Supercharger protection control method, device, vehicle and storage medium

Abstract

The present invention discloses a supercharger protection control method, device, vehicle, and storage medium. The method includes: obtaining a set of engine sensor parameters, a current air flow rate, and a preset correspondence set at the current moment; determining a current surge air flow rate based on the engine sensor parameter set, the current air flow rate, and the preset correspondence set; if the supercharger is determined to be in a surge state based on the current air flow rate and the current surge air flow rate, determining a maximum throttle opening based on the current surge air flow rate, the current air flow rate, and the preset correspondence set, and adjusting the throttle opening based on the maximum throttle opening; wherein the preset correspondence set includes at least an intercooler pressure ratio flow rate correspondence, an air filter pressure ratio flow rate correspondence, and a corrected supercharger MAP. The technical solution of the embodiment of the present invention achieves effective protection of the supercharger without changing the original engine architecture and without pre-calibration based on operating conditions.

Description

Technical Field

[0001] The present invention relates to the technical field of internal combustion engine control, and in particular to a supercharger protection control method, device, vehicle and storage medium. Background Art

[0002] The supercharger is a key component of a diesel engine, compressing and boosting the air entering the engine, thereby increasing the amount of air entering the engine, boosting engine power, improving emissions, and enhancing engine fuel economy. Supercharger surge is a common supercharger failure characterized by rapid changes in the pressure, velocity, and flow of the supercharger's airflow. Causes of supercharger surge include excessive throttle opening, sudden changes in engine operating conditions, engine overload, or significant load fluctuations.

[0003] When an engine uses a throttle for efficient exhaust temperature management, excessive throttle opening increases the risk of turbocharger surge. However, excessive throttle opening makes it difficult to meet engine thermal management requirements, resulting in emissions failing to meet regulatory requirements. Currently, a calibration method based on operating point is commonly used. Calibration is performed at a steady-state point based on the diesel engine's operating conditions to identify critical parameters that prevent turbocharger surge under different operating conditions. Alternatively, turbocharger surge can be determined by directly measuring the post-boost pressure and post-turbulence pressure fluctuation frequency.

[0004] However, with the increase in different engine thermal management modes, the number of operating points increases accordingly, and the calibration workload based on the operating points increases, making it difficult to achieve complete calibration. Moreover, the calibration is performed for steady-state conditions and cannot accurately determine the conditions of the engine during transient operation, increasing the risk of misjudgment and missed judgment. The method of directly measuring the post-boost pressure and post-turbulence pressure fluctuation frequency requires the installation of sensors or actuators in the existing engine, which increases the structural complexity and engine manufacturing cost, and does not meet actual needs. Summary of the Invention

[0005] The present invention provides a supercharger protection control method, device, vehicle and storage medium. Without changing the original engine architecture, the method can determine the supercharger surge state during the vehicle's current driving process and make timely adjustments to prevent surge problems during continued driving, thereby extending the service life of the engine and achieving effective protection for the supercharger.

[0006] In a first aspect, an embodiment of the present invention provides a supercharger protection control method, comprising:

[0007] Obtain the current engine sensor parameter set, current air flow, and preset corresponding relationship set;

[0008] determining a current surge air flow rate according to a set of engine sensor parameters, a current air flow rate, and a set of preset correspondence relationships;

[0009] If the supercharger is determined to be in a surge state based on the current air flow and the current surge air flow, a maximum throttle opening is determined based on the current surge air flow, the current air flow, and a preset corresponding relationship set, and the throttle opening is adjusted based on the maximum throttle opening;

[0010] The preset correspondence set includes at least an intercooler pressure ratio flow rate correspondence, an air filter pressure ratio flow rate correspondence, and a modified supercharger MAP.

[0011] In a second aspect, an embodiment of the present invention further provides a supercharger protection control device, comprising:

[0012] A parameter acquisition module is used to obtain the current engine sensor parameter set, the current air flow rate and the preset corresponding relationship set;

[0013] a surge flow determination module, configured to determine a current surge air flow according to a set of engine sensor parameters, a current air flow, and a set of preset correspondence relationships;

[0014] an opening adjustment module, configured to, if it is determined based on the current air flow rate and the current surge air flow rate that the supercharger is in a surge state, determine a maximum throttle opening based on the current surge air flow rate, the current air flow rate, and a preset correspondence set, and adjust the throttle opening based on the maximum throttle opening;

[0015] The preset correspondence set includes at least an intercooler pressure ratio flow rate correspondence, an air filter pressure ratio flow rate correspondence, and a modified supercharger MAP.

[0016] In a third aspect, an embodiment of the present invention further provides a vehicle, comprising:

[0017] one or more controllers;

[0018] a storage device for storing one or more programs;

[0019] When one or more programs are executed by one or more controllers, the one or more controllers implement the supercharger protection control method according to any embodiment of the present invention.

[0020] In a fourth aspect, an embodiment of the present invention further provides a computer-readable storage medium storing computer instructions, which are used to enable a processor to implement the supercharger protection control method of any embodiment of the present invention when executed.

