Turbocharger control methods, devices, equipment and storage media

Abstract

This application discloses a turbocharger control method, device, equipment, and storage medium, relating to the field of turbocharger technology. The turbocharger includes a three-way valve, a turbocharger impeller, an intake intercooler, an air filter, and an exhaust bypass valve. The first channel of the three-way valve is connected to the turbocharger impeller, the second channel is connected to the intake intercooler, and the third channel is connected to the outlet end of the air filter via a pipeline. The method includes: when the engine is in a first operating state, determining the current engine speed; when the current engine speed is less than the turbocharger engagement speed, controlling the exhaust bypass valve to open, controlling the second and third channels to connect, and controlling the first channel to disconnect. Through this method, when the turbocharger does not need to engage, the turbocharger impeller cannot rotate due to air resistance. At this time, there is no need to lubricate the turbocharger bearings, reducing the oil pump displacement and fuel consumption at low engine speeds, saving costs, and simultaneously extending the life of the turbocharger bearings.

Description

Technical Field

[0001] This application relates to the field of turbocharger technology, and more particularly to turbocharger control methods, devices, equipment, and storage media. Background Technology

[0002] Turbochargers are commonly used in high-efficiency gasoline engines to improve the power and torque of small-displacement engines. A turbocharger uses engine exhaust gases to drive the turbine at the turbocharger's turbine end, which in turn drives the compressor blades to rotate via an intermediate shaft. This increases the engine's intake pressure and volume, thereby boosting power and torque. The turbocharger blades rotate the intermediate shaft at very high speeds (tens of thousands to hundreds of thousands of revolutions per minute), and bearings are located between the intermediate shaft and the turbocharger housing. An engine oil pump is needed to lubricate these bearings to ensure turbocharger reliability. However, traditional turbochargers generally do not boost the intake air at low engine speeds due to insufficient boost pressure. Nevertheless, the turbocharger still rotates at several thousand to tens of thousands of revolutions per minute under the influence of exhaust gases, requiring lubrication. This necessitates a larger displacement oil pump, which becomes excessive at medium to high engine speeds, wasting engine power and increasing fuel consumption.

[0003] The above content is only used to help understand the technical solution of this application and does not represent an admission that the above content is prior art. Summary of the Invention

[0004] The main objective of this application is to provide a turbocharger control method, device, equipment, and storage medium, which aims to solve the technical problem in the prior art that the oil pump capacity is excessive and the engine oil consumption increases in order to meet the low-speed lubrication requirements of the turbocharger.

[0005] To achieve the above objectives, this application proposes a turbocharger control method. The turbocharger includes a three-way valve, a turbocharger impeller, an intake intercooler, an air filter, and an exhaust bypass valve. The first channel of the three-way valve is connected to the turbocharger impeller, the second channel of the three-way valve is connected to the intake intercooler, and the third channel of the three-way valve is connected to the outlet end of the air filter via a pipeline. The turbocharger control method includes:

[0006] When the engine is currently in its first operating state, determine the current engine speed;

[0007] When the current engine speed is less than the turbocharger engagement speed, the exhaust gas bypass valve is opened, the second channel and the third channel are connected, and the first channel is disconnected.

[0008] In one embodiment, after determining the current engine speed when the current operating state is a first operating state, the method further includes:

[0009] When the current engine speed is greater than or equal to the turbocharger engagement speed, the exhaust gas bypass valve is closed, the first channel and the second channel are connected, and the third channel is disconnected.

[0010] In one embodiment, before the step of determining the current engine speed when the engine's current operating state is a first operating state, the method further includes:

[0011] Obtain the current operating information of the target vehicle;

[0012] Determine the current engine speed and throttle opening based on the current operating information;

[0013] The current operating state of the engine is determined based on the current engine speed and the throttle opening.

[0014] In one embodiment, after the step of determining the current operating state of the engine based on the current engine speed and the throttle opening, the method further includes:

[0015] When the engine is currently in the second operating state, the valve opening of the three-way valve is adjusted to control the connection of the first channel, the second channel and the third channel, control the opening of the exhaust gas bypass valve, and adjust the valve opening of the exhaust gas bypass valve.

