A method for controlling the intake amount of a supercharged engine, an electronic device, and a vehicle

Abstract

The present invention relates to the technical field of vehicle engine control, and more specifically to a method for controlling the intake air volume of a supercharged engine, as well as electronic equipment and a vehicle. The present invention proposes a method for controlling the intake air volume of a supercharged engine. The method sets conditions for enabling optimized control of the engine intake air volume, establishes multiple operating modes when a target intake air volume differs from the actual intake air volume, and optimizes target intake pressure and target boost pressure under different operating modes. This method effectively reduces intake air volume deviations, enhances the responsiveness of engine intake control, and thereby improves engine power.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle engine control, and in particular to a method for controlling the air intake amount of a supercharged engine, electronic equipment, and a vehicle. Background Art

[0002] For supercharged engines, control of the engine's intake system determines its power and fuel economy. The intake system transfers atmospheric air to the cylinders. Existing technologies primarily employ dynamic PID control to actively control the action of the boost actuator, ensuring that actual boost pressure tracks the target.

[0003] However, due to differences in engine production, differences in engines under different atmospheric pressures, differences in engines under different operating conditions, and dynamic PID control offsets caused by wear, fatigue and aging of the boost system and intake system, the boost control responsiveness effect will be inconsistent, which in turn greatly restricts the control effect of the engine control system. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to provide a method for controlling the intake volume of a supercharged engine, which can optimize the control of the engine intake when there is a difference between the target intake volume and the actual intake volume, thereby improving the deviation of the intake volume and enhancing the responsiveness of the engine intake control.

[0005] In order to solve the above technical problems, the technical solution adopted by the present invention is:

[0006] A method for controlling the air intake of a supercharged engine mainly includes:

[0007] S1, after the steady-state working condition lasts longer than the preset time T1, read the difference between the current target intake density and the actual intake density rho Err :

[0008] S2, when the difference value rho Err When the preset range is exceeded, based on the air inlet temperature T port , fresh air gas constant R and current actual charging efficiency r VolEff , solve the intake pressure correction value p;

[0009] S3, based on the intake pressure correction value p and the last target intake pressure update value p Desrd(N-1) The updated target intake pressure value p is obtained by weighting DesrdN and store it as the updated target intake pressure value p DesrdN_NEW ;

[0010] S4, for different working modes, the updated target intake pressure value p DesrdN_NEWPerform weighted correction and calculate the initial target opening pct of the boost actuator based on the BoostActua torNewRaw , determine the target boost pressure p in each working mode BoostDesrd Final and target intake pressure p DesrdFinal .

[0011] Furthermore, the intake pressure correction value p is solved as follows:

[0012] p×r VolEff =ρ×R×T port

[0013] Where, the intake density correction value, ρ = rho Act +N×B, N is the number of times the target intake pressure update value is updated. Further, the target intake pressure update value p DesrdN The solution is as follows:

[0014] p DesrdN =k×p Desrd(N-1) +(1-k)×p

[0015] Where p Desrd(N-1) is the last updated value of the target intake pressure, and k is the weighted coefficient 1.

[0016] Furthermore, the different working modes specifically include:

[0017] In the first working mode, the boost closed-loop control enable is not activated;

[0018] In the second working mode, the boost closed-loop control is enabled and the ratio of the actual throttle outlet pressure to the actual throttle inlet pressure is r Thr Pr eAct does not exceed a proportional threshold f1(n), where the proportional threshold f1(n) is calibrated according to the engine speed n;

[0019] The third working mode, the boost closed loop control is activated, and the ratio of the actual throttle outlet pressure to the actual throttle inlet pressure is r Thr Pr eAct The proportional threshold value f2(n) is exceeded, and the proportional threshold value f2(n) is calibrated according to the engine speed n, and f2(n)>f1(n).

