Supercharger speed control method and device, electronic device, and storage medium

Abstract

The present application discloses a supercharger speed control method and device, electronic device, and storage medium. The method includes: obtaining the current instantaneous acceleration and current instantaneous speed of the supercharger of a target vehicle; calculating the difference between the maximum speed threshold of the supercharger and the current instantaneous speed of the supercharger to obtain the current speed difference of the supercharger; determining the current overspeed correction coefficient of the supercharger based on the current instantaneous acceleration of the supercharger and the current speed difference of the supercharger; and using the current overspeed correction coefficient of the supercharger to correct the fuel injection amount of the engine at the next moment, so as to adjust the speed of the supercharger by adjusting the fuel injection amount of the engine.

Description

Technical Field

[0001] The present application relates to the field of turbocharger control technology, and in particular to a turbocharger speed control method and device, electronic equipment, and storage medium. Background Art

[0002] During operation, the engine's exhaust gas propels the turbocharger's turbine, which in turn drives the compressor in the turbocharger to compress the air and deliver it to the engine for combustion. However, if the turbocharger is overspeeding, it can cause the vehicle to lose acceleration, reduce power, or even become unable to drive normally. Therefore, the turbocharger's speed must be controlled during driving to prevent it from overspeeding.

[0003] Because the supercharger's speed increases with the engine's fuel injection rate, current supercharger control measures include pre-testing vehicle operating conditions prone to supercharger overspeed. This determines the engine fuel injection rate when supercharger overspeed occurs under these operating conditions. Maximum fuel injection rate limits are then set for these operating conditions. This limits the vehicle's maximum fuel injection rate under these conditions, preventing the engine's fuel injection rate from exceeding the limit and, consequently, preventing the supercharger from overspeeding.

[0004] However, the operating conditions of a vehicle during driving are relatively complex, so the existing method is prone to supercharger overspeed under some operating conditions not considered in the test phase, so the existing method cannot effectively prevent the supercharger from overspeeding. Summary of the Invention

[0005] Based on the above-mentioned deficiencies of the prior art, the present application provides a supercharger speed control method and device, electronic equipment, and storage medium to solve the problem that the prior art cannot effectively prevent the supercharger from overspeeding.

[0006] In order to achieve the above objectives, this application provides the following technical solutions:

[0007] A first aspect of the present application provides a supercharger speed control method, comprising:

[0008] Obtaining the current instantaneous acceleration and current instantaneous speed of the supercharger of the target vehicle;

[0009] calculating a difference between a maximum speed threshold of the supercharger and a current instantaneous speed of the supercharger to obtain a current speed difference of the supercharger;

[0010] determining a current overspeed correction coefficient of the supercharger based on a current instantaneous acceleration of the supercharger and a current speed difference of the supercharger;

[0011] The current overspeed correction coefficient of the supercharger is used to correct the fuel injection amount of the engine at the next moment, so as to adjust the speed of the supercharger by adjusting the fuel injection amount of the engine.

[0012] Optionally, in the above-mentioned supercharger speed control method, obtaining the current instantaneous acceleration of the supercharger of the target vehicle includes:

[0013] Obtaining current exhaust parameters of the turbine of the supercharger and current air parameters of the compressor of the supercharger; wherein the current exhaust parameters of the turbine include the current inlet air pressure, current air temperature, current air flow rate, and current turbine outlet air pressure of the turbine; and the current air parameters of the compressor include the current inlet and outlet air temperatures and intake air flow rate of the compressor;

[0014] Calculating the current instantaneous power of the turbine using the current exhaust parameters of the turbine, and calculating the current instantaneous power of the compressor using the current air parameters of the compressor;

[0015] calculating a difference between a current instantaneous power of the turbine and a current instantaneous power of the compressor to obtain a current instantaneous power difference of the supercharger;

[0016] Calculating a current instantaneous torque difference of the supercharger based on the current instantaneous power difference of the supercharger;

[0017] The current instantaneous acceleration of the supercharger is calculated using the current instantaneous torque difference of the supercharger and the rotational inertia of the supercharger.