[0021] Embodiments of the present invention provide a supercharger protection control method, device, vehicle, and storage medium, which obtain a current engine sensor parameter set, a current air flow, and a preset correspondence set; determine a current surge air flow based on the engine sensor parameter set, the current air flow, and the preset correspondence set; if the supercharger is determined to be in a surge state based on the current air flow and the current surge air flow, determine a maximum throttle opening based on the current surge air flow, the current air flow, and the preset correspondence set, and adjust the throttle opening based on the maximum throttle opening; wherein the preset correspondence set includes at least an intercooler pressure ratio flow correspondence, an air filter pressure ratio flow correspondence, and a modified supercharger map. By adopting the above technical solution, the surge air flow rate of the current surge condition is reversed using only the current engine sensor parameter set and the current air flow rate obtained by the engine's own sensors, as well as a pre-calibrated corresponding relationship set. Furthermore, the current air flow rate and the current surge air flow rate are combined to determine whether the supercharger is in a surge state at the current moment. When the supercharger is in a surge state, the critical throttle opening when surge occurs is determined using only the current air flow rate and the current surge air flow rate. This is used as the maximum throttle opening, and the throttle opening can be adjusted based on this maximum throttle opening to prevent the supercharger from surging at the next moment. Without changing the original engine architecture or requiring pre-calibration based on operating conditions, the current surge state of the supercharger is determined using real-time sensor parameter information. When a surge problem occurs, the critical throttle opening at the next moment is predicted in a timely manner, allowing the throttle opening to be adjusted in a timely manner to prevent surge problems during continued driving, thereby extending the service life of the engine, effectively protecting the supercharger, and improving driving safety.

[0022] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present invention, nor is it intended to limit the scope of the present invention. Other features of the present invention will become readily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0024] Figure 1 This is a schematic diagram of the general layout structure of an engine gas circuit in the prior art;

[0025] Figure 2 A flowchart of a supercharger protection control method provided in Example 1 of the present invention;

[0026] Figure 3 A flowchart of a supercharger protection control method provided in the second embodiment of the present invention;

[0027] Figure 4 This is an example flow chart of determining the current surge air flow rate based on the supercharger inlet pressure, the supercharger outlet pressure, the current air flow rate, and the modified supercharger MAP, provided in the second embodiment of the present invention;

[0028] Figure 5 A schematic structural diagram of a supercharger protection control device provided in a third embodiment of the present invention;

[0029] Figure 6 A schematic structural diagram of a vehicle provided in accordance with a fourth embodiment of the present invention. DETAILED DESCRIPTION

[0030] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0031] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0032] Since the supercharger is a key component of the diesel engine for compressing and supercharging the incoming gas, and the supercharger surge phenomenon is a common supercharger failure, since the method for supercharger protection control in this application is based on the existing diesel engine structure without adding sensors or actuators therein, Figure 1 This is a schematic diagram of the general layout of the engine gas circuit in the prior art, such as Figure 1As shown, the engine gas circuit includes, in order, an ambient temperature and pressure sensor 1, an air filter 2, a supercharger 3, an intercooler 4, a post-intercooler temperature sensor 5, a throttle 6, a temperature and pressure sensor 7, an engine cylinder 8, and a turbine 9. Specifically, the sensors included in the existing engine gas circuit overall layout can directly obtain temperature information after the intercooler 4, ambient temperature and pressure information can be obtained via the ambient temperature and pressure sensor 1, and temperature and pressure information in the intake manifold can be obtained via the temperature and pressure sensor 7. However, since it does not include a sensor that directly measures information such as the supercharger pressure, it is impossible to directly determine whether the supercharger is surging.

[0033] Example 1

[0034] Figure 2 This is a flow chart of a supercharger protection control method provided in Example 1 of the present invention. This embodiment of the present invention can be applied to determine the supercharger surge state without adding new sensor components to the engine, and to pre-control the throttle opening at the next moment to avoid surge. The method can be executed by a supercharger protection control device, which can be implemented by software and / or hardware. The supercharger protection control device can be configured on a computer device, which can be an on-board computer configured in a vehicle. This embodiment of the present invention is not limited to this.

[0035] like Figure 2 As shown, a supercharger protection control method provided by the first embodiment of the present invention specifically includes the following steps:

[0036] S101: Obtain a current engine sensor parameter set, a current air flow rate, and a preset correspondence relationship set.

[0037] The preset correspondence set includes at least an intercooler pressure ratio flow rate correspondence, an air filter pressure ratio flow rate correspondence, and a modified supercharger MAP.

[0038] In this embodiment, the engine sensor parameter set can be specifically understood as follows Figure 1The current set of parameters collected by each sensor in the overall layout of the engine's air circuit is a collection of parameters. The current air flow rate can be specifically understood as the current air flow rate entering the engine. The preset correspondence set can be specifically understood as a set of pre-calibrated values ​​based on actual conditions that indicate the correspondence between the pressure ratios before and after different components in the engine's air circuit and the air flow rate. The intercooler pressure-to-flow correspondence can be specifically understood as the correspondence between the ratio of the gas pressure in the engine's air circuit before the intercooler, to the gas pressure at the intercooler's output, and the air flow rate entering the intercooler. The air filter pressure-to-flow correspondence can be specifically understood as the correspondence between the gas pressure in the engine's air circuit before the air filter, to the gas pressure at the air filter's output, and the air flow rate entering the air filter. The turbocharger MAP can be specifically understood as a three-dimensional table of the relationship between turbocharger pressure ratio, flow rate, and turbocharger speed that is carried by the vehicle when it leaves the factory. The modified supercharger MAP can be specifically understood as a three-dimensional table of the relationship between the supercharger pressure ratio, flow rate, and supercharger speed, which is modified according to actual scenario requirements to address the problem that the supercharger MAP cannot cover the low pressure ratio range.

[0039] Specifically, if the supercharger surge condition needs to be determined at the current moment, the vehicle engine control unit reads the parameter information of each sensor in the engine air path, obtains the engine sensor parameter set corresponding to the current moment, and simultaneously obtains the air flow input to the engine at the current moment as the current air flow, and obtains at least the cold pressure ratio flow correspondence, the air filter pressure ratio flow correspondence and the corrected supercharger MAP that have been pre-calibrated for subsequent reverse inference of different parameters in the engine air path.