[0020] Furthermore, if the current state is the first working mode or the second working mode, and the working mode does not change, then according to the updated target intake pressure value p DesrdN_NEW , determine the target intake pressure p DesrdFinal :

[0021] p DesrdFinal =(k')×p DesrdN_NEW +(1-k”)×p Desrd

[0022] In the formula, k" is the weighting coefficient three, p Desrd is the initial value of the target intake pressure, which is based on the current target intake pressure average value It is calculated by weighting with the intake pressure correction value p.

[0023] Furthermore, if the current working mode is the third one, then according to the updated target intake pressure value p DesrdN_NEW and update coefficient f(r Thr Pr eAct ) for the initial value of the target boost pressure p BoostDesrd Perform optimization and update to obtain the target boost pressure optimization initial value p in the current working mode BoostDesrd NewRaw :

[0024] p BoostDesrd NewRaw =[1-k']×p BoostDesrd +(k')×[1+f(r Thr Pr eAct )×p DesrdN_NEW ] In the formula, k' is the

[0025] Weight coefficient 2, in this example, is 0.65; f(r Thr Pr eAct ) is the ratio of the throttle outlet pressure to the throttle inlet pressure r Thr Pr eAct Determine the update coefficient.

[0026] Furthermore, if the initial target opening of the boost actuator pct BoostActua torNewRaw Greater than its maximum allowable opening pct BoostActua torMax , then the final target boost pressure p BoostDesrd Final Updated to:

[0027] p BoostDesrd Final =p BoostDesrd Max , where p BoostDesrd Max According to the maximum allowable opening pct BoostActua torMax The maximum allowable boost pressure obtained by back calculation;

[0028] Furthermore, if the initial target opening of the boost actuator pct BoostActua torNewRaw Less than its minimum allowable opening pct BoostActua torMin , then the final target boost pressure p BoostDesrd Final Updated to:

[0029] p BoostDesrd Final =p BoostDesrd Min , where p BoostDesrd Min According to the minimum allowable opening pct BoostActua torMin The minimum allowable boost pressure obtained by back calculation.

[0030] Furthermore, if the initial target opening of the boost actuator pct BoostActua torNewRaw Not greater than its maximum allowable opening pct BoostActua torMax, and not less than its minimum allowable opening pct BoostActua torMin , then the final target boost pressure p BoostDesrd Final Updated to: BoostDesrd Fina l=p BoostDesrd NewRaw .

[0031] Compared with the prior art, the present invention has the following main advantages:

[0032] The present invention proposes a method for controlling the intake volume of a supercharged engine, sets judgment conditions for enabling optimized control of the engine intake volume, and sets multiple working modes when there is a difference between the target intake volume and the actual intake volume. At the same time, the target intake pressure and target boost pressure under different working modes are optimized, which can effectively improve the deviation of the intake volume, enhance the responsiveness of the engine intake control, and thus improve the engine power. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 1 is a principle block diagram of a method for controlling the air intake volume of a supercharged engine according to an embodiment of the present invention;

[0034] Figure 2 This is an overall flow chart of the method for controlling the intake air volume of a supercharged engine in an embodiment of the present invention. DETAILED DESCRIPTION

[0035] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is 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 for the purpose of explaining the present invention and are not intended to limit the present invention. In addition, the technical features involved in the various embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.

[0036] It should be pointed out that, according to the needs of implementation, the various steps / components described in this application can be split into more steps / components, or two or more steps / components or partial operations of steps / components can be combined into new steps / components to achieve the purpose of the present invention.

[0037] In the present invention, unless otherwise expressly specified or limited, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of the technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of such features. In the description of the present invention, "plurality" means at least two, for example, two, three, etc., unless otherwise expressly specified or limited.

