Turbocharger control methods, devices and storage media

Abstract

This disclosure provides a control method, apparatus, and storage medium for a turbocharger, belonging to the field of engine technology. The turbocharger includes an actuator, a connecting rod-rocker arm assembly, and an exhaust gas bypass valve. The output end of the actuator is connected to the exhaust gas bypass valve via the connecting rod-rocker arm assembly. The actuator controls the opening and closing of the exhaust gas bypass valve. The control method includes: determining the driving conditions of the vehicle; when the vehicle is idling and experiencing sudden braking, controlling the exhaust gas bypass valve to be fully open. This disclosure can efficiently reduce vehicle noise during idling without increasing the operating cost of the turbocharger.

Description

Technical Field

[0001] This disclosure pertains to the field of engine technology, and particularly relates to a control method, apparatus, and storage medium for a turbocharger. Background Technology

[0002] Turbochargers are widely used in vehicle engines because they can reduce fuel consumption and exhaust emissions. However, turbochargers inevitably produce operating noise during operation. The bypass valve mechanism noise is one of the most typical types of operating noise during turbocharger operation. The bypass valve is connected to the actuator in the turbocharger via a connecting rod rocker arm assembly. By controlling the rotation of the actuator's output shaft, the connecting rod rocker arm assembly moves back and forth, thereby dynamically controlling the opening and closing of the exhaust bypass valve to provide different levels of boost to the vehicle's engine.

[0003] In related technologies, to reduce the noise of a car idling in place when encountering sudden braking, spring washers are generally installed between the exhaust bypass valve and the connecting rod rocker arm assembly to reduce the gap between them, thereby reducing noise.

[0004] However, since the turbocharger is connected between the engine's exhaust and intake systems, it operates under high temperature, high pressure, and high speed conditions. Therefore, when adding spring washers to reduce noise, not only are the spring washers required to be resistant to high temperature, high pressure, and wear, but the assembly process is also increased, which invisibly increases the operating cost of the turbocharger. Summary of the Invention

[0005] This disclosure provides a turbocharger control method, apparatus, and storage medium, which can efficiently reduce the noise of a car during idling and sudden braking without increasing the operating cost of the turbocharger. The technical solution is as follows:

[0006] This disclosure provides a control method for a turbocharger, the turbocharger including an actuator, a connecting rod-rocker arm assembly, and an exhaust gas bypass valve. The output end of the actuator is connected to the exhaust gas bypass valve through the connecting rod-rocker arm assembly. The actuator is used to control the opening and closing of the exhaust gas bypass valve. The control method includes:

[0007] Determine the driving conditions of the vehicle; when the vehicle is idling and braking suddenly, control the exhaust bypass valve to be in the fully open position.

[0008] In another implementation of this disclosure, controlling the exhaust gas bypass valve to be in the fully open position when the vehicle is idling and braking suddenly includes: controlling the rotation angle of the output shaft of the actuator to make the exhaust gas bypass valve in the fully open position.

[0009] In another implementation of this disclosure, controlling the rotation angle of the output shaft of the actuator to put the waste gas bypass valve in the fully open position includes: controlling the rotation angle of the output shaft by controlling the magnitude of the input voltage of the actuator.

[0010] In another implementation of this disclosure, the control method further includes: when the vehicle is driving on a road, adjusting the opening of the exhaust bypass valve according to the required intake air volume of the vehicle's engine.

[0011] In another implementation of this disclosure, adjusting the opening of the exhaust gas bypass valve according to the required intake air volume of the vehicle's engine includes: determining the target speed of the turbocharger according to the required intake air volume of the engine; and adjusting the opening of the exhaust gas bypass valve according to the target speed so that the turbocharger operates at the target speed.

[0012] In another implementation of this disclosure, determining the target speed of the turbocharger based on the engine's required intake air volume includes: determining the engine's required intake air volume based on the engine's air-fuel ratio, power, and fuel consumption; determining the engine's compressor pressure ratio; and determining the turbocharger's target speed based on the compressor pressure ratio and the required intake air volume.

