Method, System and Vehicle for Determining Target Compressor Power of Turbocharger

Abstract

The present invention discloses a method, system, and vehicle for determining a turbocharger's target compressor power, including: determining a torque increase flag and a torque reduction flag; determining a compensation power P; and calculating a target compressor power Q. Using the present invention, when an external controller issues a torque increase request, the compensation power P is introduced to temporarily increase the target compressor power, thereby accelerating the engine's torque response and improving drivability. When the external controller issues a torque reduction request, the compensation power P is introduced to temporarily decrease the target compressor power, thereby reducing the actual boost pressure change and achieving better drivability and fuel efficiency.

Description

Technical Field

[0001] The present invention belongs to the field of automobile engine control, and in particular relates to a method, system and vehicle for determining a target compressor power of a turbocharger. Background Art

[0002] Internal combustion engines widely use turbochargers to increase engine efficiency. Currently, the most advanced control algorithm is the model-based control algorithm.

[0003] CN109072772A discloses a physics-based vehicle turbocharger control technology, which describes that a target compressor power needs to be determined based on an engine torque request during the control process, but does not describe a specific implementation method for determining the target compressor power.

[0004] CN103184927B discloses a model-based engine turbocharger control method. Although it provides a specific formula for calculating the compressor power based on the air mass flow rate flowing through the compressor, the adiabatic compression work, and the adiabatic efficiency, it does not consider the situation of external torque intervention (i.e., when the ESP and TCU have torque intervention).

[0005] In practical applications, to improve vehicle drivability, controllers such as the Electronic Stability Program (ESP) and the Transmission Control Unit (TCU) require the engine to quickly respond to torque increases and decreases. Relying solely on control algorithms based on purely physical models cannot meet these requirements. When the ESP and TCU issue a torque increase request, the engine responds slowly. When the ESP and TCU issue a torque reduction request, the engine's actual boost pressure can be high due to the significant ignition angle delay and the sudden increase in exhaust energy, resulting in poor fuel consumption and drivability. Therefore, rule-based optimization is necessary when ESP and TCU implement torque intervention. Summary of the Invention

[0006] The object of the present invention is to provide a method, system and vehicle for determining a target compressor power of a turbocharger, so as to improve drivability and obtain better fuel consumption performance.

[0007] The method for determining the target compressor power of a turbocharger according to the present invention comprises:

[0008] Step 1: Determine the torque increase flag and the torque reduction flag, that is, set or reset the torque increase flag and the torque reduction flag.

[0009] Step 2: Based on the torque increase flag and the torque reduction flag, the compensation power P is determined according to the engine speed, the driver's required torque signal, the TCU required torque signal, and the ESP torque increase / reduction torque signal.

[0010] Step 3: Use the formula: Calculate the target compressor power Q, where q represents the air mass flow rate through the compressor, h represents the adiabatic compression work, and η represents the adiabatic efficiency.

[0011] Preferably, in step 1, the method for determining the torque increase flag and the torque decrease flag includes:

[0012] S11. Determine whether the external lifting torque validity is invalid. If so, execute S16; otherwise, execute S12.

[0013] S12: Determine whether the external torque reduction is reasonable. If so, execute S13; otherwise, execute S14.

[0014] S13: Set the torque reduction flag, reset the torque increase flag, and then end.

[0015] S14: Determine whether the external torque increase is reasonable. If so, execute S15; otherwise, execute S16.

[0016] S15: Reset the torque reduction flag, set the torque increase flag, and then end.

[0017] S16: Reset the torque reduction flag, reset the torque increase flag, and then end.

[0018] Preferably, if the ESP torque increase valid flag signal and the ESP torque reduction valid flag signal are valid at the same time, the validity of the external torque increase or decrease is determined to be invalid; if the ESP torque increase valid flag signal and the ESP torque reduction valid flag signal are invalid at the same time, the validity of the external torque increase or decrease is determined to be valid; if the ESP torque increase valid flag signal is valid and the ESP torque reduction valid flag signal is invalid, the validity of the external torque increase or decrease is determined to be valid; if the ESP torque increase valid flag signal is invalid and the ESP torque reduction valid flag signal is valid, the validity of the external torque increase or decrease is determined to be valid.