[0016] In one embodiment, the step of adjusting the valve opening of the three-way valve includes:

[0017] The gas distribution ratio is determined based on the target boost pressure and the high-pressure boost air.

[0018] The target valve opening is determined based on the gas distribution ratio.

[0019] Adjust the valve opening of the three-way valve to the target valve opening.

[0020] In one embodiment, after the step of determining the current operating state of the engine based on the current engine speed and the throttle opening, the method further includes:

[0021] When the current operating state is the shutdown state, the exhaust gas bypass valve is opened, the second channel and the third channel are connected, the first channel is disconnected, and the engine throttle is closed.

[0022] In one embodiment, the step of determining the current operating state of the engine based on the current engine speed and the throttle opening includes:

[0023] When the throttle opening is at a preset opening and the current engine speed is at a preset speed, the current operating state of the engine is determined to be a stopped state.

[0024] When the throttle opening is not a preset opening and the current engine speed is not a preset speed, throttle opening change information is acquired;

[0025] The throttle position is determined based on the throttle opening change information;

[0026] When the throttle valve changes to a reduced opening state, the current operating state of the engine is determined to be the second operating state.

[0027] In addition, to achieve the above objectives, this application also proposes a turbocharger control device, which includes: a processing module for determining the current engine speed when the current operating state of the engine is a first operating state;

[0028] The control module is used to control the exhaust gas bypass valve to open, control the second channel and the third channel to connect, and control the first channel to disconnect when the current engine speed is less than the turbocharger engagement speed.

[0029] In addition, to achieve the above objectives, this application also proposes a turbocharger control device, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the turbocharger control method as described above.

[0030] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the turbocharger control method described above.

[0031] This application provides a turbocharger control method. The turbocharger of this application includes a three-way valve, a turbocharger impeller, an intake intercooler, an air filter, and an exhaust bypass valve. The first channel of the three-way valve is connected to the turbocharger impeller, the second channel of the three-way valve is connected to the intake intercooler, and the third channel of the three-way valve is connected to the outlet end of the air filter through a pipeline. The turbocharger control method includes: when the current operating state of the engine is a first operating state, determining the current engine speed; when the current engine speed is less than the turbocharger engagement speed, controlling the exhaust bypass valve to open, controlling the second channel and the third channel to connect, and controlling the first channel to disconnect. By replacing the traditional pressure relief valve in the turbocharger with a three-way valve, when the engine speed is lower than the turbocharger's engagement speed, the exhaust bypass valve is opened, connecting the second and third channels and disconnecting the first channel. When the turbocharger does not need to engage, the turbocharger impeller cannot rotate due to air resistance, eliminating the need for turbocharger bearing lubrication. This reduces the oil pump displacement and fuel consumption at low engine speeds, saving costs and extending the turbocharger bearing's lifespan. Attached Figure Description

[0032] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0033] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0034] Figure 1 This is a flowchart illustrating an embodiment of the turbocharger control method of this application.

[0035] Figure 2 A schematic diagram of a conventional turbocharger structure for the turbocharger control method provided in Embodiment 1 of this application;

[0036] Figure 3 This is a schematic diagram of the improved turbocharger structure of the turbocharger control method provided in Embodiment 1 of this application;

[0037] Figure 4 This is a flowchart illustrating Embodiment 2 of the turbocharger control method of this application.

[0038] Figure 5 This is a schematic diagram of the module structure of the turbocharger control device according to an embodiment of this application;

[0039] Figure 6This is a schematic diagram of the equipment structure of the hardware operating environment involved in the turbocharger control method in the embodiments of this application.

[0040] The purpose, features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0041] It should be understood that the specific embodiments described herein are merely used to explain the technical solutions of the present application and are not intended to limit the present application.

[0042] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0043] The main solution of this application embodiment is: when the current operating state of the engine is the first operating state, determine the current engine speed; when the current engine speed is less than the turbocharger intervention speed, control the exhaust gas bypass valve to open, control the second channel and the third channel to connect, and control the first channel to disconnect.

