Method for obtaining actual engine boost pressure

Abstract

The present invention relates to a method and device for obtaining the actual boost pressure of an engine. The method comprises: obtaining the intake pressure at the throttle outlet and the intake pressure at the throttle inlet; determining whether the throttle is in a normal control mode, an anti-overshoot control mode, or a fully open control mode; and selecting corresponding transition coefficients for different modes to combine the intake pressure at the throttle outlet and the intake pressure at the throttle inlet to calculate the actual boost pressure of the engine. Based on different throttle operating modes, the present invention simultaneously considers boost pressure control deviation, intake pressure control deviation, and intake pressure response, optimizes the calculation method of the actual boost pressure, and continuously updates the learning parameters of the actual boost pressure at different life cycles, thereby improving the control accuracy of the intake pressure.

Description

Technical Field

[0001] The present invention relates to engine control, and more particularly to a method for obtaining actual boost pressure of an engine. Background Art

[0002] The actual engine boost pressure is an important parameter of the boost closed-loop control. In the boost closed-loop control, closed-loop control is performed based on the target boost pressure and the actual boost pressure. The boost actuator is controlled to achieve the actual boost pressure following the target boost pressure, thereby ensuring the intake pressure is achieved and the engine intake is realized, thereby ensuring the vehicle's power, economy and emission performance.

[0003] Chinese patent CN111219243A discloses a method for determining a target boost pressure of an exhaust gas turbocharger engine, but it only discloses determining the target boost pressure based on an intake pressure requirement and does not propose a method for calculating the actual boost pressure.

[0004] Chinese patent CN110748409A discloses an exhaust gas turbine engine boost closed-loop adaptive system and control method, but it discloses the pressure before the throttle valve as the actual boost pressure and does not perform calculation optimization on the actual boost pressure. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide a method for obtaining the actual boost pressure of an engine, which can accurately calculate the actual boost pressure of the engine and improve the control accuracy of the intake pressure.

[0006] The technical solution adopted by the present invention to solve the technical problem is to construct a method for obtaining the actual boost pressure of an engine, comprising:

[0007] Obtain the intake pressure at the throttle outlet and the intake pressure at the throttle inlet;

[0008] Determine whether the throttle is in normal control mode, anti-overshoot control mode or full-open control mode. For different modes, select the corresponding transition coefficient to combine the intake pressure at the throttle outlet and the intake pressure at the throttle inlet to calculate the actual engine boost pressure.

[0009] According to the above scheme, the formula for calculating the actual boost pressure of the engine is as follows:

[0010] p BoostAct =k1×p AftThrAct +(1-k1)×p BfThrAct

[0011] Among them, p AftThrAct is the intake pressure at the throttle outlet, p BfThrAct is the intake pressure at the throttle inlet, and k1 is the transition coefficient.

[0012] According to the above scheme, when the throttle valve is in normal control mode, then: k1 = 0.

[0013] According to the above scheme, when the throttle valve is in the anti-overshoot control mode, then:

[0014] k1=min{[k1(z)-C1],0}

[0015] Wherein, k1(z) is the transition coefficient of the previous sampling period, and C1 is the correction coefficient when the throttle valve is in the anti-overshoot control mode.

[0016] According to the above scheme, when the throttle valve is in the full-open control mode, then:

[0017] k1=k1(z)+C2

[0018] Where C2 is the correction coefficient when the throttle is in full-open control mode;

[0019]

[0020] Among them, C Base is the basic correction coefficient, r Intake Pr eDiff is the correction coefficient determined based on the intake pressure control deviation; r Boost Pr eDiff is a correction factor 2 determined based on the boost pressure control deviation;

[0021] Based on the target intake pressure p AftThrDesrd The actual intake pressure p AftThrAct Ratio Determine the correction factor three; r Adapt It is the self-learning correction coefficient.

