop is exited.

[0046] When the boost closed loop enabling conditions are met, the PID control algorithm is used to achieve it. When the boost closed loop enabling conditions are not met, how to set the boost actuator target opening pct BoostActuatorDsrd This patent is to be considered. Assuming that the boost control demand is the largest, the boost actuator target opening pct BoostActuatorDsrd The opening is 100%; assuming that the boost control demand is the minimum, the boost actuator target opening pct BoostActuatorDsrd The opening is 0%.

[0047] A boost optimization control method based on ignition efficiency is applied to a system with a low-pressure EGR system and an exhaust gas turbocharger system. The system structure includes an air filter 1, a mixing valve 2, a compressor 3, a throttle 4, an engine 5, a turbine 6, a catalyst 7, a particulate matter collector 8, an EGR cooler 9, an EGR valve 10, a temperature sensor 11, and a pressure difference sensor 12.

[0048] The supercharger compressor compresses fresh air for supercharging; the supercharger turbine controls the working efficiency of the turbine 6 by controlling the opening of the exhaust gas bypass valve of the supercharger, thereby achieving different supercharging capabilities; the low-pressure EGR system has the following additional components compared to the non-low-pressure EGR system: an EGR cooler 9, an EGR temperature sensor, an EGR valve 10, an EGR pressure difference sensor, and a mixing valve 2; the mixing valve 2 is used to adjust the pressure at the outlet of the EGR valve 10, increase the pressure difference at both ends of the EGR valve 10, and increase the EGR rate;

[0049] The EGR cooler 9 is used to cool the exhaust gas, which is convenient for increasing the exhaust gas flow and reducing the exhaust gas temperature; the EGR valve 10 has a throttling function and controls the exhaust gas flow entering the cylinder; the EGR temperature sensor is used to detect the exhaust gas temperature entering the EGR valve 10; the EGR differential pressure sensor is used to detect the pressure at the EGR inlet and outlet. The low-pressure EGR system architecture is as follows: Figure 2 shown.

[0050] The technical solution of the present invention is:

[0051] Embodiment 1:

[0052] A boost optimization control method based on ignition efficiency, such as Figure 1 As shown, including:

[0053] S1. Periodically detect the boost closed-loop enabling condition of the engine. When the engine state changes from satisfying the boost closed-loop enabling condition to not satisfying the boost closed-loop enabling condition (i.e., the previous sampling cycle detected the state to be satisfied, and the current sampling cycle is not satisfied. The sampling period of this embodiment is 10ms), the ratio of the actual throttle outlet pressure to the actual inlet pressure is used to determine the boost closed-loop enabling condition. And the current engine real-time speed n determines the target opening of the boost actuator pct BoostActuatorDsrd Maintain the initial value t of the duration unchanged, that is, determine pct BoostActuatorDsrd =pct BoostActuatorDsrd (z) duration, where pct BoostActuatorDsrd (z) is the actuator target opening in the previous sampling cycle, that is, the actuator target opening when the boost closed loop condition is met in the last sampling cycle. The initial value of the duration t starts from the first sampling cycle when the boost closed loop condition is not met.

[0054] S2. Determine the remaining time according to the initial value of the duration, and update and optimize the remaining time according to the change in the ignition angle efficiency to obtain the optimized remaining time;

[0055] S3. The optimized remaining time is used as the maintenance time of the boost closed loop to enable the boost actuator opening, and the boost process is controlled according to the maintenance time.

[0056] The calibration basis for the initial value of the duration is: from the first sampling cycle when the boost closed-loop enabling condition is not met to the 2 sampling cycles after the end of the initial value of the duration, at this time, the ignition angle efficiency is 1, the EGR rate is 0, and the fluctuation of the pressure difference between the throttle outlet target pressure and the actual throttle outlet pressure is within the preset range.