[0044] When the engine starts and operates at idle and low speeds, the engine displacement is insufficient and the exhaust pressure is low, resulting in insufficient boost pressure from the turbocharger. This fails to increase the engine's intake air volume and instead increases exhaust resistance. Therefore, turbocharger engagement is generally not required when the engine is running at low speeds; instead, the exhaust bypass valve is opened to reduce exhaust resistance. However, at this time, some exhaust gas exiting the exhaust manifold still passes through the turbine, driving the turbocharger turbine to rotate at speeds of several thousand to tens of thousands of revolutions per minute. To lubricate the turbocharger intermediate bearings, lubricating oil is still needed. Therefore, the engine oil pump must have a large displacement to meet the turbocharger's low-speed lubrication requirements.

[0045] Currently, because the engine oil pump is driven by the engine crankshaft, the crankshaft speed is directly proportional to the oil pump speed. The amount of oil pumped out = oil pump displacement x oil pump speed. Therefore, as the engine speed increases, the amount of oil pumped out increases proportionally with the speed. Generally, to meet the low-speed flow requirements of the engine, the oil pump displacement is made relatively large, resulting in excess oil pump capacity at mid-to-high engine speeds, wasting engine power and leading to increased fuel consumption. Traditional turbochargers generally do not boost the intake air at low engine speeds due to insufficient boost pressure. However, the turbocharger still rotates at several thousand to tens of thousands of RPM under the influence of exhaust gases, requiring lubrication. This necessitates a larger engine oil pump displacement, resulting in even more excess oil pump capacity at mid-to-high engine speeds, wasting engine power and leading to increased fuel consumption.

[0046] This application replaces the pressure relief valve in a traditional turbocharger with a three-way valve. When the current engine speed is lower than the turbocharger's engagement speed, the exhaust bypass valve is opened, connecting the second and third channels and disconnecting the first channel. When the turbocharger does not need to engage, the turbocharger impeller cannot rotate due to air resistance. At this time, there is no need to lubricate the turbocharger bearings, reducing the oil pump displacement and fuel consumption at low engine speeds, saving costs, and extending the life of the turbocharger bearings.

[0047] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device or turbocharger control device capable of performing the above functions. The following description uses a turbocharger control device as an example to illustrate this embodiment and the subsequent embodiments.

[0048] Based on this, embodiments of this application provide a turbocharger control method, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the turbocharger control method of this application.

[0049] In this embodiment, the turbocharger includes a three-way valve, a turbocharger impeller, an intake intercooler, an air filter, and an exhaust bypass valve. The first channel of the three-way valve is connected to the turbocharger impeller, the second channel of the three-way valve is connected to the intake intercooler, and the third channel of the three-way valve is connected to the outlet end of the air filter via a pipeline. The turbocharger control method includes steps S10 to S20:

[0050] It should be noted that, as Figure 2 As shown, a traditional turbocharger's turbine end is connected to the engine's exhaust manifold, and waste gas bypass valves are installed before and after the turbine. The exhaust gas from the engine drives the turbocharger turbine to rotate, and after being purified by a catalytic converter, the exhaust gas is discharged into the atmosphere through the exhaust pipe. One end of the turbocharger is the turbine, and the other end is the compressor impeller. The compressor impeller and turbine are connected by a shaft. When the exhaust gas drives the turbine to rotate, it also simultaneously drives the compressor impeller to rotate. Fresh air filtered by the air filter is compressed and boosted by the compressor impeller before entering the intake intercooler to cool the compressed gas. Then, it enters the intake manifold through the throttle valve and is burned in the combustion chamber. A pressure relief valve is added after the turbocharger (after the impeller). This valve is mainly used to release some of the boosted gas when the boost pressure exceeds the target value (mainly when the engine load is reduced), lowering the intake boost pressure to the target pressure. When the engine stops, the throttle valve closes, and to protect the throttle valve and boost lines, the pressure relief valve also opens to release high-pressure gas.

[0051] Understandably, with traditional turbochargers, when the engine starts, it takes a certain amount of time (generally more than 4 seconds) for the oil pump to pump oil to the turbocharger to build up oil pressure. Before the oil pressure is established, the turbocharger will continue to rotate at high speed under the impingement of exhaust gases, leading to significant wear on the turbocharger bearings and reducing the turbocharger's lifespan. After the engine stops, the turbocharger continues to rotate at high speed due to turbine inertia. At this time, the oil pump has stopped pumping oil, and the turbocharger bearings rotate at high speed without oil, which also leads to significant wear on the turbocharger bearings and reduces the turbocharger's lifespan.

