A supercharging optimization control method based on ignition efficiency

Abstract

The present invention discloses a method for optimizing boost control based on ignition efficiency, comprising: periodically detecting the boost closed-loop enabling condition of the engine; when the engine state changes from a state satisfying the boost closed-loop enabling condition to a state not satisfying the boost closed-loop enabling condition, determining an initial value for the duration for which the target opening of the boost actuator remains unchanged based on the ratio of the actual throttle outlet pressure to the actual inlet pressure and the current real-time engine speed; determining a remaining time based on the initial value of the duration, updating and optimizing the remaining time based on the change in ignition angle efficiency to obtain an optimized remaining time; using the optimized remaining time as the maintenance time for the boost closed-loop enabling to push the boost actuator opening, and controlling the boost process based on the maintenance time. The present invention optimizes the control smoothness and stability issues that may arise when the boost closed-loop is exited, thereby improving the stability of the intake pressure and supercharger outlet pressure during the boost closed-loop exit process.

Description

Technical Field

[0001] The present invention belongs to the technical field of engine control, and in particular relates to a boost optimization control method based on ignition efficiency. Background Art

[0002] The patent of this invention relates to the field of engine control, and in particular to a boost optimization control method based on ignition efficiency.

[0003] In order to respond to the engine intake boost and engine torque increase requests, the boost system is controlled to achieve more exhaust energy to achieve boost. The boost control determines the engine's power and economy, etc. Boost closed-loop control refers to actively controlling the action of the boost actuator to achieve the following of the actual boost pressure and the target boost pressure. In the case of non-closed-loop boost control, the opening of the boost actuator is not actively controlled. When there is no intake boost demand, the boost closed-loop control will be exited, that is, the boost non-closed-loop control, to ensure control stability and smoothness while meeting the power requirements. Patent CN201910988050.8 "Exhaust Gas Turbine Engine Boost Closed-Loop Adaptive System and Control Method" mentions the boost closed-loop enabling condition judgment, and when the conditions are not met, the boost closed-loop enabling will be exited. This patent is optimized to improve the control smoothness and stability problems that may be caused by the exit of the boost closed-loop. Summary of the Invention

[0004] The purpose of the present invention is to provide a boost optimization control method based on ignition efficiency, to optimize the control smoothness and stability problems that may be caused when the boost closed loop is exited, to optimize the control of the target opening of the boost actuator after the boost closed loop is exited, to identify and optimize the influence of the ignition angle efficiency on the pressure fluctuation during the boost closed loop exit process, and to improve the stability of the intake pressure and the supercharger outlet pressure during the boost closed loop exit process.

[0005] To solve the above technical problems, the technical solution of the present invention is: a boost optimization control method based on ignition efficiency, comprising:

[0006] The engine periodically detects the boost closed-loop enabling condition. When the engine state changes from a state where the boost closed-loop enabling condition is satisfied to a state where the boost closed-loop enabling condition is not satisfied, the initial value of the duration for which the target opening of the boost actuator is maintained unchanged is determined based on the ratio of the actual throttle outlet pressure to the actual inlet pressure and the current real-time engine speed.

[0007] Determine the remaining time according to the initial value of the duration, and update and optimize the remaining time according to the change in ignition angle efficiency to obtain the optimized remaining time;

[0008] The optimized remaining time is used as the maintenance time of the boost closed loop enabling exit boost actuator opening, and the boost process is controlled according to the maintenance time.

[0009] The calibration basis for the initial value of the duration is: from the first sampling cycle when the boost closed-loop enabling conditions are not met to the two sampling cycles after the end of the initial value of the duration, the ignition angle efficiency is 1, the EGR rate is 0, and the fluctuation of the pressure difference between the throttle outlet target pressure and the actual throttle outlet pressure is within the preset range.

