Method for post-processing of a boost system capacity failure

Abstract

The application discloses a supercharging system capacity fault post-processing method, which comprises a supercharging system capacity deficiency fault post-processing method and a supercharging system capacity excess fault post-processing method, wherein the supercharging system capacity deficiency fault post-processing method comprises the following steps: optimizing P item and D item enabling conditions; improving a target supercharging pressure; and reducing an engine request fire road torque; and the supercharging system capacity excess fault post-processing method comprises the following steps: optimizing P item and D item enabling conditions; reducing the target supercharging pressure; and reducing a minimum ignition angle efficiency. The application can post-process the supercharging system capacity deficiency fault and the supercharging system capacity excess fault, reduce the influence of the supercharging system capacity fault on an engine intake system, and reduce the influence on performance dimensions such as engine power, economy, emission, NVH and the like.

Description

Technical Field

[0001] This invention belongs to the field of engine control, specifically relating to a post-processing method for turbocharger system capability failure. Background Technology

[0002] To respond to engine intake boost and torque increase requests, the turbocharger system controls the output to utilize more exhaust energy for boost. If the boost capacity is insufficient at this point, it will lead to inadequate torque, affecting vehicle performance (acceleration, climbing ability, load capacity). Similarly, to respond to engine intake depressurization and torque reduction requests, the turbocharger system controls the output to utilize less exhaust energy for depressurization. If the boost capacity is excessive at this point, it will lead to excess torque, failing to reduce engine torque and causing power problems such as inability to decelerate. Both of these situations can reduce the lifespan of engine and turbocharger components, affect vehicle performance, and pose safety hazards. Therefore, it is necessary to perform fault detection on the vehicle's turbocharger system, and after detecting a fault, post-fault control measures are required. Summary of the Invention

[0003] The main objective of this invention is to provide a post-processing method for turbocharger system capability failures. This method can post-process turbocharger system capability deficiency failures and turbocharger system capability excess failures, thereby reducing the impact of turbocharger system capability failures on the engine intake system and reducing the impact on engine performance dimensions such as power, economy, emissions, and NVH.

[0004] The technical solution adopted in this invention is: a post-processing method for turbocharger system capacity failure, which includes a post-processing method for insufficient turbocharger system capacity failure and a post-processing method for excessive turbocharger system capacity failure. The post-fault handling method for insufficient booster system capacity includes: Optimize the enabling conditions for the P term (proportional term) and the D term (differential term); Increase the target boost pressure; Reduce the engine's requested firing torque; The post-fault handling method for the over-capacity booster system includes: Optimize the enabling conditions for the P term (proportional term) and the D term (differential term); Reduce target boost pressure; Reduce minimum ignition angle efficiency.

[0005] The beneficial effects of this invention are: When the turbocharging system is underpowered or overpowered, control optimization is performed from the perspectives of power performance, engine torque accuracy, and engine protection. The control parameters are continuously self-learned and updated to adapt to the accuracy of after-processing control under different engine life cycles. This invention reduces the impact of turbocharger system failure on the engine intake system, and reduces the impact on engine performance dimensions such as power, economy, emissions, and NVH. Increase the target boost pressure and avoid reducing the accuracy of engine intake pressure control responsiveness; Reduce the target boost pressure to improve the accuracy of engine intake pressure control response after a fault. By reducing the minimum ignition angle efficiency, the accuracy of the engine's firing torque can be guaranteed even if the reduction in gas path torque is too slow. Attached Figure Description

[0006] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0007] Figure 1 This is a flowchart illustrating the post-failure handling method for a booster system; Figure 2 This is a flowchart illustrating the process of increasing the target boost pressure. Figure 3 This is a schematic diagram of the process for reducing the engine's requested torque. Figure 4 This is a flowchart illustrating the process of reducing the target boost pressure; Figure 5 This is a flowchart illustrating the process of reducing the efficiency of the minimum ignition angle. Detailed Implementation

[0008] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0009] like Figure 1 As shown, a method for handling turbocharger system capacity failure includes a method for handling insufficient turbocharger system capacity failure and a method for handling excessive turbocharger system capacity failure. I. When a turbocharger system fails due to insufficient capacity, the following follow-up procedures should be followed: 1) Optimize the enabling conditions of the P term (proportional term) and the D term (differential term). Under normal circumstances, the conditions for enabling the boost closed-loop control are found in patent number 201910988050.8, patent title: "Adaptive System and Control Method for Boost Closed-Loop Control of Exhaust Gas Turbine Engine." However, when the boost system capacity is insufficient, it is necessary to enable the boost closed-loop control as early as possible to reduce the impact on the boost pressure control responsiveness. The enabling conditions for the P (proportional) and D (derivative) terms when a boost system capacity deficiency fault occurs are as follows: A) The target outlet pressure 'a' of the turbocharger assembly's compressor is greater than the preset pressure, which is equal to the minimum boost pressure minus a certain deviation 'p1'. The minimum boost pressure can be found in patent number 201910988050.8, patent title: "Exhaust Gas Turbine Engine Boost Closed-Loop Adaptive System and Control Method". In this example, the deviation 'p1' depends on atmospheric pressure and is calibrated as follows:

[0010] B) The engine speed is greater than the preset value; the preset value is equal to the preset value when the turbocharger system is not underpowered minus a certain deviation n1. In this example, n1 is 60 rpm.

