An engine flow control method and device, electronic equipment and storage medium

Abstract

The application discloses an engine flow control method and device, electronic equipment and storage medium. The method determines an engine flow control mode. The flow control mode includes a first throttle control mode, a second throttle control mode, a third throttle control mode, a first supercharger control mode and a second supercharger control mode. Only the throttle is controlled in the first throttle control mode, the second throttle control mode and the third throttle control mode. The front pressure of the throttle in each throttle control mode is different. The throttle and the supercharger are simultaneously controlled in the first supercharger control mode and the second supercharger control mode. The opening degree of the exhaust valve of the supercharger in each supercharger control mode is different. The flow of the engine is controlled according to the flow control mode of the engine, so that the engine operates according to the priority of the torque demand, the air demand, the throttle demand and the supercharger demand, and a better performance index is achieved.

Description

Technical Field

[0001] This application relates to the field of flow control technology, and in particular to an engine flow control method, device, electronic equipment and storage medium. Background Technology

[0002] Natural gas, as the world's third largest energy source after coal and oil, plays an increasingly important role. Its main component is methane, a gaseous fuel that mixes thoroughly with air. After combustion, it produces virtually no particulate matter and relatively little carbon monoxide. Compared to other fossil fuels, it generates very few pollutants throughout its entire lifecycle, including extraction, production, storage, transportation, and use, and is thus known as a "clean fuel."

[0003] Natural gas engines, which use natural gas as fuel, can adjust the amount of fresh air entering the engine through the throttle valve and regulate the pressure flowing into the intake manifold through the turbocharger, thereby adjusting the flow rate into the engine. However, the inventors found that the existing control method has a rather mechanical relationship between the throttle valve and the turbocharger. Under a fixed torque requirement, the relationship between the throttle valve and the turbocharger is fixed, without considering the coordination requirements of the throttle valve and turbocharger in different scenarios, nor the performance under different throttle valve and turbocharger coordination schemes. Summary of the Invention

[0004] Based on the shortcomings of the prior art, this application provides an engine flow control method, device, electronic device, and storage medium to solve the problem that the correspondence between the throttle and the turbocharger in the existing control methods is relatively mechanical. Under a fixed torque requirement, the correspondence between the throttle and the turbocharger is fixed, without considering the coordination requirements of the throttle and the turbocharger in different scenarios, nor the performance issues under different coordination schemes of the throttle and the turbocharger.

[0005] To achieve the above objectives, this application provides the following technical solution:

[0006] The first aspect of this application provides an engine flow control method, including:

[0007] The flow control mode of the engine is determined, and the flow control mode includes: a first throttle control mode, a second throttle control mode, a third throttle control mode, a first turbocharger control mode, and a second turbocharger control mode. In the first throttle control mode, the second throttle control mode, and the third throttle control mode, only the throttle valve is controlled, and the inlet pressure of the throttle valve is different in each throttle control mode. In the first turbocharger control mode and the second turbocharger control mode, both the throttle valve and the turbocharger are controlled, and the opening degree of the turbocharger's exhaust valve is different in each turbocharger control mode.

[0008] The flow rate of the engine is controlled according to the engine's flow control mode, so that the engine operates with a priority that prioritizes torque demand over air demand, and air demand over throttle demand and turbocharger demand.

[0009] Optionally, in the above-described engine flow control method, determining the engine flow control mode includes:

[0010] Determine whether the first, second, and third conditions are met. The first condition indicates that the engine's throttle valve is within a controllable range. The second condition indicates that the engine has a power requirement or a controllability requirement. The third condition indicates that the engine has a need to hold its breath.

[0011] If the first condition and the second condition are met, then the flow control mode of the engine is determined to be the first turbocharger control mode.

[0012] If the first condition is met but the second condition is not met, then the flow control mode of the engine is determined to be the second turbocharger control mode.

[0013] If the first condition is not met but the third condition is met, then the flow control mode of the engine is determined to be the first throttle control mode.

[0014] If the first condition and the third condition are not met, but the second condition is met, then the flow control mode of the engine is determined to be the second throttle control mode.

[0015] If none of the first condition, the third condition, and the second condition are met, then the engine's flow control mode is the third throttle control mode.

[0016] Optionally, in the above engine flow control method, determining whether the first condition is met includes:

[0017] Determine the current inlet pressure, target inlet pressure, and desired outlet pressure of the engine;

[0018] Determine whether the desired throttle pressure of the engine is less than the difference between the current throttle pressure of the engine and the target throttle pressure difference of the engine.

[0019] If it is determined that the expected throttle pressure of the engine is less than the difference between the current throttle pressure of the engine and the target throttle pressure difference of the engine, then the first condition is satisfied.

[0020] If it is determined that the desired throttle pressure of the engine is not less than the difference between the current throttle pressure of the engine and the target throttle pressure difference of the engine, then it is determined that the first condition is not met.

[0021] Optionally, in the above-described engine flow control method, determining the target throttle valve pressure difference and the desired throttle valve pressure of the engine includes:

[0022] The current accelerator pedal opening is converted into the desired air intake volume of the engine, which is the amount of fresh air the engine requires at the current accelerator pedal opening.

[0023] The target throttle valve pressure difference of the engine is obtained by looking up a table based on the engine's expected intake air volume, and the expected throttle valve pressure of the engine is obtained by calculation based on the engine's expected intake air volume and density method principle.