[0040] Optionally, before obtaining the current engine sensor parameter set, the current air flow, and the preset correspondence set, the following steps are further included:

[0041] Obtain the supercharger MAP, as well as the intercooler pressure ratio and air filter pressure ratio corresponding to different operating conditions; determine the intercooler pressure ratio-flow correspondence relationship based on the fitting relationship between each intercooler pressure ratio and the air flow corresponding to each operating condition; determine the air filter pressure ratio-flow correspondence relationship based on the fitting relationship between each air filter pressure ratio and the air flow corresponding to each operating condition; fit the supercharger MAP by presetting a low pressure ratio parameter point to determine the corrected supercharger MAP.

[0042] Specifically, since the preset correspondence set consists of correspondences calibrated before commissioning, the preset correspondence set should be constructed before obtaining the current engine sensor parameter set, current air flow, and the preset correspondence set. The preset correspondence set is constructed as follows. First, the turbocharger MAP, as well as the intercooler pressure ratio and air filter pressure ratio corresponding to different operating conditions, are obtained. The turbocharger MAP can be provided directly by the engine manufacturer upon shipment. The intercooler pressure ratio and air filter pressure ratio under different operating conditions can be determined based on the corresponding operating air flow. Each operating air flow is then input into the engine airway. The ratio of the gas pressures before and after the intercooler at the corresponding operating air flow is recorded as the intercooler pressure ratio, and the ratio of the gas pressures before and after the air filter at the corresponding operating air flow is recorded as the air filter pressure ratio. A correspondence is then established between each intercooler pressure ratio and the corresponding air flow for each operating condition, i.e., one intercooler pressure ratio corresponds to one air flow. The discrete points are then fitted to determine the corresponding intercooler pressure ratio and air flow relationships. Similarly, the relationship between each air filter pressure ratio and the corresponding air flow rate for each operating condition can be fitted to obtain the air filter pressure ratio flow rate correspondence. To address the problem that the original supercharger MAP cannot cover the low pressure ratio range, based on the actual situation, it is known that the air flow rate through the supercharger cannot be less than 0, and the minimum pressure ratio before and after the supercharger is 1. Therefore, a point with a pressure ratio of 1 and a flow rate of 0 can be added to the supercharger MAP to fit the supercharger MAP and obtain a modified supercharger MAP.

[0043] S102: Determine a current surge air flow rate according to an engine sensor parameter set, a current air flow rate, and a preset correspondence relationship set.

[0044] In this embodiment, the current surge air flow rate may be specifically understood as a critical air flow rate at which the supercharger surges under the corresponding operating conditions of the engine at the current moment.

[0045] Specifically, the sensor parameters and current air flow in the engine sensor parameter set are respectively substituted into the intercooler pressure ratio flow correspondence, the air filter pressure ratio flow correspondence and the corrected supercharger MAP for parameter inverse deduction, and the critical air flow at which the supercharger surges under the corresponding working conditions at the current moment is obtained, which is used as the current surge air flow.

[0046] S103: If the supercharger is determined to be in a surge state according to the current air flow and the current surge air flow, a maximum throttle opening is determined according to the current surge air flow, the current air flow, and a preset correspondence set, and the throttle opening is adjusted according to the maximum throttle opening.

[0047] In this embodiment, the maximum throttle opening can be specifically understood as the critical opening of the throttle that can be opened when the supercharger does not experience surge. That is, if the throttle opening is greater than the maximum throttle opening, the supercharger will experience surge under the same operating conditions.

[0048] Specifically, the current air flow rate and the current surge air flow rate are applied to pre-established surge state judgment conditions. Based on the relationship between the current air flow rate and the current surge air flow rate, it is determined whether the supercharger is in a surge state at the current moment. If the supercharger is determined to be in a surge state at the current moment, the throttle opening is adjusted to ensure that the supercharger is out of the surge state at the next moment. Since the supercharger has inertia during operation, the change in its operating conditions between the previous moment and the next moment is not obvious. Therefore, the supercharger parameters at the current moment can be applied to the next moment for prediction. In this case, the current surge air flow rate, the current air flow rate, and the current supercharger parameters are combined with a set of preset corresponding relationships to reversely predict the throttle opening at the surge critical point at the next moment. The critical throttle opening when surge occurs is determined to be the maximum throttle opening. The throttle opening is then adjusted by the vehicle engine electronic control unit. Generally, the throttle opening is adjusted to below the maximum throttle opening so that the supercharger will not experience surge under the same operating conditions at the next moment.

[0049] The technical solution of this embodiment is to obtain the engine sensor parameter set, the current air flow and the preset correspondence set at the current moment; determine the current surge air flow based on the engine sensor parameter set, the current air flow and the preset correspondence set; if the supercharger is determined to be in a surge state based on the current air flow and the current surge air flow, determine the maximum throttle opening based on the current surge air flow, the current air flow and the preset correspondence set, and adjust the throttle opening based on the maximum throttle opening; wherein the preset correspondence set includes at least an intercooler pressure ratio flow correspondence, an air filter pressure ratio flow correspondence and a corrected supercharger MAP. By adopting the above technical solution, the surge air flow rate of the current surge condition is reversed using only the current engine sensor parameter set and the current air flow rate obtained by the engine's own sensors, as well as a pre-calibrated corresponding relationship set. Furthermore, the current air flow rate and the current surge air flow rate are combined to determine whether the supercharger is in a surge state at the current moment. When the supercharger is in a surge state, the critical throttle opening when surge occurs is determined using only the current air flow rate and the current surge air flow rate. This is used as the maximum throttle opening, and the throttle opening can be adjusted based on this maximum throttle opening to prevent the supercharger from surging at the next moment. Without changing the original engine architecture or requiring pre-calibration based on operating conditions, the current surge state of the supercharger is determined using real-time sensor parameter information. When a surge problem occurs, the critical throttle opening at the next moment is predicted in a timely manner, allowing the throttle opening to be adjusted in a timely manner to prevent surge problems during continued driving, thereby extending the service life of the engine, effectively protecting the supercharger, and improving driving safety.

