Engine supercharging pressure control method and device, electronic equipment and storage medium

Abstract

The application discloses an engine supercharging pressure control method and device, electronic equipment and storage medium, the control method comprises the following steps: acquiring the actual supercharging pressure of the engine at the current time; determining the supercharging variation according to the absolute value of the difference between the target supercharging pressure and the actual supercharging pressure; when the supercharging variation is less than or equal to the supercharging variable threshold, the PI control mode is adopted to control the opening of the bypass valve in the turbocharger, so that the actual supercharging pressure is equal to the target supercharging pressure; when the supercharging variation is greater than the supercharging variable threshold, the PID control mode is adopted to control the opening of the bypass valve in the turbocharger, so that the actual supercharging pressure is equal to the target supercharging pressure. According to the size relationship between the absolute value of the difference between the actual supercharging pressure and the target supercharging pressure and the supercharging variable threshold, the corresponding control mode is selected to adjust the supercharging pressure, and the response speed and the steady-state error of the adjustment process are considered.

Description

Technical Field

[0001] This invention relates to the field of vehicle engine control technology, and more particularly to methods and devices for controlling engine boost pressure, electronic devices, and storage media. Background Technology

[0002] A turbocharger is a device that uses the exhaust gases from an engine to drive a turbine to rotate, thereby forcing air into the cylinder.

[0003] PID control, or proportional-integral-derivative control, is one of the earliest developed control methods. Due to its simple algorithm, good robustness, and high reliability, it is widely used in industrial process control. However, for gasoline engine turbocharger systems with complex operating conditions, lag, and time-varying uncertainties, traditional PID control may not be sufficient to meet the system's requirements, making it difficult to achieve satisfactory control results. Summary of the Invention

[0004] This invention provides a method and device for controlling engine boost pressure, an electronic device, and a storage medium, to balance the response speed and steady-state error of boost pressure regulation.

[0005] According to one aspect of the present invention, a method for controlling engine boost pressure is provided for controlling the opening degree of the bypass valve of the turbocharger in the engine;

[0006] The method for controlling the engine boost pressure includes:

[0007] Obtain the actual boost pressure of the engine at the current moment;

[0008] The pressure change is determined based on the absolute value of the difference between the target boost pressure and the actual boost pressure.

[0009] When the pressure change is less than or equal to the pressure change threshold, the opening of the bypass valve in the turbocharger is controlled in PI control mode so that the actual boost pressure is equal to the target boost pressure.

[0010] When the pressure change exceeds the pressure variable threshold, a PID control mode is used to control the opening of the bypass valve in the turbocharger so that the actual boost pressure is equal to the target boost pressure.

[0011] Optionally, the method of controlling the opening of the bypass valve in the turbocharger using PI control mode includes:

[0012] Under at least two operating conditions of the vehicle, the PI parameter value corresponding to each operating condition is obtained, wherein the PI parameter value includes a first static proportional coefficient and a first static integral coefficient;

[0013] Based on the PI parameter value corresponding to each operating condition, the drive signal of the bypass valve in the turbocharger is determined to adjust the opening degree of the bypass valve.

[0014] Optionally, at least two operating conditions must include vehicle starting condition, parking and power generation condition, and steady speed driving condition.

[0015] Optionally, based on the PI parameter value corresponding to each operating condition, the drive signal of the bypass valve in the turbocharger is determined to adjust the opening degree of the bypass valve, including:

[0016] Based on the PI parameter values ​​corresponding to each operating condition, determine the second static proportional coefficient and the second static integral coefficient under the PI control mode.

[0017] The drive signal for the bypass valve in the turbocharger is determined based on the second static proportional coefficient and the second static integral coefficient, so as to adjust the opening degree of the bypass valve.

[0018] Optionally, when the engine speed is greater than a speed threshold, the step of controlling the opening of the bypass valve in the turbocharger using PID control mode includes:

[0019] Based on the engine speed and load in the vehicle at the current moment, the dynamic proportional coefficient, dynamic integral coefficient, and dynamic derivative time coefficient are obtained from the PID coefficient diagram.