[0052] In practical implementation, using a traditional turbocharger, when the engine speed is below the turbocharger's engagement speed, the bypass valve opens and the pressure relief valve opens, allowing the turbocharger to continue rotating and requiring lubrication. When the engine speed is above the turbocharger's engagement speed, depending on different operating conditions such as increased or decreased engine speed or load, the bypass valve regulates the target boost pressure. In this case, the pressure relief valve is closed, and the bypass valve can be adjusted to different opening degrees, exhibiting a certain degree of lag, resulting in slow power response. Simultaneously, during rapid load reduction, such as during emergency braking, rapid deceleration, or stopping, both the bypass valve and the pressure relief valve open simultaneously, allowing the turbocharger to continue rotating and requiring lubrication.

[0053] It should be noted that the turbocharger in this embodiment is as follows: Figure 3 As shown, this embodiment replaces the traditional pressure relief valve with a three-way valve, including a three-way valve, a turbocharger impeller, an intake intercooler, an air filter, an exhaust bypass valve, an air flow meter, a throttle body, a cylinder, a turbine, and an oxygen sensor. The first channel (channel 1) of the three-way valve is connected to the turbocharger impeller, the second channel (channel 2) is connected to the intake intercooler, and the third channel (channel 3) is connected to the outlet end of the air filter (i.e., after the air filter) via a pipeline.

[0054] It is understood that, in the turbocharger of this embodiment, when the engine speed is lower than the turbocharger's engagement speed, the bypass valve will open, and the three-way valve's channels 2 and 3 will be connected while channel 1 will be disconnected. The turbocharger will not rotate and requires no lubrication. When the engine speed is higher than the turbocharger's engagement speed, under different operating conditions, such as increased or decreased engine speed and load, achieving the target boost pressure is achieved through the combined regulation of the bypass valve and the three-way valve. The bypass valve can adjust different opening degrees, and the three-way valve can also be adjusted. For example, when engine speed and load increase, and the boost pressure is lower than the target pressure, channels 1 and 2 of the three-way valve can be connected while channel 3 is disconnected. When engine speed and load decrease, and the intake boost pressure is higher than the target pressure, channels 1, 2, and 3 of the three-way valve can all be connected. Channels 2 and 3 distribute flow according to a preset ratio, accelerating pressure regulation and resulting in rapid power response. At the same time, when the load drops rapidly, such as during emergency braking, deceleration, or stopping, the bypass valve will open and connect channels 2 and 3 of the three-way valve, while channel 1 is disconnected. At this time, the turbocharger will not rotate and does not require lubrication.

[0055] Step S10: When the engine is currently in the first operating state, determine the current engine speed.

[0056] It should be noted that the first operating state refers to the state in which the engine is running normally without reducing the load, and the current engine speed is obtained at this time.

[0057] In one possible implementation, step A11 may be included after step S10:

[0058] Step A11: When the current engine speed is greater than or equal to the turbocharger engagement speed, control the exhaust gas bypass valve to close, control the first channel and the second channel to connect, and control the third channel to disconnect.

[0059] It should be noted that the turbocharger engagement speed refers to the engine speed at which the turbocharger begins to significantly affect the intake pressure, thereby increasing the engine's output power. This is essentially a threshold speed at which the turbocharger begins to effectively increase the air pressure entering the engine when the engine reaches or exceeds this speed. In this embodiment, the turbocharger engagement speed can be set to 1400 rpm, or it can be set to other values; this embodiment does not impose any limitations on this.

[0060] Understandably, when the engine's current speed is greater than or equal to the turbocharger's engagement speed, the exhaust bypass valve is closed, the first and second channels are connected, and the third channel is disconnected. Under these control conditions, the intake air is pressurized by the turbocharger, cooled by the intake intercooler, and then burned in the engine combustion chamber under the control of the throttle valve.

[0061] Step S20: When the current engine speed is less than the turbocharger intervention speed, control the exhaust gas bypass valve to open, control the second channel and the third channel to connect, and control the first channel to disconnect.