[0050] Example 2

[0051] Figure 3A flowchart of a supercharger protection control method is provided in accordance with a second embodiment of the present invention. The technical solution of the embodiment of the present invention is further optimized based on the above-mentioned optional technical solutions. The current air flow, intake manifold power, intake manifold temperature, current throttle opening, theoretical throttle flow cross-sectional area, ideal gas constant, and heat capacity parameter in the engine sensor parameter set are substituted into the valve state equation to determine the pressure after the intercooler. The pressure before the intercooler, i.e., the pressure after the supercharger, is then determined based on the current air flow, the corresponding relationship between the intercooler pressure ratio flow, and the pressure after the intercooler. The pressure before the supercharger is determined using the corresponding relationship between the ambient pressure, the current air flow, and the air filter pressure ratio flow. Finally, the inferred pressure before and after the supercharger and the current air flow are substituted into the modified supercharger MAP to complete the determination of the current surge air flow. No additional sensors or controllers are required in the engine air path. The surge state information is inferred using information collected by existing sensors. Furthermore, the inertia of the supercharger speed is utilized, and the next supercharger speed at the next moment is predicted by the current supercharger speed. Then, reverse inference is performed in a manner similar to the above-mentioned process of inferring the current surge air flow. The current surge air flow, the current air flow and the predicted next supercharger speed are used to complete the determination of the maximum throttle opening at the next moment, so that the vehicle can adjust the throttle opening according to the maximum throttle opening, thereby improving the real-time and convenience of the throttle opening determination, so that the throttle opening can be adjusted in time to prevent surge problems during continued driving, thereby improving driving safety.

[0052] like Figure 3 As shown, a supercharger protection control method provided by the second embodiment of the present invention specifically includes the following steps:

[0053] S201: Obtain a current engine sensor parameter set, a current air flow rate, and a preset corresponding relationship set.

[0054] The engine sensor parameter set includes at least: ambient pressure, intake manifold temperature, intake manifold pressure and current throttle opening.

[0055] The preset correspondence set includes at least an intercooler pressure ratio flow rate correspondence, an air filter pressure ratio flow rate correspondence, and a modified supercharger MAP.

[0056] S202 , substituting the current air flow, intake manifold pressure, intake manifold temperature, current throttle opening, theoretical throttle flow cross-sectional area, ideal gas constant, and heat capacity parameter into the valve state equation to determine the after-intercooler pressure.

[0057] In this embodiment, the current throttle opening can be specifically understood as the throttle opening at the current moment. The theoretical throttle flow cross-sectional area can be specifically understood as the area through which air can theoretically flow when the throttle is fully open. The valve state equation can be specifically expressed as:

[0058]

[0059]

[0060] Where m is the air flow through the valve, p i is the valve inlet pressure, p o is the valve outlet pressure, T i is the valve inlet temperature, u is the valve opening, C d is the theoretical flow cross-sectional area of ​​the valve, R is the ideal gas constant, γ is the heat capacity parameter, Π c is a fixed parameter of pressure ratio.

[0061] Specifically, since the throttle valve can be regarded as a valve, the valve state equation can be applied to determine the working parameters therein. In an embodiment of the present invention, the current air flow rate can be used as the air flow rate flowing through the valve, the intake manifold pressure can be used as the outlet pressure of the valve, the current throttle opening can be used as the valve opening, and the theoretical flow cross-sectional area of ​​the throttle valve can be used as the theoretical flow cross-sectional area of ​​the valve. Since the air temperature before and after flowing through the throttle valve does not change much, it can be considered that the temperatures before and after the valve are approximately equal. In an embodiment of the present invention, the intake manifold temperature is used instead of the valve inlet temperature to simplify the problem. The above parameters as well as the ideal gas constant and the thermal melt parameter are substituted into the above valve state equation to obtain the pressure value before the throttle valve. This pressure value is also the pressure value after the intercooler, which is used as the pressure after the intercooler.

[0062] S203 : Determine the pressure after the supercharger according to the corresponding relationship between the pressure after the intercooler, the current air flow rate, and the intercooler pressure-flow ratio.

[0063] Specifically, due to the correspondence between the intercooler pressure ratio and the flow rate, when the current air flow rate is clear, the intercooler front-to-rear pressure ratio at the current moment can be determined accordingly. Then, when the intercooler rear pressure is known, the intercooler front pressure can be obtained by multiplying the intercooler rear pressure by the intercooler front-to-rear pressure ratio. Since the intercooler inlet and the supercharger outlet are in the same pipe, the supercharger rear pressure can be considered to be the same as the intercooler front pressure, and the supercharger rear pressure can also be determined at this time.

[0064] S204: Determine the pressure before the supercharger according to the corresponding relationship among the ambient pressure, the current air flow rate, and the air filter pressure-flow ratio.

[0065] Specifically, since there is a corresponding relationship between the air filter pressure ratio and the flow rate, and the input of the air filter is connected to the external atmosphere, the input pressure of the air filter can be considered as the ambient pressure. Therefore, when the current air flow rate is clear, the pressure ratio before and after the air filter at the current moment can be determined accordingly. Then, when the ambient pressure at the current moment is known, the ambient pressure is divided by the pressure ratio before and after the air filter to obtain the pressure after the air filter. Since the air filter outlet and the supercharger inlet are in the same pipeline, the pressure before the supercharger can be considered to be the same as the pressure after the air filter, and the pressure before the supercharger can also be determined at this time.

[0066] It is understandable that there is no obvious order relationship between S202-S203 and S204. They can be processed simultaneously or in different orders. In the embodiment of the present invention, only the order of S202-S204 is taken as an example, and the embodiment of the present invention does not limit this.