[0011] C) The electronic pressure relief valve of the turbocharger assembly is not open.

[0012] D) No faults occurred in the booster system sensors.

[0013] E) No faults occurred in the booster system actuators.

[0014] When all five conditions A through E are met, the P (proportional) and D (derivative) terms in the boost pressure closed-loop PID control are activated, and the I (integral) term in the boost pressure closed-loop PID control can only be activated after the normal boost closed-loop enable conditions are met. Only after each term is activated will the corresponding P (proportional), D (derivative), and I (integral) terms perform normal control; otherwise, when not activated, the corresponding P (proportional), D (derivative), and I (integral) terms are 0. The outputs of the normally controlled P (proportional), D (derivative), and I (integral) terms are all the target booster actuator opening. Adding the actuator openings output by the P (proportional), D (derivative), and I (integral) terms yields the target actuator opening.

[0015] See Figure 2 2) Increase the target boost pressure to avoid reducing the accuracy of engine intake pressure control response.

[0016] Obtain the optimized target boost pressure correction factor ; Optimized target boost pressure correction factor From the target boost pressure ratio before optimization Requested fire circuit torque With maximum air path torque ratio The engine speed and other parameters jointly determine the boost pressure ratio. The target boost pressure ratio before optimization refers to the ratio of the target boost pressure before optimization to the actual inlet pressure of the turbocharger compressor. The maximum air path torque is also a factor. The limit air path torque is defined in the same way as in patent number 202210534098.3, patent title: A method for controlling the limit air path torque of an engine.

[0017]

[0018] in, This is a self-learning update coefficient, with a default value of 0. It continuously learns and updates throughout different stages of the engine's lifecycle and can be saved after the vehicle stops operating; the optimized target boost pressure correction coefficient. Only calibration is needed The calibration is based on the following: the intake pressure fluctuation after boost pressure optimization (the difference between the target intake pressure and the actual intake pressure) should not exceed 1.2 times the intake pressure fluctuation before the fault (the difference between the target intake pressure and the actual intake pressure), and the engine torque accuracy should not exceed 1.2 times the torque accuracy before the fault. The torque accuracy is obtained based on the difference between the target firing torque and the actual firing torque.

[0019] This example The calibration is as follows:

[0020] The calibration is as follows:

[0021] The self-learning update coefficients need to be obtained through learning and updating under certain conditions, which are as follows: The optimized boost control is in a closed-loop state; The difference between the optimized target boost pressure and the actual boost pressure shall not exceed the preset value, which is 8 Nm in this example; The throttle is fully open; The engine speed fluctuation should not exceed the preset value, which is ±50 rpm in this example; The optimized target boost pressure fluctuation should not exceed the preset value, which is ±2kPa in this example; The booster system is experiencing insufficient capacity. After the above conditions are met, the actual boost pressure is subjected to a first-order low-pass filter:

[0022] in, This is the actual boost pressure. The actual boost pressure in the Nth sampling period. This represents the actual boost pressure after first-order low-pass filtering. This represents the filtered actual boost pressure during the Nth sampling period. The actual boost pressure after filtering in the (N-1)th sampling period, where N = 1, 2, 3… Equal to the actual boost pressure at the 0th sampling period The start time of the 0th sampling period refers to the moment when the electronic pressure relief valve fails to close; the sampling period interval... In this example, it took 10ms. ,in The number of engine cylinders. Engine speed, To improve the self-learning update coefficient for calculating the target boost pressure The actual boost pressure filter coefficient is used, and based on this coefficient, the filtered actual boost pressure is calculated through a first-order low-pass filter. (Number of engine cylinders in this example) It is 4. The calibration speed is 1000 rpm. The purpose of this setting is for normalization; no special calibration is needed for different numbers of cylinders and engine speeds. Only the 4-cylinder engine and the engine at 1000 rpm need to be calibrated. This reduces calibration testing work. In this embodiment, (0.1).

[0023] Read the current average engine speed, the average target boost pressure before optimization, and the fluctuation characteristic signal. average : if Then update the corresponding operating conditions (same average engine speed, same target boost pressure before optimization) under the same conditions. , Learning weight coefficient Take 0.1, The boost pressure self-learning correction coefficient is updated for the last learning update, and it can be updated at most once per driving cycle; if Then update the corresponding operating conditions (same average engine speed, same target boost pressure before optimization) under the same conditions. , Learning weight coefficient Take 0.05; if Then update the corresponding operating conditions (same average engine speed, same target boost pressure before optimization) under the same conditions. , ; if Then update the corresponding operating conditions (same average engine speed, same target boost pressure before optimization) under the same conditions. , Learning weight coefficient Take 0.02; Self-learning correction coefficient for boost pressure under other operating conditions No update. After the self-learning correction coefficient is updated, the target boost pressure will not be updated in this driving cycle; it will be updated in the next driving cycle.

[0024] The optimized target boost pressure correction factor Multiplying the target boost pressure before optimization yields the optimized target boost pressure. Finally, the optimized target boost pressure is used for boost control. The target boost pressure before optimization can be obtained from the patent with patent number 202010109549.X, entitled "Method for Determining Target Boost Pressure of Exhaust Gas Turbocharged Engine, Storage Medium".