[0062] It should be noted that when the engine speed is lower than the turbocharger's engagement speed, the wastegate valve opens, connecting the second and third channels of the three-way valve while disconnecting the first channel. Under these control conditions, the gas after the air filter bypasses directly to the intake intercooler. Since the first channel is disconnected, the turbocharger impeller cannot rotate due to air resistance, so lubrication of the turbocharger bearings is unnecessary at this stage. Therefore, the oil pump design does not need to consider lubrication requirements below the turbocharger engagement speed, allowing for a significant reduction in oil pump displacement, saving costs and reducing low-speed fuel consumption. It also avoids high-speed rotation without lubrication during engine startup, extending the turbocharger bearing's lifespan.

[0063] This embodiment provides a turbocharger control method. The turbocharger in this embodiment includes a three-way valve, a turbocharger impeller, an intake intercooler, an air filter, and an exhaust bypass valve. The first channel of the three-way valve is connected to the turbocharger impeller, the second channel of the three-way valve is connected to the intake intercooler, and the third channel of the three-way valve is connected to the outlet end of the air filter through a pipeline. The turbocharger control method includes: when the engine is currently in a first operating state, determining the current engine speed; when the current engine speed is less than the turbocharger engagement speed, controlling the exhaust bypass valve to open, controlling the second channel and the third channel to connect, and controlling the first channel to disconnect. By replacing the traditional pressure relief valve in the turbocharger with a three-way valve, when the engine speed is lower than the turbocharger's engagement speed, the exhaust bypass valve is opened, connecting the second and third channels and disconnecting the first channel. When the turbocharger does not need to engage, the turbocharger impeller cannot rotate due to air resistance, eliminating the need for turbocharger bearing lubrication. This reduces the oil pump displacement and fuel consumption at low engine speeds, saving costs and extending the turbocharger bearing's lifespan.

[0064] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 4 Before step S10, the turbocharger control method further includes steps S01 to S03:

[0065] Step S01: Obtain the current operating information of the target vehicle.

[0066] It should be noted that the current operating information includes, but is not limited to, the current engine speed, throttle opening, fuel injection quantity, ignition timing, and intake pressure.

[0067] Step S02: Determine the current engine speed and throttle opening based on the current operating information.

[0068] Step S03: Determine the current operating state of the engine based on the current engine speed and the throttle opening.

[0069] It should be noted that when the engine is running normally without reducing load, the engine speed will remain stable within a certain range depending on driving conditions and gear selection. The throttle opening will change accordingly based on accelerator pedal input to match the required power output. When the engine load is reduced, the throttle opening will decrease to accommodate smaller power demands; if the throttle position is fixed, reducing the load may cause the engine speed to temporarily increase until the ECU makes adjustments. When the engine stops, the engine speed drops to zero and the throttle closes to prevent air from entering the stopped engine.

[0070] It is understandable that the engine's operating state includes a first operating state, a second operating state, and a shutdown state. The first operating state refers to the state where the engine is running normally without reducing the load, while the second operating state refers to the state where the engine is operating with reduced load. The current operating state of the engine can be determined based on the current engine speed and throttle opening.

[0071] In one possible implementation, step B11 may be included after step S03:

[0072] Step B11: When the engine is currently in the second operating state, adjust the valve opening of the three-way valve to control the first channel, the second channel and the third channel to be connected, control the exhaust gas bypass valve to open, and adjust the valve opening of the exhaust gas bypass valve.

[0073] It should be noted that when the engine is currently operating in the second operating state, the engine load is reduced, but the intake boost pressure is greater than the target boost pressure. At this time, the wastegate valve is opened and its opening is increased, increasing the amount of gas entering the wastegate valve and decreasing the amount of gas entering the turbine, thereby reducing the intake boost pressure. The first, second, and third channels are all connected, and the opening of the three-way valve is adjusted to reduce the intake pressure to the target boost pressure. This control method accelerates the pressure regulation speed.

[0074] In one feasible implementation, adjusting the valve opening of the three-way valve in step B11 may include steps C11 to C13:

[0075] Step C11: Determine the gas distribution ratio based on the target boost pressure and the high-pressure boost air.

[0076] Step C12: Determine the target valve opening based on the gas distribution ratio.

[0077] Step C13: Adjust the valve opening of the three-way valve to the target valve opening.