[0022] According to the above scheme, based on the intake pressure control deviation k Intake P r eDiff Determine the correction factor r Intake PreDiff , the method for obtaining the intake pressure control deviation is:

[0023] If the engine speed fluctuation range, engine ignition angle efficiency fluctuation range and engine request gas path torque fluctuation range do not exceed the preset value, and the engine ignition angle efficiency is not less than the preset value; then read

[0024]

[0025] When the intake pressure control deviation exceeds the preset value for a period of time exceeding the preset time,

[0026] r Intake Pr eDiff =f(k Intake Pr eDiff )+r Intake Pr eDiff(z)

[0027] Otherwise Intake Pr eDiff =r Intake Pr eDiff (z), r Intake Pr eDiff (z) is the correction factor of the previous sampling period.

[0028] According to the above scheme, based on the boost pressure control deviation k Boost Pr eDiff Determine the correction factor r Boost Pr eDiff , the boost pressure control deviation method is:

[0029] If the engine speed fluctuation range, engine ignition angle efficiency fluctuation range and engine request gas path torque fluctuation range do not exceed the preset value, and the engine ignition angle efficiency is not less than the preset value; then read

[0030]

[0031] p BoostAct (z) is the actual boost pressure of the previous sampling period;

[0032] When the boost pressure control deviation exceeds the preset value for a period of time exceeding the preset time,

[0033] r Boost Pr eDiff =f(k Boost Pr eDiff )+r Boost Pr eDiff (z)

[0034] Otherwise Boost Pr eDiff =r Boost Pr eDiff (z), r Boost Pr eDiff (z) is the correction coefficient 2 of the previous sampling period. According to the above scheme, based on the target intake pressure p AftThrDesrd The actual intake pressure p AftThrAct Ratio Correction factor three determined by calibration When the target intake pressure is greater than the actual intake pressure, the actual intake pressure needs to be transitioned as quickly as possible. When the target intake pressure is not greater than the actual intake pressure, the transition to the actual intake pressure needs to be slowed down.

[0035] According to the above scheme, the self-learning correction coefficient r Adapt It will be saved after the vehicle is powered off. The methods for obtaining the self-learning correction coefficient include:

[0036] If the engine speed fluctuation range, the engine ignition angle efficiency fluctuation range and the engine requested gas path torque fluctuation range do not exceed the preset values, and the engine ignition angle efficiency is not less than the preset value;

[0037] In the first case, if the intake pressure control deviation k Intake Pr eDiff Exceeding the preset value and boost pressure control deviation k Boost Pr eDiffIf the time exceeding the preset value exceeds the preset time continuously, then r Adapt =r Adapt (z)-0.2, self-learning correction coefficient r Adapt It is updated only once in this driving cycle and saved after the vehicle is powered off. At the beginning of the next driving cycle, the new self-learning update coefficient and the new C2 are used to transition the boost pressure.

[0038] In the second case, if the intake pressure control deviation k Intake Pr eDiff Exceeding the preset value and boost pressure control deviation k Boost Pr eDiff If the time exceeding the preset value does not exceed the preset time continuously, then r Adapt =r Adapt (z)+0.1, self-learning correction coefficient r Adapt It is updated only once in this driving cycle and saved after the vehicle is powered off. Then, in the next driving cycle, the new self-learning update coefficient and the new C2 are used to transition the boost pressure.

[0039] In other cases, r Adapt =r Adapt (z), r Adapt (z) is the self-learning update coefficient after the last update.

[0040] The present invention also provides a device for obtaining the actual boost pressure of an engine, comprising:

[0041] An intake pressure acquisition module, used to obtain the intake pressure at the throttle outlet and the intake pressure at the throttle inlet;

[0042] The actual boost pressure calculation module is used to determine whether the throttle is in normal control mode, anti-overshoot control mode or full-open control mode. For different modes, the corresponding transition coefficient is selected to combine the intake pressure at the throttle outlet and the intake pressure at the throttle inlet to calculate the actual engine boost pressure.

[0043] The present invention also provides an automobile, comprising the device for obtaining the actual boost pressure of the engine.