[0025] See Figure 3 3) Reduce engine-requested firing torque Obtain the optimized request fire path torque correction coefficient : ,in The requested fire torque before optimization, This is a request for a self-learning correction coefficient for engine torque, with a default value of 0. This coefficient is continuously updated through self-learning throughout different engine lifecycles and can be saved after the vehicle stops operating. The optimized target is to request a correction coefficient for engine torque. Only calibration is needed The calibration is based on the engine torque accuracy not exceeding 1.1 times the torque accuracy before the fault. Torque accuracy is obtained based on the difference between the target firing line torque and the actual firing line torque.

[0026] This example The calibration is as follows:

[0027] The self-learning update coefficients need to be obtained through learning and updating under certain conditions, which are as follows: The optimized boost control is in a closed-loop state; The difference between the optimized target boost pressure and the actual boost pressure shall not exceed the preset value, which is 8 Nm in this example; The throttle is fully open; The engine speed fluctuation should not exceed the preset value, which is ±50 rpm in this example; The optimized target boost pressure fluctuation should not exceed the preset value, which is ±2kPa in this example; The target intake pressure fluctuation is within a preset range, which is ±2 kPa in this example; The optimized target fire circuit torque fluctuation does not exceed the preset value, which is ±2Nm in this example; The booster system is experiencing insufficient capacity. After the above conditions are met, the actual fire circuit torque is subjected to first-order low-pass filtering:

[0028] in, This represents the actual torque in the fire circuit. The actual fire path torque in the Nth sampling period. The actual fire torque after first-order low-pass filtering. The filtered actual fire torque for the Nth sampling period. The filtered actual fire torque is given in the (N-1)th sampling period, where N = 1, 2, 3… Equal to the actual fire circuit torque at the 0th sampling period The start time of the 0th sampling period refers to the moment immediately following the occurrence of the insufficient capacity fault in the boost system; the sampling period interval... In this example, it took 10ms. ,in The number of engine cylinders. Engine speed, To reduce the self-learning update coefficient for calculating engine requested torque. The actual firing torque is used as the filtering coefficient. Based on this coefficient, the filtered actual firing torque is calculated through a first-order low-pass filter. (Number of engine cylinders in this example) It is 4. The calibration speed is 1000 rpm. The purpose of this setting is for normalization; no special calibration is needed for different numbers of cylinders and engine speeds. Only the 4-cylinder engine and the engine at 1000 rpm need to be calibrated. This reduces calibration testing work. In this embodiment, (0.11).

[0029] Read the current average engine speed, the average target boost pressure before optimization, and the fluctuation characteristic signal. average The engine speed and the target boost pressure before optimization will fluctuate and are not fixed values. After calculating the average value, the operating conditions are determined.

[0030] if Then update the corresponding operating conditions (same average engine speed, average target fire torque before optimization) under the same conditions. , Learning weight coefficient Take 0.05, The boost pressure self-learning correction factor, which was updated in the last learning cycle, is updated at most once per driving cycle. if Then update the corresponding operating conditions (same average engine speed, average target fire torque before optimization) under the same conditions. , Learning weight coefficient Take 0.02; if Then update the corresponding operating conditions (same average engine speed, average target fire torque before optimization) under the same conditions. , ; if Then update the corresponding operating conditions (same average engine speed, average target fire torque before optimization) under the same conditions. , Learning weight coefficient Take 0.01; Self-learning correction coefficient under other operating conditions No update. After the self-learning correction coefficient is updated, the engine request torque will not be updated in this driving cycle; it will be updated in the next driving cycle.

[0031] The optimized request fire torque correction coefficient Multiply by the requested fire torque before optimization Optimized request fire torque .

[0032] II. When an over-boosting system malfunction occurs, the following follow-up procedures should be followed: 1) Optimize the enabling conditions of the P term (proportional term) and the D term (differential term). Under normal circumstances, the conditions for enabling the boost closed loop can be found in patent number 201910988050.8, patent title: Boost Closed-Loop Adaptive System and Control Method for Exhaust Gas Turbine Engines. However, when the boost system capacity is insufficient, the boost closed loop needs to be enabled later to avoid boost pressure control overshoot.

[0033] The enabling conditions for the P (proportional) and D (derivative) terms in the event of an over-capacity fault in the turbocharged system are as follows: The compressor outlet target pressure 'a' of the turbocharger assembly is greater than the preset pressure, which is equal to the minimum boost pressure plus a certain deviation 'p2'. The minimum boost pressure can be found in patent number 201910988050.8, patent title: "Exhaust Gas Turbine Engine Boost Closed-Loop Adaptive System and Control Method". In this example, the deviation 'p2' depends on atmospheric pressure.

[0034] The deviation p2 in this example is calibrated as follows:

[0035] B) The engine speed is greater than the preset value n2; the preset value n2 is equal to the preset value when the turbocharger system is not underpowered.

[0036] C) The electronic pressure relief valve of the turbocharger assembly is not open.

[0037] D) No faults occurred in the booster system sensors.

[0038] E) No faults occurred in the booster system actuators.