[0067] S205 : Determine the current surge air flow rate according to the supercharger inlet pressure, the supercharger outlet pressure, the current air flow rate, and the corrected supercharger MAP.

[0068] Specifically, since the modified supercharger MAP is a three-dimensional table of the relationship between the supercharger pressure ratio, flow rate and supercharger speed, the surge line is a line connecting the minimum flow rates at various supercharger speeds. Therefore, based on the known supercharger upstream pressure, supercharger downstream pressure and current air flow rate, they can be substituted into the modified supercharger MAP to determine the supercharger speed value at the current moment, and then based on the concept of the surge line, the current surge air flow rate under the current supercharger pressure ratio and speed can be determined.

[0069] Furthermore, Figure 4 This is a flow chart illustrating an example of determining the current surge air flow rate based on the supercharger pre-pressure, supercharger post-pressure, current air flow rate, and modified supercharger MAP, as shown in the second embodiment of the present invention. Figure 4 As shown, the specific steps include:

[0070] S2051. Determine the supercharger pressure ratio according to the supercharger front pressure and the supercharger rear pressure.

[0071] Specifically, the ratio of the pressure before the supercharger to the pressure after the supercharger is determined as the supercharger pressure ratio.

[0072] S2052: Substitute the supercharger pressure ratio and the current air flow into the modified supercharger MAP to determine the current supercharger speed.

[0073] Specifically, the supercharger pressure ratio and the current air flow are brought into the three-dimensional table for correcting the supercharger MAP, and a corresponding speed value is determined, which is determined as the current supercharger speed.

[0074] S2053: Determine the current surge air flow rate according to the supercharger pressure ratio, the current supercharger speed, and the corrected supercharger MAP.

[0075] Specifically, the supercharger pressure ratio and the current supercharger speed are substituted into the modified supercharger MAP to determine the minimum air flow under the current supercharger speed and supercharger pressure ratio, and the minimum air flow is determined as the current surge air flow.

[0076] S206: Determine the difference between the current air flow and the current surge air flow as a surge flow difference.

[0077] S207: Determine the ratio of the air flow difference to the current surge air flow as the surge flow ratio.

[0078] S208: If the surge flow ratio is less than the preset surge calibration parameter, it is determined that the supercharger is in a surge state.

[0079] In this embodiment, the preset surge calibration parameter can be specifically understood as a calibration value pre-set according to actual conditions and used to determine whether the supercharger is in a surge state at the current moment. It can be understood that the severity of judging the surge state can be modified by modifying the value of the preset surge calibration parameter. In other words, the larger the preset surge calibration parameter, the stricter the condition for judging supercharger surge.

[0080] For example, assuming that the current air flow can be expressed as M air , the current surge air flow can be expressed as M surge , the preset surge calibration parameter can be expressed as ω, then the determination of the supercharger surge state can be expressed by the following logical expression:

[0081] (M air -M surge )M surge <ω

[0082] If the logic expression is true, it can be determined that the supercharger is in a surge state.

[0083] S209: Predicting the next supercharger speed at the next moment based on the current supercharger speed.

[0084] Specifically, since the supercharger speed has inertia, the supercharger speed at the next moment may be predicted using the current supercharger speed, and the speed may be used as the next supercharger speed.

[0085] In the embodiment of the present invention, based on the characteristic that the supercharger speed does not change significantly between the previous moment and the next moment, the next supercharger speed can be directly replaced by the current supercharger speed, thereby simplifying the problem.

[0086] S210 : Determine a supercharger pressure ratio at a surge point according to the current surge air flow, the next supercharger speed, and the corrected supercharger MAP.

[0087] Specifically, the current surge air flow and the next supercharger speed are substituted into the modified supercharger MAP. Since the current surge air flow corresponds to the surge operating condition, which is also the surge point in the modified supercharger MAP, the supercharger pressure ratio obtained in the modified supercharger MAP based on the current surge air flow and the next supercharger speed can be determined as the supercharger pressure ratio at the surge point.

[0088] S211. Determine the supercharger post-surge pressure according to the supercharger pressure ratio at the surge point and the supercharger pre-surge pressure.

[0089] Specifically, since the environment in which the engine is located will not change significantly between the current moment and the next moment, it can be considered that the air flow input to the engine is consistent with the current air flow, and the ambient pressure information should also be consistent with the ambient pressure corresponding to the current moment. Based on the same air filter and air filter pressure ratio flow correspondence, it can be known that the supercharger inlet pressure at the next moment is the same as the supercharger inlet pressure at the current moment. Therefore, on the basis of clarifying the supercharger pressure ratio and the supercharger inlet pressure at the surge point, the quotient of the supercharger inlet pressure and the supercharger pressure ratio at the surge point can be determined as the supercharger outlet pressure at the surge point.

[0090] S212: Determine the intercooler pressure after the surge point according to the corresponding relationship between the supercharger pressure after the surge point, the current air flow rate, and the intercooler pressure ratio flow rate.

[0091] Specifically, since the pressure after the supercharger at the surge point can be used as the pressure at the intercooler input end, that is, the pressure before the intercooler at the surge point, the pressure after the supercharger at the surge point and the current air flow rate can be substituted into the intercooler pressure-flow ratio correspondence to determine the intercooler pressure after the surge point.

[0092] S213, substituting the post-cooling pressure at the surge point, the current air flow, the intake manifold pressure, the intake manifold temperature, the theoretical flow cross-sectional area of ​​the throttle, the ideal gas constant, and the heat capacity parameter into the valve state equation to determine the maximum throttle opening.

