A supercharger transient protection control method and device
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- DONGFENG COMML VEHICLE CO LTD
- Filing Date
- 2023-09-28
- Publication Date
- 2026-08-07
AI Technical Summary
[0005]本申请提供一种增压器瞬态保护控制方法及装置，可以解决现有技术中存在的因负荷瞬态变化导致增压器出现瞬态超速风险，进而造成增压器损坏的技术问题
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Figure CN117072306B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of engine control technology, specifically to a method and device for transient protection control of a turbocharger. Background Technology
[0002] Currently, a turbocharger, as an air compressor, increases the intake air volume by compressing air. It uses the inertial force of the exhaust gas from the engine to drive the turbine in the turbine housing. The turbine then drives the coaxial impeller, which compresses the air delivered from the air filter pipe and forces it into the engine cylinder.
[0003] In related technologies, gas engines with turbochargers employ a closed-loop air volume control during operation. Under heavy loads, the duty cycle of the turbocharger exhaust bypass solenoid valve is controlled based on the required boost pressure to achieve closed-loop control of the turbocharger boost pressure.
[0004] However, when the atmospheric environment changes, such as when a gas engine enters a high-altitude area, the intake pressure decreases, causing the turbocharger speed to increase. There is a risk of transient overspeed of the turbocharger due to transient load changes, which may lead to turbocharger damage. Summary of the Invention
[0005] This application provides a transient protection control method and device for a turbocharger, which can solve the technical problem in the prior art where transient overspeed risk of turbocharger caused by transient load changes leads to turbocharger damage.
[0006] In a first aspect, embodiments of this application provide a turbocharger transient protection control method, which includes:
[0007] Obtain the engine's current required boost pressure, actual boost pressure, engine speed and rate of change of speed, as well as the current atmospheric pressure;
[0008] Based on the pressure difference between the required boost pressure and the actual boost pressure, the control parameters for the PID control of the booster exhaust bypass solenoid valve are obtained.
[0009] Based on the above rotational speed and rate of change of rotational speed, obtain the integral correction parameter of the integral parameter in the above control parameters;
[0010] Based on the current atmospheric pressure, obtain the correction coefficients for the above integral correction parameters;
[0011] The integral parameters are corrected based on the aforementioned integral correction parameters and correction coefficients.
[0012] In conjunction with the first aspect, in one implementation, the integral parameters are corrected according to the aforementioned integral correction parameters and correction coefficients, specifically including:
[0013] Obtain the product of the above integral correction parameters and correction coefficients;
[0014] The sum of the above product and the above integration parameter is used as the corrected integration parameter.
[0015] In conjunction with the first aspect, in one embodiment, after using the sum of the above product and the above integration parameter as the corrected integration parameter, the method further includes:
[0016] Based on the aforementioned boost pressure difference, the proportional parameter, derivative parameter, and corrected integral parameter of the aforementioned control parameters, the drive duty cycle of the booster exhaust bypass solenoid valve is obtained.
[0017] In conjunction with the first aspect, in one embodiment, before obtaining the integral correction parameter of the integral parameter in the control parameters based on the aforementioned rotational speed and rate of change of rotational speed, the method further includes:
[0018] Obtain the pulse spectrum of the integral correction parameter under different pre-calibrated rotational speeds and rotational speed change rates.
[0019] In conjunction with the first aspect, in one embodiment, the above-mentioned calibration of the integral correction parameter pulse spectrum under different rotational speeds and rates of change of rotational speed specifically includes:
[0020] Set the reference atmospheric pressure;
[0021] Under the aforementioned reference atmospheric pressure, a rapid acceleration tip-out test was conducted in different gears, and the integral parameter correction was performed on the transient speed overspeed point of the turbocharger to obtain the integral correction parameter at each transient speed overspeed point.
[0022] Each transient speed overspeed point corresponds to an engine operating point, and each engine operating point includes engine speed and speed change rate.
[0023] In conjunction with the first aspect, in one embodiment, before obtaining the correction coefficient of the integral correction parameter based on the current atmospheric pressure, the method further includes:
[0024] Obtain the correction factor curves under different pre-calibrated atmospheric pressures.