[0018] Optionally, in the above-mentioned supercharger speed control method, when the current exhaust parameter of the turbine is the current inlet air pressure of the turbine, obtaining the current exhaust parameter of the turbine of the supercharger includes:

[0019] The current gas pressure in the exhaust pipe is collected by a sensor, and the current speed and current fuel injection amount of the engine are obtained;

[0020] Based on the current speed and current fuel injection amount of the engine, respectively finding out the current pressure pulse peak coefficient from the exhaust pressure pulse peak coefficient MAP map and finding out the current pressure pulse valley coefficient from the exhaust pressure pulse valley coefficient MAP map;

[0021] Correcting the current gas pressure in the exhaust pipe using the current pressure pulse peak coefficient to obtain a current pressure pulse peak value, and correcting the current gas pressure in the exhaust pipe using the current pressure pulse valley value coefficient to obtain a current pressure pulse valley value;

[0022] constructing a current exhaust pressure function of the engine based on the current pressure pulse peak value, the current pressure pulse valley value, the number of cylinders of the engine, the exhaust valve opening duration, and the ignition interval;

[0023] Substituting the current crankshaft angle of the engine into the current exhaust pressure function of the engine to calculate the current exhaust instantaneous pressure of the engine;

[0024] The current instantaneous exhaust pressure of the engine is determined as the current inlet pressure of the turbine.

[0025] Optionally, in the above-mentioned supercharger speed control method, determining the current overspeed correction coefficient of the supercharger based on the current instantaneous acceleration of the supercharger and the current speed difference of the supercharger includes:

[0026] From a pre-built overspeed correction coefficient MAP, a corrected overspeed correction coefficient corresponding to the difference between the current instantaneous acceleration of the supercharger and the current rotation speed of the supercharger is found as the current overspeed correction coefficient of the supercharger.

[0027] Optionally, in the above-mentioned supercharger speed control method, the correcting the fuel injection amount of the engine of the target vehicle by using the current overspeed correction coefficient of the supercharger includes:

[0028] The current overspeed correction coefficient of the supercharger is multiplied by the fuel injection amount of the engine of the target vehicle to obtain the corrected fuel injection amount of the engine.

[0029] A second aspect of the present application provides a supercharger speed control device, comprising:

[0030] an acceleration acquisition unit, configured to acquire a current instantaneous acceleration of a supercharger of a target vehicle;

[0031] A speed acquisition unit, configured to acquire the current instantaneous speed of the supercharger;

[0032] a speed difference calculation unit, configured to calculate a difference between a maximum speed threshold of the supercharger and a current instantaneous speed of the supercharger, to obtain a current speed difference value of the supercharger;

[0033] a coefficient determination unit, configured to determine a current overspeed correction coefficient of the supercharger based on a current instantaneous acceleration of the supercharger and a current speed difference of the supercharger;

[0034] The adjusting unit is used to use the current overspeed correction coefficient of the supercharger to correct the fuel injection amount of the engine at the next moment, so as to adjust the speed of the supercharger by adjusting the fuel injection amount of the engine.

[0035] Optionally, in the above-mentioned supercharger speed control device, the acceleration acquisition unit includes:

[0036] an exhaust parameter acquisition unit, configured to acquire current exhaust parameters of the turbine of the supercharger; wherein the current exhaust parameters of the turbine include the current inlet air pressure, the current air temperature, the current air flow rate, and the current after-turbine air pressure of the turbine;

[0037] An air parameter acquisition unit, configured to acquire current air parameters of the compressor of the supercharger; wherein the current air parameters of the compressor include current inlet and outlet gas temperatures and intake air flow rate of the compressor;

[0038] a power calculation unit, configured to calculate the current instantaneous power of the turbine using the current exhaust parameters of the turbine, and to calculate the current instantaneous power of the compressor using the current air parameters of the compressor;

[0039] a power difference calculation unit, configured to calculate a difference between a current instantaneous power of the turbine and a current instantaneous power of the compressor, to obtain a current instantaneous power difference of the supercharger;

[0040] a torque calculation unit, configured to calculate a current instantaneous torque difference of the supercharger based on the current instantaneous power difference of the supercharger;

[0041] The acceleration calculation unit is configured to calculate the current instantaneous acceleration of the supercharger by using the current instantaneous torque difference of the supercharger and the rotational inertia of the supercharger.

[0042] Optionally, in the above-mentioned supercharger speed control device, when the current exhaust parameter of the turbine is the current inlet air pressure of the turbine, the exhaust parameter acquisition unit, when executing the acquisition of the current exhaust parameter of the supercharger turbine, is configured to:

[0043] The current gas pressure in the exhaust pipe is collected by a sensor, and the current speed and current fuel injection amount of the engine are obtained;

[0044] Based on the current speed and current fuel injection amount of the engine, respectively finding out the current pressure pulse peak coefficient from the exhaust pressure pulse peak coefficient MAP map and finding out the current pressure pulse valley coefficient from the exhaust pressure pulse valley coefficient MAP map;

[0045] Correcting the current gas pressure in the exhaust pipe using the current pressure pulse peak coefficient to obtain a current pressure pulse peak value, and correcting the current gas pressure in the exhaust pipe using the current pressure pulse valley value coefficient to obtain a current pressure pulse valley value;

[0046] constructing a current exhaust pressure function of the engine based on the current pressure pulse peak value, the current pressure pulse valley value, the number of cylinders of the engine, the exhaust valve opening duration, and the ignition interval;

[0047] Substituting the current crankshaft angle of the engine into the current exhaust pressure function of the engine to calculate the current exhaust instantaneous pressure of the engine;

[0048] The current instantaneous exhaust pressure of the engine is determined as the current inlet pressure of the turbine.