[0038] Embodiment 1: This embodiment provides a method for controlling the intake air volume of a supercharged engine. Figure 1 As shown, it mainly includes:

[0039] S1, after the steady-state working condition lasts longer than the preset time T1, read the difference between the current target intake density and the actual intake density rho Err :

[0040] S2, when the difference value rho Err When the preset range is exceeded, based on the air inlet temperature T port , fresh air gas constant R and current actual charging efficiency r VolEff , solve the intake pressure correction value p;

[0041] S3, based on the intake pressure correction value p and the last target intake pressure update value p Desrd(N-1) The updated target intake pressure value p is obtained by weighting DesrdN and store it as the updated target intake pressure value p DesrdN_NEW ;

[0042] S4, for different working modes, the updated target intake pressure value p DesrdN_NEW Perform weighted correction and calculate the initial target opening pct of the boost actuator based on the BoostActuatorNewRaw , determine the target boost pressure p in each working mode BoostDesrd Fina l and target intake pressure p DesrdFinal .

[0043] Embodiment 2: This embodiment provides a method for controlling the intake air volume of a supercharged engine. Figure 2 As shown, it needs to be carried out under the following steady-state conditions:

[0044] a) The difference between the target throttle opening and the actual throttle opening is within a preset range, which in this example is ±1%;

[0045] b) The difference between the VVT ​​target phase and the actual phase is within a preset range, which in this example is ±1%;

[0046] c) The engine speed fluctuation range is within a preset range, which in this example is ±15 rpm;

[0047] d) The opening fluctuation range of the supercharger actuator is within the preset range, which is ±1% in this example;

[0048] e) The carbon canister is not opened;

[0049] f) No fault code occurs.

[0050] g) The current target intake air density fluctuation range is ±15mgpl;

[0051] h) The fluctuation range of the difference between the current target intake air density and the actual intake air density is within a preset range, which in this example is ±15 mgpl;

[0052] i) The difference between the target intake pressure (throttle outlet pressure target value) and the actual intake pressure (throttle outlet pressure actual value) is within a preset range, which in this example is ±2 kPa;

[0053] j) The fluctuation range of the difference between the target intake pressure and the actual intake pressure is within a preset range, which in this example is ±2 kPa;

[0054] When the above conditions are met and the duration exceeds the preset time T1 (2s in this example), the difference between the current target intake density and the actual intake density rho is read. Err :

[0055] 1) If rho Err Within the preset value range (-A to A) (±15 mgpl in this example), no adjustment is made.

[0056] 2) If -A≤(|rho Err |-N×B)≤A, where standard density B>A (in this example, B is 20mgpl), and N=1,2,3,…, then proceed to the subsequent control steps:

[0057] The first step is based on the inlet temperature T port , fresh air gas constant R (in this example, 287 J / (kg·K)), current actual charging efficiency r VolEff and intake density correction value ρ = rho Act +B, solve the intake pressure correction value p, which is as follows:

[0058] p×r VolEff =ρ×R×T port

[0059] The intake pressure correction value p obtained by the above equation is recorded as p1, and then the current target intake pressure average value is The target intake pressure initial value p is obtained by weighting the target intake pressure average value after the entry conditions are met and p1 Desrd1 : Where k1 is the weighting coefficient, which is 0.8 in this example.

[0060] The second step is to set the intake density correction value ρ = rho Act +2B, and record the intake pressure correction value p obtained by the above equation as p2, and the target intake pressure initial value p Desrd1 The second target intake pressure update value p is obtained by weighting it with p2 Desrd2 :p Desrd2 =k2×p Desrd1 +(1-k2)×p2, where k2 is the weighting coefficient 2, which is 0.92 in this example.

[0061] And so on;

[0062] Step N: Let the intake density correction value ρ = rho Act +N×B, and record the intake pressure correction value p obtained by the above equation as p(N), and update the target intake pressure value p obtained in step N-1 Desrd(N-1) Weighted with p(N) to obtain the Nth target intake pressure update value p DesrdN :p DesrdN =k2×p Desrd(N-1) +(1-k2)×p(N).

[0063] Update the Nth target intake pressure to p DesrdN Store it in the corresponding working condition (the corresponding working condition is defined as: engine speed, the ratio of the actual throttle outlet pressure to the actual throttle inlet pressure r Thr Pr eAct , the boost closed loop enabling state is the same), and the stored updated target intake pressure value p is obtained. DesrdN_NEW (It will be saved after the vehicle is powered off), and its storage update method is: DesrdN_NEW =k3×p DesrdN +(1-k3)×p DesrdN (z), k3 is the weighting coefficient three, which is 0.2 in this example.

