Coordinated control method, apparatus, controller, and medium

Abstract

The application discloses a turbocharger and cam phase coordinated control method, device, controller and storage medium. The method part comprises the following steps: when a target cam enters a scavenging mode, a difference between a target intake manifold pressure and an actual intake manifold pressure is obtained; whether a dynamic cam phase coordination function is activated is judged according to the difference between the target intake manifold pressure and the actual intake manifold pressure; a dynamic cam phase coordination control coefficient corresponding to an activation condition of the dynamic cam phase coordination function is obtained; a target phase angle corresponding to the target cam is determined according to the dynamic cam phase coordination control coefficient and an engine operating condition; and the phase of the target cam is adjusted according to the target phase angle.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, apparatus, controller and storage medium for coordinated control of turbocharger and cam phase. Background Technology

[0002] With the application of new materials and technologies to turbochargers, their high-temperature resistance has been improved, leading to their widespread use in gasoline engines. The inventors discovered that gasoline engines commonly employ variable valve timing (VVT) technology to optimize power and emissions. The VVT ​​control system requires the ability to flexibly adjust intake and exhaust phases to control intake airflow velocity, intake volume, and residual exhaust gas coefficient, maximizing charging efficiency and thus improving engine performance. Existing solutions provide phase adjusters for the intake and exhaust camshafts and actuators to drive these camshaft phase adjusters. By adjusting the angular velocity of the relative displacement related to the parameters, these methods only consider the movement of the camshaft itself, resulting in low phase control accuracy. Summary of the Invention

[0003] This application provides a method, apparatus, controller, and storage medium for coordinated control of turbocharger and cam phase, used to improve the phase control accuracy of the cam.

[0004] A method for coordinated control of turbocharger and camshaft phase, comprising:

[0005] When the target cam enters the scavenging mode, the difference between the target intake manifold pressure and the actual intake manifold pressure is obtained;

[0006] Based on the difference between the target intake manifold pressure and the actual intake manifold pressure, determine whether to activate the dynamic cam phase coordination function;

[0007] Obtain the dynamic cam phase coordination control coefficient corresponding to the activation status of the dynamic cam phase coordination function;

[0008] The target phase angle corresponding to the target cam is determined according to the dynamic cam phase coordination control coefficient and the engine operating conditions;

[0009] The phase of the target cam is adjusted according to the target phase angle.

[0010] In one embodiment, determining whether to activate the dynamic camshaft phase coordination function based on the difference between the target intake manifold pressure and the actual intake manifold pressure includes:

[0011] When the difference between the target intake manifold pressure and the actual intake manifold pressure is greater than the preset pressure difference, the dynamic cam phase coordination function is activated.

[0012] When the difference between the target intake manifold pressure and the actual intake manifold pressure is less than or equal to the preset pressure difference, the dynamic cam phase coordination function is turned off.

[0013] In one embodiment, obtaining the dynamic cam phase coordination control coefficient corresponding to the activation status of the dynamic cam phase coordination function includes:

[0014] When the dynamic cam phase coordination function is activated, the first coefficient is obtained as the dynamic cam phase coordination control coefficient.

[0015] When the dynamic cam phase coordination function is inactive, the coefficient is reduced from the first coefficient to the second coefficient, and the second coefficient is used as the dynamic cam phase coordination control coefficient.

[0016] In one embodiment, the target cam includes an intake cam and / or an exhaust cam.

[0017] In one embodiment, when the target cam is an intake cam, determining the target phase angle corresponding to the target cam according to the dynamic cam phase coordination control coefficient and the engine operating conditions includes:

[0018] When the dynamic cam phase coordination function is activated, the dynamic cam phase coordination control coefficient and the phase value corresponding to the engine operating condition are found from the pre-calibrated intake dynamic cam mode table and used as the target phase angle of the intake cam.

[0019] When the dynamic cam phase coordination function is inactive, the phase value corresponding to the dynamic cam phase coordination control coefficient and the engine operating condition is found from the pre-calibrated intake non-dynamic cam mode table and used as the target phase angle of the intake cam.

[0020] In one embodiment, when the target cam is an exhaust cam, determining the target phase angle corresponding to the target cam according to the dynamic cam phase coordination control coefficient and the engine operating conditions includes:

[0021] When the dynamic cam phase coordination function is activated, the dynamic cam phase coordination control coefficient and the phase value corresponding to the engine operating condition are found from the pre-calibrated exhaust dynamic cam mode table and used as the target phase angle of the exhaust cam.

[0022] When the dynamic cam phase coordination function is inactive, the phase value corresponding to the dynamic cam phase coordination control coefficient and the engine operating condition is found from the pre-calibrated exhaust non-dynamic cam mode table and used as the target phase angle of the exhaust cam.

