Lean-burn engine pressurization control method and system, computer device, storage medium, program product, and vehicle

Abstract

A lean-burn engine pressurization control method. An exhaust control valve (170) is provided at a turbine (142) end of a turbocharger (140). The method comprises: acquiring a required intake pressure of an engine (S1); when the required intake pressure is higher than a basic boost pressure, acquiring an actual intake pressure of the engine (S2-S3), the basic boost pressure being a boost pressure of the engine when the exhaust control valve is fully open; and, on the basis of the required intake pressure and the actual intake pressure, controlling the degree of opening of the exhaust control valve (S4). Further provided are a computer device (300), a computer-readable storage medium, a computer program product, a lean-burn engine pressurization control system (100), and a vehicle.

Description

Lean-burn engine boost control methods, systems, computer equipment, storage media, software products, and vehicles Cross-reference to related applications

[0001] This application claims priority to Chinese Patent Application No. 202410523426.9, filed with the Chinese Patent Office on April 28, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to, but is not limited to, the field of engine technology, and in particular to a lean-burn engine boost control method, system, computer equipment, storage medium, program product, and vehicle. Background Technology

[0003] Due to the shortage of petroleum energy and environmental pollution problems, fuels such as methanol have gradually become alternative fuels for engines. Methanol fuel has advantages such as partial renewable nature, high octane number, good anti-knock properties, high oxygen content, and fast combustion speed. Summary of the Invention

[0004] The following is an overview of the subject matter described in detail herein. This overview is not intended to limit the scope of the claims.

[0005] This application provides a lean-burn engine boost control method, system, computer equipment, storage medium, program product, and vehicle.

[0006] One aspect of this application provides a method for controlling boost pressure in a lean-burn engine. An exhaust gas control valve is provided at the turbine end of a turbocharger. The method includes: acquiring the required intake pressure of the engine; acquiring the actual intake pressure of the engine when the required intake pressure is higher than the base boost pressure, wherein the base boost pressure is the boost pressure of the engine when the exhaust gas control valve is fully open; and controlling the opening degree of the exhaust gas control valve based on the required intake pressure and the actual intake pressure.

[0007] Optionally, the method further includes: pre-establishing a first mapping relationship between the depth of the accelerator pedal and the required intake pressure of the engine; obtaining the actual depth of the accelerator pedal, wherein obtaining the required intake pressure of the engine includes: obtaining the required intake pressure of the engine based on the actual depth of the accelerator pedal and through the first mapping relationship.

[0008] Optionally, the method further comprises: obtaining an actual intake air temperature of the engine; and correcting the required intake air pressure based on the actual intake air temperature to obtain a corrected required intake air pressure, wherein the controlling the opening degree of the exhaust control valve based on the required intake air pressure and the actual intake air pressure comprises: controlling the opening degree of the exhaust control valve based on the corrected required intake air pressure and the actual intake air pressure.

[0009] Optionally, the method further comprises: pre-establishing a second mapping relationship between the intake air temperature and an intake air pressure correction amount of the engine under different required intake air pressures of the engine, wherein the correcting the required intake air pressure based on the actual intake air temperature to obtain a corrected required intake air pressure comprises: obtaining the corresponding intake air pressure correction amount through the second mapping relationship based on the required intake air pressure and the actual intake air temperature; and obtaining the corrected required intake air pressure based on the required intake air pressure and the intake air pressure correction amount.

[0010] Optionally, a pressure sensor and a temperature sensor are arranged at an inlet side of a throttle valve of the engine, wherein the actual intake air pressure of the engine is obtained through the pressure sensor, and the actual intake air temperature of the engine is obtained through the temperature sensor.

[0011] Optionally, the controlling the opening degree of the exhaust control valve based on the required intake air pressure and the actual intake air pressure comprises: calculating a pressure deviation value between the required intake air pressure and the actual intake air pressure; obtaining a target opening degree of the exhaust control valve through proportional-integral-derivative (PID) closed-loop feedback adjustment according to the pressure deviation value with the required intake air pressure as a closed-loop target pressure; and controlling the exhaust control valve based on the target opening degree of the exhaust control valve.

[0012] Optionally, the method further comprises: when the required intake air pressure is not higher than the base boost pressure, controlling the exhaust control valve to be fully open, and controlling the amount of fresh air entering the engine by adjusting the opening degree of the throttle valve of the engine.