[0025] In conjunction with the first aspect, in one implementation method, the above-mentioned calibration of correction factor curves under different atmospheric pressures specifically includes:
[0026] The correction factor under the reference atmospheric pressure is set to 1, and multiple calibration pressures are set.
[0027] Tipin-tipout tests were conducted sequentially at different gears under each calibrated pressure, and the integral correction parameters of the turbocharger's transient speed overspeed point were corrected by coefficients to obtain the correction coefficient for each transient speed overspeed point. The maximum correction coefficient was used as the correction coefficient for the corresponding calibrated pressure.
[0028] In conjunction with the first aspect, in one implementation, obtaining the current required boost pressure of the engine specifically includes:
[0029] Based on the preset first engine charge demand pulse spectrum under different speeds and throttle openings, the first engine charge demand is obtained according to the engine speed and throttle opening.
[0030] Based on the preset second engine charge demand pulse spectrum under different speeds and atmospheric pressures, the second engine charge demand is obtained according to the engine speed and atmospheric pressure.
[0031] The smaller value between the first engine charge requirement and the second engine charge requirement is taken as the current charge requirement of the engine.
[0032] The product of the current required charge volume of the engine and the charge pressure conversion coefficient is used as the required boost pressure.
[0033] Secondly, embodiments of this application provide a turbocharger transient protection control device, which includes:
[0034] The first acquisition module is used to acquire the engine's current required boost pressure, actual boost pressure, engine speed and rate of change of engine speed, and current atmospheric pressure;
[0035] The second acquisition module is used to acquire the control parameters of the PID control of the turbocharger exhaust bypass solenoid valve based on the pressure difference between the required boost pressure and the actual boost pressure.
[0036] The third acquisition module is used to acquire the integral correction parameter of the integral parameter in the above control parameters based on the above rotational speed and the rate of change of rotational speed.
[0037] The fourth acquisition module is used to acquire the correction coefficients of the above integral correction parameters based on the current atmospheric pressure.
[0038] The correction module is used to correct the integral parameters based on the integral correction parameters and correction coefficients.
[0039] In conjunction with the second aspect, in one implementation, the above-mentioned correction module includes:
[0040] The calculation submodule is used to obtain the product of the above integral correction parameters and correction coefficients;
[0041] The correction submodule is used to take the sum of the above product and the above integration parameters as the corrected integration parameters.
[0042] The beneficial effects of the technical solutions provided in this application include at least the following:
[0043] By acquiring the engine's current required boost pressure, actual boost pressure, current speed and rate of change of speed, and atmospheric pressure during engine operation, and then obtaining the control parameters for the turbocharger exhaust bypass solenoid valve PID control based on the boost pressure difference between the required and actual boost pressures, the integral correction parameters for the integral parameters in the control parameters are obtained based on the speed and rate of change of speed, and the correction coefficients for the integral correction parameters are obtained based on the current atmospheric pressure. Subsequently, the integral parameters can be corrected based on the above integral correction parameters and correction coefficients to ensure that even with transient load changes, the turbocharger speed does not exceed the risk of overspeed when the engine is running under different environments. This solves the technical problem in related technologies where transient load changes cause the turbocharger to experience transient overspeed risks, leading to turbocharger damage. Attached Figure Description
[0044] Figure 1 This is a flowchart illustrating an embodiment of the turbocharger transient protection control method of this application;
[0045] Figure 2 This is a flowchart illustrating another embodiment of the turbocharger transient protection control method of this application. Detailed Implementation
[0046] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.
[0047] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.
[0048] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.
[0049] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.
[0050] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.
[0051] In a first aspect, embodiments of this application provide a transient protection control method for a turbocharger.
[0052] like Figure 1 As shown, the above-mentioned transient protection control method for the turbocharger includes the following steps:
[0053] S1. Obtain the engine's current required boost pressure, actual boost pressure, engine speed and rate of change of engine speed, as well as the current atmospheric pressure.
[0054] S2. Based on the pressure difference between the required boost pressure and the actual boost pressure, obtain the control parameters for the PID control of the booster exhaust bypass solenoid valve.