[0039] When all five conditions A through E are met, the P (proportional) and D (derivative) terms in the boost pressure closed-loop PID control are activated, and the I (integral) term in the boost pressure closed-loop PID control can only be activated after the normal boost closed-loop enable conditions are met. Only after each term is activated will the corresponding P (proportional), D (derivative), and I (integral) terms perform normal control; otherwise, when not activated, the corresponding P (proportional), D (derivative), and I (integral) terms are 0. The outputs of the normally controlled P (proportional), D (derivative), and I (integral) terms are all the target booster actuator opening. Adding the actuator openings output by the P (proportional), D (derivative), and I (integral) terms yields the target actuator opening.

[0040] See Figure 4 2) Reduce the target boost pressure to improve the accuracy of engine intake pressure control response after a fault.

[0041] Obtain the optimized target boost pressure correction factor ; Optimized target boost pressure correction factor From the target boost pressure ratio before optimization and the requested fire torque With maximum air path torque ratio The engine speed and other speeds jointly determine the boost pressure ratio. The target boost pressure ratio before optimization refers to the ratio of the target boost pressure before optimization to the actual inlet pressure of the turbocharger compressor. The maximum air path torque... The limit air path torque is defined in the patent with patent number 202210534098.3 and patent title: A method for controlling the limit air path torque of an engine.

[0042]

[0043] in, This is a self-learning update coefficient, with a default value of 0. It continuously learns and updates throughout different stages of the engine's lifecycle and can be saved after the vehicle stops operating; the optimized target boost pressure correction coefficient. Only calibration is needed The calibration is based on the following: after boost pressure optimization, the intake pressure fluctuation (the difference between the target intake pressure and the actual intake pressure) should not exceed 1.2 times the intake pressure fluctuation before the fault (the difference between the target intake pressure and the actual intake pressure), and the engine torque accuracy should not exceed 1.2 times the torque accuracy before the fault. Torque accuracy is obtained based on the difference between the target firing torque and the actual firing torque.

[0044] This example The calibration is as follows:

[0045] The calibration is as follows:

[0046] The self-learning update coefficients need to be obtained through learning and updating under certain conditions, which are as follows: The optimized boost control is in a closed-loop state; The difference between the optimized target boost pressure and the actual boost pressure shall not exceed the preset value, which is 8 Nm in this example; The throttle is fully open; The engine speed fluctuation should not exceed the preset value, which is ±50 rpm in this example; The optimized target boost pressure fluctuation should not exceed the preset value, which is ±2kPa in this example; The supercharging system was over-powered, causing a malfunction. After the above conditions are met, the actual boost pressure is subjected to a first-order low-pass filter:

[0047] in, This is the actual boost pressure. The actual boost pressure in the Nth sampling period. This represents the actual boost pressure after first-order low-pass filtering. This represents the filtered actual boost pressure during the Nth sampling period. The actual boost pressure after filtering in the (N-1)th sampling period, where N = 1, 2, 3… Equal to the actual boost pressure at the 0th sampling period The start time of the 0th sampling period refers to the moment when the electronic pressure relief valve fails to close; the sampling period interval... In this example, it took 10ms. ,in The number of engine cylinders. Engine speed, The self-learning update coefficient is used to calculate the target boost pressure. The actual boost pressure filter coefficient is used, and based on this coefficient, the filtered actual boost pressure is calculated through a first-order low-pass filter. (Number of engine cylinders in this example) It is 4. The calibration speed is 1000 rpm. The purpose of this setting is for normalization; no special calibration is needed for different numbers of cylinders and engine speeds. Only the 4-cylinder engine and the engine at 1000 rpm need to be calibrated. This reduces calibration testing work. In this embodiment, (0.1).

[0048] Read the current average engine speed, the average target boost pressure before optimization, and the fluctuation characteristic signal. average The engine speed and the target boost pressure before optimization will fluctuate and are not fixed values. After calculating the average value, the operating conditions are determined.

[0049] if Then update the corresponding operating conditions (same average engine speed, same target boost pressure before optimization) under the same conditions. , Learning weight coefficient Take 0.1, The boost pressure self-learning correction coefficient is updated for the last learning update, and it can be updated at most once per driving cycle; if Then update the corresponding operating conditions (same average engine speed, same target boost pressure before optimization) under the same conditions. , Learning weight coefficient Take 0.05; if Then update the corresponding operating conditions (same average engine speed, same target boost pressure before optimization) under the same conditions. , ; if Then update the corresponding operating conditions (same average engine speed, same target boost pressure before optimization) under the same conditions. , Learning weight coefficient Take 0.02; Self-learning correction coefficient for boost pressure under other operating conditions No update. After the self-learning correction coefficient is updated, the target boost pressure will not be updated in this driving cycle; it will be updated in the next driving cycle.

[0050] The optimized target boost pressure correction factor Multiplying the target boost pressure before optimization yields the optimized target boost pressure. Finally, the optimized target boost pressure is used for boost control. The target boost pressure before optimization can be obtained from the patent (patent number: 202010109549.X, patent title: Method for determining target boost pressure of exhaust gas turbocharged engine, storage medium).