[0013] Optionally, the method further comprises: reducing the size of a turbine end of the turbocharger to increase the rotational speed of an intermediate shaft of the turbocharger; and / or increasing the size of a compressor end of the turbocharger to increase the amount of fresh air passing through the compressor end of the turbocharger.

[0014] Another aspect of the embodiments of the present application provides a computer device. The computer device comprises a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the lean-burn engine supercharging control method when executing the computer program.

[0015] Another aspect of the embodiments of the present application provides a computer readable storage medium, which stores a computer program, and the computer program is executable on a processor to implement the lean-burn engine supercharging control method.

[0016] Another aspect of the embodiments of the present application provides a computer program product comprising a computer program, and the computer program is executable on a processor to implement the lean-burn engine supercharging control method.

[0017] Another aspect of the embodiments of the present application provides a lean-burn engine supercharging control system. The control system comprises an information acquisition module, a calculation module, and an execution module. The information acquisition module is configured to acquire a required intake pressure of the engine, and acquire an actual intake pressure of the engine when the required intake pressure is higher than a basic supercharging pressure. The calculation module is configured to calculate an opening degree of an exhaust control valve arranged at a turbine end of a turbocharger based on the required intake pressure and the actual intake pressure. The execution module is configured to adjust the exhaust control valve according to the opening degree to adjust an amount of exhaust gas participating in supercharging.

[0018] Yet another aspect of the embodiments of the present application provides a vehicle. The vehicle comprises the lean-burn engine supercharging control system as described above.

[0019] The lean-burn engine supercharging control method, system, computer device, storage medium, program product, and vehicle of one or more embodiments of the present application are realized in hardware by arranging the exhaust control valve and in software by combining low-pressure stage and high-pressure stage electric supercharging control, so as to ensure the low-pressure requirement and adjust the required high-pressure requirement through the exhaust control valve.

[0020] In addition, the lean-burn engine supercharging control method, system, computer device, storage medium, program product, and vehicle of one or more embodiments of the present application adopt PID closed-loop feedback control according to the pressure deviation value between the required intake pressure and the actual intake pressure of the engine, realize rapid and stable pressure control by taking different PID values, and achieve closed loop of the pressure, so as to ensure stability in steady state and rapid and accurate response in transient state.

[0021] The lean-burn engine supercharging control method, system, computer device, storage medium, program product and vehicle of one or more embodiments of the present application can effectively solve the problem of the need to greatly increase the fresh air amount after the engine adopts lean-burn to improve economy, can meet the more fresh air demand when lean-burn, and thus achieve the purpose of improving alcohol consumption and emissions.

[0022] Other aspects can become apparent from the following detailed description, when considered in conjunction with the accompanying drawings, and the detailed description attests to the presence of the aspects. BRIEF DESCRIPTION OF DRAWINGS

[0023] Fig. 1 is a schematic diagram of a methanol engine system according to an embodiment of the present application.

[0024] Fig. 2 is a flowchart of a lean-burn engine supercharging control method according to an embodiment of the present application.

[0025] Fig. 3 is a schematic diagram of controlling the opening degree of the exhaust control valve based on the required intake pressure and the actual intake pressure of the engine according to an embodiment of the present application.

[0026] Fig. 4 is a schematic block diagram of a computer device according to an embodiment of the present application.

[0027] Fig. 5 is a schematic block diagram of a lean-burn engine supercharging control system according to an embodiment of the present application. DETAILED DESCRIPTION

[0028] The exemplary embodiments will be described in detail herein with reference to the attached drawings. The following description is made with reference to the accompanying drawings in which like reference numerals refer to like elements throughout. The following detailed description is not intended to limit the application to one or more particular embodiments. Instead, the following description is intended to describe the exemplary embodiments in sufficient detail to enable one of ordinary skill in the art to practice the application, and is not intended to limit the scope of the application. The following detailed description is, therefore, not limiting.