[0023] In one embodiment, before obtaining the difference between the target intake manifold pressure and the actual intake manifold pressure, the method further includes:

[0024] Determine if additional power is needed for the turbocharger;

[0025] When it is determined that additional power needs to be provided to the turbocharger, it is determined whether the engine speed is within the preset speed range;

[0026] When the engine speed is within the preset speed range, the target cam is controlled to enter the scavenging mode.

[0027] In one implementation, determining whether additional power needs to be provided to the turbocharger includes:

[0028] Determine whether the turbocharger meets the target conditions, wherein the target conditions include: the turbine mass flow utilization rate is greater than a preset mass flow threshold, the pressure difference between the target boost pressure and the actual boost pressure is greater than a preset pressure difference threshold, and the boost function is activated;

[0029] When the turbocharger meets the target conditions, it is determined that additional power needs to be provided to the turbocharger.

[0030] A coordinated control device for a turbocharger and an intake camshaft, comprising:

[0031] The first acquisition module is used to acquire the difference between the target intake manifold pressure and the actual intake manifold pressure when the engine enters the scavenging mode.

[0032] The judgment module is used to determine whether to activate the dynamic cam phase coordination function based on the difference between the target intake manifold pressure and the actual intake manifold pressure.

[0033] The second acquisition module is used to acquire the dynamic cam phase coordination control coefficient corresponding to the activation status of the dynamic cam phase coordination function.

[0034] The determination module is used to determine the target phase angle corresponding to the target cam according to the dynamic cam phase coordination control coefficient and the engine operating conditions;

[0035] An adjustment module is used to adjust the phase of the target cam according to the target phase angle.

[0036] A controller includes a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that the processor, when executing the computer program, implements the steps of the coordinated control method as described in any of the preceding claims.

[0037] A computer-readable storage medium storing a computer program, characterized in that, when executed by a processor, the computer program implements the steps of the coordination control method as described in any of the preceding claims.

[0038] Compared to traditional solutions, one aspect of this application determines whether to activate the dynamic camshaft phase coordination function based on the difference between the target intake manifold pressure and the actual intake manifold pressure. The target phase angle of the target camshaft is determined according to the dynamic camshaft phase coordination control coefficient and the engine operating conditions. Adjusting the phase of the target camshaft improves the control quality of the dynamic camshaft system and enhances control accuracy compared to systems that rely solely on a single variable as control input, allowing for better coordination between the turbocharger system and the dynamic camshaft system. Furthermore, by adjusting the phase angles of the intake / exhaust camshafts, this application can improve engine low-speed torque, transient response, extend low-speed external characteristics, and improve thermal efficiency. Secondly, a suitable dynamic camshaft phase can also improve turbocharger efficiency, intake efficiency, and idle stability, while real-time adjustment of the intake phase ensures optimal operation under various operating conditions. Attached Figure Description

[0039] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0040] Figure 1 This is a schematic diagram of an application environment for a coordinated control method of turbocharger and cam phase according to an embodiment of this application;

[0041] Figure 2 This is a schematic flowchart of a coordinated control method for turbocharger and cam phase in one embodiment of this application;

[0042] Figure 3 This is another flowchart of a coordinated control method for turbocharger and cam phase in one embodiment of this application;

[0043] Figure 4 This is a schematic diagram of a structure for coordinated control of the turbocharger and cam phase in one embodiment of this application;

[0044] Figure 5 This is a schematic diagram of the controller in one embodiment of this application. Detailed Implementation

[0045] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0046] The turbocharger and camshaft phase coordination control method provided in this application embodiment can be applied to the vehicle control structure, wherein the vehicle control structure is as follows: Figure 1 As shown, the control system includes a turbine, a wastegate, an intercooler, a throttle body, an intake manifold, an exhaust manifold, intake and exhaust camshaft actuators, cylinders, and a catalytic converter. The turbine includes a turbocharger and a compressor. For example, the turbocharger can be a variable geometry turbocharger (VNT). The intake and exhaust volumes of the cylinders can be changed by varying the actuator opening. The actuator is driven by an electric motor. This control system can interact with the vehicle's electronic control unit (ECU) and establish a signal input / output interface with the engine management system (EMS) to obtain the necessary information.

[0047] The inventors discovered that, due to the inherent hardware characteristics of turbochargers, turbo lag is significantly observed at low and medium engine speeds. Variable geometry turbocharging technology can balance performance at both high and low speeds. With the application of new materials and technologies to variable geometry turbochargers, their high-temperature resistance has been improved, leading to their widespread use in gasoline engines. Simultaneously, gasoline engines commonly employ variable valve timing (VVT) technology to optimize power and emissions. The VVT ​​control system requires the ability to flexibly adjust intake and exhaust phases to control intake airflow velocity, intake volume, and residual exhaust gas coefficient, maximizing charging efficiency and thus improving engine performance. Because the components in the engine's intake-combustion-exhaust process are highly interconnected, researching a coordinated control method that considers various factors and related variables is particularly important. This will be described in detail below.

