Supercharging actuator opening degree control method, device and equipment based on ignition angle efficiency and storage medium

Abstract

The invention discloses a supercharging actuator opening degree control method, device and equipment based on ignition angle efficiency and a storage medium, and relates to the technical field of vehicle control. According to the supercharging actuator opening degree control method based on the ignition angle efficiency, the performance and stability of a supercharged engine can be improved under the non-closed-loop control condition, the supercharger response and pressure control are optimized by analyzing the influence of the ignition angle efficiency on the intervention opportunity within the closed-loop control quitting time period in real time, and the supercharging performance of the supercharged engine is improved. A self-adaptive learning mechanism and an actuator opening degree descent rate table are introduced, so that opening degree adjustment in the intervention control process is smoother, the driving comfort and the engine efficiency are improved, it is ensured that the engine performance is not affected when closed-loop control is quitted in combination with a preset closed-loop enabling condition, energy conservation and emission reduction are facilitated, and the driving experience is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a method, device, equipment and storage medium for controlling the opening of a boost actuator based on ignition angle efficiency. Background Art

[0002] With the rapid development of the global economy, the automobile industry has become an important force in promoting economic growth. However, this progress is also accompanied by energy consumption and environmental pollution problems. As the main means of transportation, automobile exhaust emissions are one of the main sources of urban air pollution.

[0003] To meet these challenges, automakers are constantly developing new technologies to improve engine fuel efficiency and reduce emissions. Supercharging technology is one of the effective means, which increases the power output and combustion efficiency of the engine by increasing the intake volume. However, the control complexity of the supercharging system has also increased, especially in terms of dynamic response and pressure control. In the control of supercharged engines, precise control of the opening of the boost actuator is the key to achieving efficient combustion and optimizing engine performance. Especially when the parameters of the boost control system do not meet the closed-loop control conditions, how to effectively use the engine control parameters to dynamically adjust the opening of the boost actuator is a key difficulty.

[0004] Therefore, how to control the opening of the boost actuator after the boost system exits closed-loop control to ensure the stability and smoothness of the boost actuator during the opening change is a technical problem that needs to be solved urgently in this field. Summary of the invention

[0005] The main purpose of the present application is to provide a method, device, equipment and storage medium for controlling the opening of a boost actuator based on ignition angle efficiency, aiming to solve the technical problem of how to control the opening of the boost actuator after the boost system exits closed-loop control to ensure the stability and smoothness of the boost actuator during the opening change process.

[0006] To achieve the above object, the present application provides a method for controlling the opening of a boost actuator based on ignition angle efficiency, the method comprising the following steps: When the boost control system parameters do not meet the boost closed loop enabling conditions, obtaining the current engine control parameters; Determining the intervention control time point and the boost actuator opening control parameter according to the engine control parameter; When the boost control system reaches the intervention control time point, the throttle valve is controlled according to the boost actuator opening control parameter.

[0007] Optionally, determining the intervention control time point according to the engine control parameter includes: According to the actual outlet pressure and the actual inlet pressure, the inlet and outlet pressure ratio is obtained; According to the inlet and outlet pressure ratio, the ignition angle efficiency change and the maintenance time prediction table, an initial maintenance time is obtained; Correcting the initial maintenance time according to the maintenance time learning coefficient to obtain a maintenance time correction result; The intervention control time point is determined according to the maintenance duration correction result.

[0008] Optionally, before obtaining the initial maintenance time according to the inlet / outlet pressure ratio, the ignition angle efficiency change and the maintenance time prediction table, the method further includes: According to the engine control parameter, obtaining the real-time engine speed; Determining a sampling time period according to the real-time engine speed; Acquiring ignition angle data within a sampling period before the boost control system parameter fails to meet the boost closed-loop enabling condition; According to the ignition angle data, the ignition angle efficiency change is obtained.

[0009] Optionally, before obtaining the initial maintenance time according to the inlet / outlet pressure ratio and the ignition angle efficiency change, the method further includes: Obtain a test engine of the same specification, and control the test engine to operate according to a preset target opening and a preset speed, wherein the operation mode of the boost control system is a boost closed-loop control mode; When the test engine runs stably, the boost closed-loop control is terminated, and the throttle outlet pressure data, throttle inlet pressure data and ignition angle efficiency change of the boost control system after the boost closed-loop control is terminated are obtained; According to the throttle outlet pressure data and the throttle inlet pressure data, a maintenance time test value under a preset target opening and a change in ignition angle efficiency is obtained; A maintenance time prediction table is obtained according to the preset target opening, the change in ignition angle efficiency and the maintenance time test value.

[0010] Optionally, after the initial maintenance time is corrected according to the maintenance time learning coefficient to obtain the maintenance time correction result, the method further includes: Obtaining a corrected change amount according to the initial maintenance time and the correction result of the maintenance time; Determining an overshoot result according to the correction change amount and the correction amount threshold; When the accumulated number of overshoot results reaches the overshoot balance threshold, the maintenance time learning coefficient is adjusted, and the accumulated number of overshoot results is cleared.

[0011] Optionally, the adjusting the maintenance duration learning coefficient includes: If the correction change is a positive value, then determining the downward adjustment amount of the maintenance duration learning coefficient according to the proportional relationship between the correction change and the first correction threshold; If the corrected change amount is a negative value, the upward adjustment amount of the maintenance duration learning coefficient is determined according to the proportional relationship between the corrected change amount and the second correction threshold.