[0020] The drive signal for the bypass valve in the turbocharger is determined based on the dynamic proportional coefficient, the dynamic integral coefficient, and the dynamic differential time coefficient, so as to adjust the opening degree of the bypass valve.

[0021] Optionally, when the engine speed is less than or equal to a speed threshold, the step of controlling the opening of the bypass valve in the turbocharger using PID control mode includes:

[0022] Based on the engine speed and load in the vehicle at the current moment, the dynamic proportional coefficient and dynamic integral coefficient are obtained from the PID coefficient diagram.

[0023] The drive signal for the bypass valve in the turbocharger is determined based on the dynamic proportional coefficient and the dynamic integral coefficient, so as to adjust the opening degree of the bypass valve.

[0024] Optionally, before determining the boost change based on the absolute value of the difference between the target boost pressure and the actual boost pressure, the following steps are included:

[0025] The target boost pressure is obtained from the boost pressure diagram based on the target intake pressure and the engine speed at the current moment.

[0026] According to another aspect of the present invention, an engine boost pressure control device is provided for controlling the opening degree of the bypass valve of the turbocharger in the engine;

[0027] The engine boost pressure control device includes:

[0028] The actual boost pressure acquisition module is used to acquire the actual boost pressure of the engine at the current moment;

[0029] The boost pressure change determination module is used to determine the boost pressure change based on the absolute value of the difference between the target boost pressure and the actual boost pressure.

[0030] The PI control module is used to control the opening of the bypass valve in the turbocharger in PI control mode when the pressure change is less than or equal to the pressure variable threshold, so that the actual boost pressure is equal to the target boost pressure.

[0031] The PID control module is used to control the opening of the bypass valve in the turbocharger in PID control mode when the boost pressure change is greater than the boost pressure variable threshold, so as to make the actual boost pressure equal to the target boost pressure.

[0032] According to another aspect of the present invention, an electronic device is provided, the electronic device comprising:

[0033] At least one processor; and

[0034] A memory communicatively connected to the at least one processor; wherein,

[0035] The memory stores a computer program that can be executed by the at least one processor, which enables the at least one processor to perform the engine boost pressure control method according to any embodiment of the present invention.

[0036] According to another aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions for causing a processor to execute and implement the engine boost pressure control method according to any embodiment of the present invention.

[0037] The technical solution of this invention adjusts the boost pressure by selecting a corresponding control mode based on the difference between the engine's actual boost pressure and the target boost pressure at the current moment. When the absolute value of the difference between the actual and target boost pressures is less than or equal to the boost pressure variable threshold, it indicates that the required boost pressure adjustment is small, and a PI control module with high precision and stable process can be used for boost pressure adjustment. When the absolute value of the difference between the actual and target boost pressures is greater than the boost pressure variable threshold, it indicates that the required boost pressure adjustment is large. To shorten the adjustment time, a PID control mode with fast response speed is used for boost pressure adjustment to quickly adjust the actual boost pressure to the target boost pressure. The corresponding control mode is selected based on the relationship between the absolute value of the difference between the actual and target boost pressures and the boost pressure variable threshold, balancing the response speed and steady-state error of the adjustment process.

[0038] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in the embodiments of the present invention, 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 the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0040] Figure 1 This is a flowchart of a method for controlling engine boost pressure according to an embodiment of the present invention;

[0041] Figure 2 This is a flowchart of another engine boost pressure control method provided in an embodiment of the present invention;

[0042] Figure 3 This is a flowchart of another method for controlling engine boost pressure provided in an embodiment of the present invention;

[0043] Figure 4 This is a flowchart of another method for controlling engine boost pressure provided in an embodiment of the present invention;

[0044] Figure 5 This is a schematic diagram of the structure of an engine boost pressure control device provided in an embodiment of the present invention;

[0045] Figure 6 This is a schematic diagram of the structure of an electronic device that implements the engine boost pressure control method of the present invention. Detailed Implementation

[0046] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0047] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0048] Figure 1 This is a flowchart illustrating a method for controlling engine boost pressure according to an embodiment of the present invention. This embodiment is applicable to situations involving adjusting engine boost pressure. The method can be executed by an engine boost pressure control device, which can be implemented in hardware and / or software. The engine boost pressure control method is used to control the opening degree of the bypass valve of the turbocharger in the engine, thereby achieving control of the boost pressure. Figure 1 As shown, the method includes:

[0049] S110: Obtain the actual boost pressure of the engine at the current moment.