[0093] Specifically, based on the valve state equation, when any four of the five conditions of the valve inlet pressure, the valve outlet pressure, the valve air flow, the valve opening and the valve inlet temperature are known, the remaining conditions can be inferred. Therefore, in an embodiment of the present invention, the post-cooling pressure at the surge point can be used as the valve inlet pressure, the current air flow can be used as the valve air flow, the intake manifold pressure can be used as the valve outlet pressure, and the intake manifold temperature can be used as the valve inlet temperature. The post-cooling pressure at the surge point, the current air flow, the intake manifold pressure, the intake manifold temperature, the theoretical flow cross-sectional area of ​​the throttle, the ideal gas constant and the heat capacity parameter are substituted into the valve state equation to obtain the maximum throttle opening, which can be considered as the throttle of the valve.

[0094] S214: Adjust the throttle opening according to the maximum throttle opening.

[0095] The technical solution of this embodiment is to determine the pressure after the intercooler by bringing the current air flow, intake manifold power, intake manifold temperature, current throttle opening, throttle theoretical flow cross-sectional area, ideal gas constant and heat capacity parameter in the engine sensor parameter set into the valve state equation, and then determine the pressure before the intercooler, that is, the pressure after the supercharger, based on the current air flow, the corresponding relationship between the intercooler pressure ratio flow and the pressure after the intercooler. The pressure before the supercharger is determined using the corresponding relationship between the ambient pressure, the current air flow and the air filter pressure ratio flow. Finally, the inferred pressure before and after the supercharger and the current air flow can be brought into the corrected supercharger MAP to complete the determination of the current surge air flow. There is no need to add additional sensors or controllers in the engine air path, and only the information collected by existing sensors is used to complete the inference of the surge state information. Furthermore, the inertia of the supercharger speed is utilized, and the next supercharger speed at the next moment is predicted by the current supercharger speed. Then, reverse inference is performed in a manner similar to the above-mentioned process of inferring the current surge air flow. The current surge air flow, the current air flow and the predicted next supercharger speed are used to complete the determination of the maximum throttle opening at the next moment, so that the vehicle can adjust the throttle opening according to the maximum throttle opening, thereby improving the real-time and convenience of the throttle opening determination, so that the throttle opening can be adjusted in time to prevent surge problems during continued driving, thereby improving driving safety.

[0096] Example 3

[0097] Figure 5 This is a structural diagram of a supercharger protection control device provided in a third embodiment of the present invention. The supercharger protection control device includes: a parameter acquisition module 31 , a surge flow determination module 32 and an opening adjustment module 33 .

[0098] Among them, the parameter acquisition module 31 is used to obtain the engine sensor parameter set, the current air flow and the preset correspondence set at the current moment; the surge flow determination module 32 is used to determine the current surge air flow based on the engine sensor parameter set, the current air flow and the preset correspondence set; the opening adjustment module 33 is used to determine the maximum throttle opening based on the current surge air flow, the current air flow and the preset correspondence set if it is determined that the supercharger is in a surge state based on the current air flow and the current surge air flow, and adjust the throttle opening based on the maximum throttle opening; wherein the preset correspondence set at least includes the intercooler pressure ratio flow correspondence, the air filter pressure ratio flow correspondence and the corrected supercharger MAP.

[0099] The technical solution of this embodiment uses only the current set of engine sensor parameters and the current air flow rate acquired by the engine's own sensors, along with a pre-calibrated set of corresponding relationships, to reversely estimate the surge air flow rate in the event of a surge. This then combines the current air flow rate and the current surge air flow rate to determine whether the supercharger is currently in a surge state. If the supercharger is currently in a surge state, the critical throttle opening at the time of surge is determined using only the current air flow rate and the current surge air flow rate. This is then used as the maximum throttle opening, and the throttle opening is then adjusted based on this maximum throttle opening to prevent the supercharger from surging at the next moment. Without requiring changes to the original engine architecture or pre-calibration based on operating conditions, the current surge state of the supercharger is determined using real-time sensor parameter information. When a surge problem occurs, the critical throttle opening at the next moment is promptly predicted, allowing the throttle opening to be adjusted promptly to prevent surge problems during continued driving. This extends the engine's service life, effectively protects the supercharger, and improves driving safety.

[0100] Optionally, the engine sensor parameter set includes at least: ambient pressure, intake manifold temperature, intake manifold pressure and current throttle opening.

[0101] Optionally, the surge flow determination module 32 includes:

[0102] An intercooler after-pressure determination unit is used to substitute the current air flow, intake manifold pressure, intake manifold temperature, current throttle opening, throttle theoretical flow cross-sectional area, ideal gas constant, and heat capacity parameters into the valve state equation to determine the intercooler after-pressure;

[0103] A supercharger after-pressure determination unit, configured to determine the supercharger after-pressure according to the relationship between the intercooler after-pressure, the current air flow rate, and the intercooler pressure ratio flow rate;

[0104] A supercharger front pressure determination unit is used to determine the supercharger front pressure according to the corresponding relationship between the ambient pressure, the current air flow rate and the air filter pressure ratio flow rate;

[0105] The surge flow determination unit is configured to determine a current surge air flow according to a supercharger inlet pressure, a supercharger outlet pressure, a current air flow, and a modified supercharger MAP.

[0106] Optionally, a surge flow determination unit is used to:

[0107] Determine the supercharger pressure ratio based on the pressure before and after the supercharger;

[0108] Substituting the supercharger pressure ratio and the current air flow into the modified supercharger MAP to determine the current supercharger speed;

[0109] The current surge air flow is determined based on the supercharger pressure ratio, the current supercharger speed, and the modified supercharger MAP.