[0024] Optionally, in the above engine flow control method, determining whether the second condition is met includes:

[0025] Determine whether the first, second, third, fourth, and fifth sub-conditions are satisfied respectively; the first sub-condition indicates that the vehicle speed of the engine is less than a preset vehicle speed; the second sub-condition indicates that the engine speed change rate is greater than a preset speed change rate and the engine load change rate is greater than a preset load change rate, and the duration is greater than a preset time; the third sub-condition indicates that the engine throttle change rate is less than a preset throttle change rate; the fourth sub-condition indicates that the vehicle of the engine has activated cruise control, turned off the power output switch, and external speed control at least one of the following: the fifth sub-condition indicates that the ratio of the engine's expected intake air volume to the engine's actual intake air volume is greater than a preset intake air volume ratio, and the engine's expected intake air volume is greater than the preset intake air volume;

[0026] If the third sub-condition, the fourth sub-condition, or the fifth sub-condition is satisfied, then the second condition is determined to be satisfied; or, if the first sub-condition and the second sub-condition are satisfied, then the second condition is determined to be satisfied.

[0027] Optionally, in the above engine flow control method, determining whether the third condition is met includes:

[0028] Determine whether the sixth sub-condition and / or the seventh sub-condition are met. The sixth sub-condition indicates that the difference between the target EGR rate and the actual EGR rate of the engine is greater than a preset difference. The seventh sub-condition indicates that the turbocharger has an overpressure risk.

[0029] If the sixth sub-condition and / or the seventh sub-condition are satisfied, then the third condition is determined to be satisfied.

[0030] If the sixth and seventh sub-conditions are not met, then the third condition is determined not to be met.

[0031] Optionally, in the above-described engine flow control method, controlling the engine flow according to the engine flow control mode includes:

[0032] If the flow control mode of the engine is determined to be the first throttle control mode, then the front pressure of the throttle is controlled to be the first preset pressure, the air flow of the throttle is the desired intake volume of the engine, and the first preset pressure is the maximum front pressure of the throttle corresponding to the turbocharger not overspeeding and not surging.

[0033] If the flow control mode of the engine is determined to be the second throttle control mode, then the front pressure of the throttle is controlled to be the second preset pressure, and the air flow of the throttle is the desired intake air volume of the engine.

[0034] If the flow control mode of the engine is determined to be the third throttle control mode, then the front pressure of the throttle is controlled to be the third preset pressure, and the air flow of the throttle is the desired air volume of the engine.

[0035] If the flow control mode of the engine is determined to be the first turbocharger control mode, then the air flow of the throttle valve is controlled to be the desired intake air volume of the engine, and the exhaust valve of the turbocharger is in a closed state.

[0036] If the flow control mode of the engine is determined to be the second turbocharger control mode, then the air flow of the throttle valve is controlled to be the desired intake air volume of the engine, and the exhaust valve of the turbocharger is in the open state.

[0037] The first preset pressure is greater than the second preset pressure, which is greater than the third preset pressure.

[0038] A second aspect of this application provides an engine flow control device, comprising:

[0039] A determining unit is used to determine the flow control mode of the engine, the flow control mode including: a first throttle control mode, a second throttle control mode, a third throttle control mode, a first turbocharger control mode, and a second turbocharger control mode. In the first throttle control mode, the second throttle control mode, and the third throttle control mode, only the throttle valve is controlled, and the front pressure of the throttle valve is different in each throttle control mode. In the first turbocharger control mode and the second turbocharger control mode, both the throttle valve and the turbocharger are controlled simultaneously, and the opening degree of the turbocharger's exhaust valve is different in each turbocharger control mode.

[0040] The control unit is configured to control the flow rate of the engine according to the engine's flow control mode, so that the engine operates with a priority that prioritizes torque demand over air demand, and air demand over throttle demand and turbocharger demand.

[0041] A third aspect of this application discloses an electronic device, comprising:

[0042] Memory and processor;

[0043] The memory is used to store programs;

[0044] The processor is used to execute the program, which, when executed, is specifically used to implement the engine flow control method as disclosed in any one of the first aspects.

[0045] The fourth aspect of this application discloses a computer storage medium for storing a computer program, which, when executed, is used to implement the engine flow control method as described in any one of the first aspects.

[0046] This application provides an engine flow control method, comprising: determining an engine flow control mode, the flow control mode including: a first throttle control mode, a second throttle control mode, a third throttle control mode, a first turbocharger control mode, and a second turbocharger control mode, wherein only the throttle valve is controlled in the first, second, and third throttle control modes, and the throttle valve pre-pressure is different in each throttle control mode; and simultaneously controlling the throttle valve and turbocharger in the first and second turbocharger control modes, wherein the opening degree of the turbocharger's wastegate valve is different in each turbocharger control mode; and controlling the flow according to the engine flow control mode. The engine's airflow is controlled to prioritize torque demand over air demand, and air demand over throttle and turbocharger demand. This allows the engine to leverage the advantages of different throttle and turbocharger pairings in various scenarios, distinguish the coordination between the turbocharger and throttle under different operating conditions, and achieve better engine performance. This addresses the problem of existing control methods where the throttle and turbocharger relationship is too mechanical. Under a fixed torque demand, the throttle-turbocharger relationship is fixed, failing to consider the coordination requirements of the throttle and turbocharger in different scenarios, nor the performance of different throttle and turbocharger pairings. Attached Figure Description

[0047] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0048] Figure 1 This application provides a schematic diagram of the position and structure of the throttle valve and turbocharger in an engine.