[0050] The engine is equipped with a boost pressure sensor, which obtains the actual boost pressure of the engine at the current moment.

[0051] S120: Determine the pressure change based on the absolute value of the difference between the target boost pressure and the actual boost pressure.

[0052] The target boost pressure is the boost pressure that the engine needs to reach in the next moment or within a preset time. For example, if the engine is located in a vehicle, the target boost pressure is determined when the user presses the accelerator pedal. The absolute value of the difference between the target boost pressure and the actual boost pressure is taken as the boost change.

[0053] S130: When the pressure change is less than or equal to the pressure change threshold, the PI control mode is used to control the opening of the bypass valve in the turbocharger so that the actual boost pressure is equal to the target boost pressure.

[0054] The opening degree of the bypass valve corresponds to the magnitude of the boost pressure. Adjusting the opening degree of the bypass valve allows for the regulation of the boost pressure. PI control mode uses proportional and integral coefficients to regulate the opening degree of the bypass valve, while PID control mode uses proportional, integral, and derivative time coefficients to regulate the opening degree of the bypass valve.

[0055] The boost pressure variable threshold is a user-defined critical value used to determine whether to employ a PI control module or a PID control mode for boost pressure regulation. When the boost pressure change is less than or equal to the boost pressure variable threshold, the difference between the target boost pressure and the actual boost pressure is small, resulting in a shorter time to adjust the actual boost pressure to the target boost pressure. Therefore, the PI control mode, which offers higher accuracy and smaller steady-state error, is used for boost pressure regulation.

[0056] S140: When the pressure change is greater than the pressure variable threshold, the PID control mode is used to control the opening of the bypass valve in the turbocharger so that the actual boost pressure is equal to the target boost pressure.

[0057] When the pressure change exceeds the pressure variable threshold, the difference between the target pressure and the actual pressure is large, and the time required to adjust the actual pressure to the target pressure may be long. Therefore, a faster PID control mode is used to adjust the opening of the bypass valve to regulate the pressure.

[0058] In this embodiment, the corresponding control mode is selected to adjust the boost pressure based on the difference between the engine's actual boost pressure and the target boost pressure at the current moment. When the absolute value of the difference between the actual boost pressure and the target boost pressure is less than or equal to the boost pressure variable threshold, it indicates that the required boost pressure adjustment is small, and a PI control module with higher accuracy and more stable process can be used for boost pressure adjustment. When the absolute value of the difference between the actual boost pressure and the target boost pressure is greater than the boost pressure variable threshold, it indicates that the required boost pressure adjustment is large. To shorten the adjustment time, a PID control mode with faster response speed is used for boost pressure adjustment to adjust the actual boost pressure to the target boost pressure in a short time. The corresponding control mode is selected to adjust the boost pressure based on the relationship between the absolute value of the difference between the actual boost pressure and the target boost pressure and the boost pressure variable threshold, taking into account both the response speed and steady-state error of the adjustment process.

[0059] Figure 2A flowchart of another engine boost pressure control method provided in an embodiment of the present invention is shown below. Figure 2 The method includes:

[0060] S111: Obtain the actual boost pressure of the engine at the current moment.

[0061] S121: Determine the pressure change based on the absolute value of the difference between the target boost pressure and the actual boost pressure.

[0062] S131: When the boost pressure change is less than or equal to the boost pressure variable threshold, under at least two operating conditions of the vehicle, obtain the PI parameter value corresponding to each operating condition. The PI parameter value includes the first static proportional coefficient and the first static integral coefficient.

[0063] Optionally, at least two operating conditions include vehicle starting, parking and power generation, and steady-speed driving. In other embodiments, the vehicle operating conditions may also include deceleration driving, acceleration driving, etc. During bench testing, a first static proportional coefficient and a first static integral coefficient corresponding to each operating condition can be obtained.

[0064] S141: Determine the drive signal of the bypass valve in the turbocharger based on the PI parameter value corresponding to each operating condition, so as to adjust the opening degree of the bypass valve.