[0013] In another implementation of this disclosure, a control device for a turbocharger is also provided. The turbocharger includes an actuator, a connecting rod rocker arm assembly, and an exhaust gas bypass valve. The output end of the actuator is connected to the exhaust gas bypass valve through the connecting rod rocker arm assembly. The actuator is used to control the opening and closing of the exhaust gas bypass valve. The control device includes: a determination module for determining the driving conditions of the vehicle; and a control module for ensuring that the exhaust gas bypass valve is fully open when the vehicle is idling and braking suddenly.

[0014] In another implementation of this disclosure, the control module is used to control the waste gas bypass valve to be in the fully open position by controlling the rotation angle of the output shaft of the actuator.

[0015] In another implementation of this disclosure, a computer device is also provided, the computer device including a processor and a memory configured to store processor-executable instructions; the processor is configured to execute the turbocharger control method described above.

[0016] In another implementation of this disclosure, a computer storage medium is also provided, on which computer instructions are stored, which, when executed by a processor, implement the turbocharger control method described above.

[0017] The beneficial effects of the technical solutions provided in this disclosure are:

[0018] The turbocharger control method provided in this embodiment controls the turbocharger by keeping the exhaust gas bypass valve fully open when the vehicle is idling and under sudden braking. This fixed position of the exhaust gas bypass valve, along with the connecting rod rocker arm assembly that controls its opening and closing, also results in a fixed position. Because the connecting rod rocker arm assembly is fixed, it will not wobble, effectively preventing mechanical knocking noise caused by its back-and-forth movement during sudden braking while the vehicle is idling.

[0019] Furthermore, when the wastegate valve is fully open, waste gas is discharged through it, resulting in less waste gas entering the turbine and thus reducing the impact force on the turbine blades. Correspondingly, the turbocharger operates at its lowest speed and pressure, reducing the work done by the turbine impeller on the compressor and decreasing the amount of air compressed by the compressor, resulting in a smaller intake air volume for the vehicle. Since the vehicle's torque and intake air volume requirements are minimal when idling, even with the wastegate valve fully open, it will not affect the vehicle's driving needs when idling.

[0020] Therefore, by controlling the exhaust bypass valve to be fully open when the car is idling, noise can be reduced without affecting the car's driving needs, and there is no need to install additional vibration damping devices to reduce noise. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this disclosure, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of the structure of the turbocharger provided in the embodiments of this disclosure;

[0023] Figure 2 This is a flowchart of a turbocharger control method provided in an embodiment of this disclosure;

[0024] Figure 3 This is a flowchart of another turbocharger control method provided in this embodiment;

[0025] Figure 4 This is a voltage characteristic curve of the actuator provided in the embodiments of this disclosure;

[0026] Figure 5 This is a block diagram of a control device for a turbocharger provided in an embodiment of this disclosure;

[0027] Figure 6 This is a schematic diagram of the structure of a computer device provided in an embodiment of this disclosure. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of this disclosure clearer, the embodiments of this disclosure will be described in further detail below with reference to the accompanying drawings.

[0029] To meet increasingly stringent emission and fuel consumption regulations, more and more cars are being equipped with turbochargers. The principle of a turbocharger is to use the exhaust gas from engine combustion to drive a turbine, which in turn drives a compressor. The compressor compresses fresh air before it is introduced into the engine, increasing the oxygen content per unit volume of the air-fuel mixture. This makes full use of exhaust gas, reducing emissions while saving fuel.

[0030] like Figure 1 As shown, the turbocharger includes an actuator 1, a connecting rod rocker arm assembly 2, an exhaust gas bypass valve 3, and a volute 4. The output end of the actuator 1 is connected to the exhaust gas bypass valve 3 through the connecting rod rocker arm assembly 2, and the actuator 1 is used to control the opening and closing of the exhaust gas bypass valve 3.

[0031] The linkage rocker arm assembly 2 includes a connecting rod 21, an actuator-end rocker arm 22, a volute-end rocker arm 23, and a door hinge 24. The output shaft inside the actuator 1 is connected to the actuator-end rocker arm 22 to drive its rotation. The first end of the connecting rod 21 is connected to the actuator-end rocker arm 22, allowing it to reciprocate along its own axis while the actuator-end rocker arm 22 rotates. The second end of the connecting rod 21 is connected to the volute-end rocker arm 23, which is rotatably connected to the volute housing 4. The volute-end rocker arm 23 is connected to the door hinge 24, and its rotation drives the door hinge 24 to rotate. The waste gas bypass valve 3 is connected to the door hinge 24.