[0051] See Figure 5 3) Reduce minimum ignition angle efficiency Reduce the minimum ignition angle efficiency to ensure the accuracy of the engine's firing torque even if the gas path torque decreases too slowly (in this example, the difference between the requested firing torque and the actual firing torque should not exceed ±5 Nm).

[0052] The following conditions trigger the reduction of engine minimum ignition angle efficiency: The supercharging system was over-powered, causing a malfunction. The engine did not experience strong knocking; strong knocking is defined as an engine knocking that retards the ignition angle by more than 0.8 times the maximum retardation angle. In this example, the maximum retardation angle is taken as 10°. If the exhaust temperature does not reach its maximum exhaust temperature, the maximum exhaust temperature of the engine will be limited to protect the engine exhaust system. In this example, the maximum exhaust temperature of the engine is 950°C. The difference between the actual ignition angle and the minimum ignition angle is within the preset range; in this example, it is ±2°. The continuous firing rate of the engine at its minimum ignition angle should not exceed a preset time T1 (2 seconds in this example). Prolonged reduction in minimum ignition efficiency can lead to poor combustion stability and engine vibration.

[0053] Obtain the optimized minimum ignition angle efficiency correction coefficient

[0054] ,in The engine speed n and octane number coefficient are used to determine the engine speed n and octane number coefficient. (The octane number coefficient is a basic value jointly determined by the patent no. 202010608134.7, patent title: A Method and System for Self-Learning Octane Number of Oil Products) This is the self-learning correction coefficient for minimum ignition angle efficiency. Its default value is 0, and it is continuously updated through self-learning throughout different engine lifecycles. It can also be saved after the vehicle stops firing. Optimized minimum ignition angle efficiency correction coefficient. Only calibration is needed The calibration is based on the engine torque accuracy not exceeding 1.1 times the torque accuracy before the fault. Torque accuracy is obtained based on the difference between the target firing line torque and the actual firing line torque.

[0055] This example The calibration is as follows:

[0056] The self-learning update coefficients need to be obtained through learning and updating under certain conditions, which are as follows: The optimized boost control is in a closed-loop state; The difference between the optimized target boost pressure and the actual boost pressure shall not exceed the preset value, which is 8 Nm in this example; The throttle is fully open; The exhaust temperature has not reached its maximum exhaust temperature; to protect the engine exhaust system, the maximum engine exhaust temperature is limited. In this example, the maximum engine exhaust temperature is 950°C. The engine speed fluctuation should not exceed the preset value, which is ±50 rpm in this example; The optimized target boost pressure fluctuation should not exceed the preset value, which is ±2kPa in this example; The target intake pressure fluctuation is within a preset range, which is ±2 kPa in this example; The target fire circuit torque fluctuation should not exceed the preset value, which is ±2Nm in this example; The supercharging system was over-powered, causing a malfunction. The difference between the actual ignition angle and the minimum ignition angle is within the preset range; in this example, it is ±2°. After the above conditions are met and the actual time exceeds the preset time T5 (2 seconds in this example), the actual fire circuit torque is subjected to first-order low-pass filtering:

[0057] in, This represents the actual torque in the fire circuit. The actual fire path torque in the Nth sampling period. The actual fire torque after first-order low-pass filtering. The filtered actual fire torque for the Nth sampling period. The filtered actual fire torque is given in the (N-1)th sampling period, where N = 1, 2, 3… Equal to the actual fire circuit torque at the 0th sampling period The start time of the 0th sampling period refers to the moment immediately following the occurrence of the insufficient capacity fault in the boost system; the sampling period interval... In this example, it took 10ms. ,in The number of engine cylinders. Engine speed, To reduce the minimum ignition angle efficiency correction factor, calculate the self-learning update factor. The actual firing torque is used as the filtering coefficient. Based on this coefficient, the filtered actual firing torque is calculated through a first-order low-pass filter. (Number of engine cylinders in this example) It is 4. The calibration speed is 1000 rpm. The purpose of this setting is for normalization; no special calibration is needed for different numbers of cylinders and engine speeds. Only the 4-cylinder engine and the engine at 1000 rpm need to be calibrated. This reduces calibration testing work. In this embodiment, (0.11).

[0058] Read the current average engine speed, the average target boost pressure before optimization, and the fluctuation characteristic signal. average The engine speed and the target boost pressure before optimization will fluctuate and are not fixed values. After calculating the average value, the operating conditions are determined.

[0059] if Then update the corresponding operating conditions (same engine speed, target firing torque, actual ignition angle) under the same conditions. , Learning weight coefficient Take 0.01, The minimum ignition angle efficiency self-learning correction coefficient is the one updated in the last learning cycle, and it is updated at most once per driving cycle. if Then update the corresponding operating conditions (same average engine speed, average target fire torque before optimization) under the same conditions. , Learning weight coefficient Take 0.005; if Then update the corresponding operating conditions (same average engine speed, average target fire torque before optimization) under the same conditions. , ; if Then update the corresponding operating conditions (same average engine speed, average target fire torque before optimization) under the same conditions. , Learning weight coefficient Take 0.003; Self-learning correction coefficient under other operating conditions No update. After the self-learning correction coefficient is updated, the engine request torque will not be updated in this driving cycle; it will be updated in the next driving cycle. For example, if the engine average speed is 1000 rpm and the average target boost pressure before optimization is 120 kPa, the operating condition is determined; the same operating condition means that when the engine speed is 1000 rpm and the average target boost pressure before optimization is 120 kPa, the update will be performed. No updates will be made under other operating conditions.