[0019] Preferably, if either condition 1a or condition 1b is met, the rationality of the external torque reduction is determined to be rational; if neither condition 1a nor condition 1b is met, the rationality of the external torque reduction is determined to be unreasonable. Condition 1a is: the ESP torque reduction valid flag signal is valid, the ESP torque reduction torque is less than the driver's required torque, and the ESP torque reduction torque is less than the actual engine torque; condition 1b is: the TCU required torque mode is the torque reduction mode, the TCU required torque is less than the driver's required torque, and the TCU required torque is less than the actual engine torque.

[0020] Preferably, if either condition 2a or condition 2b is met, the rationality of the external torque boost is determined to be rational; if both conditions 2a and 2b are not met, the rationality of the external torque boost is determined to be irrational. Condition 2a is: the ESP torque boost valid flag signal is valid, the ESP torque boost torque is greater than the driver's requested torque, and the ESP torque boost torque is greater than the actual engine torque; condition 2b is: the TCU torque demand mode is the torque boost mode, the TCU requested torque is greater than the driver's requested torque, and the TCU requested torque is greater than the actual engine torque.

[0021] Preferably, in step 2, the method for determining the compensation power P is:

[0022] If the torque reduction flag is in the set state and the torque increase flag is in the reset state, the compensation power P is gradually increased from the first power P1 to 0; wherein P1<0, and the increase duration is the preset value t1.

[0023] If the torque reduction flag is in the reset state and the torque increase flag is in the set state, the compensation power P is gradually decayed from the second power P2 to 0; wherein P2>0, the decay duration is the preset value t2.

[0024] If the torque reduction flag is in the reset state and the torque increase flag is in the reset state, the compensation power P is made equal to 0.

[0025] Preferably, the first power P1 is obtained by querying a preset first power table according to the engine speed and torque reduction range to obtain the corresponding first power P1. The preset first power table is a correspondence table of engine speed, torque reduction range and first power obtained by calibration; if only condition 1a is met, the torque reduction range is equal to T dq -T down If only condition 1b is met, the torque reduction amplitude is equal to T dq -T tq If both conditions 1a and 1b are met, the torque reduction amplitude is equal to max(T dq -T down , T dq -T tq );T dq represents the driver's required torque, T down Indicates ESP torque reduction, T tq Indicates the TCU required torque, max() indicates the maximum value, i.e. max(T dq -T down , T dq -T tq ) means taking T dq -T down With T dq -T tq The maximum value of .

[0026] Preferably, the second power P2 is obtained by querying a preset second power table according to the engine speed and the torque rise amplitude to obtain the corresponding second power P2. The preset second power table is a correspondence table of engine speed, torque rise amplitude and second power obtained by calibration; if only condition 2a is met, the torque rise amplitude is equal to T up -T dq If only condition 2b is met, the torque rise amplitude is equal to T tq -T dq If both conditions 2a and 2b are satisfied, the torque rise amplitude is equal to max(T up -T dq , T tq -T dq );T dq represents the driver's required torque, T up Indicates ESP torque boost, T tq Indicates the TCU required torque, max() indicates the maximum value, i.e. max(T up -T dq , T tq -T dq ) means taking T up -T dq With T tq -T dq The maximum value of .

[0027] Preferably, the calibration method of the first power meter includes:

[0028] S21, select n1 different engine speeds and m1 torque reduction amplitudes, and set the first power increment ΔP i ' j is equal to the preset first power threshold P', and then S22 is executed. Wherein, P'>0, i is all integers from 1 to n1, and j is all integers from 1 to m1.

[0029] S22. At the selected engine speed i, the compressor power required during the torque reduction process is set to P i ' j -ΔP i ' j , so that the engine torque is gradually reduced from the initial torque to the jth torque reduction amplitude, and then S23 is executed. i ' j represents the initial value of the compressor power requirement corresponding to the i-th engine speed and the j-th torque reduction amplitude.

[0030] S23: Determine whether the difference between the actual boost pressure of the compressor and the target boost pressure is less than or equal to a preset first pressure threshold, and whether the pressure fluctuation after the torque reduction is completed is less than a preset second pressure threshold; if so, execute S24; otherwise, execute S25.