[0010] Whether the fluctuation of the difference between the throttle valve outlet target pressure and the throttle valve actual outlet pressure is within the preset range is determined based on:

[0011] According to the following formula:

[0012] p AftThrErrFilter (N) = K AftThrErr ×[p AftThrErr (N)-p AftThrErrFilter (N-1)]+p AftThrErrFilter (N-1)

[0013] Among them, p AftThrErr is the original value of the pressure difference, p AftThrErr (N) is the pressure difference p in the Nth sampling period AftThrErr Original value, p AftThrErrFilter is the pressure difference after first-order low-pass filtering, p AftThrErrFilter (N) is the pressure difference after filtering in the Nth sampling period, p AftThrErrFilter (N-1) is the pressure difference after filtering in the N-1th sampling period, N = 1, 2, 3..., p AftThrErrFilter (0) is equal to the pressure difference p at the 0th sampling period AftThrErr (0), in particular, the 0th sampling period occurs when the vehicle is powered on; K AftThrErr is the coefficient;

[0014] The |p is satisfied in the two sampling cycles from the first sampling cycle that does not meet the boost closed loop enabling condition to the end of the initial value of the duration. AftThrErrFilter (N)-p AftThrErr (N)|<min[p AftThrErr (N), p AftThrErrFilter (N)]r AftThrErrLim , represents the difference between the throttle outlet target pressure and the actual throttle outlet pressure p AftThrErr The fluctuation of r is within the preset range; AftThrErrLim is the pressure difference threshold coefficient.

[0015] The remaining time is defined as the time from when the target opening of the boost actuator remains unchanged to when the initial time period ends.

[0016] The change in ignition angle efficiency is defined as the difference between the maximum ignition angle efficiency and the minimum ignition angle efficiency in the N1 sampling periods closest to the current sampling period; wherein the value of N1 is positively correlated with the engine speed.

[0017] The method for updating and optimizing the remaining time according to the change in ignition angle efficiency to obtain the optimized remaining time is:

[0018] Adjust the remaining time according to the following formula to obtain the optimized remaining time:

[0019] t2'=t2×[1+f(r PreRatio , Δ SparkEffErr )]×(1+r t2 )

[0020] Among them, t2' is the remaining time for optimization, t2 is the remaining time, r PreRatio is the ratio of the actual pressure at the throttle outlet to the actual pressure at the throttle inlet, Δ SparkEffErr is the change in ignition angle efficiency, r t2 is the self-learning coefficient of the remaining time, r t2 The default value is 0 and is saved after the vehicle is powered off; f(r PreRatio , Δ SparkEffErr ) is the ignition efficiency correction parameter, which is calibrated based on the following: after t2', the difference between the throttle outlet target pressure and the throttle outlet actual pressure p is ensured within the preset time. AftThrErr The fluctuation is within the preset range.

[0021] The self-learning mode for the remaining time is as follows: When the following conditions are met, the corresponding self-learning update is automatically triggered:

[0022] ① If t2'-t2 is greater than the first preset time difference C1, and the first consecutive occurrence number CNT1 exceeds the preset number, it means that the influence of the ignition angle efficiency causes t2 to increase continuously. In order to avoid pressure fluctuations during the ignition angle efficiency adjustment process, the time t2 self-learning state is set to the first upward learning state, that is, r t2 Need to increase, then r t2 =r t2 (z) + 0.05, where r t2 (z) is the self-learning coefficient of the remaining time stored in the previous self-learning. At the same time, CNT1 is cleared to zero, and the updated self-learning coefficient is stored and used for the next self-learning;

[0023] ② If t2'-t2 is not greater than the second preset time difference -C2, and the second consecutive occurrence number CNT2 exceeds the preset number, it means that the influence of the ignition angle efficiency causes the time t2 to decrease continuously. In order to avoid pressure fluctuations during the ignition angle efficiency adjustment process, the time t2 self-learning state is set to the first downward learning state, that is, r t2 Need to be reduced, then r t2 =r t2 (z) -0.04, the updated self-learning coefficient is stored and used for the next self-learning;