[0064] The following three working modes are defined:

[0065] In the first working mode, the boost closed loop enable is not activated;

[0066] In the second working mode, when the boost closed loop is activated, the ratio of the actual throttle outlet pressure to the actual throttle inlet pressure is r Thr Pr eAct not more than f1(n);

[0067]

[0068] The third working mode, the boost closed loop is activated, and the ratio of the throttle outlet pressure to the throttle inlet pressure is read. The pressure ratio r Thr Pr eAct exceeds f2(n), where f2(n) is not less than f1(n);

[0069]

[0070] In other cases, that is, the boost closed loop is enabled and the second and third working modes are not satisfied, it means that the previous working mode is maintained, and the default state is the first working mode.

[0071] Furthermore, if the target intake pressure update value p DesrdN If the working mode changes during the calculation process, the target intake pressure update value p is stopped.DesrdN The target intake pressure value p DesrdN_NEW Updates are not stored.

[0072] 1) If the current working mode is the first or the second working mode, and the working condition does not change, then if the current working condition is the same (the same working condition definition: engine speed, the ratio of the actual throttle outlet pressure to the actual throttle inlet pressure r Thr Pr eAct , boost closed loop enable state is the same), the stored updated target intake pressure value p DesrdN_NEW and the target intake pressure p under the corresponding working conditions Desrd After updating, the target intake pressure p under the current working condition is obtained DesrdFinal =k4×p DesrdN_NEW +(1-k4)×p Desrd , k4 is the weighting coefficient, set to 0.9 in this example. The target boost pressure is not updated; ultimately, the target intake pressure is replaced using the same calculation method as above.

[0073] 2) If the current working mode is the third one, since the ratio of the throttle outlet pressure to the inlet pressure is too large, the throttle inlet pressure is adjusted by trying to improve the target boost pressure, so as to achieve a better intake pressure. DesrdN_NEW The initial value of the target boost pressure corresponding to the current working condition p BoostDesrd (The target boost pressure is the target boost pressure of the working condition that has not been optimized) is optimized and updated, and the optimized initial value p of the target boost pressure under the current working condition is obtained according to the following formula: BoostDesrd NewRaw :

[0074] p BoostDesrd NewRaw =[1-k5]×p BoostDesrd +(k5)×[1+f(r Thr Pr eAct )×p DesrdN_NEW ]In the formula, k5

[0075] is the weighting factor 5, which is 0.65 in this example; f(r Thr Pr eAct ) is the ratio of the throttle outlet pressure to the throttle inlet pressure r Thr Pr eAct Determine the update coefficient.

[0076] Specifically, when the pressure ratio is larger, the pressure change has less impact on the engine intake volume. In order to improve the accuracy of the system's control of the transient intake volume response, the target boost pressure needs to be adjusted to a greater degree to meet the target intake pressure requirements under subsequent transient working conditions. Based on the calibration during the subsequent actual vehicle verification test, the transient responsiveness of the engine intake volume is achieved, and the intake density deviation exceeds the preset value (±15mgl in this example) under the same working conditions for a continuous time of T1 (0.5s in this example) of no more than CNT times (3 in this example). Based on this, the calibration parameters obtained in this example are as follows:

[0077]

[0078] If the difference between the target intake density and the actual intake density is rho Err If the difference is greater than 0, then f(r Thr Pr eAct )=|f(r Thr Pr eAct )|;If the difference between the target intake density and the actual intake density rho Err If the difference is not greater than 0, then f(r Thr Pr eAct )=-|f(r Thr Pr eAct )|.

[0079] Furthermore, the initial value p is optimized based on the target boost pressure under the determined current working condition. BoostDesrd NewRaw And the current actual boost pressure, the conventional closed-loop control method (refer to patent CN201910988050.8) is used to obtain the initial target opening of the boost actuator pct BoostActua torNewRaw .