[0032] When the output shaft of actuator 1 rotates, it causes the actuator-end rocker arm 22 to rotate. The rotation of the rocker arm 22 then causes the connecting rod 21 to move axially. As the connecting rod 21 moves, it causes the scroll-end rocker arm 23 to rotate. The rotation of the scroll-end rocker arm 23 then causes the gate shaft 24 to rotate. The rotation of the gate shaft 24 drives the exhaust bypass valve 3 to rotate, resulting in different opening degrees for the exhaust bypass valve 3. These different opening degrees of the exhaust bypass valve 3 regulate the amount of exhaust gas passing through the volute 24. Therefore, within one rotation direction, the larger the rotation angle of the output shaft of actuator 1, the greater the travel of the connecting rod 21, the larger the rotation angle of the scroll-end rocker arm 23, the larger the opening degree of the exhaust bypass valve 3, the greater the amount of exhaust gas passing through the volute 24, the less exhaust gas enters the turbocharger, and the lower the turbocharger speed. The opposite is true in the opposite direction. Therefore, by controlling the rotation angle of the actuator's output shaft, the speed of the turbocharger can be controlled to achieve the desired speed.

[0033] When a car is idling, although the required torque and intake air volume are at their minimum, the exhaust gas bypass valve inside the car is still controlled by the connecting rod rocker arm assembly to allow the turbocharger to quickly boost pressure during sudden braking. However, this inevitably causes the connecting rod rocker arm assembly to move back and forth during sudden braking, resulting in vibration and significant mechanical knocking noise. To reduce this noise, this disclosure provides a turbocharger control method.

[0034] like Figure 2 As shown in the embodiments of this disclosure, a control method for a turbocharger includes:

[0035] S201: Determine the vehicle's operating conditions.

[0036] S202: When the vehicle is idling and braking suddenly, the exhaust bypass valve is kept fully open.

[0037] The turbocharger control method provided in this embodiment controls the turbocharger by keeping the exhaust gas bypass valve fully open when the vehicle is idling and braking suddenly. This ensures the bypass valve remains in a fixed position during this situation, consequently placing the connecting rod / rocker arm assembly that controls its opening and closing in a fixed position as well. Because the connecting rod / rocker arm assembly is fixed, it will not wobble, effectively preventing mechanical knocking noise caused by its back-and-forth movement during idling and braking.

[0038] Furthermore, when the wastegate valve is fully open, waste gas is discharged through it, resulting in less waste gas entering the turbine and reducing the impact force on the turbine blades. Consequently, the turbocharger operates at its lowest speed and pressure, reducing the work done by the turbine impeller on the compressor and decreasing the amount of air compressed, thus reducing the vehicle's intake air volume. Since the vehicle's torque and intake air volume are minimized when idling and braking suddenly, even with the wastegate valve fully open, driving requirements are not affected during these situations.

[0039] Therefore, by controlling the exhaust bypass valve to be fully open when the car is idling and braking suddenly, noise can be reduced without affecting the car's driving needs, and there is no need to install additional vibration damping devices to reduce noise.

[0040] on the other hand, Figure 3 This is a flowchart of another turbocharger control method provided in this disclosure embodiment, combined with... Figure 3 Turbocharger control methods include:

[0041] S301 determines the vehicle's operating conditions.

[0042] The driving conditions of a car refer to the operating conditions under which the car's engine is running. These conditions include idling while stationary with sudden braking and driving on the road.

[0043] The vehicle's driving conditions can be automatically obtained by the vehicle's system controller based on the vehicle's speed and engine operating status. When the vehicle's speed is greater than 0, the driving condition is that of driving on the road. When the vehicle's speed is 0 and the accelerator or brake pedal is pressed, the driving condition is that of idling in place with sudden braking.