[0057] The basis for judging whether the fluctuation of the pressure difference between the throttle outlet target pressure and the throttle outlet actual pressure is within the preset range is:

[0058] According to the following formula:

[0059] p AftThrErrFilter (N) = K AftThrErr ×[p AftThrErr (N)-p AftThrErrFilter (N-1)]+p AftThrErrFilter (N-1)

[0060] Among them, p AftThrErr is the original value of the pressure difference, p AftThrErr (N) is the pressure difference p of the Nth sampling period AftThrErr Original value, p AftThrErrFilter is the pressure difference after first-order low-pass filtering, p AftThrErrFilter (N) is the pressure difference after filtering in the Nth sampling period, p AftThrErrFilter(N-1) is the pressure difference after filtering in the N-1th sampling period, N = 1, 2, 3..., p AftThrErrFilter (0) is equal to the pressure difference p at the 0th sampling period AftThrErr (0), in particular, the 0th sampling period occurs when the vehicle is powered on; the sampling period interval Δt in this embodiment is 10ms. AftThrErr is the coefficient: k AftThrErr is the pressure difference filter coefficient, which is 0.25 in this embodiment.

[0061] The condition |p is satisfied in the two sampling cycles from the first sampling cycle that does not meet the boost closed loop enabling condition to the end of the initial value of the duration. AftThrErrFilter (N)-p AftThrErr (N)|<min[p AftThrErr (N), p AftThrErrFilter (N)]×r AftThrErrLim , represents the difference between the throttle outlet target pressure and the throttle outlet actual pressure p AftThrErr The fluctuation of is within the preset range, where r AftThrErrLim is the pressure difference threshold coefficient, which is 0.1 in this embodiment.

[0062] Based on the above calibration basis, it is determined that t = f (r PreRatio ,n), when the speed n is the same, if the ratio of the actual throttle outlet pressure to the actual inlet pressure is r PreRatio The smaller the value, the smaller the initial value t of the duration is, to meet the difference between the throttle outlet target pressure and the throttle outlet actual pressure p AftThrErr The fluctuation of the throttle valve is within the preset range; the ratio of the actual pressure at the throttle outlet to the actual pressure at the throttle inlet is PreRatio Under the same conditions, if the speed n is smaller, the initial value of the time t is larger to meet the difference p between the throttle outlet target pressure and the actual throttle outlet pressure AftThrErr The fluctuation of is within the preset range;

[0063] The above determines the actuator target opening pct BoostActuatorDsrd The initial value t of the duration is maintained unchanged, which is mainly obtained by calibration on the engine bench. However, during the actual vehicle calibration test, the duration will be optimized when the following situations occur. The optimization priority is executed from high to low according to the following situations, that is, the situation with the highest priority will be executed first.

[0064] The remaining time is defined as the time from when the target opening of the boost actuator remains unchanged within the initial time value to when the initial time value ends.

[0065] The change in ignition angle efficiency is defined as the difference between the maximum ignition angle efficiency and the minimum ignition angle efficiency in the N1 sampling cycles (a single sampling cycle is 10ms) closest to the current sampling cycle; (If the maximum ignition angle efficiency occurs later than the minimum ignition angle efficiency, the change in ignition angle efficiency Δ SparkEffErr is a positive value; if the maximum ignition angle efficiency occurs earlier than the minimum ignition angle efficiency, the change in ignition angle efficiency Δ SparkEffErr is a negative value; if the time when the maximum ignition angle efficiency occurs is the same as the time when the minimum ignition angle occurs, then the change in ignition angle efficiency Δ SparkEffErr N1 is related to the engine speed n. The lower the speed, the smaller the N1 value, and the higher the speed, the larger the N1 value. The main reason is that the lower the speed, the more obvious the pressure fluctuation is, as shown in Table 1.

[0066] Table 1

[0067]

[0068] The method for updating and optimizing the remaining time according to the change in ignition angle efficiency to obtain the optimized remaining time is:

[0069] Adjust the remaining time according to the following formula to get the optimized remaining time:

[0070] t2'=t2×[1+f(r PreRatio , Δ SparkEffErr )]×(1+r t2 )