[0029] The terms used in the embodiments of the present application are merely used for the purpose of describing particular embodiments and are not intended to limit the present application. Unless otherwise defined, technical terms or scientific terms used in the embodiments of the present application should have the same meaning as those commonly understood by one of ordinary skill in the art to which the present application belongs. The terms "first", "second", and similar terms used in the description and the claims of the present specification are not intended to denote any order, quantity, or importance, but are merely used to distinguish the different components. Similarly, the terms "one", "another", and similar terms are not intended to denote quantity, but are intended to denote the existence of at least one. "Plural" or "several" means two or more. Unless otherwise indicated, "front", "rear", "lower", and / or "upper" and similar terms are used for convenience and are not intended to be limiting as to a particular position or spatial orientation. "Include" or "comprise" and similar terms are intended to mean that the elements or objects listed after the "include" or "comprise" are encompassed by the "include" or "comprise", and are not intended to exclude other elements or objects. "Connected" or "coupled" and similar terms are not limited to physical or mechanical connections or couplings, and can include electrical connections or couplings, whether direct or indirect. As used in the specification and the appended claims, the singular forms "a", "an" and "the" are intended to include plural forms as well, unless the context clearly dictates otherwise. It will also be understood that the term "and / or" as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items.

[0030] In order to effectively improve the economy, the methanol engine needs to use the lean burn mode. However, lean burn requires the intake system to meet the requirement of more fresh air needed for combustion. Therefore, how to meet the amount of fresh air required during lean burn is a problem to be solved.

[0031] Therefore, the present application provides a lean burn engine supercharging control method, system, computer device, storage medium, program product and vehicle, which can meet the amount of fresh air required during lean burn.

[0032] The lean burn engine supercharging control method, system, computer device, storage medium, program product and vehicle of the present application will be described in detail below with reference to the accompanying drawings. The features in the following embodiments and implementation manners can be combined with each other without conflict.

[0033] FIG. 1 discloses a schematic diagram of a methanol engine system 100. As shown in FIG. 1, the methanol engine system 100 comprises an engine 110, an intake pipe 120, an exhaust pipe 130, and a turbocharger 140. The intake pipe 120 can be connected to the engine 110 through an intake manifold 111 to supply fresh air to the engine 110. The exhaust pipe 130 can be connected to the engine 110 through an exhaust manifold 112 to discharge exhaust gas after combustion of methanol. The turbocharger 140 comprises a compressor 141 arranged on the intake pipe 120 and a turbine 142 arranged on the exhaust pipe 130. A intercooler 150 and a throttle valve 160 are arranged on the intake pipe 120. The intercooler 150 can reduce the temperature of the high-temperature air after supercharging to reduce the thermal load of the engine 110 and increase the intake amount, thereby increasing the power of the engine 110. The throttle valve 160 can be used to adjust the amount of fresh air entering the engine 110. An exhaust control valve 170 is arranged at the turbine end of the turbocharger 140, and the amount of exhaust gas participating in supercharging can be adjusted by the opening degree of the exhaust control valve 170.

[0034] The present application provides a lean-burn engine supercharging control method, which can meet the fresh air requirement of the engine 110 when adopting lean-burn to improve economy.

[0035] FIG. 2 discloses a flowchart of a lean-burn engine supercharging control method according to an embodiment of the present application. As shown in FIG. 2, the lean-burn engine supercharging control method according to an embodiment of the present application can comprise steps S1 to S4.

[0036] In step S1, the required intake pressure P0 of the engine 110 is obtained.

[0037] The required intake pressure P0 is the pressure at the inlet side of the throttle valve 160, i.e., the pressure of the gas expected to be input into the throttle valve 160.

[0038] How to obtain the required intake pressure P0 of the engine 110 will be described in detail below.

[0039] In some embodiments, the lean-burn engine supercharging control method of the present application can comprise steps S61 to S63.

[0040] In step S61, the actual depth of the accelerator pedal is obtained.

[0041] In step S62, the target intake amount of the engine is determined based on the actual depth of the accelerator pedal.

[0042] In an embodiment, the actual depth of the accelerator pedal can be mapped to the required torque of the engine, so that the target intake amount of the engine 110 is determined according to the relationship between the required torque and the target intake amount.

[0043] In step S63, a required intake pressure P0 of the engine 110 is obtained based on the target intake amount of the engine 110.

[0044] In one embodiment, the target intake amount can be input into a pre-established air model to obtain the target intake pressure on the outlet side of the throttle valve 160. The air model can simulate the state of gas in the intake manifold of the engine based on the target intake amount, the engine speed, the intake temperature, and the like, and can be calibrated through experiments.