[0044] When the car is idling and suddenly brakes, step 302 is executed; when the car is driving on the road, step 303 is executed.

[0045] S302: Control the waste gas bypass valve to be in the fully open position.

[0046] In this embodiment, the waste gas bypass valve typically has internally defined positions such as fully closed hard stop, fully closed soft stop, fully open soft stop, and fully open hard stop when opening and closing. The fully closed hard stop and fully open hard stop positions represent the mechanical positions, or limit positions, of the waste gas bypass valve during opening and closing. In actual operation, the waste gas bypass valve generally operates within the range between the fully closed hard stop and fully open hard stop positions. Therefore, for convenience, fully closed soft stop and fully open soft stop positions are typically provided between the fully closed hard stop and fully open hard stop positions.

[0047] The opening angles of the waste gas bypass valve in the fully closed soft stop and fully open soft stop positions fall within the opening angles of the waste gas bypass valve in the fully closed hard stop and fully open hard stop positions. In other words, when the waste gas bypass valve needs to move from the fully closed hard stop position to the fully open hard stop position, it must pass through the fully closed soft stop and fully open soft stop positions. The fully closed soft stop position corresponds to the initial opening position of the waste gas bypass valve, i.e., 0% opening. The fully open soft stop position corresponds to the 100% opening of the waste gas bypass valve.

[0048] The above statement about controlling the exhaust gas bypass valve to be in the fully open position refers to controlling the exhaust gas bypass valve to be in the fully open hard stop position.

[0049] In addition, to facilitate control of the opening degree of the waste gas bypass valve, the opening position of the waste gas bypass valve corresponds one-to-one with the rotation position of the actuator's output shaft. In this embodiment, the rotation position of the actuator's output shaft also corresponds to four positions: the actuator fully closed hard stop position (FCHS), the actuator fully closed soft stop position (FCSS), the actuator fully open soft stop position (FOSS), and the actuator fully open hard stop position (FOHS). Specifically, when the output shaft rotates from its initial position to FCHS, the waste gas bypass valve is positioned at the fully closed hard stop position. When the output shaft rotates from its initial position to FCSS, the waste gas bypass valve is positioned at the fully closed soft stop position. When the output shaft rotates from its initial position to FOSS, the waste gas bypass valve is positioned at the fully open soft stop position. When the output shaft rotates from its initial position to FOHS, the waste gas bypass valve is positioned at the fully open hard stop position.

[0050] Therefore, by controlling the rotation angle of the actuator's output shaft, the actuator's output shaft can be positioned at the fully open hard stop, thus ensuring the waste gas bypass valve is fully open. Generally, the larger the rotation angle of the actuator's output shaft, the greater the opening degree of the waste gas bypass valve, and the more likely it is to reach the fully open position.

[0051] Figure 4 This is a voltage characteristic curve of the actuator provided in the embodiments of this disclosure, combined with... Figure 4 The input voltage of the actuator is closely related to the rotation angle of the actuator's output shaft. When the actuator's output shaft rotates, for example from FCHS to FOHS, the input voltage can be gradually reduced to make the actuator's output shaft rotate from FCHS to FOHS.

[0052] In other words, the rotation angle of the actuator's output shaft can be controlled by controlling the magnitude of the actuator's input voltage.

[0053] For example, when it is necessary to rotate from FOHS to FCHS, the input voltage of the actuator can be increased.

[0054] When the vehicle is in driving condition, proceed to step 303.

[0055] S303: Adjusts the exhaust bypass valve to different opening degrees according to the engine's required intake air volume, so that the turbocharger can provide reasonable boost to the engine.

[0056] The required intake air volume of the engine can be calculated by the electronic control unit (ECU) based on the engine's operating parameters.

[0057] Optionally, step S303 can be implemented in the following way:

[0058] 3031: Determine the required intake air volume for the engine.

[0059] The engine's intake air volume depends on the turbocharger's speed. After determining the engine's required intake air volume, the turbocharger's speed can be determined in reverse based on the engine's required intake air volume.

[0060] For example, the ECU queries preset turbocharger data based on the engine's required intake air volume to obtain the turbocharger speed corresponding to the engine's required intake air volume. The turbocharger data is used to characterize the correspondence between the engine's required intake air volume and the turbocharger speed.