[0012] Optionally, determining the boost actuator opening control parameter according to the engine control parameter includes: According to the engine control parameter, an engine speed is obtained; Determining the actuator opening decreasing rate according to the engine speed and actuator opening decreasing rate table; The actuator opening decrease rate is used as the boost actuator opening control parameter.

[0013] Optionally, when the boost control system reaches the intervention control time point, controlling the throttle valve according to the boost actuator opening control parameter includes: When the boost control system reaches the intervention control time point, obtaining the throttle outlet pressure data and the throttle inlet pressure data at the current moment; According to the throttle outlet pressure data and the throttle inlet pressure data, correcting the actuator opening decreasing rate; The throttle valve is controlled according to the corrected actuator opening decreasing rate.

[0014] Optionally, the correcting the actuator opening decreasing rate according to the throttle outlet pressure data and the throttle inlet pressure data includes: According to the throttle outlet pressure data and the throttle inlet pressure data, a pressure difference value and a pressure difference change speed rate are obtained; Determining a target opening of a boost actuator according to the pressure difference; Determining a change in the opening of the boost actuator according to the actual opening of the boost actuator at the current moment and the target opening of the boost actuator; The actuator opening decreasing rate is corrected according to the boost actuator opening change amount and the pressure difference change increasing rate.

[0015] Optionally, the boost closed-loop enabling condition includes: If the compressor outlet target pressure of the boost control system is less than the boost pressure lower limit, or the engine speed is less than the preset speed, or the electronic pressure relief valve of the supercharger assembly is open, it is deemed that the boost closed-loop enabling condition is not met.

[0016] In addition, to achieve the above-mentioned purpose, the present application also provides a boost actuator opening control device based on ignition angle efficiency, and the boost actuator opening control device based on ignition angle efficiency includes: A data acquisition module, used to obtain the engine control parameters at the current moment when the boost control system parameters do not meet the boost closed loop enabling conditions; A data processing module, used to determine the intervention control time point and the boost actuator opening control parameter according to the engine control parameter; A control module is used to control the throttle valve according to the boost actuator opening control parameter when the boost control system reaches the intervention control time point.

[0017] In addition, to achieve the above-mentioned purpose, the present application also provides a boost actuator opening control device based on ignition angle efficiency, the device comprising: a memory, a processor, and a boost actuator opening control program based on ignition angle efficiency stored in the memory and executable on the processor, the boost actuator opening control program based on ignition angle efficiency being configured to implement the steps of the boost actuator opening control method based on ignition angle efficiency as described above.

[0018] In addition, to achieve the above-mentioned purpose, the present application also provides a storage medium, on which is stored a boost actuator opening control program based on ignition angle efficiency. When the boost actuator opening control program based on ignition angle efficiency is executed by a processor, the steps of the boost actuator opening control method based on ignition angle efficiency as described above are implemented.

[0019] When the boost control system parameters do not meet the boost closed-loop enabling conditions, the present application obtains the engine control parameters at the current moment; determines the intervention control time point and the boost actuator opening control parameters based on the engine control parameters; and when the boost control system reaches the intervention control time point, controls the throttle valve according to the boost actuator opening control parameters.

[0020] In summary, this application can improve the performance and stability of the supercharged engine under non-closed-loop control conditions by adopting a supercharger actuator opening control method based on ignition angle efficiency. By analyzing engine parameters in real time, accurately determining the timing of control intervention, optimizing supercharger response and pressure control, introducing an adaptive learning mechanism and an actuator opening reduction rate table, the opening adjustment is smoother, improving driving comfort and engine efficiency. Combined with the pre-set closed-loop enabling conditions, it ensures that engine performance is not affected when exiting closed-loop control, which helps to save energy and reduce emissions and improve the driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] 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.

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0023] Figure 1 This is a flow chart of a first embodiment of a method for controlling the opening of a boost actuator based on ignition angle efficiency of the present application; Figure 2 This is a flow chart of a second embodiment of a method for controlling the opening of a boost actuator based on ignition angle efficiency of the present application; Figure 3 This is a flow chart of a third embodiment of a method for controlling the opening of a boost actuator based on ignition angle efficiency of the present application; Figure 4 This is a functional module diagram of a boost actuator opening control device based on ignition angle efficiency in this application; Figure 5 It is a structural diagram of a terminal device in the hardware operating environment involved in the embodiment of the present application.

[0024] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0025] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0026] 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.

[0027] It should be noted that the execution subject of this embodiment may be a computing service device with data processing, network communication and program running functions, such as a tablet computer, a personal computer, a mobile phone, etc., or an electronic device capable of realizing the above functions, a supercharger actuator opening control device based on ignition angle efficiency, etc. The following takes the supercharger actuator opening control device based on ignition angle efficiency as an example to illustrate this embodiment and the following embodiments.

[0028] The embodiment of the present application provides a method for controlling the opening of a boost actuator based on ignition angle efficiency, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the present application.

[0029] In this embodiment, the boost actuator opening control method based on ignition angle efficiency includes: Step S10: When the boost control system parameters do not meet the boost closed-loop enabling conditions, the current engine control parameters are obtained.