[0031] S24, -ΔP i ' j As the first power corresponding to the i-th engine speed and the j-th torque reduction amplitude, S26 is then executed.

[0032] S25, change ΔP i ' j The value is then returned to execute S22.

[0033] S26: Determine whether n1×m1 first powers are obtained. If yes, execute S27; otherwise, return to execute S22.

[0034] S27 , associate n1×m1 first powers with n1 engine speeds and m1 torque reduction amplitudes one by one to form the first power table, and then end.

[0035] Preferably, the second power meter is calibrated in the following manner:

[0036] S31, select n2 different engine speeds and m2 torque increase amplitudes, and set the second power increment ΔP x ″ y is equal to a preset second power threshold P'', and then S32 is executed. Wherein, P''>0, x takes all integers from 1 to n2 in sequence, and y takes all integers from 1 to m2 in sequence.

[0037] S32. At the selected x-th engine speed, the compressor power required during the torque increase process is set to P x ″ y +ΔP x ″ y , so that the engine torque gradually increases from the initial torque to the yth torque increase amplitude, and then executes S33. x ″ y Indicates the initial value of the compressor power requirement corresponding to the x-th engine speed and the y-th torque rise.

[0038] S33. Determine whether the difference between the actual boost pressure of the compressor and the target boost pressure is less than or equal to a preset third pressure threshold, and whether the time it takes for the actual boost pressure to reach the target boost pressure is less than a preset time; if so, execute S34; otherwise, execute S35.

[0039] S34, ΔP x ″ yAs the second power corresponding to the x-th engine speed and the y-th torque increase amplitude, S36 is then executed.

[0040] S35, change ΔP x ″ y The value is then returned to execute S32.

[0041] S36: Determine whether n2×m2 second powers are obtained. If yes, execute S37; otherwise, return to execute S32.

[0042] S37 , the n2×m2 second powers are matched one-to-one with the n2 engine speeds and the m2 torque increase amplitudes to form the second power table, and then the process ends.

[0043] The system for determining the target compressor power of a turbocharger according to the present invention includes a controller programmed to execute the steps of the method for determining the target compressor power of a turbocharger.

[0044] The vehicle of the present invention includes the above-mentioned system for determining the target compressor power of the turbocharger.

[0045] By adopting the present invention, when an external controller (such as ESP, TCU) has a torque increase request, the target compressor power is temporarily increased by introducing the compensation power P, thereby accelerating the torque response capability of the engine and improving drivability; when the external controller (such as ESP, TCU) has a torque reduction request, the target compressor power is temporarily reduced by introducing the compensation power P, thereby reducing the actual boost pressure change, thereby achieving better drivability and fuel consumption performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 Flowchart of the method for determining the target compressor power of the turbocharger in this embodiment.

[0047] Figure 2 This is a flow chart for determining the torque increase flag and the torque decrease flag in this embodiment.

[0048] Figure 3 This is a flow chart of the method for determining compensation power in this embodiment.

[0049] Figure 4 This is a flow chart of the calibration method of the first power meter in this embodiment.

[0050] Figure 5 This is a flow chart of the calibration method of the second power meter in this embodiment. DETAILED DESCRIPTION

[0051] The method for determining the target compressor power of the turbocharger in this embodiment is executed by a controller. The controller obtains ESP and TCU related signals from the CAN bus, such as the ESP torque increase valid flag signal, the ESP torque reduction valid flag signal, the ESP torque increase torque signal, the ESP torque reduction torque signal, the TCU required torque signal, the TCU required torque mode signal, the driver required torque signal, and the engine actual torque signal. The controller obtains the air mass flow rate q flowing through the compressor and the compressor inlet temperature T from relevant sensors. emp , compressor inlet pressure Pre1, compressor outlet pressure Pre2, boost pressure and other compressor related signals.

[0052] like Figures 1 to 5 As shown, the method for determining the target compressor power of the turbocharger in this embodiment includes:

[0053] Step 1: Determine the torque increase flag and the torque reduction flag, that is, set or reset the torque increase flag and the torque reduction flag.

[0054] Specific methods (see Figure 2 )include:

[0055] S11. Determine whether the external lifting torque validity is invalid. If so, execute S16; otherwise, execute S12.