[0078] It should be noted that when the engine is currently operating in the second operating state, the intake boost pressure needs to be reduced. At this time, the high-pressure boost air from the first channel and the target boost pressure are obtained. The target valve opening is determined using these two pressures, and the three-way valve opening is adjusted to the target valve opening. Under these control conditions, the gas from the first channel is distributed to the second and third channels in a certain proportion, and the opening of the three-way valve is controlled to reduce the intake pressure to the target boost pressure.

[0079] In one possible implementation, step D11 may be included after step S03:

[0080] Step D11: When the current operating state is the shutdown state, control the exhaust gas bypass valve to open, control the second channel and the third channel to connect, control the first channel to disconnect, and control the engine throttle valve to close.

[0081] It should be noted that when the engine is in a stopped state, the engine throttle is closed, the wastegate valve is opened, and the three-way valve closes the first channel while connecting the second and third channels. The turbocharger impeller stops rotating due to air resistance, avoiding the abnormal wear caused by the inertia of traditional turbochargers that continue to rotate at high speed after the engine stops, without oil lubrication. Furthermore, the pressurized gas in the pipeline is discharged to the air filter through the second and third channels, protecting the throttle and turbocharger pipeline. In this embodiment, in addition to the engine being stopped, when there is a rapid decrease in engine load, such as during emergency braking or deceleration, the wastegate valve will also open, connecting the second and third channels and disconnecting the first channel.

[0082] In one feasible implementation, step S03 may include steps E11 to E14:

[0083] Step E11: When the throttle opening is a preset opening and the current engine speed is a preset speed, the current operating state of the engine is determined to be a stopped state.

[0084] It should be noted that the preset throttle opening and preset engine speed are both zero in this embodiment. The engine's current operating state is determined to be a stopped state when either the throttle opening is at the preset opening and the current engine speed is at the preset speed, or when either the throttle opening or the current engine speed is at the preset speed is met. Additionally, the engine's current operating state can also be determined to be a stopped state under any of the following conditions: fuel injection stops, ignition system is shut down, oil pressure decreases, or coolant temperature gradually decreases. The engine's stopped state can also be determined by other methods, and this embodiment does not impose any limitations on these methods.

[0085] Step E12: When the throttle opening is not a preset opening and the current engine speed is not a preset speed, obtain throttle opening change information.

[0086] It should be noted that when the throttle opening is not at the preset opening and the current engine speed is not at the preset speed, the change sequence of the throttle opening within a preset time period is obtained. In this embodiment, the change sequence of the throttle opening within the preset time period is the throttle opening change information.

[0087] Step E13: Determine the throttle change state based on the throttle opening change information.

[0088] It should be noted that the throttle opening change status within a preset time period can be determined based on the throttle opening change information. In this embodiment, the throttle opening change status refers to the change status of the throttle opening within the preset time period, which includes an increasing opening status and a decreasing opening status.

[0089] Step E14: When the throttle valve changes to a reduced opening state, the current operating state of the engine is determined to be the second operating state.

[0090] It should be noted that when the throttle valve changes to a reduced opening state, it indicates that the throttle valve opening has decreased within a preset time period. In this case, the current operating state of the engine is determined to be the second operating state. Additionally, the current operating state of the engine can also be determined to be the second operating state under any of the following conditions: reduced fuel injection quantity, delayed ignition timing, or other methods. This embodiment does not impose any limitations on these methods.

[0091] This embodiment provides a turbocharger control method. This embodiment acquires the current operating information of the target vehicle; determines the current engine speed and throttle opening based on the current operating information; and determines the current operating state of the engine based on the current engine speed and throttle opening. Through this method, the current operating state of the engine can be accurately identified, laying the foundation for subsequent turbocharger control.

[0092] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the turbocharger control method of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0093] This application also provides a turbocharger control device, please refer to... Figure 5 The turbocharger control device includes:

[0094] The processing module 10 is used to determine the current engine speed when the current operating state of the engine is the first operating state.

[0095] The control module 20 is used to control the exhaust gas bypass valve to open, control the second channel and the third channel to connect, and control the first channel to disconnect when the current engine speed is less than the turbocharger intervention speed.