[0071] Among them, t2' is the remaining time for optimization, t2 is the remaining time, r PreRatio is the ratio of the actual throttle outlet pressure to the actual inlet pressure, Δ SparkEffErr is the change in ignition angle efficiency, r t2 is the self-learning coefficient of the remaining time, r t2 The default value is 0 and is saved after the vehicle is powered off; f(r PreRatio , Δ SparkEffErr ) is based on ensuring that the difference between the throttle outlet target pressure and the throttle outlet actual pressure p is within a preset time (0.3s in this embodiment) after t2' ends. AftThrErr The fluctuation of the ignition angle efficiency is within the preset range. SparkEffErr Under the same conditions, if the ratio of the actual throttle outlet pressure to the actual inlet pressure is r PreRatio The smaller the value, the smaller f(r PreRatio , Δ SparkEffErr ) is smaller, to meet the difference between the throttle outlet target pressure and the throttle outlet actual pressure p AftThrErrThe fluctuation of the throttle valve is within the preset range; the ratio of the actual pressure at the throttle outlet to the actual pressure at the throttle inlet is PreRatio Under the same circumstances, if the ignition angle efficiency change Δ SparkEffErr The larger the value, the smaller the exhaust energy is, and the faster the pressure at the outlet of the supercharger compressor decreases, then f(r PreRatio , Δ SparkEffErr ) is larger, to meet the difference between the throttle outlet target pressure and the throttle actual outlet pressure p AftThrErr The fluctuation is within the preset range (same as the fluctuation requirement control required above). The time limit of t2 is between the maximum value tmax (0.8s in this embodiment) and the minimum value tmin (0s in this embodiment) to avoid excessive adjustment and poor robustness of intake system control.

[0072] The self-learning mode for the remaining time is: When the following conditions are met, the corresponding self-learning update is automatically triggered:

[0073] ① If t2'-t2 is greater than the first preset time difference C1 (0.5s in this embodiment, it means that the ignition angle efficiency is adjusted too much, which is easy to cause ignition), and the first continuous occurrence number CNT1 (initial value is 0, which can be saved after the vehicle is powered off) exceeds the preset number (5 in this embodiment), it means that the influence of the ignition angle efficiency causes t2 to increase continuously. In order to avoid pressure fluctuations during the ignition angle efficiency adjustment process, the time t2 self-learning state is set to the first upward learning state, that is, r t2 Need to increase, then r t2 =r t2 (z)+0.05, where r t2 (z) is the self-learning coefficient of the remaining time stored in the previous self-learning, and CNT1 is cleared at the same time, and the updated self-learning coefficient is stored and used for the next self-learning;

[0074] ② If t2'-t2 is not greater than the second preset time difference -C2 (0.3s in this embodiment, it means that the ignition angle efficiency is adjusted too much, which is easy to cause pressure fluctuations), and the second continuous occurrence number CNT2 (initial value is 0, which can be saved after the vehicle is powered off) exceeds the preset number, it means that the influence of the ignition angle efficiency causes the duration t2 to decrease continuously. In order to avoid pressure fluctuations during the ignition angle efficiency adjustment process, the time t2 self-learning state is set to the first downward learning state, that is, r t2 Need to be reduced, then r t2 =r t2 (z) -0.04, the updated self-learning coefficient is stored and used for the next self-learning;

[0075] ③ If t2'-t2 is greater than the first preset time value C1, and t2'-t2 of the last self-learning is not greater than the preset value -C2, the ignition angle adjustment fluctuation is too large, which has a greater impact on the pressure fluctuation. Then the time t2 self-learning state is changed to the second upward learning state, that is, r t2 Need to increase, then r t2 =r t2 (z) + 0.02, the updated self-learning coefficient is stored and used for the next self-learning;

[0076] ④ If t2'-t2 is not greater than the second preset value -C2, and the last self-learning time t2'-t2 is greater than the preset value C1, the ignition angle adjustment fluctuation is too large, which has a greater impact on the pressure fluctuation. Then the self-learning state of time t2 is set to the second downward learning state, that is, r t2 Need to be reduced, then r t2 =r t2 (z) -0.01, the updated self-learning coefficient is stored and used for the next self-learning;

[0077] ⑤When none of the above 4 situations occur, r t2 Take the self-learning coefficient of the previous self-learning and keep it unchanged.

[0078] The above five conditions have lower and lower priorities.