[0049] Figure 2 A flowchart of an engine flow control method provided in an embodiment of this application;

[0050] Figure 3 A flowchart illustrating the determination of an engine flow control mode, as provided in an embodiment of this application;

[0051] Figure 4 This is a schematic diagram of the structure of an engine flow control device provided in an embodiment of this application;

[0052] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0053] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0054] In this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0055] This application provides an engine flow control method, device, electronic device, and storage medium to address the issue that the existing control methods have a relatively mechanical relationship between the throttle and the turbocharger. Under a fixed torque requirement, the relationship between the throttle and the turbocharger is fixed, without considering the coordination requirements of the throttle and the turbocharger in different scenarios, nor the performance issues under different coordination schemes of the throttle and the turbocharger.

[0056] First, it should be noted that the engine flow control method provided in this application is applicable at least to natural gas engines that use natural gas as fuel; of course, it is not limited to this, and can also be applied to other types of existing engines. This application does not specifically limit the type of engine used in the engine flow control method, and all of them are within the scope of protection of this application.

[0057] To make it easier to understand, let's take a spark-ignition engine as an example, such as... Figure 1 As shown, the engine torque corresponds one-to-one with the air-fuel mixture flow rate into the engine. The air flow rate through the throttle valve is related to the pressure before / after the throttle valve and the opening of the throttle valve, while the pressure before the throttle valve is controlled by the turbocharger.

[0058] The inventors discovered that existing solutions have not explored the coordination requirements of throttle and turbocharger in different scenarios, nor have they explored the performance under different throttle and turbocharger coordination schemes. Specifically, if the vehicle is in a condition of frequent acceleration, the vehicle tends to have a greater demand for power; if the vehicle speed is high and it is in a relatively stable condition for a long time, the vehicle needs to be more fuel-efficient.

[0059] Please see Figure 2 The engine flow control method mainly includes the following steps:

[0060] S101. Determine the engine's flow control mode.

[0061] The flow control modes include: first throttle control mode, second throttle control mode, third throttle control mode, first turbocharger control mode, and second turbocharger control mode. In the first, second, and third throttle control modes, only the throttle valve is controlled, and the throttle valve pressure is different in each throttle control mode. In the first and second turbocharger control modes, both the throttle valve and the turbocharger are controlled, and the opening degree of the turbocharger's wastegate valve is different in each turbocharger control mode.

[0062] In some embodiments, the specific process of step S101, determining the engine's flow control mode, can be as follows:

[0063] The system determines whether the first, second, and third conditions are met. The first condition indicates that the engine's throttle is within a controllable range; the second condition indicates that the engine has a power demand or a demand for easy control; and the third condition indicates that the engine has a demand for throttle control. If the first and second conditions are met, the engine's flow control mode is determined to be the first turbocharger control mode. If the first condition is met but the second condition is not met, the engine's flow control mode is determined to be the second turbocharger control mode. If the first condition is not met but the third condition is met, the engine's flow control mode is determined to be the first throttle control mode. If the first and third conditions are not met but the second condition is met, the engine's flow control mode is determined to be the second throttle control mode. If none of the first, third, and second conditions are met, the engine's flow control mode is determined to be the third throttle control mode.

[0064] In practical applications, the specific process for determining the engine's flow control mode can be as follows: Figure 3 As shown, firstly, it is determined whether the first condition is met; if the first condition is met, then it is determined whether the second condition is met. If it is met, the engine flow control mode is determined to be the first turbocharger control mode; if it is not met, the engine flow control mode is determined to be the second turbocharger control mode. If the first condition is not met, then it is determined whether the third condition is met. If it is met, the engine flow control mode is determined to be the first throttle control mode. If the third condition is not met, then it is determined whether the second condition is met. If it is met, the engine flow control mode is determined to be the second throttle control mode; if it is not met, the engine flow control mode is determined to be the third throttle control mode.

[0065] In some embodiments, the specific process for determining whether the first condition is met is as follows, mainly including steps S201 to S204:

[0066] S201. Determine the current throttle inlet pressure, target throttle inlet and outlet pressure difference, and desired throttle outlet pressure of the engine.

[0067] In practical applications, the current throttle pressure of the engine can be obtained by collecting data through a throttle front pressure sensor; of course, it is not limited to this, and the current throttle front pressure of the engine can be determined by other existing methods, all of which are within the scope of protection of this application.

[0068] The target throttle body pressure difference of the engine can be the difference between the pressure before and after the throttle body at the required flow rate. The process of determining the target throttle body pressure difference of the engine can include steps S301 and S302:

[0069] S301: Convert the current accelerator pedal opening into the desired intake air volume of the engine.

[0070] The desired intake volume is the amount of fresh air required by the engine at the current throttle pedal opening.

[0071] In practical applications, the desired intake air volume of the engine can be obtained by looking up the corresponding two-dimensional difference table of desired intake air volume based on the current accelerator pedal opening and the current engine speed. The two-dimensional difference table of desired intake air volume of the engine can be obtained experimentally based on the engine type, parameters, and relevant parameters of the vehicle to which the engine belongs. See related technologies for details, which will not be elaborated here.

[0072] It should be noted that the current accelerator pedal opening can be obtained by the accelerator pedal position sensor of the vehicle to which the engine belongs; of course, it is not limited to this, and can also be determined according to the application environment and user needs, all of which are within the protection scope of this application.

[0073] S302. Based on the engine's desired intake air volume, look up the table to obtain the engine's target throttle valve pressure difference.

[0074] In practical applications, the target throttle body pressure difference of the engine can be obtained by looking up the expected intake air volume of the engine in the one-dimensional interpolation table of the target throttle body pressure difference of the corresponding engine. The one-dimensional interpolation table of the target throttle body pressure difference of the engine can be obtained experimentally based on the engine type, parameters and relevant parameters of the vehicle to which the engine belongs. See relevant technologies for details, which will not be elaborated here.