[0045] After obtaining the target intake pressure on the outlet side of the throttle valve 160, the required intake pressure P0 of the engine can be calculated in combination with the pressure ratio between the actual pressure on the outlet side of the throttle valve 160 and the actual pressure on the inlet side of the throttle valve 160.

[0046] For example, pressure sensors can be installed on the inlet side and the outlet side of the throttle valve 160 to measure the actual pressures on the inlet side and the outlet side of the throttle valve 160. Then, the pressure ratio between the actual pressure on the outlet side of the throttle valve 160 and the actual pressure on the inlet side of the throttle valve 160 is calculated. The required intake pressure P0 can be obtained by dividing the target intake pressure by the pressure ratio.

[0047] In some embodiments, the lean-burn engine supercharging control method of the present application can further include steps S71 and S72.

[0048] In step S71, a first mapping relationship between the depth of the accelerator pedal and the required intake pressure P0 of the engine 110 is pre-established.

[0049] The mapping relationship between the depth of the accelerator pedal and the required intake pressure P0 of the engine 110 can be calibrated in advance through simulation.

[0050] In step S72, the actual depth of the accelerator pedal is obtained.

[0051] Therefore, after the first mapping relationship between the depth of the accelerator pedal and the required intake pressure P0 of the engine 110 is established, the required intake pressure P0 of the engine 110 can be obtained based on the actual depth of the accelerator pedal and through the first mapping relationship.

[0052] The methanol engine adopts lean combustion, which needs a large amount of fresh air. The lean combustion engine supercharging control method can establish a first mapping relationship between the depth of the accelerator pedal and the required intake pressure P0 of the engine 110, and then the required intake pressure P0 of the engine 110 can be obtained according to the actual depth of the accelerator pedal and through the first mapping relationship. Thus, the obtained required intake pressure P0 of the engine 110 is more accurate, which can not only improve the economy of the methanol engine, but also reduce emissions to meet the needs of emission regulations and has a positive significance for environmental protection. Furthermore, the stability of the engine can be improved, and the overall performance of the engine can be further improved.

[0053] In step S2, it is judged whether the required intake pressure P0 of the engine 110 obtained in step S1 is higher than the basic supercharging pressure. The basic supercharging pressure is the supercharging pressure of the engine 110 when the exhaust control valve 170 is fully open. If the result of the judgment in step S2 is yes, the process proceeds to step S3.

[0054] It can be understood that when the exhaust control valve 170 is fully open, the exhaust control valve 170 will be in a full air release state. At this time, according to the different types of exhaust control valve 170, the opening degree of the exhaust control valve 170 can be in a fully open state or a fully closed state. The opening degree of the exhaust control valve 170 is not limited in the embodiment of the application, as long as the exhaust control valve 170 is in a full air release state when the exhaust control valve 170 is fully open.

[0055] In addition, it can be understood in combination with FIG. 1 that the supercharging pressure of the engine 110 is the supercharging pressure provided by the compressor 141 upstream of the throttle valve 160. That is, the basic supercharging pressure is the supercharging pressure provided by the compressor 141 when the exhaust control valve 170 is fully open.

[0056] In step S3, when the required intake pressure P0 of the engine 110 is higher than the basic supercharging pressure, the actual intake pressure P1 of the engine 110 is obtained.

[0057] In an embodiment, a pressure sensor 181 is arranged at the inlet side of the throttle valve 160, and the actual intake pressure P1 of the engine 110 can be obtained through the pressure sensor 181. The actual intake pressure P1 of the engine 110 is the actual intake pressure P1 detected by the pressure sensor 181 at the inlet side of the throttle valve 160.

[0058] In step S4, the opening degree of the exhaust control valve 170 can be controlled based on the required intake pressure P0 of the engine 110 obtained in step S1 and the actual intake pressure P1 of the engine 110 obtained in step S3.

[0059] Fig. 3 discloses a schematic diagram of controlling the opening of the exhaust control valve 170 based on the required intake pressure P0 and the actual intake pressure P1 of the engine 110 according to an embodiment of the present application. In combination with Fig. 2 and Fig. 3, in some embodiments, step S4 can further comprise steps S41-S43.