[0110] Optionally, the supercharger protection control device also includes: a surge state judgment module, which is used to determine the current surge air flow according to the engine sensor parameter set, the current air flow and the preset correspondence set, and then determine the difference between the current air flow and the current surge air flow as the surge flow difference; determine the ratio of the air flow difference to the current surge air flow as the surge flow ratio; if the surge flow ratio is less than the preset surge calibration parameter, determine that the supercharger is in a surge state.

[0111] Optionally, the opening adjustment module 33 is specifically used to:

[0112] Predicting the next supercharger speed at the next moment based on the current supercharger speed;

[0113] Determine the supercharger pressure ratio at the surge point based on the current surge air flow, the next supercharger speed, and the modified supercharger MAP;

[0114] Determine the pressure after the supercharger at the surge point based on the supercharger pressure ratio at the surge point and the pressure before the supercharger;

[0115] Determine the intercooler pressure after the surge point based on the corresponding relationship between the supercharger pressure after the surge point, the current air flow rate, and the intercooler pressure ratio flow rate;

[0116] Substitute the post-cooling pressure at the surge point, current air flow, intake manifold pressure, intake manifold temperature, throttle theoretical flow cross-sectional area, ideal gas constant and heat capacity parameters into the valve state equation to determine the maximum throttle opening.

[0117] Optionally, the supercharger protection control device also includes: a correspondence calibration module, which is used to obtain the supercharger MAP, as well as the intercooler pressure ratio and air filter pressure ratio corresponding to different working conditions before obtaining the engine sensor parameter set, the current air flow and the preset correspondence set at the current moment; determine the fitting relationship between each intercooler pressure ratio and the air flow corresponding to each working condition as the intercooler pressure ratio flow correspondence; determine the fitting relationship between each air filter pressure ratio and the air flow corresponding to each working condition as the air filter pressure ratio flow correspondence; fit the supercharger MAP through a preset low pressure ratio parameter point to determine the corrected supercharger MAP.

[0118] The supercharger protection control device according to the embodiment of the present invention can execute the supercharger protection control method provided by any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0119] Example 4

[0120] Figure 6 A schematic diagram of the structure of a vehicle provided in the fourth embodiment of the present invention is shown in FIG. Figure 6 As shown, the vehicle includes a controller 41, a storage device 42, an input device 43 and an output device 44; the number of controllers 41 in the vehicle can be one or more. Figure 6 In the figure, a controller 41 is taken as an example; the controller 41, the storage device 42, the input device 43 and the output device 44 in the vehicle can be connected by a bus or other means. Figure 6 The bus connection is taken as an example.

[0121] The storage device 42, as a computer-readable storage medium, can be used to store software programs, computer-executable programs, and modules, such as the program instructions / modules corresponding to the supercharger protection control method in the embodiments of the present invention (e.g., the parameter acquisition module 31, the surge flow determination module 32, and the opening adjustment module 33). The controller 41 executes the software programs, instructions, and modules stored in the storage device 42 to execute various vehicle functions and data processing, thereby implementing the supercharger protection control method described above.

[0122] The storage device 42 may primarily include a program storage area and a data storage area. The program storage area may store an operating system and at least one application required for a function; the data storage area may store data generated based on the terminal's usage, etc. Furthermore, the storage device 42 may include high-speed random access memory and non-volatile memory, such as at least one disk storage device, flash memory device, or other non-volatile solid-state memory device. In some examples, the storage device 42 may further include memory remotely located relative to the controller 41, and such remote memory may be connected to the vehicle via a network. Examples of such networks include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0123] The input device 43 may be used to receive input digital or character information and generate key signal input related to user settings and function control of the vehicle. The output device 44 may include a display device such as a display screen.

[0124] In some embodiments, the supercharger protection control method can be implemented as a computer program tangibly embodied in a computer-readable storage medium, such as a memory unit. In some embodiments, part or all of the computer program can be loaded and / or installed into the supercharger protection control device via a ROM and / or a communication unit. When the computer program is loaded into RAM and executed by a processor, one or more steps of the supercharger protection control method described above can be performed. Alternatively, in other embodiments, the processor can be configured to perform the supercharger protection control method by any other suitable means (e.g., via firmware).

[0125] Various embodiments of the systems and techniques described herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), system-on-chip systems (SOCs), programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include being implemented in one or more computer programs that are executable and / or interpreted on a programmable system that includes at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0126] Computer programs for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when the computer program is executed by the processor, the functions / operations specified in the flowcharts and / or block diagrams are implemented. The computer program may be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0127] In the context of the present invention, computer-readable storage media can be tangible media that can contain or store a computer program for use with an instruction execution system, device or equipment or used in combination with an instruction execution system, device or equipment. Computer-readable storage media can include but are not limited to electronic, magnetic, optical, electromagnetic, infrared or semiconductor systems, devices or equipment, or any suitable combination of the foregoing. Alternatively, computer-readable storage media can be machine-readable signal media. More specific examples of machine-readable storage media can include electrical connections based on one or more lines, portable computer disks, hard disks, random access memories (RAM), read-only memories (ROM), erasable programmable read-only memories (EPROM or flash memory), optical fibers, portable compact disk read-only memories (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0128] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user can provide input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, voice input, or tactile input).

[0129] The systems and techniques described herein can be implemented in a computing system that includes back-end components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes front-end components (e.g., a user computer with a graphical user interface or web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such back-end components, middleware components, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), a blockchain network, and the Internet.

[0130] A computing system may include clients and servers. The clients and servers are typically remote from each other and typically interact via a communication network. This client-server relationship arises through computer programs running on the respective computers, creating a client-server relationship. The server may be a cloud server, also known as a cloud computing server or cloud host. This server is a hosting product within the cloud computing service ecosystem that addresses the management difficulties and limited scalability of traditional physical hosting and VPS services.

[0131] It should be understood that the various forms of the processes shown above can be used to reorder, add, or delete steps. For example, the steps described in the present invention can be performed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present invention can be achieved. This is not limited herein.