[0030] It should be noted that the boost closed-loop enabling conditions include three items: the compressor outlet target pressure of the boost control system is greater than the lower limit of the boost pressure; the engine speed is greater than the preset speed; the electronic pressure relief valve of the supercharger assembly is closed. When any one of the three conditions is not met, it is deemed that the boost closed-loop enabling condition is not met.

[0031] It is understandable that if the target pressure is lower than this lower limit, the supercharger cannot provide enough intake pressure to meet the performance requirements of the engine. Therefore, only when the target pressure is greater than this lower limit, the system considers that it can enter the closed-loop control mode. The engine speed is a key factor affecting its performance and efficiency. If the speed is lower than a certain preset value, it may mean that the engine is in a low-load state, and the boost pressure may not be required or the boost pressure demand is low. Therefore, only when the engine speed exceeds this preset value, the boost closed-loop control is activated to optimize the performance under high load. The electronic pressure relief valve is a device used to release the boost pressure to prevent excessive pressure. If the pressure relief valve is in the open state, then even if the supercharger is working, the pressure will be released and the required boost pressure cannot be maintained. Therefore, only when the pressure relief valve is closed to ensure that the boost pressure can be maintained, the system meets the conditions for closed-loop control.

[0032] It is understandable that when the boost control system parameters do not meet the boost closed-loop enabling conditions, obtaining the current engine control parameters is the basis for implementing an effective control strategy. The engine control parameters that may appear in this solution include but are not limited to engine speed, actual boost pressure at the inlet and outlet of the supercharger compressor, real-time throttle opening, ignition angle efficiency, and electronic pressure relief valve status. These parameters together constitute the basis of engine control. By real-time monitoring and analysis of these parameters, effective control strategies can be implemented to optimize engine performance and emissions, while improving driving comfort and safety. When the boost control system parameters do not meet the closed-loop enabling conditions, the acquisition and analysis of these parameters are particularly important because they provide necessary information for adjusting the control strategy.

[0033] Step S20: Determine the intervention control time point and the boost actuator opening control parameter according to the engine control parameter.

[0034] It should be noted that the intervention control time point is a specific moment set based on the current engine control parameters and system goals (such as performance, efficiency and emission standards), and the system will start to intervene in the control of the boost actuator at this time point. The determination of the boost actuator opening control parameters involves calculating the target opening that the boost actuator should reach based on real-time data and preset control strategies to achieve the required engine performance.

[0035] It is understandable that under non-closed-loop control conditions, the system cannot rely on continuous feedback to adjust control parameters, so it is necessary to set a time point to intervene to ensure that the engine can obtain the required boost support at critical moments. The purpose of determining the boost actuator opening control parameters is to control the actuator opening changes based on the real-time supercharger operating efficiency and engine intake volume, which is crucial to optimizing engine performance.

[0036] It should be understood that the intervention control time point and the boost actuator opening control parameter are interrelated. The intervention control time point determines when to start adjusting the boost actuator opening, while the opening control parameter determines the specific target to be adjusted. The correct intervention control time point and boost actuator opening can ensure that the engine can achieve optimal performance under different operating conditions while reducing fuel consumption and emissions. By accurately controlling the rate of change of the boost actuator opening, it can provide smoother acceleration response and higher driving comfort. The above process helps maintain system stability through a set of timely and appropriate control parameter adjustments to avoid unstable engine operation caused by excessive boost pressure fluctuations.

[0037] Step S30: When the boost control system reaches the intervention control time point, the throttle valve is controlled according to the boost actuator opening control parameter.

[0038] It should be noted that after the maintenance period ends and the intervention control begins, the target opening of the boost actuator needs to be gradually reduced to ensure a smooth transition of the engine and reduce pressure fluctuations. This process is achieved by gradually reducing the target opening of the boost actuator to 0% at a specific rate. The premise of the rate selection is based on the consideration of the actual boost pressure fluctuations at the outlet of the supercharger compressor to ensure that these fluctuations remain within the preset range. The specific rate value is calibrated according to the engine speed to meet the needs of different working conditions.

[0039] In one embodiment, before controlling the throttle valve according to the boost actuator opening control parameter, it also includes: obtaining the engine speed according to the engine control parameter; determining the actuator opening decrease rate according to the engine speed and actuator opening decrease rate table; and using the actuator opening decrease rate as the boost actuator opening control parameter.

[0040] It can be understood that the actuator opening reduction rate suitable for the current working conditions is determined based on the engine speed obtained in real time and with reference to the preset actuator opening reduction rate table. At low speeds, the engine responds more slowly to pressure changes and requires a slower adjustment rate to avoid excessive pressure fluctuations. At high speeds, the engine can respond more quickly to pressure changes, allowing a faster adjustment rate.

[0041] It should be understood that the actuator opening decrease rate table herein is obtained through pre-calibration testing based on the engine speed and the premise of maintaining system stability and smoothness.

[0042] The present application obtains the engine control parameters at the current moment when the boost control system parameters do not meet the boost closed-loop enabling conditions; determines the intervention control time point and the boost actuator opening control parameters based on the engine control parameters; and controls the throttle valve according to the boost actuator opening control parameters when the boost control system reaches the intervention control time point.

[0043] In summary, this application can improve the performance and stability of the supercharged engine under non-closed-loop control conditions by adopting a supercharger actuator opening control method based on ignition angle efficiency. By analyzing engine parameters in real time, accurately determining the timing of control intervention, optimizing supercharger response and pressure control, introducing an adaptive learning mechanism and an actuator opening reduction rate table, the opening adjustment is smoother, improving driving comfort and engine efficiency. Combined with the pre-set closed-loop enabling conditions, it ensures that engine performance is not affected when exiting closed-loop control, which helps to save energy and reduce emissions and improve the driving experience.