[0075] In some embodiments, the specific process of determining the desired post-throttle pressure of the engine mainly includes steps S401 and S402:

[0076] S401: Convert the current accelerator pedal opening into the desired intake air volume of the engine.

[0077] The desired intake volume is the amount of fresh air required by the engine at the current throttle pedal opening.

[0078] It should be noted that the relevant explanation of step S401 can be found in step S301, and will not be repeated here.

[0079] S402. The desired intake air volume and density method of the engine are used to calculate the desired post-throttle pressure of the engine.

[0080] Since the density principle formula is: MAP set This indicates the desired post-throttle pressure of the engine. MAT indicates the engine's charging efficiency. act The engine manifold intake temperature is represented by R, which represents the air gas constant, and V is the air temperature. cyl M represents engine displacement. air_set This represents the engine's desired intake air volume; by substituting the engine's desired intake air volume obtained in step S401 into the density principle formula for calculation, the engine's desired throttle valve pressure can be obtained.

[0081] It should be noted that the engine's charging efficiency can be determined by looking up the corresponding two-dimensional interpolation table of engine charging efficiency using the engine speed and current manifold pressure. The current manifold pressure of the engine usually represents the measured manifold pressure of the engine. Specifically, the two-dimensional interpolation table of engine charging efficiency can be obtained experimentally based on the engine type, parameters, and relevant parameters of the vehicle to which the engine belongs; see related technologies for details, which will not be elaborated upon in this application.

[0082] S202. Determine whether the engine's expected throttle pressure is less than the difference between the engine's current throttle pressure and the engine's target throttle pressure difference.

[0083] If it is determined that the desired throttle pressure of the engine is less than the difference between the current throttle pressure of the engine and the target throttle pressure difference of the engine, then step S203 can be executed; if it is determined that the desired throttle pressure of the engine is not less than the difference between the current throttle pressure of the engine and the target throttle pressure difference of the engine, then step S204 can be executed.

[0084] In practical applications, by determining whether the engine's throttle is within a controllable range, it can be judged whether the engine's desired throttle pressure is less than the difference between the current throttle pressure and the target throttle pressure difference. A controllable throttle usually means that controlling the throttle alone can meet the engine's desired throttle pressure, thus achieving the required power. Conversely, an uncontrollable throttle usually means that controlling the throttle alone cannot meet the desired throttle pressure, thus failing to achieve the required power.

[0085] S203, It is determined that the first condition is met.

[0086] In practical applications, if the desired throttle pressure of the engine is less than the difference between the current throttle pressure and the target throttle pressure difference, it means that by controlling the throttle opening, the throttle can be controlled to meet the desired throttle pressure of the engine, which can be regarded as satisfying the first condition.

[0087] Assume MAP set Let denot represent the desired pressure after the throttle valve of the engine, PTP represent the current pressure before the throttle valve of the engine, and δPbase represent the target pressure difference before and after the throttle valve of the engine. When the first condition is met, the following equation holds: MAP set <(PTP-δPbase).

[0088] S204, It is determined that the first condition is not met.

[0089] In practical applications, if the desired throttle pressure after the engine is not less than the difference between the current throttle pressure and the target throttle pressure difference, it means that controlling the throttle opening cannot control the throttle to meet the desired throttle pressure after the engine, and this can be considered as not meeting the first condition.

[0090] Assume MAP set Let denot represent the desired throttle body pressure of the engine, PTP represent the current throttle body pressure of the engine, and δPbase represent the target throttle body pressure difference of the engine. If the first condition is not met, the following equation holds: MAP set ≥(PTP-δPbase).

[0091] In some embodiments, the second condition is mainly used to determine whether the engine has power requirements or controllability requirements. The specific process for determining whether the second condition is met can be as follows:

[0092] Determine whether the first, second, third, fourth, and fifth sub-conditions are satisfied respectively. If the third, fourth, or fifth sub-condition is satisfied, then the second condition is satisfied. Alternatively, if the first and second sub-conditions are satisfied, then the second condition is satisfied. Otherwise, the second condition is not satisfied.

[0093] The first sub-condition indicates that the vehicle speed of the engine is less than the preset speed. In practice, the preset speed can be determined by combining the actual application environment and user needs, or it can be determined by the experience speed of the engine when the power and controllability requirements are met. Alternatively, it can be determined by experiment, such as 30 to 50 km / h. No matter what value the preset speed is, it is within the protection scope of this application.

[0094] The second sub-condition indicates that the engine speed change rate is greater than a preset speed change rate and the engine load change rate is greater than a preset load change rate, and the duration is greater than a preset time. In practice, the engine speed change rate can be the absolute value of the engine's current speed and the engine speed in the previous scheduling cycle. In some embodiments, the engine speed change rate can also be the absolute value of the engine's current speed and the engine's historical speed, where the historical speed can be the engine speed 0.1 seconds before the current speed. However, the engine load change rate can be the absolute value of the engine's current intake manifold pressure and the engine's intake manifold pressure in the previous scheduling cycle. In some embodiments, the engine load change rate can be the absolute value of the engine's current intake manifold pressure and the engine's historical intake manifold pressure, where the historical intake manifold pressure can be the engine intake manifold pressure 0.1 seconds before the current intake manifold pressure.

[0095] It should be noted that the intake manifold pressure of the engine can be collected by a pressure sensor on the engine's intake manifold; of course, it is not limited to this, and can also be determined according to the application environment and user needs, all of which are within the scope of protection of this application.

[0096] It should also be noted that the specific values ​​of the preset speed change rate, preset load change rate, and preset time can be determined according to the application environment and user needs. This application does not impose specific limitations on them, and they are all within the protection scope of this application. In some embodiments, the preset time can be 3 seconds.