[0132] The above specific embodiments do not limit the scope of protection of the present invention. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may be made based on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention are intended to be included within the scope of protection of the present invention.

Claims

1. A supercharger protection control method, characterized in that: include: Obtain the supercharger MAP, as well as the intercooler pressure ratio and air filter pressure ratio corresponding to different operating conditions; Determine the fitting relationship between each intercooler pressure ratio and the air flow corresponding to each working condition as the intercooler pressure ratio flow correspondence relationship; Determine the fitting relationship between each of the air filter pressure ratios and the air flow corresponding to each of the working conditions as an air filter pressure ratio flow correspondence relationship; Fitting the supercharger MAP by a preset low pressure ratio parameter point to determine a modified supercharger MAP; Obtain the current engine sensor parameter set, current air flow, and preset corresponding relationship set; determining a current surge air flow rate according to the engine sensor parameter set, the current air flow rate, and the preset correspondence relationship set; If it is determined that the supercharger is in a surge state according to the current air flow and the current surge air flow, determining a maximum throttle opening according to the current surge air flow, the current air flow, and the preset correspondence set, and adjusting the throttle opening according to the maximum throttle opening; The preset correspondence set includes at least an intercooler pressure ratio flow rate correspondence, an air filter pressure ratio flow rate correspondence, and a modified supercharger MAP.

2. The method according to claim 1, characterized in that The engine sensor parameter set includes at least: ambient pressure, intake manifold temperature, intake manifold pressure and current throttle opening.

3. The method according to claim 2, characterized in that The determining the current surge air flow rate according to the engine sensor parameter set, the current air flow rate, and the preset correspondence relationship set includes: Substituting the current air flow, the intake manifold pressure, the intake manifold temperature, the current throttle opening, the theoretical throttle flow cross-sectional area, the ideal gas constant, and the heat capacity parameter into a valve state equation to determine the after-intercooler pressure; determining a pressure after a supercharger according to a corresponding relationship between the intercooler pressure, the current air flow rate, and the intercooler pressure-flow ratio; determining a pressure before the supercharger according to a corresponding relationship between the ambient pressure, the current air flow rate, and the air filter pressure ratio flow rate; A current surge air flow is determined based on the supercharger inlet pressure, the supercharger outlet pressure, the current air flow, and the corrected supercharger MAP.

4. The method according to claim 3, characterized in that The determining of the current surge air flow according to the supercharger inlet pressure, the supercharger outlet pressure, the current air flow, and the corrected supercharger MAP includes: determining a supercharger pressure ratio according to the supercharger front pressure and the supercharger rear pressure; Substituting the supercharger pressure ratio and the current air flow into the modified supercharger MAP to determine a current supercharger speed; A current surge air flow is determined according to the supercharger pressure ratio, the current supercharger speed, and the corrected supercharger MAP.

5. The method according to claim 1, wherein After determining the current surge air flow according to the engine sensor parameter set, the current air flow, and the preset correspondence set, the method further includes: determining a difference between the current air flow rate and the current surge air flow rate as a surge flow rate difference; determining a ratio of the surge flow rate difference to the current surge air flow rate as a surge flow rate ratio; If the surge flow ratio is less than a preset surge calibration parameter, it is determined that the supercharger is in a surge state.

6. The method according to claim 4, characterized in that The determining the maximum throttle opening according to the current surge air flow, the current air flow, and the preset correspondence set includes: predicting the next supercharger speed at the next moment according to the current supercharger speed; determining a surge point supercharger pressure ratio according to the current surge air flow, the next supercharger speed, and the modified supercharger MAP; Determining a surge point supercharger pressure after the supercharger according to the surge point supercharger pressure ratio and the supercharger pressure before the supercharger; determining the intercooler after-pressure at the surge point according to the corresponding relationship between the supercharger after-pressure at the surge point, the current air flow rate, and the intercooler pressure ratio flow rate; Substituting the post-cooling pressure at the surge point, the current air flow, the intake manifold pressure, the intake manifold temperature, the theoretical throttle flow cross-sectional area, the ideal gas constant, and the heat capacity parameter into the valve state equation, the maximum throttle opening is determined.

7. A supercharger protection control device, characterized in that: include: Corresponding relationship calibration module, used to obtain the turbocharger MAP, as well as the intercooler pressure ratio and air filter pressure ratio corresponding to different working conditions; The fitting relationship between each intercooler pressure ratio and the air flow corresponding to each working condition is determined as the intercooler pressure ratio flow corresponding relationship; the fitting relationship between each air filter pressure ratio and the air flow corresponding to each working condition is determined as the air filter pressure ratio flow corresponding relationship; The supercharger MAP is fitted by presetting the low pressure ratio parameter point to determine the corrected supercharger MAP; A parameter acquisition module is used to obtain the current engine sensor parameter set, the current air flow rate and the preset corresponding relationship set; a surge flow determination module, configured to determine a current surge air flow according to the engine sensor parameter set, the current air flow, and the preset correspondence relationship set; an opening adjustment module, configured to, if it is determined that the supercharger is in a surge state according to the current air flow rate and the current surge air flow rate, determine a maximum throttle opening according to the current surge air flow rate, the current air flow rate, and the preset correspondence set, and adjust the throttle opening according to the maximum throttle opening; The preset correspondence set includes at least an intercooler pressure ratio flow rate correspondence, an air filter pressure ratio flow rate correspondence, and a modified supercharger MAP.

8. A vehicle, characterized in that: The vehicle comprises: one or more controllers; a storage device for storing one or more programs; When the one or more programs are executed by the one or more controllers, the one or more controllers implement the supercharger protection control method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the supercharger protection control method according to any one of claims 1 to 6 when executed.

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