[0060] In step S41, a pressure deviation value ΔP between the required intake pressure P0 and the actual intake pressure P1 is calculated.

[0061] In step S42, the required intake pressure P0 is taken as the closed-loop target pressure, and the target opening of the exhaust control valve 170 is obtained by PID (Proportional Integral Derivative) closed-loop feedback adjustment based on the pressure deviation value ΔP obtained in step S41.

[0062] In step S43, the exhaust control valve 170 can be controlled based on the target opening of the exhaust control valve 170 obtained in step S42.

[0063] Thus, at high pressure (i.e., when the required intake pressure P0 of the engine 110 is higher than the basic boost pressure), the exhaust gas participating in boost work can be adjusted by controlling the opening of the exhaust control valve 170 to meet the amount of exhaust gas required to enter the turbocharger 140 for work at high pressure. Reducing the opening of the exhaust control valve 170 can reduce the exhaust gas directly entering the exhaust pipe 130, and vice versa, increasing the opening of the exhaust control valve 170 can increase the exhaust gas directly entering the exhaust pipe 130. Moreover, the opening of the exhaust control valve 170 can be quickly and smoothly adjusted by PID closed-loop feedback, thereby achieving precise control of the intake pressure of the engine 110 to meet the amount of fresh air required for methanol combustion.

[0064] Referring back to Fig. 2, the lean-burn engine boost control method of the present application can further comprise steps S5 and S6. When the result of step S2 is false, the process proceeds to steps S5 and S6. In step S5, when the required intake pressure P0 of the engine 110 is not higher than the basic boost pressure, the exhaust control valve 170 is controlled to be fully open, and the exhaust control valve 170 performs a full exhaust state without adjustment, thereby ensuring the requirement at low pressure (i.e., when the required intake pressure P0 of the engine 110 is not higher than the basic boost pressure). In step S6, the amount of fresh air entering the engine 110 for combustion can be controlled by adjusting the opening of the throttle valve 160 according to the actual required amount.

[0065] It can be understood that the reaction equation of methanol combustion in the methanol engine 110 is as follows: 2CH3OH + 3O2 = 2CO2 + 4H2O

[0066] Wherein, the air-fuel ratio of the engine 110 during stoichiometric combustion is 1, and the air-fuel ratio of the engine 110 during lean combustion will be greater than 1. The target air-fuel ratio of the engine 110 during lean combustion can be determined according to the bench test results.

[0067] By dynamically adjusting the fuel injection amount of the engine 110 while meeting the amount of fresh air entering the engine 110 for combustion, the ratio of air to fuel in the engine 110 for combustion can reach the target air-fuel ratio, so that the engine 110 can be kept in a lean combustion working state.

[0068] In some embodiments, the lean combustion engine supercharging control method of the present application can further include steps S81 and S82.

[0069] In step S81, the actual intake temperature of the engine 110 is obtained.

[0070] In one embodiment, a temperature sensor 182 is provided at the inlet side of the throttle valve 160, and the actual intake temperature of the engine 110 can be obtained through the temperature sensor 182. Wherein, the actual intake temperature of the engine 110 is the actual intake temperature at the inlet side of the throttle valve 160 detected by the temperature sensor 182.

[0071] In step S82, the required intake pressure P0 of the engine 110 obtained in step S1 can be corrected based on the actual intake temperature of the engine 110 obtained in step S81, so as to obtain a corrected required intake pressure P0'.

[0072] In some embodiments, the lean combustion engine supercharging control method of the present application can further include step S91. In step S91, a second mapping relationship between the intake temperature of the engine and the intake pressure correction amount under different required intake pressures of the engine is established in advance.

[0073] Step S82 can further include steps S821 and S822. In step S821, the corresponding intake pressure correction amount can be obtained based on the required intake pressure and the actual intake temperature of the engine 110 and through the second mapping relationship established in step S91. In step S822, the corrected required intake pressure is obtained based on the required intake pressure and the intake pressure correction amount obtained in step S821.