[0056] If both the ESP torque increase valid flag signal and the ESP torque reduction valid flag signal are valid, the external torque increase / decrease validity is determined to be invalid. If both the ESP torque increase valid flag signal and the ESP torque reduction valid flag signal are invalid, the external torque increase / decrease validity is determined to be valid. If the ESP torque increase valid flag signal is valid and the ESP torque reduction valid flag signal is invalid, the external torque increase / decrease validity is determined to be valid. If the ESP torque increase valid flag signal is invalid and the ESP torque reduction valid flag signal is valid, the external torque increase / decrease validity is determined to be valid.

[0057] S12: Determine whether the external torque reduction is reasonable. If so, execute S13; otherwise, execute S14.

[0058] If either condition 1a or condition 1b is met (including only condition 1a, only condition 1b, or both), the external torque reduction rationality is determined to be reasonable. If neither condition 1a nor condition 1b is met, the external torque reduction rationality is determined to be unreasonable. Condition 1a is: the ESP torque reduction valid flag signal is valid, the ESP torque reduction torque is less than the driver's requested torque, and the ESP torque reduction torque is less than the actual engine torque. Condition 1b is: the TCU torque demand mode is in torque reduction mode, the TCU torque demand is less than the driver's requested torque, and the TCU torque demand is less than the actual engine torque.

[0059] S13: Set the torque reduction flag, reset the torque increase flag, and then end.

[0060] S14: Determine whether the external torque increase is reasonable. If so, execute S15; otherwise, execute S16.

[0061] If either condition 2a or condition 2b is met (including only condition 2a, only condition 2b, or both), the external torque boost rationality is determined to be reasonable. If neither condition 2a nor condition 2b is met, the external torque boost rationality is determined to be unreasonable. Condition 2a is: the ESP torque boost valid flag is valid, the ESP torque boost torque is greater than the driver's requested torque, and the ESP torque boost torque is greater than the actual engine torque. Condition 2b is: the TCU torque demand mode is in torque boost mode, the TCU requested torque is greater than the driver's requested torque, and the TCU requested torque is greater than the actual engine torque.

[0062] S15: Reset the torque reduction flag, set the torque increase flag, and then end.

[0063] S16: Reset the torque reduction flag, reset the torque increase flag, and then end.

[0064] Step 2: Based on the torque increase flag and the torque reduction flag, the compensation power P is determined according to the engine speed, the driver's required torque signal, the TCU required torque signal, and the ESP torque increase / reduction torque signal.

[0065] Specific methods (see Figure 3 )include:

[0066] The first step is to determine whether the torque reduction flag is in the set state and the torque increase flag is in the reset state. If so, execute the second step, otherwise execute the third step.

[0067] Step 2: gradually increase the compensation power P from the first power P1 to 0 (i.e., the compensation power P increases from the first power P1 to 0 according to the low-pass filter), and then end. Wherein, P1<0, and the increase duration (i.e., filtering time) is the preset value t1.

[0068] The first power P1 is obtained by querying a preset first power table according to the engine speed and torque reduction range to obtain the corresponding first power P1. The preset first power table is a correspondence table of engine speed, torque reduction range and first power obtained through calibration; if only condition 1a is met, the torque reduction range is equal to T dq -T down ; If only condition 1b is met, the torque reduction amplitude is equal to T dq -T tqIf both conditions 1a and 1b are met, the torque reduction amplitude is equal to max(T dq -T down , T dq -T tq );T dq represents the driver's required torque, T down Indicates ESP torque reduction, T tq Indicates the TCU required torque, max() indicates the maximum value, i.e. max(T dq -T down , T dq -T tq ) means taking T dq -T down With T dq -T tq The maximum value of .

[0069] like Figure 4 As shown, the preset calibration method of the first power meter includes:

[0070] S21, select n1 different engine speeds and m1 torque reduction amplitudes, and set the first power increment ΔP i ' j is equal to the preset first power threshold P', and then S22 is executed. Wherein, P'>0, i is all integers from 1 to n1, and j is all integers from 1 to m1.