[0079] The boost closed loop enabling conditions are:

[0080] determining whether a compressor target pressure of an engine supercharger assembly is greater than a preset minimum boost pressure;

[0081] Determining whether the engine speed is greater than a preset engine speed;

[0082] Determine whether the pressure relief valve of the engine supercharger assembly is not open;

[0083] When the above judgments are all yes, boost closed loop enabling is allowed, and boost closed loop control is performed after boost closed loop enabling; otherwise, boost closed loop enabling is not performed.

[0084] Embodiment 2:

[0085] A computer device is also provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of any of the control methods described above when executing the computer program.

[0086] Embodiment 3:

[0087] A computer-readable storage medium is also provided, on which a computer program is stored, and when the computer program is executed by a processor, the steps of any of the control methods described above are implemented.

[0088] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented in one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that include computer-usable program code.

[0089] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0090] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0091] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0092] It will be easily understood by those skilled in the art that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A boost optimization control method based on ignition efficiency, characterized in that: include: The engine is periodically tested for boost closed-loop enabling conditions. When the engine state changes from a state satisfying the boost closed-loop enabling conditions to a state not satisfying the boost closed-loop enabling conditions, the initial value of the duration for which the target opening of the boost actuator is maintained unchanged is determined based on the ratio of the actual throttle outlet pressure to the actual inlet pressure and the current real-time engine speed. Determine the remaining time according to the initial value of the duration, and update and optimize the remaining time according to the change in the ignition angle efficiency to obtain the optimized remaining time; The optimized remaining time is used as the maintenance time of the boost closed loop enabling exit boost actuator opening, and the boost process is controlled according to the maintenance time.

2. The boost optimization control method based on ignition efficiency according to claim 1, characterized in that: The calibration basis for the initial value of the duration is: from the first sampling cycle when the boost closed-loop enabling condition is not met to the 2 sampling cycles after the end of the initial value of the duration, at this time, the ignition angle efficiency is 1, the EGR rate is 0, and the fluctuation of the pressure difference between the throttle outlet target pressure and the actual throttle outlet pressure is within the preset range.

3. The boost optimization control method based on ignition efficiency according to claim 2, characterized in that: The basis for judging whether the fluctuation of the pressure difference between the throttle outlet target pressure and the throttle outlet actual pressure is within the preset range is: According to the following formula: p AftThrErrFilter (N)=K AftThrErr ×[p AftThrErr (N)-p AftThrErrFilter (N-1)]+p AftThrErrFilter (N-1) Among them, p AftThrErr is the original value of the pressure difference, p AftThrErr (N) is the pressure difference p of the Nth sampling period AftThrErr Original value, p AftThrErrFilter is the pressure difference after first-order low-pass filtering, p AftThrErrFilter (N) is the pressure difference after filtering in the Nth sampling period, p AftThrErrFilter (N-1) is the pressure difference after filtering in the N-1th sampling period, N = 1, 2, 3..., p AftThrErrFilter (0) is equal to the pressure difference p at the 0th sampling period AftThrErr (0), in particular, the 0th sampling period occurs when the vehicle is powered on; K AftThrErr is the coefficient; The condition |p is satisfied in the two sampling cycles from the first sampling cycle that does not meet the boost closed loop enabling condition to the end of the initial value of the duration. AftThrErrFilter (N)-p AftThrErr )N)|<min[p AftThrErr (N), p AftThrErrFilter (N)]×r AftThrErrLim , represents the difference between the throttle outlet target pressure and the throttle outlet actual pressure p AftThrErr The fluctuation of is within the preset range; among them, r AftThrErrLim is the pressure difference threshold coefficient.

4. The boost optimization control method based on ignition efficiency according to claim 2, characterized in that: The remaining time is defined as the time from when the target opening of the boost actuator remains unchanged within the initial time value to when the initial time value ends.

5. The boost optimization control method based on ignition efficiency according to claim 1, characterized in that: The change in ignition angle efficiency is defined as the difference between the maximum ignition angle efficiency and the minimum ignition angle efficiency in the N1 sampling cycles closest to the current sampling cycle; wherein the size of N1 is positively correlated with the size of the engine speed.