[0055] The control parameters for PID control include proportional parameters, integral parameters, and derivative parameters.
[0056] S3. Based on the above rotational speed and rate of change of rotational speed, obtain the integral correction parameter of the integral parameter in the control parameters.
[0057] S4. Obtain the correction coefficients for the integral correction parameters based on the current atmospheric pressure.
[0058] Among them, the current atmospheric pressure, required boost pressure, actual boost pressure, speed, and speed change rate of the engine can all be obtained or calculated through corresponding sensors.
[0059] S5. Correct the above integral parameters according to the above integral correction parameters and correction coefficients.
[0060] Optionally, the order of steps S2, S3, and S4 can be interchanged. Optionally, in other embodiments, steps S2, S3, and S4 can be performed simultaneously.
[0061] The control method of this embodiment obtains the engine's current required boost pressure, actual boost pressure, current speed and rate of change of speed, and atmospheric pressure at which the engine is currently operating. Then, based on the boost pressure difference between the required and actual boost pressures, it obtains the control parameters for the PID control of the turbocharger exhaust bypass solenoid valve. Based on the speed and rate of change of speed, it obtains the integral correction parameters for the integral parameters in the control parameters, and based on the current atmospheric pressure, it obtains the correction coefficients for the integral correction parameters. Subsequently, the integral parameters can be corrected based on the aforementioned integral correction parameters and correction coefficients to ensure that even with transient load changes, the turbocharger speed does not exceed the risk of overspeed when the engine is operating under different environments. This solves the technical problem in related technologies where transient load changes cause the turbocharger to experience transient overspeed risks, leading to turbocharger damage.
[0062] Furthermore, in one embodiment, the step S5 above, which corrects the integral parameters based on the integral correction parameters and correction coefficients, specifically includes the following steps:
[0063] First, obtain the product of the integral correction parameter and the correction coefficient mentioned above.
[0064] Then, the sum of the above product and the above integration parameters is used as the corrected integration parameters.
[0065] Furthermore, in one embodiment, after using the sum of the above product and the above integration parameter as the corrected integration parameter, the following step is further included:
[0066] Based on the aforementioned boost pressure difference, the proportional parameter, derivative parameter, and corrected integral parameter of the aforementioned control parameters, the drive duty cycle of the booster exhaust bypass solenoid valve is obtained.
[0067] Optionally, upon obtaining the proportional parameters, derivative parameters, and corrected integral parameters of the PID controller, the proportional control duty cycle, derivative control duty cycle, and integral control duty cycle can be output respectively based on the boost pressure difference. Then, the proportional control duty cycle, derivative control duty cycle, and integral control duty cycle are summed to obtain the drive duty cycle of the booster exhaust bypass solenoid valve.
[0068] In this embodiment, the integral parameters are corrected by integral correction parameters and correction coefficients, and then the duty cycle of the exhaust bypass solenoid valve is obtained based on the corrected integral parameters. This can effectively avoid the risk of the turbocharger speed exceeding the limit due to the overshoot of the boost pressure during transient acceleration and deceleration when there is no risk of overspeed in the steady-state turbocharger.
[0069] Furthermore, before obtaining the integral correction parameter of the integral parameter in the control parameters based on the aforementioned rotational speed and rate of change of rotational speed, the process further includes:
[0070] Obtain the pulse spectrum of the integral correction parameter under different pre-calibrated rotational speeds and rotational speed change rates.
[0071] In this embodiment, the calibration of the integral correction parameter pulse spectrum under different rotational speeds and rates of change of rotational speed specifically includes the following steps:
[0072] First, set the baseline atmospheric pressure.
[0073] Then, under the aforementioned reference atmospheric pressure, a rapid acceleration tippin-rapid deceleration tipout test was conducted sequentially at different gears, and the integral parameter correction was performed on the transient speed overspeed point of the turbocharger to reduce the turbocharger speed to no more than the preset speed threshold, thus obtaining the integral correction parameter at each transient speed overspeed point.
[0074] Each transient speed overspeed point corresponds to an engine operating point, and each engine operating point includes engine speed and speed change rate.