[0024] ③ If t2'-t2 is greater than the first preset time value C1, and t2'-t2 of the last self-learning is not greater than the preset value -C2, the ignition angle adjustment fluctuation is too large, which has a greater impact on the pressure fluctuation. In this case, the self-learning state of time t2 is changed to the second upward learning state, that is, r t2 Need to increase, then r t2 =r t2 (z) + 0.02, the updated self-learning coefficient is stored and used for the next self-learning;

[0025] ④ If t2'-t2 is not greater than the second preset value - C2, and t2'-t2 is greater than the preset value C1 during the last self-learning, the ignition angle adjustment fluctuation is too large, which has a greater impact on the pressure fluctuation. In this case, the self-learning state of time t2 is set to the second downward learning state, i.e., r t2 Need to be reduced, then r t2 =r t2 (z) -0.01, the updated self-learning coefficient is stored and used for the next self-learning;

[0026] ⑤When none of the above 4 situations occur, r t2 Take the self-learning coefficient of the previous self-learning and keep it unchanged.

[0027] The boost closed loop enabling conditions are:

[0028] determining whether a compressor target pressure of an engine supercharger assembly is greater than a preset minimum boost pressure;

[0029] determining whether the engine speed is greater than a preset engine speed;

[0030] Determine whether the pressure relief valve of the engine supercharger assembly is not open;

[0031] If all of the above judgments are yes, the boost closed loop is allowed to be enabled, and the boost closed loop control is performed after the boost closed loop is enabled; otherwise, the boost closed loop is not enabled.

[0032] Coefficient K AftThrErr The calculation method is:

[0033]

[0034] Among them, k AftThrErr is the pressure difference filter coefficient.

[0035] The value range of the remaining time is 0-0.8s.

[0036] The sampling period ranges from 5 to 20 ms.

[0037] A computer device is also provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of any of the control methods described above when executing the computer program.

[0038] A computer-readable storage medium is also provided, on which a computer program is stored. When the computer program is executed by a processor, the steps of any of the control methods described above are implemented.

[0039] Compared with the prior art, the present invention has the following beneficial effects:

[0040] The present invention optimizes the processing when the boost closed-loop enabling conditions are not met, optimizes the control smoothness and stability problems that may be caused when the boost closed-loop is exited, optimizes the control of the target opening of the boost actuator after the boost closed-loop is exited, and optimizes the influence of the ignition angle efficiency on the pressure fluctuation during the boost closed-loop exit process, thereby improving the stability of the intake pressure and the supercharger outlet pressure during the boost closed-loop exit process. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 A schematic diagram of a flow chart of an embodiment of the present invention;

[0042] Figure 2 Schematic diagram of the architecture of a low-pressure EGR system in an embodiment of the present invention;

[0043] In the figure, 1-air filter, 2-mixing valve, 3-compressor, 4-throttle, 5-engine, 6-turbine, 7-catalyst, 8-particulate matter trap, 9-EGR cooler, 10-EGR valve, 11-temperature sensor, 12-differential pressure sensor. DETAILED DESCRIPTION

[0044] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely for the purpose of explaining the present invention and are not intended to limit the present invention. In addition, the technical features involved in the various embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.

[0045] Patent CN201910988050.8, "Exhaust Gas Turbine Engine Boost Closed-Loop Adaptive System and Control Method," mentions determining the conditions for boost closed-loop enablement and disabling the boost closed-loop if the conditions are not met. This patent aims to improve control smoothness and stability issues that may arise when disabling the boost closed-loop.

[0046] When the boost closed loop enabling conditions are met, the PID control algorithm is used to achieve this. When the boost closed loop enabling conditions are not met, how to set the boost actuator target opening pct BoostActuatorDsrd This patent is to be considered. Assuming that the boost control demand is the largest, the boost actuator target opening pct BoostActuatorDsrd The opening is 100%; assuming that the boost control demand is minimum, the boost actuator target opening pct BoostActuatorDsrd The opening is 0%.