[0044] The present invention also provides an electronic device comprising: a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus; a computer program is stored in the memory, and when the program is executed by the processor, the processor executes the steps of the method for obtaining the actual boost pressure of the engine.

[0045] The present invention also provides a computer-readable storage medium having executable instructions stored thereon. When the instructions are executed by a processor, the processor implements the method for obtaining the actual boost pressure of the engine.

[0046] The method for obtaining the actual engine boost pressure of the present invention has the following beneficial effects:

[0047] The present invention is based on different throttle working modes, and takes into account the boost pressure control deviation, intake pressure control deviation and intake pressure response, optimizes the calculation method of the actual boost pressure, and continuously updates the learning parameters of the actual boost pressure in different life cycles, thereby improving the control accuracy of the intake pressure. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] The present invention will be further described below with reference to the accompanying drawings and embodiments, in which:

[0049] Figure 1 It is a flow chart of the method for obtaining the actual boost pressure of the engine of the present invention. DETAILED DESCRIPTION

[0050] In order to have a clearer understanding of the technical features, purposes and effects of the present invention, specific embodiments of the present invention are now described in detail with reference to the accompanying drawings.

[0051] Example 1

[0052] Patent CN201910988050.8, "Exhaust Gas Turbine Engine Boost Closed-Loop Adaptive System and Control Method," states that the pressure before the throttle valve, i.e., the intake pressure at the throttle valve inlet, is used as the actual boost pressure. To improve the control accuracy of the intake pressure, the present invention proposes optimizing the calculation of the actual boost pressure.

[0053] Patent CN202010109520.1 "Control system and method for electronic throttle of exhaust gas turbocharged engine" proposes that the throttle has three control modes, specifically including: normal throttle control mode, full throttle control mode and throttle anti-overshoot control mode.

[0054] like Figure 1 As shown, the method for obtaining the actual boost pressure of the engine of the present invention includes the following steps:

[0055] S1. Obtaining the intake pressure at the throttle outlet and the intake pressure at the throttle inlet. The intake pressure at the throttle outlet and the intake pressure at the throttle inlet can be detected by a sensor.

[0056] S2. Determine whether the throttle valve is in a normal control mode, an anti-overshoot control mode, or a fully open control mode. For different modes, select a corresponding transition coefficient to combine the intake pressure at the throttle valve outlet and the intake pressure at the throttle valve inlet to calculate the actual engine boost pressure.

[0057] The actual boost pressure is calculated as follows:

[0058] p BoostAct =k1×p AftThrAct +(1-k1)×p BfThrAct

[0059] Among them, p AftThrAct is the intake pressure at the throttle outlet, p BfThrAct is the intake pressure at the throttle inlet, and k1 is the transition coefficient.

[0060] In the first case, if the throttle valve is in the normal control mode, k1=0.

[0061] In the second case, if the throttle valve is in the anti-overshoot control mode, then

[0062] k1=min{[k1(z)-C1],0}

[0063] Where k1(z) is the transition coefficient of the previous sampling period. In this example, the sampling period is 10 ms. C1 is the correction coefficient when the throttle valve is in the anti-overshoot control mode. Its value is not less than 0. In this example, it is 0.05.

[0064] In the third case, if the throttle valve is in the fully open control mode, k1=k1(z)+C2, where C2 is the correction coefficient when the throttle valve is in the fully open control mode, and its value is not less than 0 and not more than 0.5;

[0065]

[0066] Among them, C Base is the basic correction coefficient, which is 0.02 in this example; r Intake Pr eDiff is the correction coefficient determined based on the intake pressure control deviation; r Boost Pr eDiff is a correction factor 2 determined based on the boost pressure control deviation; Based on the target intake pressure p AftThrDesrd The actual intake pressure p AftThrAct Ratio Determine the correction factor three, r Adapt It is the self-learning correction coefficient.

[0067] Based on the intake pressure control deviation k Intake Pr eDiff Correction factor r Intake Pr eDiff When the intake pressure deviation is greater, it is necessary to slow down the transition of the actual boost pressure to the intake pressure after the throttle valve to avoid increasing the fluctuation of the intake pressure.