[0048] In one embodiment, such as Figure 2 As shown, a method for coordinated control of turbocharger and camshaft phase is provided. This method is illustrated using an on-board controller as an example, and includes the following steps:

[0049] S10: When the engine enters scavenging mode, obtain the difference between the target intake manifold pressure and the actual intake manifold pressure.

[0050] S20: Determine whether to activate the dynamic cam phase coordination function based on the difference between the target intake manifold pressure and the actual intake manifold pressure.

[0051] S30: Obtain the dynamic cam phase coordination control coefficient corresponding to the activation status of the dynamic cam phase coordination function.

[0052] S40: Determine the target phase angle corresponding to the target cam according to the dynamic cam phase coordination control coefficient and engine operating conditions.

[0053] S50: Adjust the phase of the target cam according to the target phase angle.

[0054] For steps S10-S20, it is first determined whether the engine has entered the scavenging mode. When the engine enters the scavenging mode, the difference between the target intake manifold pressure and the actual intake manifold pressure is obtained. Then, based on the difference between the target intake manifold pressure and the actual intake manifold pressure, it is determined whether to activate the dynamic cam phase coordination function. The target intake manifold pressure is the target pressure of the intake manifold that needs to be adjusted, and the actual intake manifold pressure is the actual pressure of the intake manifold.

[0055] Alternatively, the embodiments of this application can also be implemented by a controller or control module in an EMS system. In the embodiments of this application, the controller can acquire corresponding operating condition signals through various sensors, such as engine speed, transmission gear, and actual intake manifold pressure.

[0056] In one embodiment, such as Figure 3 As shown, before step S10, i.e., obtaining the difference between the target intake manifold pressure and the actual intake manifold pressure, the method further includes the following steps:

[0057] S101: Determine if additional power is needed for the turbocharger;

[0058] In one embodiment, step S101, namely determining whether additional power needs to be provided to the turbocharger, specifically includes the following steps: determining whether the turbocharger meets the target conditions, wherein the target conditions include: the turbine mass flow rate utilization rate is greater than a preset mass flow rate threshold, the pressure difference between the target boost pressure and the actual boost pressure is greater than a preset pressure difference threshold, and the boost function has been activated;

[0059] When the turbocharger meets the target conditions, it is determined that additional power needs to be provided to the turbocharger.

[0060] S102: When it is determined that additional power needs to be provided to the turbocharger, determine whether the engine speed is within the preset speed range;

[0061] S103: When the engine speed is within the preset speed range, the engine is controlled to enter the scavenging mode.

[0062] For step S101, by checking whether there is sufficient exhaust gas energy to ensure a rapid increase in boost pressure, it is easy to determine whether to enter scavenging mode. First, it is determined whether additional power needs to be provided to the turbocharger. If the following target conditions are met: 1. The turbocharger's turbine mass flow utilization rate is greater than a preset mass flow threshold; 2. The pressure difference between the turbocharger's target boost pressure and actual boost pressure is greater than a preset pressure difference threshold; 3. The turbocharger's boost function is activated; then the turbocharger additional power demand flag is set to indicate that additional power needs to be provided to the turbocharger.

[0063] This process uses engine speed, current gear information, turbocharger mass flow rate utilization, the pressure difference between the target boost pressure and the actual boost pressure, and the boost activation flag as inputs to calculate whether additional power needs to be provided to the turbocharger. The controller outputs the booster additional power demand flag to determine whether additional power needs to be provided to the turbocharger. It's important to note that the boost activation flag indicates whether the turbocharger needs to be used for boosting, i.e., whether the boost function is activated (no boosting is needed under low speed and low load conditions; naturally aspirated engines can meet the intake air volume requirements). The dynamic camshaft phase coordination function is used when the boost function of the turbocharger still cannot meet the intake air volume requirements, aiming to further increase the intake air volume and improve the vehicle's dynamic acceleration performance.

[0064] For steps S102-S103, when it is determined that additional power needs to be provided to the turbocharger, it is judged whether the engine speed is within a preset speed range. This is the final calculation process for whether the target camshaft enters the scavenging mode. Whether the dynamic camshaft coordination control function is activated can only be used if the scavenging function is turned on. Therefore, if the following conditions are met: 1. Additional power needs to be provided to the turbocharger; 2. The engine speed is within a certain range, then the target camshaft is controlled to enter the scavenging mode.

[0065] During this process, the engine speed, current gear information, turbocharger additional power demand flag, and the pressure difference between the target boost pressure and the actual boost pressure are used as inputs to determine whether the above target conditions are met, with the dynamic cam control flag as the output. The activation status of the scavenging function is determined through this dynamic cam control flag output.