[0065] For example, after obtaining five sets of PI parameter values ​​under the five operating conditions in step S131, the range of the first static proportional coefficient and the range of the first static integral coefficient can be obtained based on the five first static proportional coefficients. The first static proportional coefficient and the first static integral coefficient corresponding to a set of operating conditions within the middle range can be selected for PI adjustment. Alternatively, S141 includes: determining the second static proportional coefficient and the second static integral coefficient under the PI control mode based on the PI parameter values ​​corresponding to each operating condition; determining the drive signal of the bypass valve in the turbocharger based on the second static proportional coefficient and the second static integral coefficient, wherein the drive signal is a duty cycle signal; adjusting the opening of the bypass valve according to the duty cycle signal to control the exhaust gas bypass volume, thereby precisely adjusting the boost pressure.

[0066] When determining the second static proportional coefficient and the second static integral coefficient under the PI control mode based on the PI parameter values ​​corresponding to each operating condition, specifically, the average value of the first static proportional coefficient among the PI parameter values ​​corresponding to each operating condition in at least two operating conditions can be calculated, and the average value of the first static integral coefficient among the PI parameter values ​​corresponding to each operating condition in at least two operating conditions can be calculated; the average value of the first static proportional coefficient is used as the second static proportional coefficient, and the average value of the first static integral coefficient is used as the second static integral coefficient.

[0067] Bypass valve drive signal Where K1 is the second static proportional coefficient, T1 is the second static integral coefficient, e(t) is the control error, and Δt is the pressure change.

[0068] In this embodiment, the final static proportional coefficient (second static proportional coefficient) and static integral coefficient (second static integral coefficient) are determined based on the PI parameter values ​​corresponding to different operating conditions under at least two conditions. Then, the opening of the bypass valve in the turbocharger is adjusted according to the static proportional coefficient and static integral coefficient to regulate the actual boost pressure to the target boost pressure. Using PI control mode for boost pressure regulation provides high accuracy and a more stable adjustment process.

[0069] Figure 3 A flowchart of another engine boost pressure control method provided in an embodiment of the present invention is shown below. Figure 3 Optionally, the method includes:

[0070] S112: Obtain the actual boost pressure of the engine at the current moment.

[0071] S122: Determine the pressure change based on the absolute value of the difference between the target boost pressure and the actual boost pressure.

[0072] S132: When the pressure change is greater than the pressure variable threshold and the engine speed is greater than the speed threshold, the dynamic proportional coefficient, dynamic integral coefficient and dynamic derivative time coefficient are obtained from the PID coefficient diagram based on the engine speed and load in the vehicle at the current moment.

[0073] A PID coefficient graph is a curve generated during testing based on multiple sets of sampled data. Each set of data includes engine speed, load, and their corresponding dynamic proportional coefficient, dynamic integral coefficient, and dynamic derivative time coefficient. Once the engine speed and load are determined, the corresponding dynamic proportional coefficient, dynamic integral coefficient, and dynamic derivative time coefficient can be determined from the PID coefficient graph. Optionally, the PID coefficient graph can be a MAP graph.

[0074] S142: Determine the drive signal of the bypass valve in the turbocharger based on the dynamic proportional coefficient, dynamic integral coefficient, and dynamic derivative time coefficient, so as to adjust the opening degree of the bypass valve.

[0075] Bypass valve drive signal Where K2 is the dynamic proportional coefficient, T2 is the dynamic integral coefficient, S2 is the dynamic differential time coefficient, e(t) is the control error, Δt is the absolute value of the difference between the actual boost pressure and the target boost pressure at the current moment, that is, the boost pressure change at the current moment, and Δ(t-1) is the absolute value of the difference between the actual boost pressure and the target boost pressure at the previous moment, that is, the boost pressure change at the previous moment.

[0076] In this embodiment, when the boost pressure change exceeds the boost pressure variable threshold and the engine speed exceeds the speed threshold, the dynamic proportional coefficient, dynamic integral coefficient, and dynamic derivative time coefficient are determined based on the engine speed, load, and PID coefficient diagram. The opening of the bypass valve is then adjusted according to the coefficients of the PID control mode to regulate the actual boost pressure to the target boost pressure. Using PID control mode for boost pressure regulation offers a fast response speed, allowing the boost pressure to be adjusted to the target boost pressure in a shorter time, resulting in a more rapid adjustment process.