[0075] Finally, based on the integral correction parameters corresponding to different speeds and speed change rates, an integral correction parameter pulse spectrum is formed for different speeds and speed change rates.
[0076] Furthermore, before obtaining the correction coefficients for the integral correction parameters based on the current atmospheric pressure, the process also includes:
[0077] Obtain the correction factor curves under different pre-calibrated atmospheric pressures.
[0078] In this embodiment, the calibration of the correction coefficient curves under different atmospheric pressures specifically includes the following steps:
[0079] First, a correction factor of 1 is set at the reference atmospheric pressure, and multiple calibration pressures different from the reference atmospheric pressure are established. Optionally, all of the multiple calibration pressures are greater than the reference atmospheric pressure, or some calibration pressures are greater than the reference atmospheric pressure, while others are less than the reference atmospheric pressure.
[0080] Then, tipin-tipout tests were conducted sequentially at different gears under each calibrated pressure, and the integral correction parameters of the turbocharger transient speed overspeed point were corrected by coefficients to reduce the turbocharger speed to no more than the preset speed threshold. The correction coefficients at each transient speed overspeed point were obtained, and the maximum correction coefficient was used as the correction coefficients at the corresponding calibrated pressure.
[0081] Finally, based on the correction coefficients corresponding to different calibration pressures, correction coefficient curves under different atmospheric pressures are obtained.
[0082] In this embodiment, different altitude calibration points, i.e., different atmospheric pressure calibration points, can be defined according to the requirements of different aircraft models. In this embodiment, the reference atmospheric pressure is c, and the multiple calibration pressures are atmospheric pressures a and b, which are less than c, and atmospheric pressures d and e, which are greater than c.
[0083] When obtaining the integral correction parameter pulse spectrum, transient turbocharger protection calibration is performed under a reference atmospheric pressure (c). Specifically, tipin-tipout tests are conducted at different gears, and an integral correction (term I) is applied to the turbocharger's transient speed overspeed point to reduce the turbocharger speed and obtain the integral correction parameters for each transient speed overspeed point. Finally, the integral correction parameters for different speeds and speed change rates are entered into a map to obtain the integral correction parameter pulse spectrum.
[0084] When obtaining the correction coefficient curve, the correction coefficient under the reference atmospheric pressure c is defined as 1, which serves as the reference for the integral correction parameter pulse spectrum, and coefficient corrections are made for other altitudes based on this.
[0085] Specifically, firstly, under atmospheric pressure 'a', tipin-tipout tests are conducted sequentially at different gears to correct the coefficients of the integral correction parameters for the transient speed overspeed point of the turbocharger, thereby reducing the turbocharger speed and obtaining the correction coefficient for each transient speed overspeed point. Then, the maximum value among these correction coefficients is taken as the correction coefficient under atmospheric pressure 'a'.
[0086] Then, under atmospheric pressure b, tipin-tipout tests were conducted sequentially at different gears to correct the coefficients of the integral correction parameters for the transient speed overspeed point of the turbocharger, thereby reducing the turbocharger speed and obtaining the correction coefficient at each transient speed overspeed point. Finally, the maximum value among these correction coefficients was taken as the correction coefficient under atmospheric pressure b.
[0087] Similarly, the correction coefficients for atmospheric pressure d and atmospheric pressure e are obtained respectively.
[0088] At this point, the final correction coefficient curve can be obtained based on the correction coefficients corresponding to atmospheric pressure a, atmospheric pressure b, atmospheric pressure c, atmospheric pressure d, and atmospheric pressure e.
[0089] In this embodiment, the aforementioned correction coefficient curve and the integral correction parameter pulse spectrum of the I-term integral correspond to the correction requirements for the turbocharger control I-term integral under different altitudes and transient scenarios, in order to ensure that the transient speed of the turbocharger does not exceed the preset speed threshold of the turbocharger. This preset speed threshold can be defined according to the requirements of different engine models.
[0090] Furthermore, in step S1 above, obtaining the current required boost pressure of the engine specifically includes the following steps:
[0091] First, based on the preset first engine charge demand pulse spectrum under different speeds and throttle openings, the first engine charge demand is obtained according to the engine speed and throttle opening.