[0044] Reference Figure 2 , Figure 2 This is a flow chart of a second embodiment of a method for controlling the opening of a boost actuator based on ignition angle efficiency of the present application. Based on the above first embodiment, a second embodiment of a method for controlling the opening of a boost actuator based on ignition angle efficiency of the present application is proposed.

[0045] In this embodiment, the step S20 includes: Step S201: Obtain the inlet and outlet pressure ratio according to the actual outlet pressure and the actual inlet pressure.

[0046] It should be noted that the inlet and outlet pressure ratio is a direct parameter to measure the boost effect, which can indicate whether the supercharger is providing the required boost level. This ratio is crucial to determine the opening adjustment of the boost actuator.

[0047] In one embodiment, before obtaining the maintenance time period based on the inlet / outlet pressure ratio and the change in ignition angle efficiency, the method further includes: obtaining a real-time engine speed based on the engine control parameters; determining a sampling time period based on the real-time engine speed; obtaining ignition angle data within the sampling time period before the boost control system parameters do not meet the boost closed-loop enabling conditions; and obtaining the change in ignition angle efficiency based on the ignition angle data.

[0048] It should be noted that the real-time engine speed is a key parameter for evaluating the current working state of the engine. It directly affects the control strategy and ignition timing of the boost system. The sampling time period determined according to the real-time engine speed is to capture the dynamic characteristics of the engine operation within a specific time period, which is crucial for analyzing the change in ignition angle efficiency. Before the boost control system parameters do not meet the closed-loop enabling conditions, the ignition angle data within the sampling time period is obtained in order to analyze the combustion efficiency and performance of the engine within this specific period.

[0049] It is understood that the change in ignition angle efficiency refers to the difference between the maximum ignition angle efficiency and the minimum ignition angle efficiency during the sampling period. Under different engine loads and speeds, the optimal ignition angle may be different. Abnormal changes in ignition angle efficiency may be an indicator of engine problems, such as ignition system failure, fuel injection problems or mechanical problems. By monitoring this parameter, fault diagnosis and preventive maintenance can be performed.

[0050] Step S202: obtaining an initial maintenance time according to the inlet and outlet pressure ratio and the change in ignition angle efficiency.

[0051] In one embodiment, before obtaining the initial maintenance time according to the inlet and outlet pressure ratio and the ignition angle efficiency change, the method further includes: obtaining a test engine of the same specification, controlling the test engine to operate according to a preset target opening and a preset speed, wherein the operation mode of the boost control system is a boost closed-loop control mode; when the test engine runs stably, terminating the boost closed-loop control, and obtaining the throttle outlet pressure data, throttle inlet pressure data and the ignition angle efficiency change of the boost control system after the boost closed-loop control is exited; obtaining a maintenance time test value under a preset target opening and a ignition angle efficiency change according to the throttle outlet pressure data and the throttle inlet pressure data; obtaining a maintenance time prediction table according to the preset target opening, the ignition angle efficiency change and the maintenance time test value.

[0052] It should be noted that the two parameters, pressure ratio and ignition angle efficiency change, have an important impact on engine performance and stability, especially when adjusting the throttle outlet pressure. Pressure ratio refers to the ratio of the outlet pressure of the supercharger to the inlet pressure. The smaller the pressure ratio, the weaker the supercharging effect provided by the supercharger, and the lower the intake pressure of the engine. When the ignition angle efficiency change remains unchanged, if the pressure ratio is small, it means that the boost actuator needs to be controlled more finely to keep the difference between the throttle outlet target pressure and the actual outlet pressure within the preset range. This usually requires reducing the opening adjustment rate or amplitude of the boost actuator to avoid excessive pressure fluctuations. Under the same pressure ratio, the ignition angle efficiency change reflects the impact of the ignition angle adjustment on the engine performance within a specific time period. The optimization of the ignition angle can improve the combustion efficiency, which in turn affects the exhaust energy of the engine and the operation of the supercharger. When the ignition angle efficiency change is large, it means that the change in combustion efficiency is more significant, which may reduce the exhaust energy and cause the outlet pressure of the supercharger compressor to decrease faster. When the pressure ratio remains unchanged, a large change in the ignition angle efficiency requires adjusting the opening of the boost actuator to adapt to the change in exhaust energy in order to maintain the stability of the throttle outlet pressure. This may require increasing the rate or amplitude of the boost actuator opening adjustment to compensate for the reduction in exhaust energy and keep the pressure stable.

[0053] In one embodiment, after the initial maintenance duration is corrected according to the maintenance duration learning coefficient and the maintenance duration correction result is obtained, it also includes: obtaining a correction change amount according to the initial maintenance duration and the maintenance duration correction result; determining an overshoot result according to the correction change amount and a correction amount threshold; when the cumulative number of overshoot results reaches an overshoot balance threshold, adjusting the maintenance duration learning coefficient and clearing the cumulative number of overshoot results to zero.