[0049] Optionally, in the above-mentioned supercharger speed control device, the coefficient determination unit includes:

[0050] The coefficient determination subunit is used to find out the corrected overspeed correction coefficient corresponding to the difference between the current instantaneous acceleration of the supercharger and the current speed of the supercharger from a pre-built overspeed correction coefficient MAP map as the current overspeed correction coefficient of the supercharger.

[0051] Optionally, in the above-mentioned supercharger speed control device, the adjustment unit includes:

[0052] The adjusting subunit multiplies the current overspeed correction coefficient of the supercharger by the fuel injection amount of the engine at the next moment to obtain the corrected fuel injection amount of the engine.

[0053] A third aspect of the present application provides an electronic device, including:

[0054] memory and processor;

[0055] Wherein, the memory is used to store programs;

[0056] The processor is used to execute the program. When the program is executed, it is specifically used to implement any one of the supercharger speed control methods described above.

[0057] In a fourth aspect, the present application provides a computer storage medium for storing a computer program. When the computer program is executed, it is used to implement the supercharger speed control method as described in any one of the above.

[0058] The present application provides a supercharger speed control method, which first obtains the current instantaneous acceleration and current instantaneous speed of the supercharger of a target vehicle. Then, the difference between the maximum speed threshold of the supercharger and the current instantaneous speed of the supercharger is calculated to obtain the current speed difference of the supercharger, thereby obtaining the difference between the current supercharger speed and the maximum speed threshold. Then, based on the current instantaneous acceleration of the supercharger and the current speed difference of the supercharger, the current overspeed correction coefficient of the supercharger is determined, thereby determining a coefficient that can measure the tendency of the supercharger speed to exceed the maximum speed. Finally, the current overspeed correction coefficient of the supercharger is used to correct the fuel injection amount of the engine at the next moment, so as to adjust the supercharger speed by adjusting the fuel injection amount of the engine. This method realizes the control of the fuel injection amount of the engine based on the current operating condition parameters of the vehicle, thereby effectively controlling the supercharger speed and preventing it from overspeeding. It is no longer limited to certain operating conditions, so it can effectively encode the situation where the supercharger overspeeds. BRIEF DESCRIPTION OF THE DRAWINGS

[0059] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are merely embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without any creative work.

[0060] Figure 1 A flow chart of a supercharger speed control method provided in an embodiment of the present application;

[0061] Figure 2 A flowchart of a method for obtaining the current instantaneous acceleration of a supercharger of a target vehicle provided in an embodiment of the present application;

[0062] Figure 3 A flow chart of a method for obtaining the current inlet air pressure of a turbine provided in an embodiment of the present application;

[0063] Figure 4 A schematic diagram of the architecture of a supercharger speed control device provided in an embodiment of the present application;

[0064] Figure 5 A schematic diagram of the architecture of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0065] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0066] In this application, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus comprising the element.

[0067] The embodiment of the present application provides a method for controlling the speed of a supercharger. Figure 1 As shown, the specific steps include:

[0068] S101: Obtain the current instantaneous acceleration and current instantaneous rotation speed of the supercharger of the target vehicle.

[0069] The target vehicle may also be any vehicle that requires supercharger speed control.

[0070] Since the current instantaneous speed of the supercharger is the current speed of the supercharger, and the current instantaneous acceleration of the supercharger can reflect the current rate of change of its speed, based on the current instantaneous acceleration and current instantaneous speed of the supercharger, it is possible to analyze whether the supercharger speed will exceed the maximum speed in the future and the extent of the tendency to exceed the maximum speed, so that the supercharger can be accurately adjusted. Therefore, in this embodiment of the present application, it is necessary to first obtain the current instantaneous acceleration and current instantaneous speed of the supercharger of the target vehicle.

[0071] The current instantaneous supercharger speed can be directly measured. Of course, since the supercharger speed is related to the engine operating conditions, it can also be obtained by looking up a corresponding MAP based on the engine operating parameters. The current instantaneous supercharger acceleration, however, needs to be calculated.

[0072] Optionally, in another embodiment of the present application, a specific implementation method of obtaining the current instantaneous acceleration of the supercharger of the target vehicle is as follows: Figure 2 As shown, including:

[0073] S201 : Acquire current exhaust parameters of a turbine of a supercharger and current air parameters of a compressor of the supercharger.