[0047] A boost optimization control method based on ignition efficiency is applied to a system with a low-pressure EGR system and an exhaust gas turbocharger. The system structure includes an air filter 1, a mixing valve 2, a compressor 3, a throttle 4, an engine 5, a turbine 6, a catalyst 7, a particulate matter trap 8, an EGR cooler 9, an EGR valve 10, a temperature sensor 11, and a pressure difference sensor 12.

[0048] The supercharger compressor compresses fresh air for supercharging. The supercharger turbine controls the operating efficiency of the turbine 6 by controlling the opening of the supercharger's wastegate valve, thereby achieving different supercharging capabilities. Compared to a non-low-pressure EGR system, the low-pressure EGR system has the following additional components: an EGR cooler 9, an EGR temperature sensor, an EGR valve 10, an EGR differential pressure sensor, and a mixing valve 2. The mixing valve 2 is used to adjust the pressure at the outlet of the EGR valve 10, thereby increasing the pressure differential across the EGR valve 10 and improving the EGR rate.

[0049] The EGR cooler 9 is used to cool the exhaust gas to increase the exhaust gas flow rate and reduce the exhaust gas temperature. The EGR valve 10 has a throttling function to control the exhaust gas flow into the cylinder. The EGR temperature sensor is used to detect the exhaust gas temperature entering the EGR valve 10. The EGR differential pressure sensor is used to detect the pressure at the EGR inlet and outlet. The low-pressure EGR system architecture is as follows: Figure 2 shown.

[0050] The technical solution of the present invention is:

[0051] Example 1:

[0052] A boost optimization control method based on ignition efficiency, such as Figure 1 As shown, including:

[0053] S1. Periodically detect the boost closed-loop enabling condition of the engine. When the engine state changes from satisfying the boost closed-loop enabling condition to not satisfying the boost closed-loop enabling condition (i.e., the previous sampling period detected the state to be satisfied, and the current sampling period detected the state to be not satisfied. The sampling period of this embodiment is 10ms), the ratio of the actual throttle outlet pressure to the actual inlet pressure is used to determine the engine state. And the current engine real-time speed n determines the boost actuator target opening pct BoostActuatorDsrd Maintain the initial value t of the duration unchanged, that is, determine pct BoostActuatorDsrd =pct BoostActuatorDsrd (z) duration, where pct BoostActuatorDsrd (z) is the actuator target opening during the previous sampling period, that is, the actuator target opening during the last sampling period in which the boost closed-loop condition was met. The initial duration value, t, begins at the first sampling period in which the boost closed-loop condition was not met.

[0054] S2. Determine the remaining time according to the initial value of the duration, and update and optimize the remaining time according to the change in the ignition angle efficiency to obtain an optimized remaining time;

[0055] S3. The optimized remaining time is used as the maintenance time of the boost actuator opening for enabling the boost closed loop, and the boost process is controlled according to the maintenance time.

[0056] The calibration basis for the initial value of the duration is: from the first sampling cycle when the boost closed-loop enabling conditions are not met to the two sampling cycles after the end of the initial value of the duration, the ignition angle efficiency is 1, the EGR rate is 0, and the fluctuation of the pressure difference between the throttle outlet target pressure and the actual throttle outlet pressure is within the preset range.

[0057] Whether the fluctuation of the difference between the throttle valve outlet target pressure and the throttle valve actual outlet pressure is within the preset range is determined based on:

[0058] According to the following formula:

[0059] p AftThrErrFilter (N) = K AftThrErr ×[p AftThrErr (N)-p AftThrErrFilter (N-1)]+p AftThrErrFilter (N-1)

[0060] Among them, p AftThrErr is the original value of the pressure difference, p AftThrErr (N) is the pressure difference p in the Nth sampling period AftThrErr Original value, p AftThrErrFilter is the pressure difference after first-order low-pass filtering, p AftThrErrFilter (N) is the pressure difference after filtering in the Nth sampling period, p AftThrErrFilter(N-1) is the pressure difference after filtering in the N-1th sampling period, N = 1, 2, 3..., p AftThrErrFilter (0) is equal to the pressure difference p at the 0th sampling period AftThrErr (0), in particular, the 0th sampling period occurs when the vehicle is powered on; the sampling period interval Δt in this embodiment is 10ms. AftThrErr is the coefficient: k AftThrErr is the pressure difference filter coefficient, which is 0.25 in this embodiment.