[0061] The turbocharger data is obtained by testing the turbocharger. During the testing process, the engine's required intake air volume and the corresponding turbocharger speed are recorded under different operating conditions. Finally, the turbocharger data is obtained based on the engine's required intake air volume and the corresponding turbocharger speed under different operating conditions.

[0062] By querying the turbocharger data obtained from the test based on the engine's required intake air volume, the turbocharger speed is obtained, thus improving the accuracy of the obtained turbocharger speed.

[0063] In this embodiment, the turbocharger data is obtained by testing the turbocharger, which is only an illustrative example. In other embodiments, the turbocharger data can also be obtained in other ways, which will not be described in detail here.

[0064] In this embodiment, the engine's required intake air volume is achieved in the following way:

[0065] (1) Determine the engine's air-fuel ratio, power, and fuel consumption.

[0066] (2) Determine the required intake air volume of the engine based on the engine's air-fuel ratio, power and fuel consumption.

[0067] When the vehicle is in motion, determine the required air-fuel ratio, power, and fuel consumption of the engine at that time, and then determine the required intake air volume of the engine based on the engine's air-fuel ratio, power, and fuel consumption.

[0068] In this embodiment, both the engine air-fuel ratio and engine fuel consumption can be obtained through engine testing. During the testing process, the engine air-fuel ratio under different operating conditions is obtained as engine air-fuel ratio data; the engine fuel consumption under different operating conditions is obtained as engine fuel consumption data, so as to improve the accuracy of the obtained engine air-fuel ratio and fuel consumption, thereby improving the accuracy of the engine's required intake air volume, and thus improving the accuracy of the turbocharger speed.

[0069] In one embodiment, an engine air-fuel ratio diagram can be generated based on engine air-fuel ratio data and corresponding operating conditions, and an engine fuel consumption diagram can be generated based on engine fuel consumption data and corresponding operating conditions. The engine air-fuel ratio diagram and engine fuel consumption diagram are then pre-loaded into the vehicle's ECU.

[0070] When the vehicle is under other operating conditions, the required engine air-fuel ratio is determined by querying the engine air-fuel ratio map in the ECU based on the current vehicle operating conditions, and the required engine fuel consumption is determined by querying the engine fuel consumption map in the ECU based on the operating conditions of the previous vehicle. This determines the required intake air volume of the engine. By querying the engine air-fuel ratio map and engine fuel consumption map pre-loaded into the ECU, the required engine air-fuel ratio and engine fuel consumption can be quickly obtained, improving the efficiency of determining the required intake air volume of the engine, and thus improving the efficiency of determining the turbocharger speed.

[0071] The engine's power can be calculated based on the engine's current torque, speed, etc., which can be obtained automatically by the ECU.

[0072] After determining the engine's air-fuel ratio, power, and fuel consumption, the required intake air volume for the engine is determined based on these parameters. The calculation formula is as follows:

[0073] m air =λ v ·L stoh ·b e ·P e (1)

[0074] Where, m air λ is the required intake air volume for the engine. v L is the air-fuel ratio of the engine. stoh b is the excess air coefficient. e For engine fuel consumption, P e This refers to the engine's power.

[0075] The excess air coefficient, also known as the "excess air factor" or "air excess factor," is commonly referred to as the "residual air factor." It refers to the ratio of the actual amount of air supplied for fuel combustion to the theoretical amount of air. In the cylinder, to ensure complete combustion, the actual amount of air supplied must always exceed the theoretical amount (this excess is called "excess air"), meaning the excess air coefficient must be greater than 1. The excess air coefficient can be obtained by measuring a gas analyzer.

[0076] 3032: Determine the target speed of the turbocharger based on the engine's required intake air volume.

[0077] (1) Determine the compressor pressure ratio of the engine. The compressor pressure ratio is the ratio of the gas pressure after compression to the gas pressure before compression.