[0074] The current exhaust parameters of the turbine include the current inlet pressure, current gas temperature, current gas flow rate, and current turbine outlet pressure. The current air parameters of the compressor include the current inlet and outlet gas temperatures and intake flow rate of the compressor.

[0075] Alternatively, current exhaust gas parameters of the turbine and current air parameters of the compressor of the supercharger can be obtained via corresponding sensors.

[0076] Optionally, in another embodiment of the present application, when the current exhaust parameter of the turbine is the current inlet pressure of the turbine, a specific implementation method of obtaining the current exhaust parameter of the turbine of the supercharger is a specific implementation method of obtaining the current inlet pressure of the turbine, such as Figure 3 As shown, including:

[0077] S301 , collecting the current gas pressure in the exhaust pipe through a sensor, and obtaining the current engine speed and current fuel injection amount.

[0078] It should be noted that the exhaust pipe is connected to the supercharger's turbine, so the gas pressure inside the exhaust pipe is the gas pressure at the turbine inlet. Therefore, in the prior art, a pressure sensor is installed in the exhaust pipe to collect the current gas pressure inside the exhaust pipe, thereby obtaining the current turbine inlet pressure. In other words, the gas pressure collected by the sensor is currently used directly as the gas pressure at the turbine inlet.

[0079] However, the pressure actually measured by the sensor is the average pressure. The engine operates in a cyclical motion, and the exhaust valves are constantly opening and closing. Therefore, the exhaust pressure of the engine is constantly changing. This is similar to measuring voltage with a standard voltage measuring device. The measuring device measures the pressure of household electricity at 220V, but household electricity is AC, so its actual voltage is not always 220V, but rather varies sinusoidally.

[0080] Therefore, in order to further improve the accuracy of the calculated supercharger acceleration and thus effectively ensure the accuracy of supercharger speed control, the present embodiment no longer directly uses the gas pressure collected by the sensor as the gas pressure at the turbine inlet. Instead, it is necessary to further determine the specific gas pressure. Therefore, it is necessary to first determine the pressure change curve of the engine exhaust and then further determine the current gas pressure.

[0081] Since the exhaust gas of the engine has different changing characteristics under different working conditions, it is necessary to first obtain the engine working parameters, that is, obtain the current engine speed and current fuel injection amount, so as to facilitate subsequent analysis based on the engine working parameters.

[0082] S302. Based on the current engine speed and the current fuel injection amount, find out the current pressure pulse peak coefficient from the exhaust pressure pulse peak coefficient MAP diagram, and find out the current pressure pulse valley coefficient from the exhaust pressure pulse valley coefficient MAP diagram.

[0083] It should be noted that the engine's exhaust pressure changes in a waveform, and under different operating conditions, the peak and valley values ​​of the exhaust pressure, that is, the maximum and minimum values, will vary accordingly. The gas pressure collected by the sensor is related to the peak and valley values ​​of the exhaust pressure. Therefore, in the embodiments of this application, the exhaust pressure pulse peak coefficient and the exhaust pressure pulse valley coefficient are pre-defined based on the relationship between the peak and valley values ​​and the gas pressure collected by the sensor. Furthermore, corresponding exhaust pressure pulse peak coefficient and exhaust pressure pulse valley coefficient MAP maps are produced.

[0084] The exhaust pressure pulse peak coefficient is the difference between the peak exhaust pressure and the gas pressure collected by the sensor, divided by the gas pressure collected by the sensor. The exhaust pressure pulse valley coefficient is the difference between the gas pressure collected by the sensor and the valley exhaust pressure, divided by the gas pressure collected by the sensor.

[0085] Therefore, after obtaining the current engine speed and the current fuel injection amount, the current pressure pulse peak coefficient and the current pressure pulse valley coefficient can be found from the corresponding MAP diagram.

[0086] S303. Correct the current gas pressure in the exhaust pipe using the current pressure pulse peak coefficient to obtain the current pressure pulse peak value, and correct the current gas pressure in the exhaust pipe using the current pressure pulse valley coefficient to obtain the current pressure pulse valley value.

[0087] S304: Construct a current exhaust pressure function of the engine based on the current pressure pulse peak value, the current pressure pulse valley value, the number of cylinders of the engine, the exhaust valve opening duration, and the ignition interval.

[0088] After obtaining the current exhaust pressure pulse peak value and the current pressure pulse valley value, combined with the working law of the engine, the current exhaust pressure function of the engine can be constructed, that is, the corresponding pulse diagram can be constructed.

[0089] S305: Substitute the current crankshaft angle of the engine into the current exhaust pressure function of the engine to calculate the current exhaust instantaneous pressure of the engine.