[0092] Secondly, based on the preset second engine charge demand pulse spectrum under different speeds and atmospheric pressures, the second engine charge demand is obtained according to the engine speed and atmospheric pressure.
[0093] Then, the smaller of the first engine charge demand and the second engine charge demand is taken as the current engine charge demand.
[0094] Finally, the product of the current required charge and the charge pressure conversion coefficient of the engine is taken as the required boost pressure.
[0095] In some embodiments, the required boost pressure can be obtained based on the demand charge volume. The pressure deviation between the required boost pressure and the actual boost pressure is used by a PID controller to calculate and output Kp, Ki, and Kd, thereby obtaining the duty cycle of the exhaust bypass solenoid valve. This control of the booster vent valve achieves closed-loop control of the boost pressure. At high altitudes, atmospheric pressure limits the demand charge volume, thereby limiting the required boost pressure and limiting the booster speed to protect the booster.
[0096] However, since the responsiveness of a gas turbine engine's boost pressure directly determines its acceleration performance, during turbocharger control calibration, larger values for Kp and Ki are typically used to ensure acceleration capability and maintain engine dynamic responsiveness. During acceleration, when the actual boost pressure is lower than the required boost pressure, the Ki integral is accumulated; when the actual boost pressure exceeds the required boost pressure, the Ki integral is gradually reduced to minimize overshoot. This lag in Ki integral adjustment leads to the risk of boost pressure overshoot and turbocharger speed overshoot during transient acceleration and deceleration. At high altitudes, to address the risk of transient turbocharger overshoot, steady-state turbocharger performance must be sacrificed by limiting the charge volume to achieve the goal of preventing transient overshoot.
[0097] like Figure 2 As shown, the control method of this embodiment includes:
[0098] A1. Based on the engine speed N and throttle opening A, establish the first engine charge demand spectrum M under different operating conditions. rlsol The horizontal axis of the pulse spectrum is the engine speed N, and the vertical axis is the throttle opening A. The pulse spectrum value represents the engine charge demand rlsol for the corresponding operating condition.
[0099] A2. Based on the engine speed N and atmospheric pressure P (corresponding to different altitudes), establish the second engine charge demand spectrum M under different atmospheric pressures. rlp The horizontal axis of the pulse spectrum represents engine speed (N), and the vertical axis represents atmospheric pressure (P). The pulse spectrum value represents the engine charge requirement (rl) at the corresponding altitude. p This serves as a limit on the amount of charge;
[0100] A3. (The rest of the text appears to be a mix of characters and symbols, possibly related to a computer program or similar software.) p For comparison, the smaller value is taken as the current required charge output of the engine;
[0101] A4. Convert the current required charge of the engine into the required boost pressure using the charge pressure conversion coefficient, and then calculate the difference between the required boost pressure and the actual boost pressure to obtain the boost pressure difference ΔP between the current required boost pressure and the actual boost pressure.
[0102] A5. Based on the pressure difference ΔP between the current required boost pressure and the actual boost pressure, and through the control and adjustment of the PID controller, the proportional parameter Kp, integral parameter Ki, and derivative parameter Kd of the booster exhaust bypass valve control can be obtained.
[0103] A6. Based on the engine speed N and the rate of change of speed Dn, establish the integral correction parameter pulse spectrum M for the control of the turbocharger exhaust bypass solenoid valve Ki under different engine speeds and rates of change of speed. LKiThe horizontal axis of the pulse spectrum represents the rate of change of rotational speed Dn, and the vertical axis represents the rotational speed N. The pulse spectrum value represents the integral correction parameter Ld of the Ki integral under the corresponding operating condition. Ki_map ;
[0104] A7. Based on atmospheric pressure (at different altitudes), obtain the correction coefficients fac for the integral correction parameters at different altitudes using a curve. p The correction coefficient and integral correction parameter pulse spectrum value Ld under the current operating condition Ki_map Multiplying them yields the final Ki correction value Ld. Ki This correction value is added to the Ki integral of the PID controller output to correct the I term, and is finally output to the duty cycle of the exhaust bypass solenoid valve.