[0068] Intake pressure control deviation k Intake Pr eDiff The method of obtaining is, if the following conditions are met,

[0069] a) The engine speed fluctuation range does not exceed the preset value, which in this example is ±15 rpm;

[0070] b) The engine's requested gas path torque fluctuation range does not exceed a preset value, which in this example is ±5 Nm;

[0071] c) The engine ignition angle efficiency is not less than a preset value, which is 0.3 in this example, and the fluctuation range does not exceed the preset value, which is ±0.05 in this example.

[0072] If the above conditions are met at the same time, read If the time exceeding the preset value A1 (±0.1 in this example) continuously exceeds the preset time t0 (2s in this example), then

[0073] r Intake Pr eDiff =f(k Intake Pr eDiff )+r Intake Pr eDiff (z)

[0074] Otherwise Intake Pr eDiff =r Intake Pr eDiff (z), whose default value is 0;

[0075] Among them, r Intake Pr eDiff (z) is the correction factor of the previous sampling period.

[0076] In this embodiment, f(k Intake Pr eDiff ) is obtained through calibration, as shown in Table 1.

[0077] Table 1

[0078] <![CDATA[k Intake Pr eDiff ]]> 0.1 0.12 0.15 0.18 0.2 0.24 0.26 0.28 0.3 <![CDATA[f(k Intake Pr eDiff )]]> 0 0.02 0.05 0.08 0.1 0.12 0.13 0.15 0.16

[0079] Correction coefficient r determined based on boost pressure control deviation Boost Pr eDiff When the boost pressure deviation is larger, it is necessary to slow down the transition of the actual boost pressure to the post-throttle intake pressure to avoid increasing the accuracy of the boost pressure control. That is, the accuracy of the boost pressure control must be guaranteed to ensure that the difference between the target boost pressure and the actual boost pressure exceeds ±2kPa for no more than 0.1s.

[0080] Boost pressure control deviation k Boost Pr eDiff The method of obtaining is, if the following conditions are met,

[0081] a) The engine speed fluctuation range does not exceed the preset value, which in this example is ±15 rpm;

[0082] b) The engine's requested gas path torque fluctuation range does not exceed a preset value, which in this example is ±5 Nm;

[0083] c) The engine ignition angle efficiency is not less than a preset value, which is 0.3 in this example, and the fluctuation range does not exceed the preset value, which is ±0.05 in this example.

[0084] If the above conditions are met at the same time, read The time when the value exceeds the preset value A2 (±0.08 in this example) continuously exceeds the preset time t1 (2s in this example) (where p BoostAct (z) is the actual boost pressure of the previous sampling period), then

[0085] r Boost Pr eDiff =f(k Boost Pr eDiff )+r Boost Pr eDiff (z)

[0086] Otherwise Boost Pr eDiff =r Boost Pr eDiff (z), whose default value is 0;

[0087] Among them, r Boost Pr eDiff (z) is the correction factor two for the previous sampling period.

[0088] In this embodiment, f(kI ntake Pr eDiff ) is obtained through calibration, as shown in Table 2.

[0089] Table 1

[0090]

[0091]

[0092] Based on the target intake pressure p AftThrDesrd The actual intake pressure p AftThrAct Ratio Correction factor 3

[0093] The calibration method is as follows: when the target intake pressure is greater than the actual intake pressure, the actual intake pressure needs to be transitioned as soon as possible; when the target intake pressure is not greater than the actual intake pressure, the transition to the actual intake pressure needs to be slowed down to avoid throttle inlet pressure fluctuations during the intake pressure control process, thereby causing fluctuations in the actual boost pressure and increasing the accuracy of boost pressure control. That is, the continuous time that the difference between the target boost pressure and the actual boost pressure exceeds ±2kPa does not exceed 0.1s.

[0094] This embodiment It is obtained through calibration, as shown in Table 3.