[0090] Since the engine crank angle varies with the engine's cyclic motion, the engine's current position can be determined based on the current crank angle, thereby determining the engine's current instantaneous exhaust pressure. Alternatively, the current instantaneous exhaust pressure can be determined based on the engine's operating time under the current operating conditions, or based on other parameters that can characterize the engine's cyclic motion.

[0091] S306: Determine the current instantaneous exhaust pressure of the engine as the current inlet pressure of the turbine.

[0092] S202: Calculate the current instantaneous power of the turbine using the current exhaust parameters of the turbine, and calculate the current instantaneous power of the compressor using the current air parameters of the compressor.

[0093] Specifically, the method for calculating the current instantaneous power of the turbine can be as follows:

[0094] P1=E×C p ×M×T1×(1-(1 / ER)^(r / (r-1)))

[0095] Where E represents the efficiency of the turbine; C p is the constant pressure specific heat; M is the current gas flow rate; T1 is the current gas temperature; the ratio of the current inlet pressure of the ER turbine to the current turbine outlet pressure; r is the exhaust gas specific heat ratio.

[0096] Specifically, the current instantaneous power of the compressor can be calculated using the current air parameters of the compressor as follows:

[0097] P2=C p_air ×m air ×(T3-T2)

[0098] Among them, C p_air is the constant pressure specific heat of air; m air is the intake air flow rate; T3 is the outlet temperature of the compressor; T2 is the inlet temperature of the compressor.

[0099] S203: Calculate the difference between the current instantaneous power of the turbine and the current instantaneous power of the compressor to obtain the current instantaneous power difference of the supercharger.

[0100] It should be noted that under transient throttle conditions, the turbine power will be greater than the compressor power, causing the supercharger to accelerate. Therefore, the acceleration of the supercharger can be calculated based on the difference in the transient power of the two.

[0101] S204 : Calculate the current instantaneous torque difference of the supercharger based on the current instantaneous power difference of the supercharger.

[0102] Specifically, the current instantaneous power difference of the supercharger and the current instantaneous speed of the supercharger can be calculated to obtain the current instantaneous torque difference of the supercharger.

[0103] S205 : Calculate the current instantaneous acceleration of the supercharger using the current instantaneous torque difference of the supercharger and the rotational inertia of the supercharger.

[0104] Specifically, the current instantaneous torque difference of the supercharger is multiplied by the calculation time step, and then divided by the rotational inertia of the supercharger to obtain the current instantaneous acceleration of the supercharger.

[0105] S102: Calculate the difference between the maximum speed threshold of the supercharger and the current instantaneous speed of the supercharger to obtain a current speed difference of the supercharger.

[0106] S103 : Determine a current overspeed correction coefficient of the supercharger based on the current instantaneous acceleration of the supercharger and the current speed difference of the supercharger.

[0107] Specifically, based on the current instantaneous acceleration of the supercharger, the increase in the supercharger's speed over the next period of time can be determined, and the current speed difference of the supercharger reflects the difference from the maximum speed threshold. If the increase is greater than the current speed difference, the supercharger will obviously overspeed at the next moment. Therefore, based on the current instantaneous acceleration of the supercharger and the current speed difference of the supercharger, the tendency of the supercharger to exceed the maximum speed threshold at the next moment can be determined. Therefore, based on the current instantaneous acceleration of the supercharger and the current speed difference of the supercharger, a current overspeed correction coefficient of the supercharger can be determined, that is, a coefficient that measures the tendency of the supercharger to exceed the maximum speed at the next moment can be determined, so as to be used for subsequent adjustments to the injection amount and, in turn, the speed of the supercharger.

[0108] Optionally, in another embodiment of the present application, a specific implementation of step S103 includes:

[0109] From the pre-built overspeed correction coefficient MAP, a corrected overspeed correction coefficient corresponding to the difference between the current instantaneous acceleration of the supercharger and the current speed of the supercharger is found as the current overspeed correction coefficient of the supercharger.

[0110] S104: Using the current overspeed correction coefficient of the supercharger, the fuel injection amount of the engine at the next moment is corrected, so as to adjust the speed of the supercharger by adjusting the fuel injection amount of the engine.

[0111] It should be noted that after the fuel injection amount is adjusted, the exhaust parameters of the engine will change accordingly, thereby affecting the speed of the supercharger, thereby achieving the adjustment of the speed of the supercharger.

[0112] Optionally, in another embodiment of the present application, a specific implementation of step S104 includes:

[0113] The corrected fuel injection amount of the engine is obtained by multiplying the current overspeed correction coefficient of the supercharger by the fuel injection amount of the engine at the next moment.