[0060] The optimized minimum ignition angle efficiency correction coefficient Multiplying the minimum ignition angle efficiency before optimization yields the optimized minimum ignition angle efficiency. The optimized minimum ignition angle efficiency is then used to control the minimum ignition angle efficiency. For details on the minimum ignition angle efficiency control method, please refer to patent number: CN202210676269.6, patent title: "A Method for Controlling Minimum Ignition Efficiency of a Gasoline Engine".

[0061] The contents not described in detail in this specification are existing technologies known to those skilled in the art.

[0062] It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. A method for handling post-failure failures in a booster system, characterized in that: This includes troubleshooting methods for both under-boosting and over-boosting systems. The post-fault handling method for insufficient booster system capacity includes: Optimize the enabling conditions for terms P and D; Increase the target boost pressure; Reduce the engine's requested firing torque; The post-fault handling method for the over-capacity booster system includes: Optimize the enabling conditions for terms P and D; Reduce target boost pressure; Reduce minimum ignition angle efficiency; The enabling conditions for items P and D of the post-fault handling for insufficient booster system capacity are: A) The target outlet pressure 'a' of the compressor in the turbocharger assembly is greater than the preset pressure, which is equal to the minimum boost pressure minus the deviation 'p1'. The deviation 'p1' depends on atmospheric pressure and is calibrated as follows: B) The engine speed is greater than the preset value; the preset value is equal to the preset value when the turbocharger system is not underpowered minus the deviation n1. C) The electronic pressure relief valve of the turbocharger assembly is not open; D) No faults occurred in the booster system sensors; E) No faults occurred in the booster system actuators; When all five conditions A through E are met, the P and D terms in the boost pressure closed-loop PID control are activated, and the I term in the boost pressure closed-loop PID control can only be activated after the normal boost pressure closed-loop enable conditions are met. The enabling conditions for items P and D of the post-fault handling for the over-capacity boosting system are as follows: A) The compressor outlet target pressure 'a' of the turbocharger assembly is greater than the preset pressure, which is equal to the minimum boost pressure plus the deviation 'p2'; the deviation 'p2' depends on atmospheric pressure. The deviation p2 is calibrated as follows: B) The engine speed is greater than the preset value n2; the preset value n2 is equal to the preset value when the turbocharger system is not underpowered. C) The electronic pressure relief valve of the turbocharger assembly is not open; D) No faults occurred in the booster system sensors; E) No faults occurred in the booster system actuators; When all five conditions A through E are met, the P and D terms in the boost pressure closed-loop PID control are activated, and the I term in the boost pressure closed-loop PID control can only be activated after the normal boost pressure closed-loop enable conditions are met.

2. The method for handling a booster system capacity failure according to claim 1, characterized in that: The steps to increase the target boost pressure are as follows: Obtain the optimized target boost pressure correction factor ; The optimized target boost pressure correction factor Multiply by the original target boost pressure to obtain the optimized target boost pressure; The optimized target boost pressure is then used for boost control.

3. The method for handling a booster system capacity failure according to claim 2, characterized in that: Obtain the optimized target boost pressure correction factor The steps are as follows: Optimized target boost pressure correction factor From the target boost pressure ratio before optimization Requested fire circuit torque With maximum air path torque ratio It is determined by both the engine speed and the target boost pressure ratio before optimization; the target boost pressure ratio before optimization is the ratio of the target boost pressure before optimization to the actual pressure at the inlet of the turbocharger compressor. in, This is the self-learning update coefficient, with a default value of 0. It is continuously updated through self-learning at different stages of the engine's life cycle and is saved after the vehicle stops operating. Optimized target boost pressure correction factor Only calibration is needed The calibration criteria are as follows: after the boost pressure is optimized, the intake pressure fluctuation should not exceed 1.2 times the intake pressure fluctuation before the fault, and the engine torque accuracy should not exceed 1.2 times the torque accuracy before the fault. The torque accuracy is obtained based on the difference between the target firing line torque and the actual firing line torque. The calibration is as follows: The calibration is as follows: 。 4. The method for handling a booster system capability failure according to claim 3, characterized in that: Self-learning update coefficient The self-learning update steps are as follows: Determine the self-learning update coefficient Whether the self-learning update conditions are met; The self-learning update coefficient The self-learning update conditions are: The optimized boost control is in a closed-loop state; The difference between the optimized target boost pressure and the actual boost pressure shall not exceed the preset value; The throttle is fully open; Engine speed fluctuations do not exceed preset values; The optimized target boost pressure fluctuation does not exceed the preset value; The booster system is experiencing insufficient capacity. After the above conditions are met, the actual boost pressure is subjected to a first-order low-pass filter: in, This is the actual boost pressure. The actual boost pressure in the Nth sampling period. This represents the actual boost pressure after first-order low-pass filtering. This represents the filtered actual boost pressure during the Nth sampling period. The actual boost pressure after filtering in the (N-1)th sampling period, where N = 1, 2, 3… Equal to the actual boost pressure at the 0th sampling period The start time of the 0th sampling period refers to the moment when the electronic pressure relief valve fails to close. ,in The number of engine cylinders. Engine speed, To improve the self-learning update coefficient for calculating the target boost pressure The actual boost pressure filtering coefficient used; Read the current average engine speed, the average target boost pressure before optimization, and the fluctuation characteristic signal. average ; if Then update the corresponding working conditions. , Learning weight coefficient Take 0.1, The boost pressure self-learning correction coefficient is updated for the last learning update, and it can be updated at most once per driving cycle; if Then update the corresponding working conditions. , Learning weight coefficient Take 0.05; if Then update the corresponding working conditions. , ; if Then update the corresponding working conditions. , Learning weight coefficient Take 0.02; Self-learning correction coefficient for boost pressure under other operating conditions No update. After the self-learning correction coefficient is updated, the target boost pressure will not be updated in this driving cycle. It will be updated in the next driving cycle.