[0071] S22. At the selected engine speed i, the compressor power required during the torque reduction process is set to P i ' j -ΔP i ' j , so that the engine torque is gradually reduced from the initial torque to the jth torque reduction amplitude, and then S23 is executed. i ' j represents the initial value of the compressor power requirement corresponding to the i-th engine speed and the j-th torque reduction amplitude.

[0072] S23. Determine whether the difference between the actual boost pressure of the compressor and the target boost pressure is less than or equal to a preset first pressure threshold (the preset first pressure threshold in this embodiment is equal to 150 hPa), and the pressure fluctuation after the torque reduction is completed is less than a preset second pressure threshold (the preset second pressure threshold in this embodiment is equal to 100 hPa); if so, execute S24; otherwise, execute S25.

[0073] S24, -ΔP i ' j As the first power corresponding to the i-th engine speed and the j-th torque reduction amplitude, S26 is then executed.

[0074] S25, change ΔP i ' j The value is then returned to execute S22.

[0075] S26: Determine whether n1×m1 first powers are obtained. If yes, execute S27; otherwise, return to execute S22.

[0076] S27 , correspond the n1×m1 first powers to the n1 engine speeds and the m1 torque reduction amplitudes one by one to form a preset first power table, and then end.

[0077] The third step is to determine whether the torque reduction flag is in the reset state and the torque increase flag is in the set state. If so, execute the fourth step; otherwise (that is, the torque reduction flag is in the reset state and the torque increase flag is in the reset state), execute the fifth step.

[0078] Step 4: gradually decay the compensation power P from the second power P2 to 0 (i.e., the compensation power P decays from the second power P2 to 0 according to the low-pass filter), and then ends. P2>0, and the decay duration (i.e., the filtering time) is the preset value t2.

[0079] The second power P2 is obtained by querying a preset second power table based on the engine speed and the torque increase amplitude to obtain the corresponding second power P2. The preset second power table is a correspondence table of engine speed, torque increase amplitude and second power obtained through calibration; if only condition 2a is met, the torque increase amplitude is equal to T up -T dq ; If only condition 2b is met, the torque amplitude is equal to T tq -T dq If both conditions 2a and 2b are met, the torque amplitude is equal to max(T up -T dq , T tq -T dq );T dq represents the driver's required torque, T up Indicates ESP torque boost, T tq Indicates the TCU required torque, max() indicates the maximum value, i.e. max(T up -T dq , T tq -T dq ) means taking T up -T dq With T tq -T dq The maximum value of .

[0080] like Figure 5 As shown, the preset second power meter is calibrated as follows:

[0081] S31, select n2 different engine speeds and m2 torque increase amplitudes, and set the second power increment ΔP x ″ y is equal to a preset second power threshold P'', and then S32 is executed. Wherein, P''>0, x takes all integers from 1 to n2 in sequence, and y takes all integers from 1 to m2 in sequence.

[0082] S32. At the selected x-th engine speed, the compressor power required during the torque increase process is set to P x ″ y +ΔP x ″ y , so that the engine torque gradually increases from the initial torque to the yth torque increase amplitude, and then executes S33. x ″ y Indicates the initial value of the compressor power requirement corresponding to the x-th engine speed and the y-th torque rise.

[0083] S33. Determine whether the difference between the actual boost pressure of the compressor and the target boost pressure is less than or equal to a preset third pressure threshold (the preset third pressure threshold in this embodiment is equal to 250 hPa), and the time it takes for the actual boost pressure to reach the target boost pressure is less than a preset time (the preset time in this embodiment is equal to 300 ms); if so, execute S34, otherwise execute S35.

[0084] S34, ΔP x ″ y As the second power corresponding to the x-th engine speed and the y-th torque increase amplitude, S36 is then executed.

[0085] S35, change ΔP x ″ y The value is then returned to execute S32.

[0086] S36: Determine whether n2×m2 second powers are obtained. If yes, execute S37; otherwise, return to execute S32.

[0087] S37 , the n2×m2 second powers are matched one-to-one with the n2 engine speeds and the m2 torque increase amplitudes to form a preset second power table, and then the process ends.

[0088] Step 5: Make the compensation power P equal to 0, and then end.