[0080] Furthermore, if the initial target opening pct BoostActua torNewRaw Greater than its maximum allowable opening pct BoostActua torMax (The maximum opening allowed is pct BoostActua torMax The default value is 100%), based on the maximum allowable opening pct BoostActua torMax Determine the maximum permissible boost pressure p BoostDesrd Max :

[0081] 11) Final target boost pressure p BoostDesrd Fina lUpdated to:

[0082] p BoostDesrd Final =p BoostDesrd Max , where p BoostDesrd Max According to the maximum allowable opening pct BoostActua torMax The maximum allowable boost pressure obtained by reverse calculation (obtained by referring to the corresponding relationship between the target boost pressure and the boost actuator opening in patent CN201910988050.8);

[0083] 12) Final target intake pressure pDesrdFinal Updated to:

[0084] p DesrdFinal =(k4)×p DesrdN_NEW +(1-k4)×p Desrd .

[0085] Furthermore, if the initial target opening pct BoostActua torNewRaw Less than its minimum allowable opening pct BoostActua torMin (minimum opening allowed pct BoostActua torMax The default value is 0%), then

[0086] 21) Final target boost pressure p BoostDesrd Fina lUpdated to:

[0087] p BoostDesrd Final =p BoostDesrd Min , where p BoostDesrd Min According to the minimum allowable opening pct BoostActua torMin The minimum allowable boost pressure obtained by reverse calculation (obtained by referring to the corresponding relationship between the target boost pressure and the boost actuator opening in patent CN201910988050.8);

[0088] 22) Final target intake pressure p DesrdFinal Updated to:

[0089] p DesrdFinal =k4×p DesrdN_NEW +(1-k4)×p Desrd .

[0090] Furthermore, if the initial target opening pct BoostActua torNewRaw Not greater than its maximum allowable opening pct BoostActua torMax , and not less than its minimum allowable opening pct BoostActua torMin ,but

[0091] 31) Final target boost pressure p BoostDesrd Final Updated to:

[0092] p BoostDesrd Final =p BoostDesrd NewRaw ,

[0093] 32) The final target intake pressure p DesrdFinal Updated to:

[0094] p DesrdFinal =(k4)×p DesrdN_NEW +(1-k4)×p Desrd

[0095] Embodiment 3: Based on the same inventive concept, this embodiment also provides a vehicle electronic device, including a memory, a processor, and a program stored in the memory and executable on the processor. When the processor executes the program, the method for controlling the intake air volume of a supercharged engine as described above is implemented.

[0096] Embodiment 4: Based on the same inventive concept, this embodiment further provides a manual-automatic vehicle, which is provided with the vehicle electronic equipment as described above.

[0097] Furthermore, all parts of this application that are not described in detail are the same as the existing technology or are implemented using the existing technology.

[0098] In summary:

[0099] The present invention proposes a method for controlling the intake volume of a supercharged engine, sets judgment conditions for enabling optimized control of the engine intake volume, and sets multiple working modes when there is a difference between the target intake volume and the actual intake volume. At the same time, the target intake pressure and target boost pressure under different working modes are optimized, which can effectively improve the deviation of the intake volume, enhance the responsiveness of the engine intake control, and thus improve the engine power.

[0100] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0101] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the steps in the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0102] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0103] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0104] It will be easily understood by those skilled in the art that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A method for controlling the intake air volume of a supercharged engine, characterized in that: include: When the steady-state operating condition lasts for more than the preset time, the difference between the current target intake air density and the actual intake air density is read; When the difference exceeds a preset range, the intake pressure correction value is calculated based on the intake port temperature, the fresh air gas constant and the current actual charging efficiency; Obtaining a current target intake pressure update value based on the intake pressure correction value and the last target intake pressure update value by weighting, and storing the updated target intake pressure value as the updated target intake pressure value; For different working modes, the updated target intake pressure value is weightedly corrected, and based on the initial target opening of the boost actuator, the target boost pressure and target intake pressure in each working mode are determined.