[0105] In this embodiment, the correction factor fac obtained from atmospheric pressure is used. p The corresponding integral correction parameter Ld for this operating condition Ki_map The integral correction Ld obtained by multiplication Ki The value of the I-term integral is added to the integral term to limit the turbocharger's I-term integral value under transient operating conditions, thereby reducing the risk of turbocharger transient overspeed.
[0106] Secondly, embodiments of this application also provide a turbocharger transient protection control device. This turbocharger transient protection control device includes a first acquisition module, a second acquisition module, a third acquisition module, a fourth acquisition module, and a correction module.
[0107] The first acquisition module described above is used to acquire the engine's current required boost pressure, actual boost pressure, engine speed, and rate of change of engine speed. This first acquisition module is also used to acquire the current atmospheric pressure.
[0108] The second acquisition module is used to acquire the control parameters of the PID control of the turbocharger exhaust bypass solenoid valve based on the pressure difference between the required boost pressure and the actual boost pressure.
[0109] The third acquisition module is used to acquire the integral correction parameter of the integral parameter in the control parameters based on the speed and the speed change rate.
[0110] The fourth acquisition module mentioned above is used to acquire the correction coefficient of the integral correction parameter based on the current atmospheric pressure.
[0111] The aforementioned correction module is used to correct the aforementioned integral parameters based on the aforementioned integral correction parameters and correction coefficients.
[0112] Furthermore, in one embodiment, the above-mentioned correction module includes a calculation submodule and a correction submodule.
[0113] The above calculation submodule is used to obtain the product of the above integral correction parameters and correction coefficients.
[0114] The aforementioned correction submodule is used to take the sum of the aforementioned product and the aforementioned integration parameter as the corrected integration parameter.
[0115] Furthermore, in one embodiment, the first acquisition module includes a comparison submodule and an acquisition submodule.
[0116] The aforementioned comparison submodule is used to obtain the first engine charge demand based on the preset first engine charge demand pulse spectrum under different engine speeds and throttle openings, and to obtain the second engine charge demand based on the preset second engine charge demand pulse spectrum under different engine speeds and atmospheric pressures; it is also used to compare the first engine charge demand and the second engine charge demand, and to take the smaller value between the first engine charge demand and the second engine charge demand as the current engine charge demand.
[0117] The aforementioned acquisition submodule is used to obtain the demand boost pressure by multiplying the engine's current required charge volume by the charge volume pressure conversion coefficient.
[0118] Furthermore, the aforementioned turbocharger transient protection control device also includes a fifth acquisition module, which is used to acquire the pulse spectrum of integral correction parameters under different pre-calibrated speeds and speed change rates, as well as the correction coefficient curves under different pre-calibrated atmospheric pressures.
[0119] The turbocharger transient protection control device in this embodiment is applicable to the aforementioned turbocharger transient protection control methods. Based on the Ki integral correction curve of the engine at different altitudes and the pulse spectrum of the I control integral correction parameters based on the engine speed and the rate of change of speed, the final correction coefficient of the turbocharger I control can be obtained. This leads to the Ki integral correction of the turbocharger PID controller output, thereby avoiding the risk of turbocharger speed exceeding the limit due to overshoot of boost pressure during transient acceleration and deceleration when there is no risk of overspeed in the steady-state turbocharger. This ensures that there is no risk of turbocharger speed exceeding the limit when the engine is running at high altitudes and the load changes transiently.
[0120] The functions of each module in the aforementioned turbocharger transient protection control device correspond to the steps in the aforementioned turbocharger transient protection control method embodiments, and their functions and implementation processes will not be elaborated here. It should be noted that the sequence numbers of the embodiments in this application are merely descriptive and do not represent the superiority or inferiority of the embodiments.
[0121] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.
[0122] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.