[0097] The third sub-condition indicates that the engine throttle change rate is less than the preset throttle change rate. In practice, the engine throttle change rate can be the absolute value of the engine's current throttle opening and the engine's throttle opening at the previous moment. In specific applications, the satisfaction of the third sub-condition can be determined by judging whether the engine throttle change rate within the previous 3 seconds is less than the preset throttle change rate.

[0098] It should be noted that the specific value of the preset throttle change rate can be determined according to the application environment and user needs. This application does not impose a specific limitation, and all such values ​​are within the protection scope of this application. In some embodiments, the throttle change rate can be 0.5.

[0099] The fourth sub-condition indicates that the vehicle to which the engine belongs is activating cruise control, turning off the power take-off switch (PTO), and external speed control; in practice, external speed control can refer to the speed adjustment process of the vehicle to which the engine belongs being in a rear take-off or AMT model.

[0100] It should be noted that when a vehicle with an engine has activated cruise control, turned off the power output switch, or external speed control at least one of these features, it indicates that the vehicle currently has both power and controllability requirements.

[0101] The fifth sub-condition indicates that the ratio of the engine's expected intake air volume to the engine's actual intake air volume is greater than the preset intake air volume ratio, and the engine's expected intake air volume is greater than the preset intake air volume; in practice, the engine's actual intake air volume can be obtained through the intake sensor on the engine.

[0102] It should be noted that the specific values ​​of the preset intake volume ratio and the preset intake volume can be determined according to the application environment and user needs. This application does not impose specific limitations on them, and they are all within the protection scope of this application. In some embodiments, the preset intake volume ratio can be 0.3 to 0.6; when the engine displacement is 13 liters, the preset intake volume can be 800 kg / h.

[0103] In practical applications, if at least one of the third, fourth, and fifth sub-conditions is met, or if both the first and second sub-conditions are met, it can be considered that the second condition is met; otherwise, it can be considered that the second condition is not met.

[0104] In some embodiments, the third condition is mainly used to determine whether the engine has a need to hold its breath. The specific process for determining whether the third condition is met can be as follows:

[0105] Determine whether the sixth and / or seventh sub-conditions are satisfied; if the sixth and / or seventh sub-conditions are satisfied, then the third condition is satisfied; if the sixth and seventh sub-conditions are not satisfied, then the third condition is not satisfied.

[0106] Among them, the sixth sub-condition indicates that the difference between the engine's target EGR rate and the actual EGR rate is greater than the preset difference, and the seventh sub-condition indicates that the turbocharger has an overpressure risk.

[0107] In practical applications, the target EGR rate of an engine can be obtained by consulting the engine's EGR rate interpolation table based on the engine's speed and load. Specifically, the engine's EGR rate interpolation table can be obtained through experiments based on the engine type, parameters, and relevant parameters of the vehicle to which the engine belongs. Please refer to relevant technologies; this application will not elaborate further.

[0108] The engine's actual EGR rate can be calculated using the formula: engine's actual EGR flow rate / (engine's actual EGR flow rate + engine's actual airflow rate). The engine's actual EGR flow rate can be measured using a venturi meter, and the engine's actual airflow rate can be collected by the engine's air sensor.

[0109] It should be noted that if at least one of the sixth and seventh sub-conditions is satisfied, it can be considered that the third condition is satisfied; otherwise, it can be considered that the third condition is not satisfied.

[0110] S102. Control the engine flow according to the engine flow control mode so that the engine operates with priority over torque demand, air demand over throttle demand and turbocharger demand.

[0111] In some embodiments, since the engine flow control mode includes five modes, namely the first throttle control mode, the second throttle control mode, the third throttle control mode, the first turbocharger control mode, and the second turbocharger control mode, the specific process of controlling the engine flow according to the engine flow control mode in the corresponding execution step S102 can be divided into the following five cases:

[0112] Case 1: If the engine flow control mode is determined to be the first throttle control mode, then the front pressure of the throttle is the first preset pressure, the air flow of the throttle is the desired intake air volume of the engine, and the first preset pressure is the maximum front pressure of the throttle corresponding to the turbocharger not overspeeding and not surging.

[0113] In practical applications, when the engine flow control mode is determined to be the first throttle control mode, it means that the engine throttle is not within the controllable range and the engine has a need for air intake. Under the premise of fully considering the vehicle's economy and power, it is necessary to ensure that the engine throttle has sufficient front and rear pressure difference. A control strategy can be adopted to control the front pressure of the throttle to the first preset pressure and the air flow of the throttle to the engine's desired intake volume.

[0114] Specifically, since the throttle valve's front pressure is controlled by the turbocharger, the turbocharger's control target can be set to control the throttle valve's front pressure to a first preset pressure.

[0115] It should be noted that in the first throttle control mode, in addition to setting the control target of the throttle to the desired intake air volume of the engine, the control target of the turbocharger is also set to control the front pressure of the throttle to the first preset pressure, thereby increasing the front-to-rear pressure ratio of the throttle and thus increasing the engine's intake air volume, so as to meet the requirements of engine EGR control or overboost protection.

[0116] Scenario 2: If the engine flow control mode is determined to be the second throttle control mode, then the front pressure controlling the throttle is the second preset pressure, and the air flow of the throttle is the engine's desired intake air volume.

[0117] In practical applications, when the engine flow control mode is determined to be the second throttle control mode, it means that the engine throttle is not within the controllable range, the engine does not have a need for air intake, and the engine has power and controllability requirements. Under the premise of fully considering the vehicle's economy and power, it means that the vehicle currently has a power requirement. At this time, the controllability of the engine under medium and low loads should be ensured. A control strategy can be adopted to control the throttle front pressure to the second preset pressure and the throttle air flow to the engine's desired intake air volume, fully considering the turbocharger requirements.