[0114] It should be noted that, since multiplication is used to correct the injection amount in this embodiment of the present application, the greater the current instantaneous acceleration of the supercharger and the smaller the current speed difference of the supercharger, the greater the risk of the supercharger overspeeding in the future. Therefore, the smaller the correction coefficient is, the faster the injection amount increases. Correspondingly, the smaller the current instantaneous acceleration of the supercharger and the larger the current speed difference of the supercharger, the lower the risk of the supercharger overspeeding in the future, and the larger the correction coefficient is.

[0115] The present invention provides a supercharger speed control method. The method first obtains the current instantaneous acceleration and current instantaneous speed of the supercharger of a target vehicle. Then, the difference between the maximum speed threshold of the supercharger and the current instantaneous speed of the supercharger is calculated to obtain the current speed difference of the supercharger, thereby obtaining the difference between the current supercharger speed and the maximum speed threshold. Then, based on the current instantaneous acceleration of the supercharger and the current speed difference of the supercharger, the current overspeed correction coefficient of the supercharger is determined, thereby determining a coefficient that can measure the tendency of the supercharger speed to exceed the maximum speed. Finally, the current overspeed correction coefficient of the supercharger is used to correct the fuel injection amount of the engine at the next moment. By adjusting the fuel injection amount of the engine, the speed of the supercharger is adjusted. This method realizes the control of the fuel injection amount of the engine based on the current operating condition parameters of the vehicle, thereby effectively controlling the supercharger speed and preventing it from overspeeding. The method is no longer limited to certain operating conditions, so it can effectively encode the situation where the supercharger overspeeds.

[0116] Another embodiment of the present application provides a supercharger speed control device, such as Figure 4 As shown, it includes the following units:

[0117] The acceleration acquisition unit 401 is used to acquire the current instantaneous acceleration of the supercharger of the target vehicle;

[0118] The speed acquisition unit 402 is used to acquire the current instantaneous speed of the supercharger.

[0119] The speed difference calculation unit 403 is used to calculate the difference between the maximum speed threshold of the supercharger and the current instantaneous speed of the supercharger to obtain the current speed difference value of the supercharger.

[0120] The coefficient determination unit 404 is configured to determine a current overspeed correction coefficient of the supercharger based on the current instantaneous acceleration of the supercharger and the current speed difference of the supercharger.

[0121] The adjustment unit 405 is configured to use the current overspeed correction coefficient of the supercharger to correct the fuel injection amount of the engine at the next moment, so as to adjust the speed of the supercharger by adjusting the fuel injection amount of the engine.

[0122] Optionally, in the supercharger speed control device provided in another embodiment of the present application, the acceleration acquisition unit includes:

[0123] The exhaust parameter acquisition unit is used to acquire the current exhaust parameters of the turbine of the supercharger.

[0124] The current exhaust parameters of the turbine include the current inlet air pressure, the current air temperature, the current air flow rate and the current after-turbine air pressure of the turbine.

[0125] The air parameter acquisition unit is used to acquire the current air parameters of the compressor of the supercharger.

[0126] The current air parameters of the compressor include the current inlet and outlet gas temperatures and the intake air flow rate of the compressor.

[0127] The power calculation unit is used to calculate the current instantaneous power of the turbine using the current exhaust parameters of the turbine, and to calculate the current instantaneous power of the compressor using the current air parameters of the compressor.

[0128] The power difference calculation unit is used to calculate the difference between the current instantaneous power of the turbine and the current instantaneous power of the compressor to obtain the current instantaneous power difference of the supercharger.

[0129] The torque calculation unit is used to calculate the current instantaneous torque difference of the supercharger based on the current instantaneous power difference of the supercharger.

[0130] The acceleration calculation unit is used to calculate the current instantaneous acceleration of the supercharger by using the current instantaneous torque difference of the supercharger and the rotational inertia of the supercharger.

[0131] Optionally, in the supercharger speed control device provided in another embodiment of the present application, when the current exhaust parameter of the turbine is the current inlet air pressure of the turbine, the exhaust parameter acquisition unit, when executing the acquisition of the current exhaust parameter of the supercharger turbine, is configured to:

[0132] The current gas pressure in the exhaust pipe is collected through the sensor, and the current engine speed and current fuel injection amount are obtained.

[0133] Based on the current engine speed and the current fuel injection amount, the current pressure pulse peak coefficient is found from the exhaust pressure pulse peak coefficient MAP diagram, and the current pressure pulse valley coefficient is found from the exhaust pressure pulse valley coefficient MAP diagram.

[0134] The current gas pressure in the exhaust pipe is corrected using the current pressure pulse peak coefficient to obtain the current pressure pulse peak value, and the current gas pressure in the exhaust pipe is corrected using the current pressure pulse valley coefficient to obtain the current pressure pulse valley value.