[0077] Figure 4 A flowchart of another method for controlling engine boost pressure provided in an embodiment of the present invention is shown below. Figure 4 Optionally, the method includes:

[0078] S113: Obtain the actual boost pressure of the engine at the current moment.

[0079] S123: Determine the pressure change based on the absolute value of the difference between the target boost pressure and the actual boost pressure.

[0080] S133: When the pressure change is greater than the pressure variable threshold and the engine speed is less than or equal to the speed threshold, the dynamic proportional coefficient and dynamic integral coefficient are obtained in the PID coefficient diagram based on the engine speed and load in the vehicle at the current moment.

[0081] S143: Determine the drive signal of the bypass valve in the turbocharger based on the dynamic proportional coefficient and the dynamic integral coefficient, so as to adjust the opening degree of the bypass valve.

[0082] The corresponding dynamic proportional coefficient, dynamic integral coefficient, and dynamic derivative time coefficient can be determined from the PID coefficient diagram based on the speed and load. However, when the speed is less than or equal to the speed threshold, the dynamic derivative time coefficient is set to zero. That is, the opening degree of the bypass valve u(t) = K2Δt + T2.

[0083] When using PID control to control the opening of the bypass valve in a turbocharger, the dynamic proportional coefficient and dynamic integral coefficient increase with the increase of boost pressure change in order to achieve a fast response and reduce deviation. Traditional PID algorithms cannot dynamically adjust PID parameter values ​​when the operating conditions of the controlled object change significantly, thus affecting the control effect. In this embodiment, changes in operating conditions, such as speed, load, and boost pressure, allow the dynamic proportional coefficient, dynamic integral coefficient, and dynamic derivative time coefficient to be adjusted according to the operating conditions, improving the control effect. Considering the stability of boost pressure control, the dynamic derivative time coefficient is assigned a value of zero when the speed is less than or equal to the speed threshold; when it is greater than the speed threshold, the dynamic derivative time coefficient is determined according to the PID coefficient diagram. Using PID control to regulate boost pressure results in a fast response speed, allowing the boost pressure to be adjusted to the target boost pressure in a shorter time, making the adjustment process more rapid. Furthermore, selecting a dynamic derivative time coefficient of zero or determined by the PID coefficient diagram based on the speed and speed threshold ensures more stable boost pressure control.

[0084] Optionally, before S120, S121, S122, or S123, the following may also be included:

[0085] Based on the target intake pressure and the engine speed at the current moment, the target boost pressure is obtained from the boost pressure diagram.

[0086] A boost pressure diagram is a graph generated during testing based on multiple sets of sampled data. Each set of data includes intake pressure, engine speed, and the corresponding boost pressure. Once the engine speed and intake pressure are determined, the corresponding boost pressure can be determined from the boost pressure diagram. Therefore, based on the target intake pressure and the engine speed at the current moment, the magnitude of the target boost pressure can be determined from the boost pressure diagram. Optionally, the boost pressure diagram can be a MAP (Magnetic Mapping) chart.

[0087] This invention also provides a device for controlling engine boost pressure, used to control the opening degree of the bypass valve of the turbocharger in the engine. Figure 5 This is a schematic diagram of a control device for engine boost pressure provided in an embodiment of the present invention, with reference to... Figure 5 The control device includes:

[0088] The actual boost pressure acquisition module 100 is used to acquire the actual boost pressure of the engine at the current moment.

[0089] The boost pressure change determination module 200 is used to determine the boost pressure change based on the absolute value of the difference between the target boost pressure and the actual boost pressure.

[0090] The PI control module 300 is used to control the opening of the bypass valve in the turbocharger in PI control mode when the boost pressure change is less than or equal to the boost pressure variable threshold, so as to make the actual boost pressure equal to the target boost pressure.

[0091] The PID control module 400 is used to control the opening of the bypass valve in the turbocharger in PID control mode when the pressure change is greater than the pressure variable threshold, so that the actual pressure is equal to the target pressure.