[0074] The intake temperature of the engine 110 is one of the important factors affecting the intake pressure of the engine 110. With the change of the intake temperature, the density and volume of air will also change, thereby affecting the intake pressure. Therefore, in the calculation of the required intake pressure of the engine 110, by considering the actual intake temperature, the actual working state of the engine 110 can be more accurately reflected, and the accuracy of the required intake pressure calculation is further improved. In turn, the performance, efficiency and reliability of the engine 110 are improved, which is more helpful for the engine 110 to achieve better performance and lower emission levels under lean burn conditions.

[0075] In step S42, the corrected required intake pressure P0' is taken as the closed-loop target pressure, and the opening degree of the exhaust control valve 170 is adjusted according to the pressure deviation value ΔP between the corrected required intake pressure P0' and the actual intake pressure P1 by using different PIDs, so that the actual intake pressure P1 of the engine 110 can tend to eventually reach the corrected required intake pressure P0'.

[0076] In some embodiments, the lean burn engine supercharging control method of the present application can also increase the speed of the intermediate shaft of the turbocharger 140 by reducing the size of the turbine end of the turbocharger 140, and / or increasing the size of the compressor end of the turbocharger 140 to increase the amount of fresh air passing through the compressor end impeller, so as to meet the fresh air requirement of lean burn.

[0077] The lean burn engine supercharging control method of the present application can meet the more fresh air requirement of lean burn, so as to achieve the purpose of improving alcohol consumption and emissions.

[0078] The lean burn engine supercharging control method of the present application can meet the more fresh air requirement of lean burn, so as to achieve the purpose of improving alcohol consumption and emissions.

[0079] In addition, the lean burn engine supercharging control method of the present application can use PID closed-loop feedback control according to the pressure deviation value ΔP between the required intake pressure P0 of the engine 110 and the actual intake pressure P1, and by using different PID values, the pressure can be quickly and stably controlled while achieving closed loop, which not only ensures stability in steady state, but also meets the fast and accurate response in transient state.

[0080] The application further provides a computer device. Fig. 4 discloses a schematic block diagram of a computer device 300 according to an embodiment of the application. As shown in Fig. 4, the computer device 300 according to an embodiment of the application comprises a processor 301, an internal bus 302, a network interface 303, a memory 304, a non-volatile memory 305, and other hardware required by the business, of course. The processor 301 reads the corresponding computer program from the non-volatile memory 305 into the memory 304 and then runs to implement the lean-burn engine supercharging control method as described above. Of course, in addition to the software implementation, the application does not exclude other implementation manners, such as a logic device or a combination of software and hardware, and so on, that is, the execution subject of the above processing flow is not limited to each logic unit, but also can be hardware or a logic device.

[0081] The application further provides a computer-readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the lean-burn engine supercharging control method as described above.

[0082] The application further provides a computer program product, which comprises a computer program, and the computer program is executed by a processor to implement the lean-burn engine supercharging control method as described above.

[0083] The application further provides a lean-burn engine supercharging control system 400. Fig. 5 discloses a schematic block diagram of a lean-burn engine supercharging control system 400 according to an embodiment of the application. As shown in Fig. 5, the lean-burn engine supercharging control system 400 according to an embodiment of the application comprises an information acquisition module 401, a calculation module 402, and an execution module 403. The information acquisition module 401 is configured to acquire a required intake pressure P0 of the engine 110, and acquire an actual intake pressure P1 of the engine 110 when the required intake pressure P0 is higher than a basic supercharging pressure. The calculation module 402 is configured to calculate an opening degree of the exhaust control valve 170 arranged at the turbine end of the turbocharger according to the required intake pressure P0 and the actual intake pressure P1. The execution module 403 is configured to adjust the exhaust control valve 170 according to the opening degree to adjust the amount of exhaust gas participating in supercharging.

[0084] The lean-burn engine supercharging control system 400 according to the application has similar beneficial technical effects to the lean-burn engine supercharging control method as described above, and thus is not described herein again.

[0085] The application further provides a vehicle. The vehicle comprises the lean-burn engine supercharging control system 400 as described above.

[0086] The lean-burn engine supercharging control method, the control system, the computer device, the storage medium, the program product and the vehicle provided by the embodiments of the present application are described in detail above. In this paper, specific examples are applied to describe the lean-burn engine supercharging control method, the control system, the computer device, the storage medium, the program product and the vehicle of the embodiments of the present application. The above description of the embodiments is only used to help understand the core idea of the present application, and does not limit the present application.