[0054] It is understandable that the maintenance time learning coefficient is an adaptive parameter used to adjust the initial maintenance time according to the historical control effect to achieve more precise control. Overshoot refers to the phenomenon that the system response exceeds the expected value, which is specifically manifested as too little or too much adjustment. By comparing the correction change with the preset correction threshold, it can be determined whether there is an overshoot phenomenon. By counting the cumulative number of overshoot results, the control system can evaluate the effect of the current maintenance time learning coefficient. If the number of overshoots is too many, it may mean that the learning coefficient needs to be adjusted.

[0055] In one embodiment, the adjustment of the maintenance duration learning coefficient includes: if the corrected change amount is a positive value, then the downward adjustment amount of the maintenance duration learning coefficient is determined according to the proportional relationship between the corrected change amount and the first correction threshold; if the corrected change amount is a negative value, then the upward adjustment amount of the maintenance duration learning coefficient is determined according to the proportional relationship between the corrected change amount and the second correction threshold.

[0056] It should be understood that these two thresholds are preset parameters used to determine when and how to adjust the maintenance duration learning coefficient. They correspond to the cases when the correction change is positive or negative, that is, they correspond to the cases of excessive upward adjustment and excessive downward adjustment, respectively. By comparing the correction change with the corresponding correction threshold, the adjustment amount of the learning coefficient can be determined. This proportional relationship ensures that the adjustment is gradual and avoids system instability caused by excessive adjustment.

[0057] Step S203: correcting the initial maintenance duration according to the maintenance duration learning coefficient to obtain a maintenance duration correction result.

[0058] This embodiment first obtains the inlet-outlet pressure ratio based on the actual outlet pressure and the actual inlet pressure; obtains the initial maintenance time based on the inlet-outlet pressure ratio and the change in ignition angle efficiency; corrects the initial maintenance time based on the maintenance time learning coefficient to obtain a maintenance time correction result; and determines the intervention control time point based on the maintenance time correction result.

[0059] In summary, by comprehensively analyzing the inlet and outlet pressure ratio and the change in ignition angle efficiency, we can determine the initial maintenance time of the boost actuator to optimize engine performance. Using real-time engine speed and ignition angle data, the system calculates the change in ignition angle efficiency and dynamically adjusts the opening of the boost actuator. In addition, a maintenance time learning coefficient is introduced, and the learning coefficient is adaptively adjusted according to the correction change and the preset threshold to reduce overshoot and improve control accuracy. This process ensures that the engine can respond smoothly under non-closed-loop control conditions while maintaining the stability of the throttle outlet pressure.

[0060] Reference Figure 3 , Figure 3 This is a flow chart of the third embodiment of the method for controlling the opening of a boost actuator based on ignition angle efficiency of the present application. Based on the above first embodiment, the third embodiment of the method for controlling the opening of a boost actuator based on ignition angle efficiency of the present application is proposed.

[0061] In this embodiment, the step S30 includes: Step S301: when the boost control system reaches the intervention control time point, the throttle outlet pressure data and the throttle inlet pressure data at the current moment are obtained.

[0062] It should be noted that this step is to obtain the actual working pressure so as to compare it with the target pressure that should be achieved during intervention control and adjust the actuator opening accordingly. The valve outlet and inlet pressure data are key parameters for evaluating the performance of the boost system. These two data directly affect the subsequent correction of the actuator opening decrease rate during the intervention control process.

[0063] Step S302: Obtaining a pressure difference and a pressure difference change rate according to the throttle outlet pressure data and the throttle inlet pressure data.

[0064] It should be noted that the pressure difference reflects the actual boosting effect of the boosting system, while the rate of change indicates the response speed of the system to the change.

[0065] It can be understood that the actual pressure difference determines the target opening that needs to be achieved in the end, and the changing direction and speed of the pressure difference determine the control rate when adjusting the actuator target opening.

[0066] Step S303: Determine the target opening of the boost actuator according to the pressure difference.

[0067] Step S304: determining the change in the opening of the boost actuator according to the actual opening of the boost actuator at the current moment and the target opening of the boost actuator.

[0068] It should be noted that the pressure difference is calculated by comparing the inlet and outlet pressures of the supercharger, and then the target opening of the boost actuator is set according to this pressure difference to achieve the desired boost effect. The current actual opening is compared with the calculated target opening to determine the degree to which the actuator needs to be adjusted, that is, the amount of change in the actuator opening that should be adjusted.

[0069] Step S305: According to the change in the opening of the boost actuator and the increase in the pressure difference change rate, the actuator opening decrease rate is corrected, and the throttle valve is controlled according to the corrected actuator opening decrease rate.

[0070] It should be noted that correcting the actuator opening descent rate helps maintain the stability of the supercharger outlet pressure and prevents the engine from being unstable or degraded due to excessive pressure fluctuations. Appropriate actuator opening adjustment can ensure that the engine can operate efficiently under different operating conditions, thereby optimizing fuel consumption and improving fuel economy. In addition, smooth throttle control can reduce the vehicle's frustration and provide a smoother driving experience. Under different driving modes and road conditions, timely adjustment of the actuator opening descent rate can adapt to different driving needs and ensure that the engine always works in the best condition. In summary, this is done to ensure that the engine can achieve the best performance, efficiency and emission levels under various operating conditions, while providing a smooth driving experience and protecting engine components.

[0071] In this embodiment, first, when the boost control system reaches the intervention control time point, the throttle outlet pressure data and the throttle inlet pressure data at the current moment are obtained; according to the throttle outlet pressure data and the throttle inlet pressure data, the actuator opening decrease rate is corrected; and the throttle is controlled according to the corrected actuator opening decrease rate.