[0066] The dynamic cam phase coordination function is a method proposed in this application embodiment for dynamically controlling the phase coordination of a target cam. In one embodiment, step S20, namely, determining whether to activate the dynamic cam phase coordination function based on the difference between the target intake manifold pressure and the actual intake manifold pressure, specifically includes the following steps:

[0067] S21: When the difference between the target intake manifold pressure and the actual intake manifold pressure is greater than the preset pressure difference, the dynamic cam phase coordination function is activated.

[0068] S22: When the difference between the target intake manifold pressure and the actual intake manifold pressure is less than or equal to the preset pressure difference, the dynamic cam phase coordination function is turned off.

[0069] For steps S21-S22, the activation or deactivation of the dynamic camshaft phase coordination function is determined based on the difference between the target intake manifold pressure and the actual intake manifold pressure, as well as a preset pressure difference value. It can be seen that the preset pressure difference value affects the upper and lower limits of the dynamic camshaft phase coordination function activation. Specifically, it can be determined by referring to a table based on engine speed and clutch torque requirements, thus establishing the aforementioned preset pressure difference value. It can be seen that setting the upper and lower limits corresponding to this preset pressure difference value is to avoid hysteresis caused by drastic changes in intake air volume.

[0070] For step S30, after determining whether the dynamic cam phase coordination function is activated, the dynamic cam phase coordination control coefficient corresponding to the activation status of the dynamic cam phase coordination function is further obtained.

[0071] As described above, the activation status of the dynamic cam phase coordination function includes two states: the dynamic cam phase coordination function is in an active state, and the dynamic cam phase coordination function is in an inactive state. Therefore, in one embodiment, step S30, namely obtaining the dynamic cam phase coordination control coefficient corresponding to the activation status of the dynamic cam phase coordination function, specifically includes the following steps:

[0072] S31: When the dynamic cam phase coordination function is activated, the first coefficient is obtained as the dynamic cam phase coordination control coefficient.

[0073] S32: When the dynamic cam phase coordination function is inactive, the coefficient is reduced from the first coefficient to the second coefficient, and the second coefficient is used as the dynamic cam phase coordination control coefficient.

[0074] In this embodiment, when the dynamic cam phase coordination function is activated, the dynamic cam phase coordination control coefficient is set to a first coefficient (e.g., 1). When the dynamic cam phase coordination function is deactivated, i.e., not activated, a buffer module (Ramp Down module) is set for the dynamic cam phase coordination control coefficient, causing the dynamic cam phase coordination control coefficient to slowly decrease from the first coefficient (1) to the second coefficient (0) over a period of time after the function is deactivated. It can be seen that the dynamic cam phase coordination control coefficient is a coefficient that characterizes the activation state of the dynamic cam phase coordination function. This application will obtain the phase angle of the target cam based on the above-mentioned dynamic cam phase coordination control coefficient for adjustment.

[0075] In some embodiments, the engine speed, clutch end required torque, intake manifold actual pressure, and intake manifold required pressure are used as inputs. A hysteresis module calculates the dynamic cam activation flag, and the flag is then used by a descent module to calculate the dynamic cam phase coordination control coefficient.

[0076] It should be noted that after step S30, there will be a subsequent process to determine the phase angle of the target cam to be adjusted based on the dynamic cam phase coordination control coefficient in order to avoid some driving problems. Therefore, in order to avoid the change in the activation status of the dynamic cam phase coordination function, which may cause a sudden change in the coefficient, the driving problems that may occur can be effectively avoided by gradually reducing the coefficient.

[0077] For step S40, after obtaining the dynamic cam phase coordination control coefficients, the target phase angle corresponding to the target cam is determined according to the dynamic cam phase coordination control coefficients and the engine operating conditions. The engine operating conditions include engine speed, load, etc.

[0078] In some embodiments, the target cam includes an intake cam and / or an exhaust cam.

[0079] In one embodiment, when the target cam is an intake cam, step S40, namely determining the target phase angle corresponding to the target cam according to the dynamic cam phase coordination control coefficient and the engine operating conditions, specifically includes the following steps:

[0080] S41a: When the dynamic cam phase coordination function is activated, the dynamic cam phase coordination control coefficient and the phase value corresponding to the engine operating condition are found from the pre-calibrated intake dynamic cam mode table and used as the target phase angle of the intake cam.

[0081] S42a: When the dynamic cam phase coordination function is inactive, the phase value corresponding to the dynamic cam phase coordination control coefficient and the engine operating condition is found from the pre-calibrated intake non-dynamic cam mode table and used as the target phase angle of the intake cam.