[0135] A current exhaust pressure function of the engine is constructed based on the current pressure pulse peak value, the current pressure pulse valley value, the number of cylinders of the engine, the exhaust valve opening duration, and the ignition interval.

[0136] The current crankshaft angle of the engine is substituted into the current exhaust pressure function of the engine to calculate the current instantaneous exhaust pressure of the engine.

[0137] The current instantaneous exhaust pressure of the engine is determined as the current inlet pressure of the turbine.

[0138] Optionally, in the supercharger speed control device provided in another embodiment of the present application, the coefficient determination unit includes:

[0139] The coefficient determination subunit is used to find out the corrected overspeed correction coefficient corresponding to the difference between the current instantaneous acceleration of the supercharger and the current speed of the supercharger from the pre-built overspeed correction coefficient MAP map as the current overspeed correction coefficient of the supercharger.

[0140] Optionally, in the supercharger speed control device provided in another embodiment of the present application, the adjustment unit includes:

[0141] The adjustment subunit multiplies the current overspeed correction coefficient of the supercharger by the fuel injection amount of the engine at the next moment to obtain the corrected fuel injection amount of the engine.

[0142] It should be noted that the specific working process of each unit provided in the above embodiments of the present application can refer to the implementation process of the corresponding steps in the above method embodiments, and will not be repeated here.

[0143] Another embodiment of the present application provides an electronic device, such as Figure 5 As shown, including:

[0144] Memory 501 and processor 502 .

[0145] The memory 501 is used to store programs.

[0146] The processor 502 is used to execute a program. When the program is executed, it is specifically used to implement the supercharger speed control method provided in any one of the above embodiments.

[0147] Another embodiment of the present application provides a computer storage medium for storing a computer program. When the computer program is executed, it is used to implement the supercharger speed control method provided in any of the above embodiments.

[0148] Computer storage media includes permanent and non-permanent, removable and non-removable media that can be implemented by any method or technology to store information. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer-readable media does not include transitory media such as modulated data signals and carrier waves.

[0149] Professionals may further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the above description has generally described the components and steps of each example according to their functions. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians may use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0150] The above description of the disclosed embodiments is intended to enable one skilled in the art to implement or use the present application. Various modifications to these embodiments will be readily apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A supercharger speed control method, characterized in that: include: Obtaining the current instantaneous acceleration and current instantaneous speed of the supercharger of the target vehicle; calculating a difference between a maximum speed threshold of the supercharger and a current instantaneous speed of the supercharger to obtain a current speed difference of the supercharger; Finding, from a pre-constructed overspeed correction coefficient MAP, a corrected overspeed correction coefficient corresponding to a difference between the current instantaneous acceleration of the supercharger and the current speed of the supercharger as the current overspeed correction coefficient of the supercharger; The current overspeed correction coefficient of the supercharger is used to correct the fuel injection amount of the engine at the next moment, so as to adjust the speed of the supercharger by adjusting the fuel injection amount of the engine.

2. The method according to claim 1, characterized in that The obtaining of the current instantaneous acceleration of the supercharger of the target vehicle includes: Obtaining current exhaust parameters of the turbine of the supercharger and current air parameters of the compressor of the supercharger; wherein the current exhaust parameters of the turbine include the current inlet air pressure, current air temperature, current air flow rate, and current turbine outlet air pressure of the turbine; and the current air parameters of the compressor include the current inlet and outlet air temperatures and intake air flow rate of the compressor; Calculating the current instantaneous power of the turbine using the current exhaust parameters of the turbine, and calculating the current instantaneous power of the compressor using the current air parameters of the compressor; calculating a difference between a current instantaneous power of the turbine and a current instantaneous power of the compressor to obtain a current instantaneous power difference of the supercharger; Calculating a current instantaneous torque difference of the supercharger based on the current instantaneous power difference of the supercharger; The current instantaneous acceleration of the supercharger is calculated using the current instantaneous torque difference of the supercharger and the rotational inertia of the supercharger.

3. The method according to claim 2, characterized in that When the current exhaust parameter of the turbine is the current inlet air pressure of the turbine, obtaining the current exhaust parameter of the turbine of the supercharger includes: The current gas pressure in the exhaust pipe is collected by a sensor, and the current speed and current fuel injection amount of the engine are obtained; Based on the current speed and current fuel injection amount of the engine, respectively finding out the current pressure pulse peak coefficient from the exhaust pressure pulse peak coefficient MAP map and finding out the current pressure pulse valley coefficient from the exhaust pressure pulse valley coefficient MAP map; Correcting the current gas pressure in the exhaust pipe using the current pressure pulse peak coefficient to obtain a current pressure pulse peak value, and correcting the current gas pressure in the exhaust pipe using the current pressure pulse valley value coefficient to obtain a current pressure pulse valley value; constructing a current exhaust pressure function of the engine based on the current pressure pulse peak value, the current pressure pulse valley value, the number of cylinders of the engine, the exhaust valve opening duration, and the ignition interval; Substituting the current crankshaft angle of the engine into the current exhaust pressure function of the engine to calculate the current exhaust instantaneous pressure of the engine; The current instantaneous exhaust pressure of the engine is determined as the current inlet pressure of the turbine.