[0118] Specifically, since the throttle valve's inlet pressure is controlled by the turbocharger, the turbocharger's control target can be set to control the throttle valve's inlet pressure to a second preset pressure.

[0119] It should be noted that in the second throttle control mode, in addition to setting the control target of the throttle to the desired intake air volume of the engine, the control target of the turbocharger is also set to control the front pressure of the throttle to the second preset pressure, thus ensuring the controllability of the engine under medium and low loads.

[0120] Scenario 3: If the engine flow control mode is determined to be the third throttle control mode, then the pressure controlling the throttle is the third preset pressure, and the air flow of the throttle is the engine's desired air volume.

[0121] In practical applications, when the engine flow control mode is determined to be the third throttle control mode, it means that the engine throttle is not within the controllable range, the engine does not have a need for choking, and the engine has no need for power or controllability. Under the premise of fully considering the vehicle's economy and power, it means that the vehicle's current operating mode is more inclined to economy. At this time, the economy under stable engine operating conditions should be ensured. A control strategy can be adopted to control the throttle front pressure to the third preset pressure and the throttle air flow to the engine's desired intake air volume.

[0122] Specifically, since the throttle valve's inlet pressure is controlled by the turbocharger, the turbocharger's control target can be set to control the throttle valve's inlet pressure to a third preset pressure.

[0123] It should be noted that in the first throttle control mode, in addition to setting the control target of the throttle to the desired intake air volume of the engine, the control target of the turbocharger is also set to control the front pressure of the throttle to the third preset pressure, which ensures the economy under stable engine operating conditions.

[0124] Case 4: If the engine flow control mode is determined to be the first turbocharger control mode, then the air flow controlled by the throttle valve is the engine's desired intake air volume, and the turbocharger's exhaust valve is in the closed state.

[0125] In practical applications, when the engine flow control mode is determined to be the first turbocharger control mode, it means that the engine throttle is within a controllable range and the engine has power and controllability requirements. Under the premise of fully considering the vehicle's power and economy, the engine power reserve should be guaranteed. A control strategy can be adopted to control the air flow of the throttle to the engine's desired intake air volume and keep the turbocharger's exhaust valve in a closed state.

[0126] It should be noted that in the first turbocharger control mode, since the engine throttle is within a controllable range, and the engine has power and controllability requirements, the turbocharger's blow-off valve can be kept closed, meaning the turbocharger does not completely release gas, thus ensuring the engine's power reserve.

[0127] Case 5: If the engine flow control mode is determined to be the second turbocharger control mode, then the air flow controlled by the throttle valve is the engine's desired intake air volume, and the turbocharger's exhaust valve is in the open state.

[0128] In practical applications, when the engine flow control mode is determined to be the second turbocharger control mode, it means that the engine throttle is within a controllable range and the engine has no power or controllability requirements. Under the premise of fully considering the vehicle's power and economy, it means that the current operating mode of the vehicle does not have high power requirements. At this time, the economy of the engine under steady-state low load conditions should be ensured. A control strategy can be adopted to control the air flow of the throttle to the engine's desired intake air volume and keep the turbocharger's exhaust valve in the open state.

[0129] It should be noted that in the second turbocharger control mode, since the engine throttle is within a controllable range and the engine has no power or controllability requirements, the turbocharger's bleed valve can be kept open, meaning the turbocharger is fully bleed-out. This fully considers the throttle requirements to reduce throttle loss and ensures the engine's economy under steady-state low-load conditions.

[0130] It should also be noted that in practice, the first preset pressure, the second preset pressure, and the third preset pressure have the following relationship: the first preset pressure is greater than the second preset pressure, which is greater than the third preset pressure. Specifically, the first preset pressure = MAP. set +Throttle body pressure difference setting 1, second preset pressure = MAP set +Throttle body pressure difference setting 2, second preset pressure = MAP set +Throttle body pressure differential 3, throttle body pressure differential 1, throttle body pressure differential 2, and throttle body pressure differential 3 can be obtained by consulting the corresponding throttle body pressure differential interpolation table based on engine speed and load. Specific throttle body pressure differential interpolation tables can be determined through experimental calibration; this application does not impose specific limitations, and all are within the scope of protection of this application.

[0131] In summary, according to Figure 3 The illustrated engine flow control modes demonstrate that the engine flow control method provided in this application operates with a priority order: torque demand takes precedence over air volume demand, air volume demand takes precedence over throttle demand and turbocharger demand. Furthermore, in each control mode, the control target of the throttle is set as the desired intake air volume of the engine, i.e., the air flow of the throttle is the desired intake air volume of the engine. The control target of the turbocharger differs in each control mode, allowing the turbocharger control target to be designed under the premise of precise throttle control of air flow.

[0132] Based on the above principles, the engine flow control method provided in this embodiment includes: determining the engine flow control mode, which includes: a first throttle control mode, a second throttle control mode, a third throttle control mode, a first turbocharger control mode, and a second turbocharger control mode. In the first, second, and third throttle control modes, only the throttle valve is controlled; the throttle valve pressure is different in each throttle control mode. In the first and second turbocharger control modes, both the throttle valve and the turbocharger are controlled simultaneously; the turbocharger exhaust valve opening is different in each turbocharger control mode. Based on the engine flow control mode... This method controls the engine's airflow to prioritize torque demand over air demand, and air demand over throttle and turbocharger demand. It can identify the advantages of different throttle and turbocharger combinations in different scenarios, distinguish the coordination relationship between the turbocharger and throttle under different operating conditions, and enable the engine to achieve better performance indicators. This solves the problem that the correspondence between the throttle and turbocharger in existing control methods is too mechanical. Under a fixed torque demand, the correspondence between the throttle and turbocharger is fixed, without considering the coordination requirements of the throttle and turbocharger in different scenarios, nor the performance of different throttle and turbocharger combination schemes.