Claims
1. A transient protection control method for a turbocharger, characterized in that, The transient protection control method for the turbocharger includes: Obtain the engine's current required boost pressure, actual boost pressure, engine speed and rate of change of speed, as well as the current atmospheric pressure; Based on the pressure difference between the required boost pressure and the actual boost pressure, obtain the control parameters for the PID control of the booster exhaust bypass solenoid valve. Based on the rotational speed and the rate of change of rotational speed, obtain the integral correction parameter of the integral parameter in the control parameters; Based on the current atmospheric pressure, obtain the correction coefficient of the integral correction parameter; The integral parameters are corrected according to the integral correction parameters and correction coefficients; Specifically, the correction of the integral parameter based on the integral correction parameter and the correction coefficient includes: Obtain the product of the integral correction parameter and the correction coefficient; The sum of the product and the integration parameter is used as the corrected integration parameter.
2. The turbocharger transient protection control method as described in claim 1, characterized in that, After using the sum of the product and the integration parameter as the corrected integration parameter, the method further includes: The drive duty cycle of the turbocharger exhaust bypass solenoid valve is obtained based on the boost pressure difference, the proportional parameter, the derivative parameter, and the corrected integral parameter of the control parameters.
3. The turbocharger transient protection control method as described in claim 1, characterized in that, Before obtaining the integral correction parameter of the integral parameter in the control parameters based on the rotational speed and the rate of change of rotational speed, the method further includes: Obtain the pulse spectrum of the integral correction parameter under different pre-calibrated rotational speeds and rotational speed change rates.
4. The turbocharger transient protection control method as described in claim 3, characterized in that, The calibration of the integral correction parameter pulse spectrum under different rotational speeds and rates of change of rotational speed specifically includes: Set the reference atmospheric pressure; Under the reference atmospheric pressure, a rapid acceleration tip-out test was conducted in different gears, and the integral parameter correction was performed on the transient speed overspeed point of the turbocharger to obtain the integral correction parameter at each transient speed overspeed point. Each transient speed overspeed point corresponds to an engine operating point, and each engine operating point includes engine speed and speed change rate.
5. The turbocharger transient protection control method as described in claim 4, characterized in that, Before obtaining the correction coefficient of the integral correction parameter based on the current atmospheric pressure, the method further includes: Obtain the correction factor curves under different pre-calibrated atmospheric pressures.
6. The turbocharger transient protection control method as described in claim 5, characterized in that, The calibration correction factor curves under different atmospheric pressures specifically include: The correction factor under the reference atmospheric pressure is set to 1, and multiple calibration pressures are set. Tipin-tipout tests were conducted sequentially at different gears under each calibrated pressure, and the integral correction parameters of the turbocharger's transient speed overspeed point were corrected by coefficients to obtain the correction coefficient for each transient speed overspeed point. The maximum correction coefficient was used as the correction coefficient for the corresponding calibrated pressure.
7. The turbocharger transient protection control method as described in claim 1, characterized in that, The process of obtaining the current required boost pressure of the engine specifically includes: Based on the preset first engine charge demand pulse spectrum under different speeds and throttle openings, the first engine charge demand is obtained according to the engine speed and throttle opening. Based on the preset second engine charge demand pulse spectrum under different speeds and atmospheric pressures, the second engine charge demand is obtained according to the engine speed and atmospheric pressure. The smaller value between the first engine charge demand and the second engine charge demand is taken as the current charge demand of the engine. The required boost pressure is the product of the current required charge volume of the engine and the charge pressure conversion coefficient.
8. A transient protection control device for a turbocharger, characterized in that, The turbocharger transient protection control device includes: The first acquisition module is used to acquire the engine's current required boost pressure, actual boost pressure, engine speed and rate of change of engine speed, and current atmospheric pressure; The second acquisition module is used to acquire the control parameters of the PID control of the turbocharger exhaust bypass solenoid valve based on the pressure difference between the required boost pressure and the actual boost pressure. The third acquisition module is used to acquire the integral correction parameter of the integral parameter in the control parameters based on the rotational speed and the rate of change of rotational speed. The fourth acquisition module is used to acquire the correction coefficient of the integral correction parameter based on the current atmospheric pressure. A correction module is used to correct the integral parameters according to the integral correction parameters and correction coefficients; The correction module includes: A calculation submodule is used to obtain the product of the integral correction parameter and the correction coefficient; A correction submodule is used to use the sum of the product and the integration parameter as the corrected integration parameter.
Citation Information
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