[0078] It's important to understand that a turbocharger uses the inertial force of the exhaust gases from the engine to drive a turbine within the turbocharger. This turbine, in turn, drives a coaxial compressor impeller. The impeller compresses the air supplied through the air filter, forcing it into the engine cylinders to drive the engine and perform work. As engine speed increases, the exhaust gas velocity and turbine speed also increase simultaneously, causing the impeller to compress even more air into the engine cylinders. Therefore, the engine's required intake air volume is provided by the engine's compressor. When the vehicle is in motion, the compressor pressure ratio must be determined to allocate the turbocharger's speed based on the engine's required intake air volume and the compressor pressure ratio.

[0079] The compressor pressure ratio is the ratio of the gas pressure after compression to the gas pressure before compression, i.e., the compressor pressure ratio π is the ratio of the total air pressure at the compressor outlet P2 to the total air pressure at the compressor inlet P1.

[0080] π = P2 / P1; (2)

[0081] Among them, the total air pressure P2 at the compressor outlet and the total air pressure P1 at the inlet can be detected.

[0082] (2) Determine the target speed of the turbocharger based on the compressor pressure ratio and the required intake air volume.

[0083] After determining the compressor pressure ratio and the required intake air volume of the engine, the target speed of the turbocharger is determined based on the compressor pressure ratio and the required intake air volume. This improves the accuracy of the turbocharger speed and enables the turbocharger to provide reasonable boost when the vehicle is under different driving conditions.

[0084] 3033: Adjust the opening of the exhaust bypass valve according to the target speed so that the turbocharger operates at the target speed.

[0085] Once the turbocharger speed is determined, the exhaust bypass valve can be adjusted to the corresponding opening to allow the turbocharger to operate at the target speed and provide appropriate boost to the engine.

[0086] After determining the target speed of the turbocharger based on the engine's required intake air volume, the opening of the turbocharger's wastegate valve is adjusted to ensure the turbocharger operates at the target speed. Specifically, adjusting the wastegate opening ensures that the turbocharger's speed is the target speed determined by the engine's required intake air volume before the next acceleration. This allows the turbocharger to quickly increase its speed during the next engine acceleration, reducing turbocharger lag and improving engine responsiveness.

[0087] Optionally, this embodiment also provides a control device for a turbocharger, such as... Figure 5As shown, the control device includes a determination module 501 and a control module 502.

[0088] The determination module 501 is used to determine the driving conditions of the vehicle.

[0089] The control module 502 is used to control the exhaust bypass valve to be in the fully open position when the vehicle is idling and braking suddenly.

[0090] The above-described turbocharger control device has all the beneficial effects of turbocharger control methods, and will not be described in detail here.

[0091] Optionally, the control module 502 is used to control the rotation angle of the output shaft of the actuator to keep the waste gas bypass valve in the fully open position.

[0092] Optionally, the control module 502 is used to control the rotation angle of the output shaft by controlling the magnitude of the input voltage of the actuator.

[0093] Optionally, the control module 502 is used to adjust the opening of the exhaust bypass valve according to the intake air volume required by the engine of the vehicle when the vehicle is driving on the road.

[0094] Optionally, the control module 502 is used to determine the target speed of the turbocharger based on the engine's required intake air volume; and to adjust the exhaust bypass valve to different opening degrees so that the turbocharger operates at the target speed.

[0095] Optionally, the control module 502 is used to determine the engine's air-fuel ratio, power, and fuel consumption; and to determine the engine's required intake air volume based on the engine's air-fuel ratio, power, and fuel consumption.

[0096] It should be noted that the turbocharger control device provided in the above embodiments is only illustrated by the division of the above functional modules when controlling the turbocharger. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the turbocharger control device provided in the above embodiments and the turbocharger control method embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be described in detail here.

[0097] Figure 6 This is a schematic diagram of the structure of a computer device provided in an embodiment of the present disclosure, combined with... Figure 6 The computer device 600 may include one or more of the following components: processor 601, memory 602, communication interface 603, and bus 604.

[0098] The processor 601 includes one or more processing cores. The processor 601 executes various functional applications and information processing by running software programs and modules. The memory 602 and the communication interface 603 are connected to the processor 601 via a bus 604. The memory 602 can be used to store at least one instruction, which the processor 601 uses to execute to implement the various steps in the above method.