[0072] In summary, by calculating the growth rate of the pressure difference change, we can respond more quickly to changes in operating conditions and adjust the actuator opening in time, thereby improving the response speed of the system. We can also improve the fuel efficiency of the engine and reduce fuel consumption, thereby achieving smooth throttle control, reducing the vehicle's sense of frustration and providing a smoother driving experience. In addition, the corrected actuator opening decrease rate can adapt to different driving needs and road conditions, ensuring that the engine always works in the best condition.

[0073] Reference Figure 4 The present application also provides a boost actuator opening control device based on ignition angle efficiency, the boost actuator opening control device based on ignition angle efficiency comprising: The data acquisition module 10 is used to obtain the engine control parameters at the current moment when the boost control system parameters do not meet the boost closed loop enabling conditions; The data processing module 20 is used to determine the intervention control time point and the boost actuator opening control parameter according to the engine control parameter; The control module 30 is used to control the throttle valve according to the boost actuator opening control parameter when the boost control system reaches the intervention control time point.

[0074] In one embodiment, the data processing module 20 is also used to obtain an inlet-outlet pressure ratio based on the actual outlet pressure and the actual inlet pressure; obtain an initial maintenance time based on the inlet-outlet pressure ratio and the change in ignition angle efficiency; correct the initial maintenance time based on a maintenance time learning coefficient to obtain a maintenance time correction result; and determine the intervention control time point based on the maintenance time correction result.

[0075] In one embodiment, the data processing module 20 is further used to obtain the real-time engine speed according to the engine control parameters; determine the sampling time period according to the real-time engine speed; obtain the ignition angle data within the sampling time period before the boost control system parameters do not meet the boost closed-loop enabling conditions; and obtain the ignition angle efficiency change according to the ignition angle data.

[0076] In one embodiment, the data processing module 20 is also used to obtain a test engine of the same specification, and control the test engine to operate according to a preset target opening and a preset speed, wherein the operation mode of the boost control system is a boost closed-loop control mode; when the test engine runs stably, the boost closed-loop control is terminated, and the throttle outlet pressure data, throttle inlet pressure data and ignition angle efficiency change of the boost control system after the boost closed-loop control is exited are obtained; based on the throttle outlet pressure data and the throttle inlet pressure data, a maintenance time test value under the preset target opening and ignition angle efficiency change is obtained; based on the preset target opening, ignition angle efficiency change and maintenance time test value, a maintenance time prediction table is obtained.

[0077] In one embodiment, the data processing module 20 is also used to obtain a corrected change amount based on the initial maintenance time and the maintenance time correction result; determine the overshoot result based on the corrected change amount and the correction amount threshold; when the cumulative number of overshoot results reaches the overshoot balance threshold, adjust the maintenance time learning coefficient and clear the cumulative number of overshoot results.

[0078] In one embodiment, the data processing module 20 is also used to determine the downward adjustment amount of the maintenance duration learning coefficient based on the proportional relationship between the corrected change amount and the first correction threshold if the corrected change amount is a positive value; and to determine the upward adjustment amount of the maintenance duration learning coefficient based on the proportional relationship between the corrected change amount and the second correction threshold if the corrected change amount is a negative value.

[0079] In one embodiment, the data processing module 20 is further used to obtain the engine speed according to the engine control parameter; determine the actuator opening decrease rate according to the engine speed and actuator opening decrease rate table; and use the actuator opening decrease rate as the boost actuator opening control parameter.

[0080] In one embodiment, the data processing module 20 is also used to deem that the boost closed-loop enabling condition is not met if the compressor outlet target pressure of the boost control system is less than the boost pressure lower limit, or the engine speed is less than a preset speed, or the electronic pressure relief valve of the supercharger assembly is opened.

[0081] In one embodiment, the control module 30 is also used to obtain the throttle outlet pressure data and the throttle inlet pressure data at the current moment when the boost control system reaches the intervention control time point; correct the actuator opening decrease rate according to the throttle outlet pressure data and the throttle inlet pressure data; and control the throttle according to the corrected actuator opening decrease rate.

[0082] In one embodiment, the control module 30 is further used to obtain a pressure difference and a pressure difference change rate based on the throttle outlet pressure data and the throttle inlet pressure data; determine a target opening of a boost actuator based on the pressure difference; determine a change in the opening of a boost actuator based on an actual opening of the boost actuator at the current moment and the target opening of the boost actuator; and correct the actuator opening decrease rate based on the change in the opening of the boost actuator and the pressure difference change rate.

[0083] An embodiment of the present application also provides a boost actuator opening control device based on ignition angle efficiency, the device comprising: 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, and the instructions are executed by the at least one processor so that the at least one processor can execute the boost actuator opening control method based on ignition angle efficiency in the above-mentioned embodiment one.

[0084] Reference below Figure 5 , which shows a schematic diagram of the structure of a boost actuator opening control device based on ignition angle efficiency suitable for implementing the embodiment of the present application. The boost actuator opening control device based on ignition angle efficiency in the embodiment of the present application may include but is not limited to mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 5 The boost actuator opening control device based on ignition angle efficiency shown is only an example and should not bring any limitation to the function and scope of use of the embodiments of the present application.