5. The method for handling a booster system capacity failure according to claim 1, characterized in that: The steps to reduce the engine's requested torque are as follows: Obtain the optimized request fire path torque correction coefficient ; The optimized request fire torque correction coefficient Multiply by the requested fire torque before optimization Optimized request fire torque .

6. The method for handling a booster system capability failure according to claim 5, characterized in that: Obtain the optimized request fire path torque correction coefficient The method is as follows: ,in The requested fire torque before optimization, To request the fire torque self-learning correction coefficient, the default value is 0, and it is continuously self-learned and updated at different stages of the engine's life cycle, and saved after the vehicle stops; Optimized request fire path torque correction coefficient Only calibration is needed The calibration basis is that the engine torque accuracy does not exceed 1.1 times the torque accuracy before the fault. Torque accuracy is obtained based on the difference between the target fire circuit torque and the actual fire circuit torque; The calibration is as follows: The self-learning update coefficients need to be obtained through learning and updating under certain conditions, which are as follows: The optimized boost control is in a closed-loop state; The difference between the optimized target boost pressure and the actual boost pressure shall not exceed the preset value; The throttle is fully open; Engine speed fluctuations do not exceed preset values; The optimized target boost pressure fluctuation does not exceed the preset value; The target intake pressure fluctuation is within the preset range; The optimized target fire circuit torque fluctuation does not exceed the preset value; The booster system is experiencing insufficient capacity. After the above conditions are met, the actual fire circuit torque is subjected to first-order low-pass filtering: in, This represents the actual torque in the fire circuit. The actual fire path torque in the Nth sampling period. The actual fire torque after first-order low-pass filtering. The filtered actual fire torque for the Nth sampling period. The filtered actual fire torque is given in the (N-1)th sampling period, where N = 1, 2, 3… Equal to the actual fire circuit torque at the 0th sampling period The start time of the 0th sampling period refers to the moment when the insufficient capacity of the boost system just occurred; ,in, The number of engine cylinders. Engine speed, To reduce the self-learning update coefficient for calculating engine requested torque. The actual fire circuit torque filtering coefficient used; Read the current average engine speed, the average target boost pressure before optimization, and the fluctuation characteristic signal. average : if Then update the corresponding working conditions. , Learning weight coefficient Take 0.05, The boost pressure self-learning correction coefficient is updated for the last learning update, and it can be updated at most once per driving cycle; if Then update the corresponding working conditions. , Learning weight coefficient Take 0.02; if Then update the corresponding working conditions. , ; if Then update the corresponding working conditions. , Learning weight coefficient Take 0.01; Self-learning correction coefficient under other operating conditions No update. After the self-learning correction coefficient is updated, the engine request for ignition torque will not be updated in this driving cycle. It will be updated in the next driving cycle.