[0082] Steps S41a-S42a involve the intake camshaft phase setting process. In this embodiment, the target phase angle of the intake camshaft is determined by the intake dynamic camshaft mode table (Intake Dynamic Camshaft Mode MAP) and the intake non-dynamic camshaft mode table (Intake Non-Dynamic Camshaft Mode MAP). The dynamic camshaft phase coordination control coefficient is the proportion of the value taken from the scavenging mode MAP to the target phase angle of the intake camshaft. In this embodiment, the dynamic intake camshaft phase setpoint is calculated using the dynamic camshaft phase coordination control coefficient under engine operating conditions or other vehicle operating conditions to improve responsiveness.

[0083] For example:

[0084] When the dynamic cam phase coordination function is off, i.e., the dynamic cam phase coordination control coefficient equals the second coefficient of 0, the target phase angle of the intake cam comes from the intake non-dynamic cam mode MAP. This intake non-dynamic cam mode MAP is pre-calibrated to provide suitable target phase angles for the intake cam under different engine operating conditions and dynamic cam phase coordination control coefficients. Therefore, when the dynamic cam phase coordination control coefficient equals the second coefficient of 0, a suitable target phase angle for the intake cam is found based on the engine operating conditions, so that the phase of the intake cam can be adjusted subsequently. The phase of the intake cam is calibrated to a suitable position for the allowable intake volume under the operating conditions, for example, the phase of the intake cam is calibrated to the position of maximum allowable intake volume under the operating conditions to increase the intake volume and improve transient response performance.

[0085] When the dynamic cam phase coordination function is activated, the dynamic cam phase coordination control coefficient equals the first coefficient 1. At this time, the target phase angle of the intake cam is derived from the intake dynamic cam mode MAP. This intake dynamic cam mode MAP is pre-calibrated to provide suitable target phase angles for the intake cam under different engine operating conditions and with different dynamic cam phase coordination control coefficients. Therefore, when the dynamic cam phase coordination control coefficient equals the first coefficient 1, a suitable target phase angle for the intake cam is found based on the engine operating conditions. This allows for subsequent adjustment of the intake cam phase, calibrating it to a suitable position for the allowable intake volume under the operating conditions. For example, calibrating the intake cam phase to the position of maximum allowable intake volume under the operating conditions increases the intake volume and improves transient response performance.

[0086] In one embodiment, when the target cam is an exhaust cam, step S40, namely determining the target phase angle corresponding to the target cam according to the dynamic cam phase coordination control coefficient and the engine operating conditions, specifically includes the following steps:

[0087] S41b: When the dynamic cam phase coordination function is activated, the dynamic cam phase coordination control coefficient and the phase value corresponding to the engine operating condition are found from the pre-calibrated exhaust dynamic cam mode table and used as the target phase angle of the exhaust cam.

[0088] S41b: When the dynamic cam phase coordination function is inactive, the phase value corresponding to the dynamic cam phase coordination control coefficient and the engine operating condition is found from the pre-calibrated exhaust non-dynamic cam mode table and used as the target phase angle of the exhaust cam.

[0089] Steps S41b-S42b involve the exhaust camshaft phase setting process, which is similar to the intake camshaft phase setting process. In this embodiment, the target phase angle of the exhaust camshaft is determined by the exhaust dynamic camshaft mode table (Exhaust Dynamic Camshaft Mode MAP) and the exhaust non-dynamic camshaft mode table (Determined by the Exhaust Non-Dynamic Camshaft Mode MAP). The dynamic camshaft phase coordination control coefficient is the proportion of the value taken from the scavenging mode MAP to the target phase angle of the exhaust camshaft. In this embodiment, the dynamic exhaust camshaft phase setpoint is calculated using the dynamic camshaft phase coordination control coefficient under engine operating conditions or other vehicle operating conditions to improve responsiveness.

[0090] For example:

[0091] When the dynamic cam phase coordination function is off, i.e., the dynamic cam phase coordination control coefficient equals the second coefficient of 0, the target phase angle of the exhaust cam is derived from the exhaust non-dynamic cam mode MAP. This exhaust non-dynamic cam mode MAP is pre-calibrated to provide suitable target phase angles for the exhaust cam under different engine operating conditions and with the dynamic cam phase coordination control coefficient. Therefore, when the dynamic cam phase coordination control coefficient equals the second coefficient of 0, a suitable target phase angle for the exhaust cam is found based on the engine operating conditions, so that the phase of the exhaust cam can be adjusted subsequently to calibrate the exhaust cam to the appropriate position for the allowable intake volume under the operating conditions.

[0092] When the dynamic cam phase coordination function is activated, the dynamic cam phase coordination control coefficient equals the first coefficient 1. At this time, the target phase angle of the exhaust cam is derived from the exhaust dynamic cam mode MAP. This exhaust dynamic cam mode MAP is pre-calibrated to provide suitable target phase angles for the exhaust cam under different engine operating conditions and dynamic cam phase coordination control coefficients. Therefore, when the dynamic cam phase coordination control coefficient equals the first coefficient 1, a suitable target phase angle for the exhaust cam is found based on the engine operating conditions, so that the phase of the exhaust cam can be adjusted subsequently to calibrate the exhaust cam to the appropriate position for the allowable intake volume under the operating conditions.