[0092] The engine boost pressure control device provided in the embodiments of the present invention can execute the engine boost pressure control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the method.

[0093] Optionally, the PI control module includes:

[0094] The PI parameter acquisition unit is used to acquire the PI parameter value corresponding to each of the at least two operating conditions of the vehicle. The PI parameter value includes a first static proportional coefficient and a first static integral coefficient.

[0095] The PI drive unit is used to determine the drive signal of the bypass valve in the turbocharger based on the PI parameter value corresponding to each operating condition, so as to adjust the opening degree of the bypass valve.

[0096] Optionally, the PI drive unit includes:

[0097] The static parameter acquisition subunit is used to determine the second static proportional coefficient and the second static integral coefficient under the PI control mode based on the PI parameter values ​​corresponding to each operating condition.

[0098] The control subunit is used to determine the drive signal of the bypass valve in the turbocharger based on the second static proportional coefficient and the second static integral coefficient, so as to adjust the opening degree of the bypass valve.

[0099] Optionally, when the engine speed is greater than a speed threshold, the PID control module includes:

[0100] The first dynamic coefficient acquisition unit is used to obtain the dynamic proportional coefficient, dynamic integral coefficient and dynamic derivative time coefficient in the PID coefficient diagram based on the engine speed and load in the vehicle at the current moment.

[0101] The first PID control unit is used to determine the drive signal of the bypass valve in the turbocharger based on the dynamic proportional coefficient, dynamic integral coefficient and dynamic derivative time coefficient, so as to adjust the opening degree of the bypass valve.

[0102] Alternatively, when the engine speed is less than or equal to a speed threshold, the PID control module includes:

[0103] The second dynamic coefficient acquisition unit is used to obtain the dynamic proportional coefficient and dynamic integral coefficient in the PID coefficient diagram based on the engine speed and load in the vehicle at the current moment.

[0104] The second PID control unit is used to determine the drive signal of the bypass valve in the turbocharger based on the dynamic proportional coefficient and the dynamic integral coefficient, so as to adjust the opening degree of the bypass valve.

[0105] Optionally, the engine boost pressure control device also includes:

[0106] The target boost pressure determination module is used to obtain the target boost pressure from the boost pressure diagram based on the target intake pressure and the engine speed at the current moment.

[0107] The present invention also provides an electronic device, Figure 6 This is a schematic diagram of an electronic device for implementing the engine boost pressure control method of embodiments of the present invention. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0108] like Figure 6 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 may also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0109] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0110] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, digital signal processors (DSPs), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as methods for controlling engine boost pressure.

[0111] In some embodiments, the engine boost pressure control method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the engine boost pressure control method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform the engine boost pressure control method by any other suitable means (e.g., by means of firmware).

[0112] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0113] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0114] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0115] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0116] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0117] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0118] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0119] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for controlling engine boost pressure, characterized in that, Used to control the opening degree of the bypass valve of the turbocharger in the engine; The method for controlling the engine boost pressure includes: Obtain the actual boost pressure of the engine at the current moment; The pressure change is determined based on the absolute value of the difference between the target boost pressure and the actual boost pressure. When the pressure change is less than or equal to the pressure change threshold, the opening of the bypass valve in the turbocharger is controlled in PI control mode so that the actual boost pressure is equal to the target boost pressure. When the pressure change exceeds the pressure variable threshold, a PID control mode is used to control the opening of the bypass valve in the turbocharger so that the actual boost pressure is equal to the target boost pressure. The method of controlling the opening of the bypass valve in the turbocharger using PI control mode includes: Under at least two operating conditions of the vehicle, the PI parameter value corresponding to each operating condition is obtained, wherein the PI parameter value includes a first static proportional coefficient and a first static integral coefficient; Based on the PI parameter value corresponding to each operating condition, the drive signal of the bypass valve in the turbocharger is determined to adjust the opening degree of the bypass valve. When the engine speed is greater than a speed threshold, the PID control mode for controlling the opening of the bypass valve in the turbocharger includes: Based on the engine speed and load in the vehicle at the current moment, the dynamic proportional coefficient, dynamic integral coefficient, and dynamic derivative time coefficient are obtained from the PID coefficient diagram. The drive signal for the bypass valve in the turbocharger is determined based on the dynamic proportional coefficient, the dynamic integral coefficient, and the dynamic differential time coefficient, so as to adjust the opening degree of the bypass valve. When the engine speed is less than or equal to a speed threshold, the control of the bypass valve opening in the turbocharger using PID control mode includes: Based on the engine speed and load in the vehicle at the current moment, the dynamic proportional coefficient and dynamic integral coefficient are obtained from the PID coefficient diagram. The drive signal for the bypass valve in the turbocharger is determined based on the dynamic proportional coefficient and the dynamic integral coefficient, so as to adjust the opening degree of the bypass valve.