[0085] like Figure 5As shown, the boost actuator opening control device based on ignition angle efficiency may include a processing device 1001 (such as a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM: Read Only Memory) 1002 or the program loaded from the storage device 1003 to the random access memory (RAM: Random Access Memory) 1004. In RAM1004, various programs and data required for the operation of the boost actuator opening control device based on ignition angle efficiency are also stored. The processing device 1001, ROM1002 and RAM1004 are connected to each other through a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems may be connected to the I / O interface 1006: input devices 1007 including, for example, a touch screen, a touchpad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; storage devices 1003 including, for example, a magnetic tape, a hard disk, etc.; and communication devices 1009. The communication device 1009 may allow the boost actuator opening control device based on ignition angle efficiency to communicate wirelessly or wired with other devices to exchange data. Although the figure shows a boost actuator opening control device based on ignition angle efficiency with various systems, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems may be implemented or have alternatively.

[0086] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a 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 through 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.

[0087] The boost actuator opening control device based on ignition angle efficiency provided in the present application adopts the boost actuator opening control method based on ignition angle efficiency in the above embodiment, which can solve the technical problem in the art of how to control the boost actuator opening after the boost system exits the closed-loop control to ensure the stability and smoothness of the boost actuator during the opening change. Compared with the prior art, the beneficial effects of the boost actuator opening control device based on ignition angle efficiency provided in the present application are the same as the beneficial effects of the boost actuator opening control method based on ignition angle efficiency provided in the above embodiment, and the other technical features in the boost actuator opening control device based on ignition angle efficiency are the same as the features disclosed in the method of the previous embodiment, which will not be repeated here.

[0088] It should be understood that the various parts disclosed in this application can be implemented by 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 one or more embodiments or examples in a suitable manner.

[0089] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0090] The present application also provides a storage medium, on which is stored a boost actuator opening control program based on ignition angle efficiency. When the boost actuator opening control program based on ignition angle efficiency is executed by a processor, the steps of the boost actuator opening control method based on ignition angle efficiency as described in any one of the above are implemented.

[0091] The storage medium provided in the present application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination of the above. More specific examples of storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM: RandomAccess Memory), a read-only memory (ROM: Read Only Memory), an erasable programmable read-only memory (EPROM: Erasable Programmable Read Only Memory or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM: CD-Read Only Memory), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this embodiment, the storage medium may be any tangible medium containing or storing a program, which may be used by or in combination with an instruction execution system, system or device. The program code contained on the storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency: Radio Frequency), etc., or any suitable combination of the above.

[0092] The storage medium may be included in the boost actuator opening control device based on ignition angle efficiency; or may exist independently without being assembled into the boost actuator opening control device based on ignition angle efficiency.

[0093] The above-mentioned computer-readable storage medium carries one or more programs. When the above-mentioned one or more programs are executed by the boost actuator opening control device based on ignition angle efficiency, the boost actuator opening control device based on ignition angle efficiency: when the boost control system parameters do not meet the boost closed-loop enabling conditions, obtain the engine control parameters at the current moment; determine the intervention control time point and the boost actuator opening control parameters according to the engine control parameters; when the boost control system reaches the intervention control time point, control the throttle valve according to the boost actuator opening control parameters.

[0094] Computer program code for performing the operations of the present application may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0095] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present application. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the 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 square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square 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 square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0096] The modules involved in the embodiments described in this application may be implemented by software or hardware, wherein the name of the module does not constitute a limitation on the unit itself in some cases.

[0097] The storage medium provided in the present application is a computer-readable storage medium, which stores computer-readable program instructions (i.e., computer programs) for executing the above-mentioned method for controlling the opening of the boost actuator based on ignition angle efficiency, and can solve the technical problem of how to control the opening of the boost actuator after the boost system exits the closed-loop control, and ensure the stability and smoothness of the boost actuator during the opening change. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in the present application are the same as the beneficial effects of the method for controlling the opening of the boost actuator based on ignition angle efficiency provided in the above-mentioned embodiment, and will not be repeated here.

[0098] The above descriptions are only some embodiments of the present application, and are not intended to limit the patent scope of the present application. All equivalent structural changes made using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect applications in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A method for controlling the opening of a supercharging actuator based on ignition angle efficiency, characterized in that: The boost actuator opening control method based on ignition angle efficiency includes: When the boost control system parameters do not meet the boost closed loop enabling conditions, obtaining the current engine control parameters; Determining the intervention control time point and the boost actuator opening control parameter according to the engine control parameter; When the boost control system reaches the intervention control time point, the throttle valve is controlled according to the boost actuator opening control parameter.

2. The method for controlling the opening of a supercharging actuator based on ignition angle efficiency according to claim 1, characterized in that: The step of determining the intervention control time point according to the engine control parameter includes: According to the actual outlet pressure and the actual inlet pressure, the inlet and outlet pressure ratio is obtained; According to the inlet and outlet pressure ratio, the ignition angle efficiency change and the maintenance time prediction table, an initial maintenance time is obtained; Correcting the initial maintenance time according to the maintenance time learning coefficient to obtain a maintenance time correction result; The intervention control time point is determined according to the maintenance duration correction result.