[0093] For step S50, once the target phase angle corresponding to the intake cam and / or exhaust cam is determined, the target phase angle can be written into the intake cam control actuator or the exhaust cam control actuator, so that the intake cam control actuator adjusts the phase of the intake cam, and / or the exhaust cam control actuator adjusts the phase of the exhaust cam. For details, please refer to the above description, which will not be repeated here.

[0094] In the above embodiments, the dynamic cam demand for the next step is calculated sequentially based on the current operating conditions of the engine, which is targeted and results in more precise control.

[0095] In this embodiment of the application, the target phase angles of the intake and exhaust cams, etc., are also transmitted to each actuator through engine management, and the specifics are not limited.

[0096] It should be noted that the equipped turbocharger (variable geometry turbocharger) changes the turbine flow cross-section by adjusting the nozzle ring angle located between the turbine housing and the turbine impeller. Specifically, at low speeds, the nozzle opening is small, resulting in a smaller flow cross-section; at high speeds, the flow cross-section increases, ensuring that the energy obtained by the turbine from the exhaust gas is sufficient for the compressor to achieve the predetermined air pressure ratio. Furthermore, a dynamic camshaft control mechanism capable of changing the camshaft phase angle is also included. This type of control mechanism has a simple structure and does not alter the original engine system. During operation, it maintains the cam profile, valve lift, and duration unchanged, only altering the camshaft angle relative to the crankshaft; specific details are not limited in this application.

[0097] In summary, this application provides a method for coordinating a turbocharger and an intake camshaft. As an example, relevant parameters are used to determine whether control of the target camshaft should be activated, and a coordination control coefficient for the dynamic camshaft is further calculated. When this dynamic camshaft coordination control coefficient is greater than 0, it indicates that coordinated control of the target camshaft is required. This requirement, along with the turbocharger's additional power requirement, determines whether the target camshaft needs to enter scavenging mode, causing the camshaft phase to shift to a certain position to meet the maximum dynamic intake volume. Once the engine is confirmed to be in scavenging mode, the target phase angle of the target camshaft is calculated using a calibrated MAP table and the dynamic camshaft coordination control coefficient. The final calculation result is then written into the target camshaft actuator to complete the control.

[0098] Compared to traditional solutions, the embodiments provided in this application improve the control quality of the dynamic cam system and enhance control accuracy compared to systems that use only a single variable as the control input, enabling better coordination between the turbocharger system and the dynamic cam system. Furthermore, by adjusting the phase angles of the intake / exhaust cams, this application can improve engine low-speed torque and transient response, expand low-speed external characteristics, and increase thermal efficiency. Secondly, appropriate dynamic cam phase can also improve turbocharger efficiency, intake efficiency, and idle stability, while real-time adjustment of the intake phase ensures optimal operation under various operating conditions.

[0099] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0100] In one embodiment, a coordinated control device for turbocharger and camshaft phase is provided, which corresponds one-to-one with the coordinated control method for turbocharger and camshaft phase described in the above embodiments. For example... Figure 4 As shown, the turbocharger and camshaft phase coordination control device includes a first acquisition module 101, a judgment module 102, a second acquisition module 103, a determination module 104, and an adjustment module 105. Detailed descriptions of each functional module are as follows:

[0101] The first acquisition module 101 is used to acquire the difference between the target intake manifold pressure and the actual intake manifold pressure when the engine enters the scavenging mode.

[0102] The judgment module 102 is used to determine whether to activate the dynamic cam phase coordination function based on the difference between the target intake manifold pressure and the actual intake manifold pressure.

[0103] The second acquisition module 103 is used to acquire the dynamic cam phase coordination control coefficient corresponding to the activation status of the dynamic cam phase coordination function.

[0104] The determining module 104 is used to determine the target phase angle corresponding to the target cam according to the dynamic cam phase coordination control coefficient and the engine operating conditions;

[0105] The adjustment module 105 is used to adjust the phase of the target cam according to the target phase angle.

[0106] In one embodiment, the determination module 102 is specifically used for:

[0107] When the difference between the target intake manifold pressure and the actual intake manifold pressure is greater than the preset pressure difference, the dynamic cam phase coordination function is activated.

[0108] When the difference between the target intake manifold pressure and the actual intake manifold pressure is less than or equal to the preset pressure difference, the dynamic cam phase coordination function is turned off.

[0109] In one embodiment, the second acquisition module 103 is specifically used for:

[0110] When the dynamic cam phase coordination function is activated, the first coefficient is obtained as the dynamic cam phase coordination control coefficient.