[0095] Table 3

[0096]

[0097] Self-learning correction coefficient r Adapt It will be saved after the vehicle is powered off. The method to obtain it is:

[0098] First, determine the following conditions:

[0099] a) The engine speed fluctuation range does not exceed the preset value, which in this example is ±15 rpm;

[0100] b) The engine's requested gas path torque fluctuation range does not exceed a preset value, which in this example is ±5 Nm;

[0101] c) The engine ignition angle efficiency is not less than a preset value, which is 0.3 in this example, and the fluctuation range does not exceed the preset value, which is ±0.05 in this example.

[0102] In the first case, if k Intake Pr eDiff Exceeding the preset values ​​A1 and k Boost Pr eDiff If the time exceeding the preset value A2 exceeds the preset time t3 (5s) continuously, it is considered that r Adapt =r Adapt (z)-0.2, self-learning correction coefficient r Adapt It is only updated once in this driving cycle and saved after the vehicle is powered off. Then, in the next driving cycle, a new self-learning update coefficient is used and a new C2 is used for the transition of the boost pressure.

[0103] In the second case, if during this driving cycle, k Intake Pr eDiff Exceeding the preset values ​​A1 and k Boost Pr eDiff If the time exceeding the preset value A2 does not exceed the preset time t4 (0.5s) continuously, it is considered that r Adapt =r Adapt (z)+0.1, self-learning correction coefficient r Adapt It is only updated once in this driving cycle and saved after the vehicle is powered off. Then, in the next driving cycle, a new self-learning update coefficient is used and a new C2 is used for the transition of the boost pressure.

[0104] In other cases, r Adapt =r Adapt (z); r Adapt (z) is the self-learning update coefficient after the last update, and its default value is 0.

[0105] The priorities of the above three conditions are getting lower and lower. That is, if the first condition is determined, the other two conditions will not be determined, and so on.

[0106] Example 2

[0107] The present invention also provides a device for obtaining the actual boost pressure of an engine, comprising:

[0108] An intake pressure acquisition module, used to obtain the intake pressure at the throttle outlet and the intake pressure at the throttle inlet;

[0109] The actual boost pressure calculation module is used to determine whether the throttle is in normal control mode, anti-overshoot control mode or full-open control mode. For different modes, the corresponding transition coefficient is selected to combine the intake pressure at the throttle outlet and the intake pressure at the throttle inlet to calculate the actual engine boost pressure.

[0110] Example 3

[0111] The present invention also provides an automobile, comprising a device for obtaining the actual boost pressure of the engine.

[0112] Example 4

[0113] The present invention also provides an electronic device comprising: a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus; a computer program is stored in the memory, and when the program is executed by the processor, the processor executes the steps of the method for obtaining the actual boost pressure of the engine.

[0114] Example 5

[0115] The present invention also provides a computer-readable storage medium having executable instructions stored thereon. When the instructions are executed by a processor, the processor implements the method for obtaining the actual boost pressure of the engine.

[0116] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0117] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the steps in the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0118] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0119] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0120] The embodiments of the present invention are described above in conjunction with the accompanying drawings, but the present invention is not limited to the above-mentioned specific implementation methods. The above-mentioned specific implementation methods are merely illustrative and not restrictive. Under the guidance of the present invention, ordinary technicians in this field can also make many forms without departing from the scope of protection of the present invention and the claims, all of which are protected by the present invention.

Claims

1. A method for obtaining actual engine boost pressure, characterized in that: include: Obtain the intake pressure at the throttle outlet and the intake pressure at the throttle inlet; Determine whether the throttle is in normal control mode, anti-overshoot control mode, or full-open control mode. For different modes, select corresponding transition coefficients to combine the intake pressure at the throttle outlet and the intake pressure at the throttle inlet to calculate the actual engine boost pressure; The formula for calculating the actual engine boost pressure is as follows: in, is the intake pressure at the throttle outlet, is the intake pressure at the throttle inlet, is the transition coefficient.

2. The method for obtaining the actual engine boost pressure according to claim 1, characterized in that: When the throttle valve is in normal control mode: .