[0096] Optionally, the processing module 10 is further configured to:

[0097] When the current engine speed is greater than or equal to the turbocharger engagement speed, the exhaust gas bypass valve is closed, the first channel and the second channel are connected, and the third channel is disconnected.

[0098] Optionally, the processing module 10 is further configured to:

[0099] Obtain the current operating information of the target vehicle; determine the current engine speed and throttle opening based on the current operating information; determine the current operating state of the engine based on the current engine speed and throttle opening.

[0100] Optionally, the processing module 10 is further configured to:

[0101] When the engine is currently in the second operating state, the valve opening of the three-way valve is adjusted to control the connection of the first channel, the second channel and the third channel, control the opening of the exhaust gas bypass valve, and adjust the valve opening of the exhaust gas bypass valve.

[0102] Optionally, the processing module 10 is further configured to:

[0103] The gas distribution ratio is determined based on the target boost pressure and the high-pressure boost air; the target valve opening is determined based on the gas distribution ratio; and the valve opening of the three-way valve is adjusted to the target valve opening.

[0104] Optionally, the processing module 10 is further configured to:

[0105] When the current operating state is the shutdown state, the exhaust gas bypass valve is opened, the second channel and the third channel are connected, the first channel is disconnected, and the engine throttle is closed.

[0106] Optionally, the processing module 10 is further configured to:

[0107] When the throttle opening is at a preset opening and the current engine speed is at a preset speed, the current operating state of the engine is determined to be a stopped state; when the throttle opening is not at a preset opening and the current engine speed is not at a preset speed, throttle opening change information is acquired; the throttle change state is determined based on the throttle opening change information; when the throttle change state is a reduced opening state, the current operating state of the engine is determined to be a second operating state.

[0108] The turbocharger control device provided in this application, employing the turbocharger control method described in the above embodiments, can solve the technical problem in the prior art where excessive oil pump capacity and increased engine fuel consumption occur in order to meet the low-speed lubrication requirements of the turbocharger. Compared with the prior art, the beneficial effects of the turbocharger control device provided in this application are the same as those of the turbocharger control method provided in the above embodiments, and other technical features in the turbocharger control device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0109] This application provides a turbocharger control device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, which are executed by the at least one processor to enable the at least one processor to perform the turbocharger control method in Embodiment 1 above.

[0110] The following is for reference. Figure 6 The diagram illustrates a structural schematic suitable for implementing a turbocharger control device according to embodiments of this application. The turbocharger control device in embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 6 The turbocharger control device shown is merely an example and should not be construed as limiting the functionality and scope of the embodiments of this application.

[0111] like Figure 6As shown, the turbocharger control device may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in read-only memory (ROM) 1002 or a program loaded from storage device 1003 into random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the turbocharger control device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the turbocharger control device to communicate wirelessly or wiredly with other devices to exchange data. Although a turbocharger control device with various systems is shown in the figure, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems may be implemented alternatively.

[0112] In particular, according to the embodiments disclosed in the present application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, the embodiments disclosed in the present application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program comprising program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0113] The turbocharger control device provided in this application, employing the turbocharger control method described in the above embodiments, can solve the technical problem in the prior art where excessive oil pump capacity and increased engine fuel consumption occur in order to meet the low-speed lubrication requirements of the turbocharger. Compared with the prior art, the beneficial effects of the turbocharger control device provided in this application are the same as those of the turbocharger control method provided in the above embodiments, and other technical features of this turbocharger control device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0114] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0115] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

[0116] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the turbocharger control method in the above embodiments.

[0117] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0118] The aforementioned computer-readable storage medium may be included in the turbocharger control device; or it may exist independently and not assembled into the turbocharger control device.

[0119] The aforementioned computer-readable storage medium carries one or more programs that, when executed by the turbocharger control device, cause the turbocharger control device to: determine the current engine speed when the current engine operating state is a first operating state; and when the current engine speed is less than the turbocharger intervention speed, control the exhaust gas bypass valve to open, control the second channel and the third channel to connect, and control the first channel to disconnect.

[0120] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0121] The flow charts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. In this regard, each box in the flow chart or block diagram can represent a module, program segment or a part of code, and the module, program segment or a part of code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order than that marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flow chart, and the combination of the boxes in the block diagram and / or flow chart can be implemented by a dedicated hardware-based system that performs the specified function or operation, or can be implemented by a combination of dedicated hardware and computer instructions.