[0061] The |p is satisfied in the two sampling cycles from the first sampling cycle that does not meet the boost closed loop enabling condition to the end of the initial value of the duration. AftThrErrFilter (N)-p AftThrErr (N)|<min[p AftThrErr (N), p AftThrErrFilter (N)]×r AftThrErrLim , represents the difference between the throttle outlet target pressure and the actual throttle outlet pressure p AftThrErr The fluctuation of r is within the preset range, where r AftThrErrLim is the pressure difference threshold coefficient, which is 0.1 in this embodiment.

[0062] Based on the above calibration basis, it is determined that t=f(r PreRatio ,n), under the same speed n, if the ratio of the actual pressure at the throttle outlet to the actual pressure at the inlet is r PreRatio The smaller the value, the smaller the initial value t of the time length is, to meet the difference between the throttle outlet target pressure and the throttle outlet actual pressure p AftThrErr The fluctuation is within the preset range; the ratio of the actual pressure at the throttle outlet to the actual pressure at the inlet is r PreRatio Under the same conditions, if the speed n is smaller, the initial value of time t is larger to meet the difference p between the throttle outlet target pressure and the actual throttle outlet pressure. AftThrErr The fluctuation is within the preset range;

[0063] The above determines the actuator target opening pct BoostActuatorDsrd The initial value of the duration, t, is maintained unchanged, primarily through calibration on the engine test bench. However, during on-vehicle calibration testing, the duration is optimized when the following conditions occur. The optimization priority is ranked from highest to lowest, with the highest priority condition taking precedence.

[0064] The remaining time is defined as the time from when the target opening of the boost actuator remains unchanged to when the initial time period ends.

[0065] The change in ignition angle efficiency is defined as the difference between the maximum ignition angle efficiency and the minimum ignition angle efficiency within the N1 sampling cycles (a single sampling cycle is 10ms) closest to the current sampling cycle. (If the maximum ignition angle efficiency occurs later than the minimum ignition angle efficiency, the change in ignition angle efficiency Δ SparkEffErr is a positive value; if the maximum ignition angle efficiency occurs earlier than the minimum ignition angle efficiency, the ignition angle efficiency change Δ SparkEffErr is a negative value; if the time when the maximum ignition angle efficiency occurs is the same as the time when the minimum ignition angle occurs, then the change in ignition angle efficiency Δ SparkEffErr N1 is related to the engine speed n. The lower the speed, the smaller the N1 value, and the higher the speed, the larger the N1 value. The main reason is that the lower the speed, the more obvious the pressure fluctuation is due to the fluctuation of the ignition angle efficiency, as shown in Table 1.

[0066] Table 1

[0067]

[0068] The method for updating and optimizing the remaining time according to the change in ignition angle efficiency to obtain the optimized remaining time is:

[0069] Adjust the remaining time according to the following formula to obtain the optimized remaining time:

[0070] t2'=t2×[1+f(r PreRatio , Δ SparkEffErr )]×(1+r t2 )