[0111] When the dynamic cam phase coordination function is inactive, the coefficient is reduced from the first coefficient to the second coefficient, and the second coefficient is used as the dynamic cam phase coordination control coefficient.

[0112] In one embodiment, the target cam includes an intake cam and / or an exhaust cam.

[0113] In one embodiment, the determining module 104 is specifically used for:

[0114] When the dynamic cam phase coordination function is activated, the dynamic cam phase coordination control coefficient and the phase value corresponding to the engine operating condition are found from the pre-calibrated intake dynamic cam mode table and used as the target phase angle of the intake cam.

[0115] When the dynamic cam phase coordination function is inactive, the phase value corresponding to the dynamic cam phase coordination control coefficient and the engine operating condition is found from the pre-calibrated intake non-dynamic cam mode table and used as the target phase angle of the intake cam.

[0116] In one embodiment, the determining module 104 is further specifically used for:

[0117] When the dynamic cam phase coordination function is activated, the dynamic cam phase coordination control coefficient and the phase value corresponding to the engine operating condition are found from the pre-calibrated exhaust dynamic cam mode table and used as the target phase angle of the exhaust cam.

[0118] When the dynamic cam phase coordination function is inactive, the phase value corresponding to the dynamic cam phase coordination control coefficient and the engine operating condition is found from the pre-calibrated exhaust non-dynamic cam mode table and used as the target phase angle of the exhaust cam.

[0119] In one embodiment, the device further includes a control module:

[0120] The determination module 102 is further configured to: determine whether additional power needs to be provided to the turbocharger; when it is determined that additional power needs to be provided to the turbocharger, determine whether the engine speed is within a preset speed range;

[0121] The control module is used to control the target cam to enter the scavenging mode when the engine speed is within a preset speed range.

[0122] In one embodiment, the determination module 102 is specifically used for:

[0123] Determine whether the turbocharger meets the target conditions, wherein the target conditions include: the turbine mass flow utilization rate is greater than a preset mass flow threshold, the pressure difference between the target boost pressure and the actual boost pressure is greater than a preset pressure difference threshold, and the boost function is activated;

[0124] When the turbocharger meets the target conditions, it is determined that additional power needs to be provided to the turbocharger.

[0125] Specific limitations regarding the coordinated control device for turbocharger and camshaft phasing can be found in the above description of the coordinated control method for turbocharger and camshaft phasing, and will not be repeated here. Each module in the aforementioned coordinated control device for turbocharger and camshaft phasing can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device, or stored in the memory of a computer device as software, so that the processor can call and execute the corresponding operations of each module.

[0126] In one embodiment, a controller is provided, the internal structure of which can be shown in the following diagram. Figure 5As shown, the controller includes a processor, memory, and network interface connected via a system bus. The processor provides computational and control capabilities. The controller's memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores a computer program. The internal memory provides an environment for the execution of the computer program in the non-volatile storage medium. When executed by the processor, the computer program implements a method for coordinated control of the turbocharger and camshaft phases.

[0127] In one embodiment, a controller is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to perform the following steps:

[0128] When the target cam enters the scavenging mode, the difference between the target intake manifold pressure and the actual intake manifold pressure is obtained;

[0129] Based on the difference between the target intake manifold pressure and the actual intake manifold pressure, determine whether to activate the dynamic cam phase coordination function;

[0130] Obtain the dynamic cam phase coordination control coefficient corresponding to the activation status of the dynamic cam phase coordination function;

[0131] The target phase angle corresponding to the target cam is determined according to the dynamic cam phase coordination control coefficient and the engine operating conditions;

[0132] The phase of the target cam is adjusted according to the target phase angle.

[0133] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, the computer program performing the following steps when executed by a processor:

[0134] When the target cam enters the scavenging mode, the difference between the target intake manifold pressure and the actual intake manifold pressure is obtained;

[0135] Based on the difference between the target intake manifold pressure and the actual intake manifold pressure, determine whether to activate the dynamic cam phase coordination function;

[0136] Obtain the dynamic cam phase coordination control coefficient corresponding to the activation status of the dynamic cam phase coordination function;

[0137] The target phase angle corresponding to the target cam is determined according to the dynamic cam phase coordination control coefficient and the engine operating conditions;

[0138] The phase of the target cam is adjusted according to the target phase angle.