4. The method according to claim 1, wherein The method of using the current overspeed correction coefficient of the supercharger to correct the fuel injection amount of the engine at the next moment includes: The current overspeed correction coefficient of the supercharger is multiplied by the fuel injection amount of the engine at the next moment to obtain the corrected fuel injection amount of the engine.

5. A supercharger speed control device, characterized in that: include: an acceleration acquisition unit, configured to acquire a current instantaneous acceleration of a supercharger of a target vehicle; A speed acquisition unit, configured to acquire the current instantaneous speed of the supercharger; a speed difference calculation unit, configured to calculate a difference between a maximum speed threshold of the supercharger and a current instantaneous speed of the supercharger, to obtain a current speed difference value of the supercharger; a coefficient determination unit, configured to find, from a pre-constructed overspeed correction coefficient MAP, a corrected overspeed correction coefficient corresponding to a difference between the current instantaneous acceleration of the supercharger and the current speed of the supercharger, as a current overspeed correction coefficient of the supercharger; The adjusting unit is used to use the current overspeed correction coefficient of the supercharger to correct the fuel injection amount of the engine at the next moment, so as to adjust the speed of the supercharger by adjusting the fuel injection amount of the engine.

6. The device according to claim 5, characterized in that The acceleration acquisition unit includes: an exhaust parameter acquisition unit, configured to acquire current exhaust parameters of the turbine of the supercharger; wherein the current exhaust parameters of the turbine include the current inlet air pressure, the current air temperature, the current air flow rate, and the current after-turbine air pressure of the turbine; An air parameter acquisition unit, configured to acquire current air parameters of the compressor of the supercharger; wherein the current air parameters of the compressor include current inlet and outlet gas temperatures and intake air flow rate of the compressor; a power calculation unit, configured to calculate the current instantaneous power of the turbine using the current exhaust parameters of the turbine, and to calculate the current instantaneous power of the compressor using the current air parameters of the compressor; a power difference calculation unit, configured to calculate a difference between a current instantaneous power of the turbine and a current instantaneous power of the compressor, to obtain a current instantaneous power difference of the supercharger; a torque calculation unit, configured to calculate a current instantaneous torque difference of the supercharger based on the current instantaneous power difference of the supercharger; The acceleration calculation unit is configured to calculate the current instantaneous acceleration of the supercharger by using the current instantaneous torque difference of the supercharger and the rotational inertia of the supercharger.

7. The device according to claim 6, characterized in that When the current exhaust parameter of the turbine is the current inlet air pressure of the turbine, the exhaust parameter acquiring unit, when executing the acquiring of the current exhaust parameter of the turbine of the supercharger, is configured to: The current gas pressure in the exhaust pipe is collected by a sensor, and the current speed and current fuel injection amount of the engine are obtained; Based on the current speed and current fuel injection amount of the engine, respectively finding out the current pressure pulse peak coefficient from the exhaust pressure pulse peak coefficient MAP map and finding out the current pressure pulse valley coefficient from the exhaust pressure pulse valley coefficient MAP map; Correcting the current gas pressure in the exhaust pipe using the current pressure pulse peak coefficient to obtain a current pressure pulse peak value, and correcting the current gas pressure in the exhaust pipe using the current pressure pulse valley value coefficient to obtain a current pressure pulse valley value; constructing a current exhaust pressure function of the engine based on the current pressure pulse peak value, the current pressure pulse valley value, the number of cylinders of the engine, the exhaust valve opening duration, and the ignition interval; Substituting the current crankshaft angle of the engine into the current exhaust pressure function of the engine to calculate the current exhaust instantaneous pressure of the engine; The current instantaneous exhaust pressure of the engine is determined as the current inlet pressure of the turbine.

8. An electronic device, characterized in that: include: memory and processor; Wherein, the memory is used to store programs; The processor is used to execute the program, and when the program is executed, it is specifically used to implement the supercharger speed control method according to any one of claims 1 to 4.

9. A computer storage medium, characterized in that Used to store a computer program, which, when executed, is used to implement the supercharger speed control method according to any one of claims 1 to 4.

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