3. The method for controlling the opening of a supercharging actuator based on ignition angle efficiency according to claim 2, characterized in that: Before obtaining the initial maintenance time according to the inlet and outlet pressure ratio, the ignition angle efficiency change and the maintenance time prediction table, the method further includes: According to the engine control parameter, obtaining the real-time engine speed; Determining a sampling time period according to the real-time engine speed; Acquiring ignition angle data within a sampling period before the boost control system parameter fails to meet the boost closed-loop enabling condition; According to the ignition angle data, the ignition angle efficiency change is obtained.

4. The method for controlling the opening of a supercharging actuator based on ignition angle efficiency according to claim 2, characterized in that: Before obtaining the initial maintenance time according to the inlet and outlet pressure ratio and the ignition angle efficiency change, the method further includes: Obtain a test engine of the same specification, and control the test engine to operate according to a preset target opening and a preset speed, wherein the operation mode of the boost control system is a boost closed-loop control mode; When the test engine runs stably, the boost closed-loop control is terminated, and the throttle outlet pressure data, throttle inlet pressure data and ignition angle efficiency change of the boost control system after the boost closed-loop control is terminated are obtained; According to the throttle outlet pressure data and the throttle inlet pressure data, a maintenance time test value under a preset target opening and a change in ignition angle efficiency is obtained; A maintenance time prediction table is obtained according to the preset target opening, the change in ignition angle efficiency and the maintenance time test value.

5. The method for controlling the opening of a supercharging actuator based on ignition angle efficiency according to claim 2, characterized in that: After the initial maintenance time is corrected according to the maintenance time learning coefficient to obtain the maintenance time correction result, the method further includes: Obtaining a corrected change amount according to the initial maintenance time and the correction result of the maintenance time; Determining an overshoot result according to the correction change amount and the correction amount threshold; When the accumulated number of overshoot results reaches the overshoot balance threshold, the maintenance time learning coefficient is adjusted, and the accumulated number of overshoot results is cleared.

6. The method for controlling the opening of a supercharging actuator based on ignition angle efficiency according to claim 5, characterized in that: The adjusting of the maintenance duration learning coefficient includes: If the correction change is a positive value, then determining the downward adjustment amount of the maintenance duration learning coefficient according to the proportional relationship between the correction change and the first correction threshold; If the corrected change amount is a negative value, the upward adjustment amount of the maintenance duration learning coefficient is determined according to the proportional relationship between the corrected change amount and the second correction threshold.

7. The method for controlling the opening of a supercharging actuator based on ignition angle efficiency according to claim 1, characterized in that: Determining the boost actuator opening control parameter according to the engine control parameter includes: According to the engine control parameter, an engine speed is obtained; Determining the actuator opening decreasing rate according to the engine speed and actuator opening decreasing rate table; The actuator opening decrease rate is used as the boost actuator opening control parameter.

8. The method for controlling the opening of a supercharging actuator based on ignition angle efficiency according to claim 1, characterized in that: When the boost control system reaches the intervention control time point, the throttle valve is controlled according to the boost actuator opening control parameter, including: When the boost control system reaches the intervention control time point, obtaining the throttle outlet pressure data and the throttle inlet pressure data at the current moment; According to the throttle outlet pressure data and the throttle inlet pressure data, correcting the actuator opening decreasing rate; The throttle valve is controlled according to the corrected actuator opening decreasing rate.

9. The method for controlling the opening of a supercharging actuator based on ignition angle efficiency according to claim 8, characterized in that: The step of correcting the actuator opening decreasing rate according to the throttle outlet pressure data and the throttle inlet pressure data comprises: According to the throttle outlet pressure data and the throttle inlet pressure data, a pressure difference value and a pressure difference change speed rate are obtained; Determining a target opening of a boost actuator according to the pressure difference; Determining a change in the opening of the boost actuator according to the actual opening of the boost actuator at the current moment and the target opening of the boost actuator; The actuator opening decreasing rate is corrected according to the boost actuator opening change amount and the pressure difference change increasing rate.

10. The method for controlling the opening of a supercharging actuator based on ignition angle efficiency according to any one of claims 1 to 9, characterized in that: The boost closed loop enabling condition includes: If the compressor outlet target pressure of the boost control system is less than the boost pressure lower limit, or the engine speed is less than the preset speed, or the electronic pressure relief valve of the supercharger assembly is open, it is deemed that the boost closed-loop enabling condition is not met.

11. A boost actuator opening control device based on ignition angle efficiency, characterized in that: The boost actuator opening control device based on ignition angle efficiency comprises: A data acquisition module, used to obtain the engine control parameters at the current moment when the boost control system parameters do not meet the boost closed loop enabling conditions; A data processing module, used to determine the intervention control time point and the boost actuator opening control parameter according to the engine control parameter; A control module is used to control the throttle valve according to the boost actuator opening control parameter when the boost control system reaches the intervention control time point.

12. A boost actuator opening control device based on ignition angle efficiency, characterized in that: The boost actuator opening control device based on ignition angle efficiency comprises: a memory, a processor and a boost actuator opening control program based on ignition angle efficiency stored in the memory and executable on the processor, wherein the boost actuator opening control program based on ignition angle efficiency is configured to implement the steps of the boost actuator opening control method based on ignition angle efficiency as described in any one of claims 1 to 10.

13. A storage medium, characterized in that: The storage medium stores a boost actuator opening control program based on ignition angle efficiency, and when the boost actuator opening control program based on ignition angle efficiency is executed by the processor, the steps of the boost actuator opening control method based on ignition angle efficiency as described in any one of claims 1 to 10 are implemented.

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