2. The method for controlling engine boost pressure according to claim 1, characterized in that, At least two operating conditions must be included, namely, vehicle starting condition, parking and power generation condition, and steady speed driving condition.

3. The method for controlling engine boost pressure according to claim 1, characterized in that, Based on the PI parameter value corresponding to each operating condition, the drive signal of the bypass valve in the turbocharger is determined to adjust the opening degree of the bypass valve, including: Based on the PI parameter values ​​corresponding to each operating condition, determine the second static proportional coefficient and the second static integral coefficient under the PI control mode. The drive signal for the bypass valve in the turbocharger is determined based on the second static proportional coefficient and the second static integral coefficient, so as to adjust the opening degree of the bypass valve.

4. The method for controlling engine boost pressure according to claim 1, characterized in that, Before determining the boost change based on the absolute value of the difference between the target boost pressure and the actual boost pressure, the following steps are included: The target boost pressure is obtained from the boost pressure diagram based on the target intake pressure and the engine speed at the current moment.

5. A control device for engine boost pressure, characterized in that, Used to control the opening degree of the bypass valve of the turbocharger in the engine; The engine boost pressure control device includes: The actual boost pressure acquisition module is used to acquire the actual boost pressure of the engine at the current moment; The boost pressure change determination module is used to determine the boost pressure change based on the absolute value of the difference between the target boost pressure and the actual boost pressure. The PI control module is used to control the opening of the bypass valve in the turbocharger in PI control mode when the pressure change is less than or equal to the pressure variable threshold, so that the actual boost pressure is equal to the target boost pressure. The PID control module is used to control the opening of the bypass valve in the turbocharger in PID control mode when the pressure change is greater than the pressure variable threshold, so that the actual boost pressure is equal to the target boost pressure. The PI control module includes: The PI parameter acquisition unit is used to acquire the PI parameter value corresponding to each of the at least two operating conditions of the vehicle, wherein the PI parameter value includes a first static proportional coefficient and a first static integral coefficient. The PI drive unit is used to determine the drive signal of the bypass valve in the turbocharger according to the PI parameter value corresponding to each operating condition, so as to adjust the opening degree of the bypass valve. When the engine speed is greater than a speed threshold, the PID control module includes: The first dynamic coefficient acquisition unit is used to obtain the dynamic proportional coefficient, dynamic integral coefficient and dynamic derivative time coefficient in the PID coefficient diagram based on the engine speed and load in the vehicle at the current moment. The first PID control unit is used to determine the drive signal of the bypass valve in the turbocharger based on the dynamic proportional coefficient, the dynamic integral coefficient and the dynamic derivative time coefficient, so as to adjust the opening degree of the bypass valve. Alternatively, when the engine speed is less than or equal to a speed threshold, the PID control module includes: The second dynamic coefficient acquisition unit is used to obtain the dynamic proportional coefficient and dynamic integral coefficient in the PID coefficient diagram based on the engine speed and load in the vehicle at the current moment. The second PID control unit is used to determine the drive signal of the bypass valve in the turbocharger based on the dynamic proportional coefficient and the dynamic integral coefficient, so as to adjust the opening degree of the bypass valve.

6. An electronic device, characterized in that, The electronic device includes: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the engine boost pressure control method according to any one of claims 1-4.

7. A storage medium, characterized in that, The storage medium stores computer instructions that are used to cause the processor to execute the engine boost pressure control method according to any one of claims 1-4.

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