[0071] Among them, t2' is the remaining time for optimization, t2 is the remaining time, r PreRatio is the ratio of the actual pressure at the throttle outlet to the actual pressure at the throttle inlet, Δ SparkEffErr is the change in ignition angle efficiency, r t2 is the self-learning coefficient of the remaining time, r t2 The default value is 0 and is saved after the vehicle is powered off; f(r PreRatio , Δ SparkEffErr The calibration basis of ) is to ensure that the difference between the throttle outlet target pressure and the actual throttle outlet pressure p is within a preset time (0.3s in this embodiment) after t2' ends. AftThrErr The fluctuation of the ignition angle efficiency is within the preset range. SparkEffErr Under the same conditions, if the ratio of the actual pressure at the throttle outlet to the actual pressure at the throttle inlet is r PreRatio The smaller the f(r PreRatio , Δ SparkEffErr ) is smaller, to meet the difference between the throttle outlet target pressure and the throttle actual outlet pressure p AftThrErrThe fluctuation is within the preset range; the ratio of the actual pressure at the throttle outlet to the actual pressure at the inlet is r PreRatio Under the same conditions, if the ignition angle efficiency change Δ SparkEffErr The larger the value, the smaller the exhaust energy is, and the faster the pressure at the outlet of the supercharger compressor decreases, then f(r PreRatio , Δ SparkEffErr ) is larger, to meet the difference between the throttle outlet target pressure and the throttle actual outlet pressure p AftThrErr The fluctuation is within a preset range (same as the fluctuation requirement control required above). The time t2 is limited between the maximum value tmax (0.8s in this embodiment) and the minimum value tmin (0s in this embodiment) to avoid excessive adjustment and poor intake system control robustness.

[0072] The self-learning mode for the remaining time is as follows: When the following conditions are met, the corresponding self-learning update is automatically triggered:

[0073] ① If t2'-t2 is greater than the first preset time difference C1 (0.5s in this embodiment), it means that the ignition angle efficiency is adjusted too much, which is easy to cause ignition), and the first consecutive occurrence number CNT1 (initial value is 0, which can be saved after the vehicle is powered off) exceeds the preset number (5 in this embodiment), it means that the influence of the ignition angle efficiency causes t2 to increase continuously. In order to avoid pressure fluctuations during the ignition angle efficiency adjustment process, the time t2 self-learning state is set to the first upward learning state, that is, r t2 Need to increase, then r t2 =r t2 (z) + 0.05, where r t2 (z) is the self-learning coefficient of the remaining time stored in the previous self-learning. At the same time, CNT1 is cleared to zero, and the updated self-learning coefficient is stored and used for the next self-learning;

[0074] ② If t2'-t2 is not greater than the second preset time difference -C2 (0.3s in this embodiment, it means that the ignition angle efficiency is adjusted too much, which is likely to cause pressure fluctuations), and the second consecutive occurrence number CNT2 (initial value is 0, which can be saved after the vehicle is powered off) exceeds the preset number, it means that the influence of the ignition angle efficiency causes the time t2 to continue to decrease. In order to avoid pressure fluctuations during the ignition angle efficiency adjustment process, the time t2 self-learning state is set to the first downward learning state, that is, r t2 Need to be reduced, then r t2 =r t2 (z) -0.04, the updated self-learning coefficient is stored and used for the next self-learning;

[0075] ③ If t2'-t2 is greater than the first preset time value C1, and t2'-t2 of the last self-learning is not greater than the preset value -C2, the ignition angle adjustment fluctuation is too large, which has a greater impact on the pressure fluctuation. In this case, the self-learning state of time t2 is changed to the second upward learning state, that is, r t2 Need to increase, then r t2 =r t2 (z) + 0.02, the updated self-learning coefficient is stored and used for the next self-learning;

[0076] ④ If t2'-t2 is not greater than the second preset value - C2, and t2'-t2 is greater than the preset value C1 during the last self-learning, the ignition angle adjustment fluctuation is too large, which has a greater impact on the pressure fluctuation. In this case, the self-learning state of time t2 is set to the second downward learning state, i.e., r t2 Need to be reduced, then r t2 =r t2 (z) -0.01, the updated self-learning coefficient is stored and used for the next self-learning;

[0077] ⑤When none of the above 4 situations occur, r t2 Take the self-learning coefficient of the previous self-learning and keep it unchanged.

[0078] The above five conditions have lower and lower priorities.

[0079] The boost closed loop enabling conditions are:

[0080] determining whether a compressor target pressure of an engine supercharger assembly is greater than a preset minimum boost pressure;

[0081] determining whether the engine speed is greater than a preset engine speed;

[0082] Determine whether the pressure relief valve of the engine supercharger assembly is not open;

[0083] If all of the above judgments are yes, the boost closed loop is allowed to be enabled, and the boost closed loop control is performed after the boost closed loop is enabled; otherwise, the boost closed loop is not enabled.