7. The method for handling a booster system capacity failure according to claim 1, characterized in that: The method to reduce the target boost pressure is as follows: Obtain the optimized target boost pressure correction factor ; The optimized target boost pressure correction factor Multiply by the original target boost pressure to obtain the optimized target boost pressure; The optimized target boost pressure is then controlled for boost pressure. Among them, the optimized target boost pressure correction coefficient From the target boost pressure ratio before optimization and the requested fire torque With maximum air path torque ratio The engine speed and other speeds jointly determine the boost pressure ratio; among them, the target boost pressure ratio before optimization refers to the ratio of the target boost pressure before optimization to the actual pressure at the inlet of the turbocharger compressor; in, This is a self-learning update coefficient, with a default value of 0. It is continuously updated through self-learning at different stages of the engine's lifecycle and saved after the vehicle stops operating; the optimized target boost pressure correction coefficient. Only calibration is needed The calibration is based on the following: the intake pressure fluctuation after boost pressure optimization does not exceed 1.2 times the intake pressure fluctuation before the fault, and the engine torque accuracy does not exceed 1.2 times the torque accuracy before the fault. The torque accuracy is obtained based on the difference between the target fire circuit torque and the actual fire circuit torque. The calibration is as follows: The calibration is as follows: Self-learning update coefficient The self-learning update conditions are as follows: The optimized boost control is in a closed-loop state; The difference between the optimized target boost pressure and the actual boost pressure shall not exceed the preset value; The throttle is fully open; Engine speed fluctuations do not exceed preset values; The optimized target boost pressure fluctuation does not exceed the preset value; The supercharging system was over-powered, causing a malfunction. After the above conditions are met, the actual boost pressure is subjected to a first-order low-pass filter: in, This is the actual boost pressure. The actual boost pressure in the Nth sampling period. This represents the actual boost pressure after first-order low-pass filtering. This represents the filtered actual boost pressure during the Nth sampling period. The actual boost pressure after filtering in the (N-1)th sampling period, where N = 1, 2, 3… Equal to the actual boost pressure at the 0th sampling period The start time of the 0th sampling period refers to the moment when the electronic pressure relief valve fails to close. ,in The number of engine cylinders. Engine speed, The self-learning update coefficient is used to calculate the target boost pressure. The actual boost pressure filtering coefficient used; Read the current average engine speed, the average target boost pressure before optimization, and the fluctuation characteristic signal. average ; if Then update the corresponding working conditions. , Learning weight coefficient Take 0.1, The boost pressure self-learning correction coefficient is updated for the last learning update, and it can be updated at most once per driving cycle; if Then update the corresponding working conditions. , Learning weight coefficient Take 0.05; if Then update the corresponding working conditions. , ; if Then update the corresponding working conditions. , Learning weight coefficient Take 0.02; Self-learning correction coefficient for boost pressure under other operating conditions No update; the target boost pressure will not be updated in this driving cycle after the self-learning correction coefficient is updated, and will be updated in the next driving cycle.

8. The method for handling a booster system capability failure according to claim 1, characterized in that: The method to reduce the minimum ignition angle efficiency is as follows: Determine whether the triggering condition for reducing the engine's minimum ignition angle efficiency is met; Obtain the optimized minimum ignition angle efficiency correction coefficient ; The optimized minimum ignition angle efficiency correction coefficient Multiply by the minimum ignition angle efficiency before optimization to obtain the optimized minimum ignition angle efficiency; The optimized minimum ignition angle efficiency is used in the control of the minimum ignition angle efficiency. The triggering conditions for reducing the engine's minimum ignition angle efficiency are as follows: The supercharging system was over-powered, causing a malfunction. The engine did not experience strong knocking; The exhaust temperature did not reach its maximum exhaust temperature. The difference between the actual ignition angle and the minimum ignition angle is within the preset range; Reduce the engine's minimum ignition angle efficiency so that continuous triggering does not exceed the preset time T1; Among them, the optimized minimum ignition angle efficiency correction coefficient is obtained. The method is as follows: ,in, The engine speed n and octane rating are determined by the engine speed n and octane rating. Commonly determined basic values, This is the self-learning correction coefficient for minimum ignition angle efficiency, with a default value of 0. It is continuously updated through self-learning at different stages of the engine's life cycle and saved after the vehicle stops firing. The optimized minimum ignition angle efficiency correction coefficient... Only calibration is needed The calibration basis is that the engine torque accuracy does not exceed 1.1 times the torque accuracy before the fault. The torque accuracy is obtained based on the difference between the target firing line torque and the actual firing line torque. The calibration is as follows: The self-learning update coefficients need to be obtained through learning and updating under certain conditions, which are as follows: The optimized boost control is in a closed-loop state; The difference between the optimized target boost pressure and the actual boost pressure shall not exceed the preset value; The throttle is fully open; The exhaust temperature did not reach its maximum exhaust temperature. Engine speed fluctuations do not exceed preset values; The optimized target boost pressure fluctuation does not exceed the preset value; The target intake pressure fluctuation is within the preset range; The target fire circuit torque fluctuation does not exceed the preset value; The supercharging system was over-powered, causing a malfunction. The difference between the actual ignition angle and the minimum ignition angle is within the preset range; After the above conditions are met and the preset time T5 is exceeded, the actual fire circuit torque is subjected to first-order low-pass filtering: in, This represents the actual torque in the fire circuit. The actual fire path torque in the Nth sampling period. The actual fire torque after first-order low-pass filtering. The filtered actual fire torque for the Nth sampling period. The filtered actual fire torque is given in the (N-1)th sampling period, where N = 1, 2, 3… Equal to the actual fire circuit torque at the 0th sampling period The start time of the 0th sampling period refers to the moment when the insufficient capacity of the boost system just occurred; ,in The number of engine cylinders. Engine speed, To reduce the minimum ignition angle efficiency correction factor, calculate the self-learning update factor. The actual fire circuit torque filtering coefficient used; Read the current average engine speed, the average target boost pressure before optimization, and the fluctuation characteristic signal. average ; if Then update the corresponding working conditions. , Learning weight coefficient Take 0.01, The minimum ignition angle efficiency self-learning correction coefficient is the one updated in the last learning cycle, and it is updated at most once per driving cycle. if Then update the corresponding working conditions. , Learning weight coefficient Take 0.005; if Then update the corresponding working conditions. , ; if Then update the corresponding working conditions. , Learning weight coefficient Take 0.003; Self-learning correction coefficient under other operating conditions No update; after the self-learning correction coefficient is updated, the engine request torque will not be updated in this driving cycle, and will be updated in the next driving cycle.

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