3. The method for obtaining the actual engine boost pressure according to claim 1, characterized in that: When the throttle valve is in anti-overshoot control mode: in, is the transition coefficient of the previous sampling period, It is the correction coefficient when the throttle valve is in anti-overshoot control mode.

4. The method for obtaining the actual engine boost pressure according to claim 1, characterized in that: When the throttle valve is in full-open control mode: in, is the transition coefficient of the previous sampling period, It is the correction coefficient when the throttle valve is in full-open control mode; in, is the basic correction factor, is a correction factor determined based on the intake pressure control deviation; is a correction factor 2 determined based on the boost pressure control deviation; Based on the target intake pressure The actual intake pressure Ratio Determine the correction factor three; It is the self-learning correction coefficient.

5. The method for obtaining the actual engine boost pressure according to claim 4, characterized in that: Control deviation based on intake pressure Determine the correction factor , the method for obtaining the intake pressure control deviation is: If the engine speed fluctuation range, engine ignition angle efficiency fluctuation range and engine request gas path torque fluctuation range do not exceed the preset value, and the engine ignition angle efficiency is not less than the preset value; then read ； When the intake pressure control deviation exceeds the preset value for a period of time exceeding the preset time, otherwise , Correction factor 1 for the previous sampling period.

6. The method for obtaining the actual engine boost pressure according to claim 4, characterized in that: Based on target intake pressure The actual intake pressure Ratio Correction factor three determined by calibration When the target intake pressure is greater than the actual intake pressure, it is necessary to transition to the actual intake pressure as quickly as possible. When the target intake pressure is not greater than the actual intake pressure, it is necessary to slow down the transition to the actual intake pressure.

7. The method for obtaining actual engine boost pressure according to claim 4, characterized in that: The self-learning correction coefficient It will be saved after the vehicle is powered off. The methods for obtaining the self-learning correction coefficient include: If the engine speed fluctuation range, the engine ignition angle efficiency fluctuation range and the engine requested gas path torque fluctuation range do not exceed the preset values, and the engine ignition angle efficiency is not less than the preset value; In the first case, if the intake pressure control deviation Exceeding the preset value and boost pressure control deviation If the time exceeding the preset value exceeds the preset time continuously, , self-learning correction coefficient It is updated only once in this driving cycle and saved after the vehicle is powered off. At the beginning of the next driving cycle, the new self-learning update coefficient and the new C2 are used to transition the boost pressure. In the second case, if the intake pressure control deviation Exceeding the preset value and boost pressure control deviation If the time exceeding the preset value does not exceed the preset time continuously, , self-learning correction coefficient It is updated only once in this driving cycle and saved after the vehicle is powered off. Then, in the next driving cycle, the new self-learning update coefficient and the new C2 are used to transition the boost pressure. In other cases, , It is the self-learning update coefficient after the last update.

8. A device for obtaining actual engine boost pressure, characterized in that: include: An intake pressure acquisition module, used to obtain the intake pressure at the throttle outlet and the intake pressure at the throttle inlet; The actual boost pressure calculation module is used to determine whether the throttle valve is in normal control mode, anti-overshoot control mode, or full-open control mode. For different modes, the corresponding transition coefficient is selected to combine the intake pressure at the throttle valve outlet and the intake pressure at the throttle valve inlet to calculate the actual engine boost pressure; The formula for calculating the actual engine boost pressure is as follows: in, is the intake pressure at the throttle outlet, is the intake pressure at the throttle inlet, is the transition coefficient.

9. An automobile, characterized in that: The device comprises the device for obtaining the actual boost pressure of the engine as claimed in claim 8.

10. An electronic device comprising: A processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus; characterized in that a computer program is stored in the memory, and when the program is executed by the processor, the processor executes the steps of the method for obtaining the actual boost pressure of the engine as described in any one of claims 1 to 7.

11. A computer-readable storage medium having executable instructions stored thereon, characterized in that: When the instruction is executed by the processor, the processor implements the method for obtaining the actual boost pressure of the engine as described in any one of claims 1 to 7.

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