[0084] Example 2:

[0085] A computer device is also provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of any of the control methods described above when executing the computer program.

[0086] Example 3:

[0087] A computer-readable storage medium is also provided, on which a computer program is stored. When the computer program is executed by a processor, the steps of any of the control methods described above are implemented.

[0088] 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.

[0089] 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.

[0090] 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.

[0091] 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.

[0092] It will be easily understood by those skilled in the art that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A supercharging optimization control method based on ignition efficiency, characterized in that: include: The engine periodically detects the boost closed-loop enabling condition. When the engine state changes from a state where the boost closed-loop enabling condition is satisfied to a state where the boost closed-loop enabling condition is not satisfied, the initial value of the duration for which the target opening of the boost actuator is maintained unchanged is determined based on the ratio of the actual throttle outlet pressure to the actual inlet pressure and the current real-time engine speed. The remaining time is determined based on the initial duration value, and the remaining time is updated and optimized based on the change in ignition angle efficiency to obtain the optimized remaining time. The remaining time is defined as the time from when the target opening of the boost actuator remains unchanged to when the initial duration value ends. The change in ignition angle efficiency is defined as the difference between the maximum ignition angle efficiency and the minimum ignition angle efficiency within the N1 sampling periods closest to the current sampling period. The value of N1 is positively correlated with the engine speed. The optimized remaining time is used as the maintenance time of the boost closed loop enabling exit boost actuator opening, and the boost process is controlled according to the maintenance time.

2. The method for optimizing boost control based on ignition efficiency according to claim 1, characterized in that: The calibration basis for the initial value of the duration is: from the first sampling cycle when the boost closed-loop enabling conditions are not met to the two sampling cycles after the end of the initial value of the duration, the ignition angle efficiency is 1, the EGR rate is 0, and the fluctuation of the pressure difference between the throttle outlet target pressure and the actual throttle outlet pressure is within the preset range.

3. The method for optimizing boost control based on ignition efficiency according to claim 2, characterized in that: Whether the fluctuation of the difference between the throttle valve outlet target pressure and the throttle valve actual outlet pressure is within the preset range is determined based on: According to the following formula: p AftThrErrFilter (N)=K AftThrErr ×[p AftThrErr (N)-p AftThrErrFilter (N-1)]+p AftThrErrFilter (N-1) Among them, p AftThrErr is the original value of the pressure difference, p AftThrErr (N) is the pressure difference p in the Nth sampling period AftThrErr Original value, p AftThrErrFilter is the pressure difference after first-order low-pass filtering, p AftThrErrFilter (N) is the pressure difference after filtering in the Nth sampling period, p AftThrErrFilter (N-1) is the pressure difference after filtering in the N-1th sampling period, N = 1, 2, 3..., p AftThrErrFilter (0) is equal to the pressure difference p at the 0th sampling period AftThrErr (0), where the 0th sampling period occurs when the vehicle is powered on; K AftThrErr is the coefficient; The boost closed loop enabling condition is met within two sampling periods starting from the first sampling period when the boost closed loop enabling condition is not met and ending at the end of the initial value of the duration. |p AftThrErrFilter (N)-p AftThrErr (N)|<min[p AftThrErr (N), p AftThrErrFilter (N)]×r AftThrErrLim , represents the difference between the throttle outlet target pressure and the actual throttle outlet pressure p AftThrErr The fluctuation of r is within the preset range; AftThrErrLim is the pressure difference threshold coefficient.