[0139] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), Rambus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0140] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0141] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A method for coordinated control of turbocharger and cam phase, characterized in that, include: When the target cam enters the scavenging mode, the difference between the target intake manifold pressure and the actual intake manifold pressure is obtained; Based on the difference between the target intake manifold pressure and the actual intake manifold pressure, determine whether to activate the dynamic cam phase coordination function; Obtain the dynamic cam phase coordination control coefficient corresponding to the activation status of the dynamic cam phase coordination function; The target phase angle corresponding to the target cam is determined according to the dynamic cam phase coordination control coefficient and the engine operating conditions; The phase of the target cam is adjusted according to the target phase angle; The step of determining whether to activate the dynamic camshaft phase coordination function based on the difference between the target intake manifold pressure and the actual intake manifold pressure includes: When the difference between the target intake manifold pressure and the actual intake manifold pressure is greater than the preset pressure difference, the dynamic cam phase coordination function is activated. When the difference between the target intake manifold pressure and the actual intake manifold pressure is less than or equal to the preset pressure difference, the dynamic cam phase coordination function is turned off.

2. The coordinated control method as described in claim 1, characterized in that, The process of obtaining the dynamic cam phase coordination control coefficient corresponding to the activation status of the dynamic cam phase coordination function includes: When the dynamic cam phase coordination function is activated, the first coefficient is obtained as the dynamic cam phase coordination control coefficient. When the dynamic cam phase coordination function is inactive, the coefficient is reduced from the first coefficient to the second coefficient, and the second coefficient is used as the dynamic cam phase coordination control coefficient.

3. The coordinated control method as described in claim 1, characterized in that, The target cam includes an intake cam and / or an exhaust cam.

4. The coordinated control method as described in claim 3, characterized in that, When the target cam is an intake cam, determining the target phase angle corresponding to the target cam according to the dynamic cam phase coordination control coefficient and the engine operating conditions includes: When the dynamic cam phase coordination function is activated, the dynamic cam phase coordination control coefficient and the phase value corresponding to the engine operating condition are found from the pre-calibrated intake dynamic cam mode table and used as the target phase angle of the intake cam. When the dynamic cam phase coordination function is inactive, the phase value corresponding to the dynamic cam phase coordination control coefficient and the engine operating condition is found from the pre-calibrated intake non-dynamic cam mode table and used as the target phase angle of the intake cam.

5. The coordinated control method as described in claim 3, characterized in that, When the target cam is an exhaust cam, determining the target phase angle corresponding to the target cam according to the dynamic cam phase coordination control coefficient and the engine operating conditions includes: When the dynamic cam phase coordination function is activated, the dynamic cam phase coordination control coefficient and the phase value corresponding to the engine operating condition are found from the pre-calibrated exhaust dynamic cam mode table and used as the target phase angle of the exhaust cam. When the dynamic cam phase coordination function is inactive, the phase value corresponding to the dynamic cam phase coordination control coefficient and the engine operating condition is found from the pre-calibrated exhaust non-dynamic cam mode table and used as the target phase angle of the exhaust cam.

6. The coordinated control method according to any one of claims 1-5, characterized in that, Before obtaining the difference between the target intake manifold pressure and the actual intake manifold pressure, the method further includes: Determine if additional power is needed for the turbocharger; When it is determined that additional power needs to be provided to the turbocharger, it is determined whether the engine speed is within the preset speed range; When the engine speed is within the preset speed range, the target cam is controlled to enter the scavenging mode.

7. The coordinated control method as described in claim 6, characterized in that, The determination of whether additional power is needed for the turbocharger includes: Determine whether the turbocharger meets the target conditions, wherein the target conditions include: the turbine mass flow rate utilization rate is greater than a preset mass flow rate threshold, the pressure difference between the target boost pressure and the actual boost pressure is greater than a preset pressure difference threshold, and the boost function is activated; When the turbocharger meets the target conditions, it is determined that additional power needs to be provided to the turbocharger.

8. A coordinated control device for a turbocharger and an intake camshaft, characterized in that, include: The first acquisition module is used to acquire the difference between the target intake manifold pressure and the actual intake manifold pressure when the engine enters the scavenging mode. The judgment module is used to determine whether to activate the dynamic cam phase coordination function based on the difference between the target intake manifold pressure and the actual intake manifold pressure. The second acquisition module is used to acquire the dynamic cam phase coordination control coefficient corresponding to the activation status of the dynamic cam phase coordination function. The determination module is used to determine the target phase angle corresponding to the target cam according to the dynamic cam phase coordination control coefficient and the engine operating conditions; An adjustment module is used to adjust the phase of the target cam according to the target phase angle; The step of determining whether to activate the dynamic camshaft phase coordination function based on the difference between the target intake manifold pressure and the actual intake manifold pressure includes: When the difference between the target intake manifold pressure and the actual intake manifold pressure is greater than the preset pressure difference, the dynamic cam phase coordination function is activated. When the difference between the target intake manifold pressure and the actual intake manifold pressure is less than or equal to the preset pressure difference, the dynamic cam phase coordination function is turned off.

9. A controller 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, it implements the steps of the coordinated control method as described in any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the coordination control method as described in any one of claims 1 to 7.

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