[0133] and Figure 2 Corresponding to the engine flow control method shown, this embodiment of the invention also provides an engine flow control device for controlling engine flow. Figure 2 The specific implementation of the method shown is illustrated in the following diagram. Figure 4 As shown, it includes:

[0134] The determining unit 101 is used to determine the flow control mode of the engine. The flow control modes include: a first throttle control mode, a second throttle control mode, a third throttle control mode, a first turbocharger control mode, and a second turbocharger control mode. In the first throttle control mode, the second throttle control mode, and the third throttle control mode, only the throttle valve is controlled, and the front pressure of the throttle valve is different in each throttle control mode. In the first turbocharger control mode and the second turbocharger control mode, both the throttle valve and the turbocharger are controlled. The opening degree of the turbocharger's exhaust valve is different in each turbocharger control mode.

[0135] Control unit 102 is used to control the engine flow according to the engine flow control mode so that the engine operates with priority over torque demand, air demand over throttle demand and turbocharger demand.

[0136] By applying the device provided in the embodiments of this application, during the process of controlling engine flow, it is possible to discover the advantages of different throttle and turbocharger coordination schemes in different scenarios, distinguish the coordination relationship between turbocharger and throttle under different operating conditions, and enable the engine to achieve better performance indicators. This solves the problem that the correspondence between throttle and turbocharger in existing control methods is relatively mechanical. Under a fixed torque requirement, the correspondence between throttle and turbocharger is fixed, without considering the coordination requirements of throttle and turbocharger in different scenarios, nor the performance of different throttle and turbocharger coordination schemes.

[0137] exist Figure 4 Based on the device shown, the device provided in the embodiments of the present invention can be further extended to include multiple units. The functions of each unit can be found in the descriptions of the various embodiments provided in the engine flow control method above, and will not be further illustrated here.

[0138] Optionally, another embodiment of this application provides an electronic device, such as... Figure 5 As shown, it includes:

[0139] Memory 501 and processor 502.

[0140] The memory 501 is used to store the program.

[0141] The processor 502 is used to execute the program stored in the memory 501, and when the program is executed, it is specifically used to implement the exhaust control method provided in any of the above embodiments.

[0142] The electronic devices mentioned in this article can be servers, PCs, PADs, mobile phones, ECUs (Electronic Control Units), VCUs (Vehicle Control Units), MCUs (Micro Controller Units), HCUs (Hybrid Control Units), etc.

[0143] It should be noted that the specific implementation process can be referred to the implementation method of the engine flow control method provided in the above method embodiments, and will not be repeated here.

[0144] Optionally, another embodiment of this application provides a computer storage medium for storing a computer program, which, when executed, implements the engine flow control method as provided in any of the above method embodiments.

[0145] It should be noted that the specific implementation process can be referred to the implementation method of the engine flow control method provided in the above method embodiments, and will not be repeated here.

[0146] In this application, the computer storage medium includes both permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0147] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0148] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An engine flow control method, characterized in that, include: The flow control mode of the engine is determined, and the flow control mode includes: a first throttle control mode, a second throttle control mode, a third throttle control mode, a first turbocharger control mode, and a second turbocharger control mode. In the first throttle control mode, the second throttle control mode, and the third throttle control mode, only the throttle valve is controlled, and the inlet pressure of the throttle valve is different in each throttle control mode. In the first turbocharger control mode and the second turbocharger control mode, both the throttle valve and the turbocharger are controlled, and the opening degree of the turbocharger's exhaust valve is different in each turbocharger control mode. The flow rate of the engine is controlled according to the flow control mode of the engine so that the engine operates with the priority of torque demand over air demand, and air demand over throttle demand and turbocharger demand. Determining the flow control mode of the engine includes: Determine whether the first, second, and third conditions are met. The first condition indicates that the engine's throttle valve is within a controllable range. The second condition indicates that the engine has a power requirement or a controllability requirement. The third condition indicates that the engine has a need to hold its breath. If the first condition and the second condition are met, then the flow control mode of the engine is determined to be the first turbocharger control mode; the first turbocharger control mode is to control the air flow of the throttle valve to the desired intake air volume of the engine and the exhaust valve of the turbocharger is in a closed state. If the first condition is met but the second condition is not met, then the flow control mode of the engine is determined to be the second turbocharger control mode; the second turbocharger control mode is to control the air flow of the throttle valve to the desired intake air volume of the engine and the exhaust valve of the turbocharger is in the open state. If the first condition is not met but the third condition is met, then the flow control mode of the engine is determined to be the first throttle control mode; the first throttle control mode uses the control throttle front pressure as the first preset pressure and the throttle air flow as the engine's desired intake air volume. If the first condition and the third condition are not met, but the second condition is met, then the flow control mode of the engine is determined to be the second throttle control mode; the second throttle control mode controls the throttle's pre-pressure to the second preset pressure and the throttle's airflow to the engine's desired intake volume. If none of the first, third, and second conditions are met, then the engine's flow control mode is the third throttle control mode; the third throttle control mode controls the throttle's pre-pressure to a third preset pressure and the throttle's airflow to the engine's desired intake volume. The first preset pressure is greater than the second preset pressure, which is greater than the third preset pressure.