4. The method for optimizing boost control based on ignition efficiency according to claim 1, characterized in that: The method for updating and optimizing the remaining time according to the change in ignition angle efficiency to obtain the optimized remaining time is: Adjust the remaining time according to the following formula to obtain the optimized remaining time: t2'=t2×[1+f(r PreRatio ,Δ SparkEffErr )]×(1+r t2 ) Among them, t2' is the remaining time for optimization, t2 is the remaining time, r PreRatio is the ratio of the actual pressure at the throttle outlet to the actual pressure at the throttle inlet, Δ SparkEffErr is the change in ignition angle efficiency, r t2 is the self-learning coefficient of the remaining time, r t2 The default value is 0 and is saved after the vehicle is powered off; f(r PreRatio , Δ S park E ff E rr) is the ignition efficiency correction parameter, which is calibrated based on the following: after t2', the difference between the throttle outlet target pressure and the actual throttle outlet pressure p is ensured within the preset time. AftThrErr The fluctuation is within the preset range.

5. The method for optimizing boost control based on ignition efficiency according to claim 4, characterized in that: The self-learning mode for the remaining time is as follows: When the following conditions are met, the corresponding self-learning update is automatically triggered: ① If t2'-t2 is greater than the first preset time difference C1, and the first consecutive occurrence number CNT1 exceeds the preset number, it means that the influence of the ignition angle efficiency causes t2 to increase continuously. In order to avoid pressure fluctuations during the ignition angle efficiency adjustment process, the time t2 self-learning state is set to the first upward learning state, that is, r t2 Need to increase, then r t2 =r t2 (z) + 0.05, where r t2 (z) is the self-learning coefficient of the remaining time stored in the previous self-learning. At the same time, CNT1 is cleared to zero, and the updated self-learning coefficient is stored and used for the next self-learning; ② If t2'-t2 is not greater than the second preset time difference -C2, and the second consecutive occurrence number CNT2 exceeds the preset number, it means that the influence of the ignition angle efficiency causes the time t2 to decrease continuously. In order to avoid pressure fluctuations during the ignition angle efficiency adjustment process, the time t2 self-learning state is set to the first downward learning state, that is, r t2 Need to be reduced, then r t2 =r t2 (z) -0.04, the updated self-learning coefficient is stored and used for the next self-learning; ③ If t2'-t2 is greater than the first preset time value C1, and t2'-t2 of the last self-learning is not greater than the preset value -C2, the ignition angle adjustment fluctuation is too large, which has a greater impact on the pressure fluctuation. In this case, the self-learning state of time t2 is changed to the second upward learning state, that is, r t2 Need to increase, then r t2 =r t2 (z) + 0.02, the updated self-learning coefficient is stored and used for the next self-learning; ④ If t2'-t2 is not greater than the second preset value - C2, and t2'-t2 is greater than the preset value C1 during the last self-learning, the ignition angle adjustment fluctuation is too large, which has a greater impact on the pressure fluctuation. In this case, the self-learning state of time t2 is set to the second downward learning state, i.e., r t2 Need to be reduced, then r t2 =r t2 (z) -0.01, the updated self-learning coefficient is stored and used for the next self-learning; ⑤ When none of the above 4 situations occur, r t2 Take the self-learning coefficient of the previous self-learning and keep it unchanged.

6. The method for optimizing boost control based on ignition efficiency according to claim 1, characterized in that: The boost closed loop enabling conditions are: determining whether a compressor target pressure of an engine supercharger assembly is greater than a preset minimum boost pressure; determining whether the engine speed is greater than a preset engine speed; Determine whether the pressure relief valve of the engine supercharger assembly is not open; If all of the above judgments are yes, the boost closed loop is allowed to be enabled, and the boost closed loop control is performed after the boost closed loop is enabled; otherwise, the boost closed loop is not enabled.

7. The method for optimizing boost control based on ignition efficiency according to claim 3, characterized in that: Coefficient K AftThrErr The calculation method is: Among them, k AftThrErr is the pressure difference filter coefficient, and n is the engine speed.

8. The method for optimizing boost control based on ignition efficiency according to claim 1, characterized in that: The value range of the remaining time is 0-0.8s.

9. The method for optimizing boost control based on ignition efficiency according to claim 3, characterized in that: The sampling period ranges from 5 to 20 ms.

10. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the steps of the control method according to any one of claims 1 to 9 are implemented.

11. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the control method according to any one of claims 1 to 9 are implemented.

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