[0122] The modules described in the embodiments of the present application may be implemented in software or hardware, wherein the name of a module does not necessarily limit the unit itself.

[0123] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described turbocharger control method. This solves the technical problem in the prior art where meeting the low-speed lubrication requirements of the turbocharger leads to excessive oil pump capacity and increased engine fuel consumption. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the turbocharger control method provided in the above embodiments, and will not be elaborated upon here.

[0124] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the turbocharger control method described above.

[0125] The computer program product provided in this application can solve the technical problem in the prior art where the oil pump capacity is excessive and the engine fuel consumption increases in order to meet the low-speed lubrication requirements of the turbocharger. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the turbocharger control method provided in the above embodiments, and will not be repeated here.

[0126] The above description is only part of the embodiments of the present application and does not limit the patent scope of the present application. All equivalent structural transformations made by using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect application in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A turbocharger control method, characterized in that, The turbocharger includes a three-way valve, a turbocharger impeller, an intake intercooler, an air filter, and an exhaust bypass valve. The first channel of the three-way valve is connected to the turbocharger impeller, the second channel is connected to the intake intercooler, and the third channel is connected to the outlet of the air filter via a pipeline. The turbocharger control method includes: When the engine is currently in its first operating state, determine the current engine speed; When the current engine speed is less than the turbocharger engagement speed, the exhaust gas bypass valve is opened, the second channel and the third channel are connected, and the first channel is disconnected. Before the step of determining the current engine speed when the engine is in the first operating state, the method further includes: Obtain the current operating information of the target vehicle; Determine the current engine speed and throttle opening based on the current operating information; The current operating state of the engine is determined based on the current engine speed and the throttle opening. After the step of determining the current operating state of the engine based on the current engine speed and the throttle opening, the method further includes: When the engine is currently in the second operating state, the valve opening of the three-way valve is adjusted to control the first channel, the second channel and the third channel to be connected, the exhaust gas bypass valve is opened, and the valve opening of the exhaust gas bypass valve is adjusted. The step of adjusting the valve opening of the three-way valve includes: The gas distribution ratio is determined based on the target boost pressure and the high-pressure boost air. The target valve opening is determined based on the gas distribution ratio. Adjust the valve opening of the three-way valve to the target valve opening.

2. The method as described in claim 1, characterized in that, After determining the current engine speed when the engine is in the first operating state, the method further includes: When the current engine speed is greater than or equal to the turbocharger engagement speed, the exhaust gas bypass valve is closed, the first channel and the second channel are connected, and the third channel is disconnected.

3. The method as described in claim 1, characterized in that, After the step of determining the current operating state of the engine based on the current engine speed and the throttle opening, the method further includes: When the current operating state is the shutdown state, the exhaust gas bypass valve is opened, the second channel and the third channel are connected, the first channel is disconnected, and the engine throttle is closed.

4. The method as described in claim 1, characterized in that, The step of determining the current operating state of the engine based on the current engine speed and the throttle opening includes: When the throttle opening is at a preset opening and the current engine speed is at a preset speed, the current operating state of the engine is determined to be a stopped state. When the throttle opening is not a preset opening and the current engine speed is not a preset speed, throttle opening change information is acquired; The throttle position is determined based on the throttle opening change information; When the throttle valve changes to a reduced opening state, the current operating state of the engine is determined to be the second operating state.

5. A turbocharger control device based on the turbocharger control method as described in any one of claims 1-4, characterized in that, The turbocharger control device includes: The processing module is used to determine the current engine speed when the engine is in the first operating state. The control module is used to control the exhaust gas bypass valve to open, control the second channel and the third channel to connect, and control the first channel to disconnect when the current engine speed is less than the turbocharger engagement speed.

6. A turbocharger control device, characterized in that, The turbocharger control device includes: a memory, a processor, and a turbocharger control program stored in the memory and executable on the processor, the turbocharger control program being configured to implement the turbocharger control method as described in any one of claims 1 to 4.

7. A storage medium, characterized in that, The storage medium stores a turbocharger control program, which, when executed by a processor, implements the turbocharger control method as described in any one of claims 1 to 4.

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