2. The method for controlling the intake air volume of a supercharged engine according to claim 1, characterized in that: The intake pressure correction value p is based on the intake port temperature T port , fresh air gas constant R and current actual charging efficiency r VolEff , and is calculated and determined in combination with the intake density correction value ρ; The intake density correction value ρ is calculated by adding the actual intake density to N times the standard density B, where N is the number of updates of the target intake pressure update value.

3. The method for controlling the intake air volume of a supercharged engine according to claim 2, wherein: The current target intake pressure update value p DesrdN According to the intake pressure correction value p and the last target intake pressure update value p Desrd(N-1) , and is calculated and determined in combination with the weighting coefficient k.

4. The method for controlling the intake air volume of a supercharged engine according to claim 1, wherein: The different working modes specifically include: In the first working mode, the boost closed-loop control enable is not activated; In the second working mode, the boost closed-loop control is enabled and the ratio of the actual throttle outlet pressure to the actual throttle inlet pressure is r Thr Pr eAct does not exceed a proportional threshold value f1(n), wherein the proportional threshold value f1(n) is calibrated according to the engine speed n; The third working mode, the boost closed loop control is activated, and the ratio of the actual throttle outlet pressure to the actual throttle inlet pressure is r Thr PreAct The proportional threshold value f2(n) is exceeded, and the proportional threshold value f2(n) is calibrated according to the engine speed n, and f2(n)>f1(n).

5. The method for controlling the intake air volume of a supercharged engine according to claim 4, characterized in that: If the current working mode is the first or second working mode, and the working mode does not change, then according to the target intake pressure initial value p Desrd and the updated target intake pressure value p DesrdN_NEW , and combined with the weighted coefficient three k" to calculate the target intake pressure p DesrdFinal .

6. The method for controlling the intake air volume of a supercharged engine according to claim 4, characterized in that: If the current working mode is the third one, then based on the ratio of the throttle outlet pressure to the throttle inlet pressure r ThrPreAct Determine the update coefficient f(r ThrPreAct ), and combined with the updated target intake pressure value p DesrdN_NEW The initial value of the target boost pressure p BoostDesrd Update to obtain the target boost pressure optimization initial value p in the current working mode BoostDesrd NewRaw .

7. The method for controlling the intake air volume of a supercharged engine according to claim 6, wherein: If the initial target opening of the boost actuator pct BoostActua torNewRaw Greater than its maximum allowable opening pct BoostActuatorMax , then the final target boost pressure p BoostDesrdFinal Updated to: p BoostDesrd Final =p BoostDesrd Max , where p BoostDesrd Max According to the maximum allowable opening pct BoostActua torMax The maximum allowable boost pressure obtained by back calculation; If the initial target opening of the boost actuator pct BoostActua torNewRaw Less than its minimum allowable opening pct BoostActuatorMin , then the final target boost pressure p BoostDesrdFinal Updated to: p BoostDesrd Final =p BoostDesrd Min , where p BoostDesrd Min According to the minimum allowable opening pct BoostActua torMin The minimum allowable boost pressure obtained by back calculation.

8. The method for controlling the intake air volume of a supercharged engine according to claim 6, wherein: If the initial target opening of the boost actuator pct BoostActua torNewRaw Not greater than its maximum allowable opening pct BoostActua torMax , and not less than its minimum allowable opening pct BoostActua torMin , then the final target boost pressure p BoostDesrd Final Updated to: p BoostDesrdFinal =p BoostDesrdNewRaw 。 9. A vehicle electronic device comprising a memory, a processor, and a program stored in the memory and executable on the processor, characterized in that: When the processor executes the program, the method for controlling the intake air amount of a supercharged engine according to any one of claims 1 to 8 is implemented.

10. A manual-automatic vehicle, characterized in that: The vehicle electronic device comprising the vehicle electronic device according to claim 9.

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