2. The engine flow control method according to claim 1, characterized in that, Determining whether the first condition is met includes: Determine the current inlet pressure, target inlet pressure, and desired outlet pressure of the engine; Determine whether the desired throttle pressure of the engine is less than the difference between the current throttle pressure of the engine and the target throttle pressure difference of the engine. If it is determined that the expected throttle pressure of the engine is less than the difference between the current throttle pressure of the engine and the target throttle pressure difference of the engine, then the first condition is satisfied. If it is determined that the desired throttle pressure of the engine is not less than the difference between the current throttle pressure of the engine and the target throttle pressure difference of the engine, then it is determined that the first condition is not met.

3. The engine flow control method according to claim 2, characterized in that, Determining the target throttle body pressure difference and the desired post-throttle body pressure of the engine includes: The current accelerator pedal opening is converted into the desired air intake volume of the engine, which is the amount of fresh air the engine requires at the current accelerator pedal opening. The target throttle valve pressure difference of the engine is obtained by looking up a table based on the engine's expected intake air volume, and the expected throttle valve pressure of the engine is obtained by calculation based on the engine's expected intake air volume and density method principle.

4. The engine flow control method according to claim 1, characterized in that, Determining whether the second condition is met includes: Determine whether the first, second, third, fourth, and fifth sub-conditions are satisfied respectively; the first sub-condition indicates that the vehicle speed of the engine is less than a preset vehicle speed; the second sub-condition indicates that the engine speed change rate is greater than a preset speed change rate and the engine load change rate is greater than a preset load change rate, and the duration is greater than a preset time; the third sub-condition indicates that the engine throttle change rate is less than a preset throttle change rate; the fourth sub-condition indicates that the vehicle of the engine has activated cruise control, turned off the power output switch, and external speed control at least one of the following: the fifth sub-condition indicates that the ratio of the engine's expected intake air volume to the engine's actual intake air volume is greater than a preset intake air volume ratio, and the engine's expected intake air volume is greater than the preset intake air volume; If the third sub-condition, the fourth sub-condition, or the fifth sub-condition is satisfied, then the second condition is determined to be satisfied; or, if the first sub-condition and the second sub-condition are satisfied, then the second condition is determined to be satisfied.

5. The engine flow control method according to claim 1, characterized in that, Determining whether the third condition is met includes: Determine whether the sixth and seventh sub-conditions are met. The sixth sub-condition indicates that the difference between the target EGR rate and the actual EGR rate of the engine is greater than a preset difference. The seventh sub-condition indicates that the turbocharger has an overpressure risk. If the sixth sub-condition and / or the seventh sub-condition are satisfied, then the third condition is determined to be satisfied. If the sixth and seventh sub-conditions are not met, then the third condition is determined not to be met.

6. The engine flow control method according to claim 1, characterized in that, The first preset pressure is the maximum front pressure of the throttle valve corresponding to the turbocharger not overspeeding and not surging.

7. An engine flow control device, characterized in that, include: A determining unit is used to determine the flow control mode of the engine, the flow control mode including: a first throttle control mode, a second throttle control mode, a third throttle control mode, a first turbocharger control mode, and a second turbocharger control mode. In the first throttle control mode, the second throttle control mode, and the third throttle control mode, only the throttle valve is controlled, and the front pressure of the throttle valve is different in each throttle control mode. In the first turbocharger control mode and the second turbocharger control mode, both the throttle valve and the turbocharger are controlled simultaneously, and the opening degree of the turbocharger's exhaust valve is different in each turbocharger control mode. The control unit is used to control the flow of the engine according to the flow control mode of the engine, so that the engine operates with the priority of torque demand over air demand, and the air demand over throttle demand and turbocharger demand. Determining the flow control mode of the engine includes: Determine whether the first, second, and third conditions are met. The first condition indicates that the engine's throttle valve is within a controllable range. The second condition indicates that the engine has a power requirement or a controllability requirement. The third condition indicates that the engine has a need to hold its breath. If the first condition and the second condition are met, then the flow control mode of the engine is determined to be the first turbocharger control mode; the first turbocharger control mode is to control the air flow of the throttle valve to the desired intake air volume of the engine and the exhaust valve of the turbocharger is in a closed state. If the first condition is met but the second condition is not met, then the flow control mode of the engine is determined to be the second turbocharger control mode; the second turbocharger control mode is to control the air flow of the throttle valve to the desired intake air volume of the engine and the exhaust valve of the turbocharger is in the open state. If the first condition is not met but the third condition is met, then the flow control mode of the engine is determined to be the first throttle control mode; the first throttle control mode uses the control throttle front pressure as the first preset pressure and the throttle air flow as the engine's desired intake air volume. If the first condition and the third condition are not met, but the second condition is met, then the flow control mode of the engine is determined to be the second throttle control mode; the second throttle control mode controls the throttle's pre-pressure to the second preset pressure and the throttle's airflow to the engine's desired intake volume. If none of the first, third, and second conditions are met, then the engine's flow control mode is the third throttle control mode; the third throttle control mode controls the throttle's pre-pressure to a third preset pressure and the throttle's airflow to the engine's desired intake volume. The first preset pressure is greater than the second preset pressure, which is greater than the third preset pressure.

8. An electronic device, characterized in that, include: Memory and processor; The memory is used to store programs; The processor is used to execute the program, which, when executed, is specifically used to implement the engine flow control method as described in any one of claims 1 to 6.

9. A computer storage medium, characterized in that, Used to store a computer program, which, when executed, is used to implement the engine flow control method as described in any one of claims 1 to 6.

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