[0087] It should be noted that, for those skilled in the art of the present technology, without departing from the spirit and principles of the present application, some improvements and modifications can be made to the present application, and these improvements and modifications shall also fall within the protection scope of the appended claims of the present application.

Claims

1. A method for controlling supercharging of a lean-burn engine, wherein an exhaust control valve is provided at a turbine end of a turbocharger, the method comprising: obtaining a required intake pressure of the engine; when the required intake pressure is higher than a base supercharging pressure, obtaining an actual intake pressure of the engine, wherein the base supercharging pressure is a supercharging pressure of the engine when the exhaust control valve is fully open; and controlling an opening degree of the exhaust control valve based on the required intake pressure and the actual intake pressure. 2.The method of claim 1, further comprising: pre-establishing a first mapping relationship between a depth of an accelerator pedal and the required intake pressure of the engine; obtaining an actual depth of the accelerator pedal, wherein the obtaining the required intake pressure of the engine comprises: obtaining the required intake pressure of the engine based on the actual depth of the accelerator pedal and through the first mapping relationship. 3.The method of claim 1, further comprising: obtaining an actual intake temperature of the engine; and correcting the required intake pressure based on the actual intake temperature to obtain a corrected required intake pressure, wherein the controlling the opening degree of the exhaust control valve based on the required intake pressure and the actual intake pressure comprises: controlling the opening degree of the exhaust control valve based on the corrected required intake pressure and the actual intake pressure. 4.The method of claim 3, further comprising: pre-establishing a second mapping relationship between an intake temperature and an intake pressure correction amount of the engine at different required intake pressures of the engine, wherein the correcting the required intake pressure based on the actual intake temperature to obtain a corrected required intake pressure comprises: obtaining the intake pressure correction amount corresponding to the required intake pressure and the actual intake temperature through the second mapping relationship; and obtaining the corrected required intake pressure based on the required intake pressure and the intake pressure correction amount. a pressure sensor and a temperature sensor are provided at an inlet side of a throttle valve of the engine, 5. The method of claim 3, wherein, wherein the actual intake pressure of the engine is obtained through the pressure sensor and the actual intake temperature of the engine is obtained through the temperature sensor. The controlling the opening degree of the exhaust control valve based on the required intake pressure and the actual intake pressure comprises:

6. The method of claim 1, wherein, calculating a pressure deviation value between the required intake pressure and the actual intake pressure; obtaining a target opening degree of the exhaust control valve through proportional-integral-derivative (PID) closed-loop feedback adjustment based on the pressure deviation value and taking the required intake pressure as a closed-loop target pressure; and controlling the exhaust control valve based on the target opening degree of the exhaust control valve. 7.The method of claim 1, further comprising: when the required intake pressure is not higher than the base supercharging pressure, controlling the exhaust control valve to be fully open and controlling an amount of fresh air entering the engine by adjusting an opening degree of a throttle valve of the engine. 8.The method of any one of claims 1 to 7, further comprising: ​ reducing the size of the turbine end of the turbocharger to increase the rotational speed of the intermediate shaft of the turbocharger; and / or increasing the size of the compressor end of the turbocharger, to increase the amount of fresh air passing through the compressor end of the turbocharger.

9. A computer device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein, The computer program, when executed by the processor, implements the lean burn engine supercharging control method according to any one of claims 1 to 7.

10. A computer readable storage medium having stored thereon a computer program, wherein, The computer program, when executed by the processor, implements the lean burn engine supercharging control method according to any one of claims 1 to 7.

11. A computer program product comprising a computer program, wherein, The computer program, when executed by the processor, implements the lean burn engine supercharging control method according to any one of claims 1 to 7.

12. A lean burn engine supercharging control system, comprising: an information obtaining module configured to obtain a required intake pressure of the engine, and obtain an actual intake pressure of the engine when the required intake pressure is higher than a base supercharging pressure; a calculation module configured to calculate an opening degree of an exhaust control valve arranged at a turbine end of a turbocharger according to the required intake pressure and the actual intake pressure; an execution module configured to adjust the exhaust control valve according to the opening degree to adjust an amount of exhaust gas participating in supercharging.

13. A vehicle comprising the lean burn engine supercharging control system according to claim 12.

Images