[0089] Step 3: Use the formula: Calculate the target compressor power Q. Where q represents the air mass flow rate flowing through the compressor, h represents the adiabatic compression work, and η represents the adiabatic efficiency. C airrepresents the specific heat capacity of air, K represents the thermal insulation coefficient of air, see the relevant description in CN103184927B. air , K are both known parameters.

[0090] This embodiment further provides a system for determining a target compressor power of a turbocharger, comprising a controller programmed to execute the steps of the method for determining a target compressor power of a turbocharger.

[0091] This embodiment also provides a vehicle, which includes the above-mentioned system for determining the target compressor power of the turbocharger.

Claims

1. A method for determining a target compressor power of a turbocharger, characterized in that: include: Step 1: Determine the torque increase sign and torque decrease sign; Step 2: Based on the torque increase flag and the torque reduction flag, the compensation power P is determined according to the engine speed, the driver's required torque signal, the TCU required torque signal, and the ESP torque increase / reduction torque signal; Step 3: Use the formula: Calculate the target compressor power Q, where q represents the air mass flow rate through the compressor, h represents the adiabatic compression work, and η represents the adiabatic efficiency. In step 2, the method for determining the compensation power P is: If the torque reduction flag is in the set state and the torque increase flag is in the reset state, the compensation power P is gradually increased from the first power P1 to 0; wherein, P1<0, and the increase duration is a preset value t1; the first power P1 is obtained by querying a preset first power table according to the engine speed and the torque reduction amplitude to obtain the corresponding first power P1; wherein, the preset first power table is a correspondence table of the engine speed, the torque reduction amplitude and the first power obtained by calibration; if only condition 1a is met, the torque reduction amplitude is equal to T dq -T down If only condition 1b is met, the torque reduction amplitude is equal to T dq -T tq If both conditions 1a and 1b are met, the torque reduction amplitude is equal to max(T dq -T down , T dq -T tq );T dq represents the driver's required torque, T down Indicates ESP torque reduction, T tq represents the TCU required torque, and max() represents the maximum value. Condition 1a is: the ESP torque reduction valid flag signal is valid, the ESP torque reduction torque is less than the driver's required torque, and the ESP torque reduction torque is less than the actual engine torque. Condition 1b is: the TCU required torque mode is the torque reduction mode, the TCU required torque is less than the driver's required torque, and the TCU required torque is less than the actual engine torque. If the torque reduction flag is in the reset state and the torque increase flag is in the set state, the compensation power P is gradually decayed from the second power P2 to 0; wherein P2>0, and the decay duration is the preset value t2; the second power P2 is obtained by querying the preset second power table according to the engine speed and the torque increase amplitude to obtain the corresponding second power P2; wherein the preset second power table is a correspondence table of the engine speed, the torque increase amplitude and the second power obtained by calibration; if only condition 2a is met, the torque increase amplitude is equal to T up -T dq If only condition 2b is met, the torque rise amplitude is equal to T tq -T dq If both conditions 2a and 2b are satisfied, the torque rise amplitude is equal to max(T up -T dq , T tq -T dq );T up Indicates the ESP torque boost; Condition 2a is: the ESP torque boost valid flag signal is valid, the ESP torque boost is greater than the driver's required torque, and the ESP torque boost is greater than the actual engine torque; Condition 2b is: the TCU torque demand mode is the torque boost mode, the TCU required torque is greater than the driver's required torque, and the TCU required torque is greater than the actual engine torque; If the torque reduction flag is in the reset state and the torque increase flag is in the reset state, the compensation power P is made equal to 0.

2. The method for determining the target compressor power of a turbocharger according to claim 1, characterized in that: In step 1, the method for determining the torque increase flag and the torque decrease flag includes: S11, determine whether the external lifting torque validity is invalid, if yes, execute S16, otherwise execute S12; S12, determining whether the external torque reduction is reasonable; if so, executing S13; otherwise, executing S14; S13, setting the torque reduction flag and resetting the torque increase flag, and then ending; S14, determining whether the external torque increase is reasonable. If so, executing S15; otherwise, executing S16; S15, resetting the torque reduction flag and setting the torque increase flag, and then ending; S16: Reset the torque reduction flag, reset the torque increase flag, and then end.