[0099] Furthermore, memory 602 may include one or more computer-readable storage media, which may be non-transitory. Memory 602 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in memory 602 is used to store at least one instruction, which is executed by processor 601 to implement the turbocharger control method provided in the embodiments of this disclosure.

[0100] This disclosure also provides a computer-readable storage medium storing computer instructions. When the computer instructions stored in the computer-readable storage medium are executed by an electronic device, the electronic device performs the turbocharger control method provided in the above-described method embodiments.

[0101] This disclosure also provides a computer program product, which includes one or more computer program instructions. When the computer program instructions are loaded and run by a computer, the computer executes the turbocharger control method provided in the above method embodiments.

[0102] The above description is merely an optional embodiment of this disclosure and is not intended to limit this disclosure. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the protection scope of this disclosure.

Claims

1. A control method for a turbocharger, characterized in that, The turbocharger includes an actuator (1), a connecting rod rocker arm assembly (2), and an exhaust gas bypass valve (3). The output end of the actuator (1) is connected to the exhaust gas bypass valve (3) through the connecting rod rocker arm assembly (2). The actuator (1) is used to control the opening and closing of the exhaust gas bypass valve (3). The control method includes: Determine the vehicle's operating conditions; When the vehicle is idling and braking suddenly, the exhaust bypass valve is controlled to be fully open. The opening position of the waste gas bypass valve corresponds one-to-one with the rotation position of the output shaft of the actuator. The output shaft of the actuator has a fully open hard stop position. When the output shaft is in the fully open hard stop position, the waste gas bypass valve is in the fully open position. The control of the waste gas bypass valve to be in the fully open position includes: By controlling the magnitude of the input voltage of the actuator, the output shaft of the actuator is controlled to rotate to the fully open hard stop position, so that the waste gas bypass valve is in the fully open position.

2. The control method according to claim 1, characterized in that, The control method further includes: when the vehicle is driving on the road, adjusting the opening of the exhaust bypass valve according to the required intake air volume of the vehicle's engine.

3. The control method according to claim 2, characterized in that, The step of adjusting the opening of the exhaust bypass valve according to the required intake air volume of the vehicle's engine includes: The target speed of the turbocharger is determined based on the required intake air volume of the engine; The opening of the exhaust bypass valve is adjusted according to the target speed so that the turbocharger operates at the target speed.

4. The control method according to claim 3, characterized in that, Determining the target speed of the turbocharger based on the engine's required intake air volume includes: The required intake air volume of the engine is determined based on the engine's air-fuel ratio, power, and fuel consumption. Determine the compressor pressure ratio of the engine; The target speed of the turbocharger is determined based on the compressor pressure ratio and the required intake air volume.

5. A control device for a turbocharger, characterized in that, The turbocharger includes an actuator (1), a connecting rod rocker arm assembly (2), and an exhaust gas bypass valve (3). The output end of the actuator (1) is connected to the exhaust gas bypass valve (3) through the connecting rod rocker arm assembly (2). The actuator (1) is used to control the opening and closing of the exhaust gas bypass valve (3). The control device includes: The determination module is used to determine the vehicle's driving conditions; The control module is used to control the exhaust bypass valve to be in the fully open position when the vehicle is idling and braking suddenly. The opening position of the waste gas bypass valve corresponds one-to-one with the rotation position of the output shaft of the actuator. The output shaft of the actuator has a fully open hard stop position. When the output shaft is in the fully open hard stop position, the waste gas bypass valve is in the fully open position. The control of the waste gas bypass valve to be in the fully open position includes: By controlling the magnitude of the input voltage of the actuator, the output shaft of the actuator is controlled to rotate to the fully open hard stop position, so that the waste gas bypass valve is in the fully open position.

6. A computer device, characterized in that, The computer device includes a processor and a memory configured to store processor-executable instructions; the processor is configured to perform a control method for a turbocharger as claimed in any one of claims 1 to 4.

7. A computer storage medium storing computer instructions thereon, characterized in that, When the computer instructions are executed by the processor, they implement the control method for the turbocharger according to any one of claims 1 to 4.

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