6. The boost optimization control method based on ignition efficiency according to claim 1, characterized in that: The method for updating and optimizing the remaining time according to the change in ignition angle efficiency to obtain the optimized remaining time is: Adjust the remaining time according to the following formula to get the optimized remaining time: t2'=t2×[1+f(r PreRatio ,Δ SparkEffErr )]×(1+r t2 ) Among them, t2' is the remaining time for optimization, t2 is the remaining time, r PreRatio is the ratio of the actual throttle outlet pressure to the actual inlet pressure, Δ SparkEffErr is the change in ignition angle efficiency, r t2 is the self-learning coefficient of the remaining time, r t2 The default value is 0 and is saved after the vehicle is powered off; f(r PreRatio , Δ SparkEffErr ) is the ignition efficiency correction parameter, which is calibrated based on ensuring that the difference between the throttle outlet target pressure and the throttle outlet actual pressure p is within a preset time after t2' ends. AftThrErr The fluctuation is within the preset range.

7. The boost optimization control method based on ignition efficiency according to claim 6, characterized in that: The self-learning mode for the remaining time is: When the following conditions are met, the corresponding self-learning update is automatically triggered: ① If t2'-t2 is greater than the first preset time difference C1, and the first continuous occurrence number CNT1 exceeds the preset number, it means that the influence of the ignition angle efficiency causes t2 to increase continuously. In order to avoid pressure fluctuations during the ignition angle efficiency adjustment process, the time t2 self-learning state is set to the first upward learning state, that is, r t2 Need to increase, then r t2 =r t2 (z)+0.05, where r t2 (z) is the self-learning coefficient of the remaining time stored in the previous self-learning, and CNT1 is cleared at the same time, and the updated self-learning coefficient is stored and used for the next self-learning; ② If t2'-t2 is not greater than the second preset time difference -C2, and the second consecutive occurrence number CNT2 exceeds the preset number, it means that the influence of the ignition angle efficiency causes the duration t2 to decrease continuously. In order to avoid pressure fluctuations during the ignition angle efficiency adjustment process, the time t2 self-learning state is set to the first downward learning state, that is, r t2 Need to be reduced, then r t2 =r t2 (z) -0.04, the updated self-learning coefficient is stored and used for the next self-learning; ③ If t2'-t2 is greater than the first preset time value C1, and t2'-t2 of the last self-learning is not greater than the preset value -C2, the ignition angle adjustment fluctuation is too large, which has a greater impact on the pressure fluctuation. Then the time t2 self-learning state is changed to the second upward learning state, that is, r t2 Need to increase, then r t2 =r t2 (z) + 0.02, the updated self-learning coefficient is stored and used for the next self-learning; ④ If t2'-t2 is not greater than the second preset value -C2, and the last self-learning time t2'-t2 is greater than the preset value C1, the ignition angle adjustment fluctuation is too large, which has a greater impact on the pressure fluctuation. Then the self-learning state of time t2 is set to the second downward learning state, that is, r t2 Need to be reduced, then r t2 =r t2 (z) -0.01, the updated self-learning coefficient is stored and used for the next self-learning; ⑤When none of the above 4 situations occur, r t2 Take the self-learning coefficient of the previous self-learning and keep it unchanged.

8. The boost optimization control method based on ignition efficiency according to claim 1, characterized in that: The boost closed loop enabling conditions are: determining whether a compressor target pressure of an engine supercharger assembly is greater than a preset minimum boost pressure; Determining whether the engine speed is greater than a preset engine speed; Determine whether the pressure relief valve of the engine supercharger assembly is not open; When the above judgments are all yes, boost closed loop enabling is allowed, and boost closed loop control is performed after boost closed loop enabling; otherwise, boost closed loop enabling is not performed.

9. The boost optimization control method based on ignition efficiency according to claim 3, characterized in that: Coefficient K AftThrErr The calculation method is: Among them, k AftThrErr is the pressure difference filter coefficient.

10. The boost optimization control method based on ignition efficiency according to claim 1, characterized in that: The value range of the remaining time is 0-0.8s.

11. The boost optimization control method based on ignition efficiency according to claim 3, characterized in that: The sampling period ranges from 5 to 20 ms.

12. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the control method according to any one of claims 1 to 11 are implemented.

13. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the control method according to any one of claims 1 to 11 are implemented.

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