3. The method for determining the target compressor power of a turbocharger according to claim 2, wherein: If the ESP torque increase valid flag signal and the ESP torque reduction valid flag signal are valid at the same time, the external torque increase / decrease validity is determined to be invalid; If the ESP torque increase valid flag signal and the ESP torque reduction valid flag signal are both invalid, the external torque increase / decrease validity is determined to be valid; If the ESP torque increase valid flag signal is valid and the ESP torque reduction valid flag signal is invalid, then the external torque increase / decrease validity is determined to be valid; If the ESP torque increase validity flag signal is invalid and the ESP torque reduction validity flag signal is valid, it is determined that the external torque increase / decrease validity is valid.

4. The method for determining the target compressor power of a turbocharger according to claim 2, wherein: If condition 1a or condition 1b is met, the rationality of the external torque reduction is judged to be reasonable; if both condition 1a and condition 1b are not met, the rationality of the external torque reduction is judged to be unreasonable; If condition 2a or condition 2b is met, the rationality of the external torque rise is judged to be reasonable; if both condition 2a and condition 2b are not met, the rationality of the external torque rise is judged to be unreasonable.

5. The method for determining the target compressor power of a turbocharger according to any one of claims 1 to 4, characterized in that: The calibration method of the first power meter includes: S21, select n1 different engine speeds and m1 torque reduction amplitudes, and set the first power increment ΔP′ ij is equal to a preset first power threshold P', and then S22 is executed; wherein P'>0, i is all integers from 1 to n1, and j is all integers from 1 to m1; S22. At the selected i-th engine speed, the compressor power required during the torque reduction process is set to P′ ij -ΔP′ ij , so that the engine torque is gradually reduced from the initial torque to the jth torque reduction amplitude, and then S23 is executed; wherein, P′ ij represents the initial value of the compressor power requirement corresponding to the i-th engine speed and the j-th torque reduction amplitude; S23: Determine whether the difference between the actual boost pressure of the compressor and the target boost pressure is less than or equal to a preset first pressure threshold, and whether the pressure fluctuation after the torque reduction is completed is less than a preset second pressure threshold; if so, execute S24; otherwise, execute S25; S24, -ΔP′ ij As the first power corresponding to the i-th engine speed and the j-th torque reduction amplitude, then executing S26; S25. Change ΔP′ ij The value of , then returns to execute S22; S26, determining whether n1×m1 first powers are obtained, if yes, executing S27, otherwise returning to executing S22; S27, mapping n1×m1 first powers to n1 engine speeds and m1 torque reduction amplitudes one by one to form the first power table, and then ending; The second power meter is calibrated as follows: S31, select n2 different engine speeds and m2 torque increase amplitudes, and set the second power increment ΔP″ xy is equal to a preset second power threshold P", and then executes S32; wherein P">0, x takes all integers from 1 to n2, and y takes all integers from 1 to m2; S32. At the selected x-th engine speed, the compressor power required during the torque increase process is set to P″ xy +ΔP″ xy , so that the engine torque gradually increases from the initial torque to the yth torque increase amplitude, and then executes S33; wherein, P″ xy represents the initial value of the compressor power requirement corresponding to the xth engine speed and the yth torque rise amplitude; S33. Determine whether the difference between the actual boost pressure of the compressor and the target boost pressure is less than or equal to a preset third pressure threshold, and whether the time it takes for the actual boost pressure to reach the target boost pressure is less than a preset time; if so, execute S34; otherwise, execute S35; S34, ΔP″ xy as the second power corresponding to the x-th engine speed and the y-th torque increase amplitude, and then executing S36; S35. Change ΔP″ xy The value of , then returns to execute S32; S36: Determine whether n2×m2 second powers are obtained. If yes, execute S37; otherwise, return to execute S32. S37 , the n2×m2 second powers are matched one-to-one with the n2 engine speeds and the m2 torque increase amplitudes to form the second power table, and then the process ends.

6. A system for determining target compressor power of a turbocharger, comprising a controller, characterized in that: The controller is programmed to execute the steps of the method for determining a target compressor power of a turbocharger according to any one of claims 1 to 5 .

7. A vehicle, characterized in that: A system for determining a target compressor power of a turbocharger according to claim 6.

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