Turbocharger deflation valve control method and related device

Abstract

The invention discloses a control method of a turbocharger deflation valve and a related device, due to the fact that the turbocharger deflation valve is externally connected with a constant pressure reducing valve and a gas storage tank at a through hole, high pressure gas provided by the gas storage tank is output as constant pressure gas through the constant pressure reducing valve and acts on an actuator diaphragm. Therefore, after the target post-pressure of the turbocharger under the current driving working condition is determined, the constant-pressure reducing valve is controlled to output the constant-pressure gas according to the target post-pressure and the outlet pressure of the turbocharger, so that the constant-pressure gas meeting the requirement is flexibly controlled to be output according to the requirement of the current driving working condition, and the stress on the two sides of an actuator diaphragm is adjusted; and an actuator diaphragm is controlled to move according to the pressure difference between the two sides, and the opening degree of the turbocharger is adjusted to be the target opening degree indicated by the pressure after the target pressure, so that the requirements under the current driving working condition are met. Compared with the prior art that the through hole is directly communicated with the atmosphere, the stress of the actuator diaphragm is not interfered by the atmospheric pressure change caused by the altitude change any more, so that the high-altitude driving working condition can be considered.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a control method and related device for a turbocharger bleed valve. Background Art

[0002] In a vehicle, the engine is used to provide driving force to meet the driving needs of the vehicle. In order to improve the in-cylinder combustion performance of the engine and better meet the driving needs of the vehicle, a turbocharger is usually used to adjust the engine's intake volume, intake pressure, etc., thereby improving the in-cylinder combustion performance. For example, the use of a turbocharger can increase the intake volume.

[0003] In order to avoid excessive boost pressure leading to reduced engine reliability and supercharger damage, a turbocharger bleed valve can be added to adjust the exhaust gas flow to the turbocharger, thereby controlling the turbocharger's after-compression pressure.

[0004] However, the control method for the turbocharger exhaust valve in the related art is difficult to take into account the needs under different driving conditions. Summary of the invention

[0005] In order to solve the above technical problems, the present application provides a control method and related device for a turbocharger bleed valve, which can isolate the force interference brought to the actuator diaphragm by the change of atmospheric pressure caused by the change of driving altitude, thereby avoiding the problem of premature opening of the turbocharger bleed valve due to the decrease of atmospheric pressure when driving at high altitude, thereby taking into account the high-altitude driving conditions.

[0006] The embodiments of the present application disclose the following technical solutions:

[0007] On the one hand, an embodiment of the present application provides a control method for a turbocharger bleed valve, wherein a valve body of the turbocharger bleed valve is divided into a first valve chamber and a second valve chamber by an actuator diaphragm, the valve body is provided with a connecting pipeline on one side of the first valve chamber for connecting to a pressure end outlet of the turbocharger, the valve body is provided with a through hole on one side of the second valve chamber, a constant pressure reducing valve and an air storage tank are externally connected to the through hole, the air storage tank is used to provide high-pressure gas, the high-pressure gas is output as constant-pressure gas via the constant-pressure reducing valve, and the constant-pressure gas enters the second valve chamber via the through hole, the method comprising:

[0008] During the driving of the vehicle, obtaining the driving altitude corresponding to the vehicle and obtaining the engine speed of the vehicle;

[0009] Determining a target after-compression pressure of the turbocharger under a current driving condition according to the driving altitude and the engine speed, wherein the target after-compression pressure is used to indicate that the opening of the turbocharger purge valve is a target opening;

[0010] controlling the constant-pressure pressure reducing valve to output constant-pressure gas according to the target after-pressure pressure and the turbocharger outlet pressure acting on the actuator diaphragm;

[0011] The actuator diaphragm is controlled to move according to the pressure difference between the turbocharger outlet pressure and the pressure of the constant pressure gas acting on the actuator diaphragm, so as to adjust the opening of the turbocharger purge valve to the target opening.

[0012] On the other hand, an embodiment of the present application provides a control device for a turbocharger bleed valve, wherein a valve body of the turbocharger bleed valve is divided into a first valve chamber and a second valve chamber by an actuator diaphragm, the valve body is provided with a connecting pipeline on one side of the first valve chamber for connecting to a pressure end outlet of the turbocharger, the valve body is provided with a through hole on one side of the second valve chamber, a constant pressure reducing valve and an air storage tank are externally connected to the through hole, the air storage tank is used to provide high-pressure gas, the high-pressure gas is output as constant-pressure gas via the constant-pressure reducing valve, and the constant-pressure gas enters the second valve chamber via the through hole, the device includes an acquisition unit, a determination unit and a control unit:

[0013] The acquisition unit is used to acquire the driving altitude corresponding to the vehicle and the engine speed of the vehicle during the driving process of the vehicle;

[0014] The determination unit is used to determine a target after-compression pressure corresponding to the turbocharger under the current driving condition according to the driving altitude and the engine speed, wherein the target after-compression pressure is used to indicate that the opening of the turbocharger purge valve is a target opening;

[0015] The control unit is used to control the constant pressure reducing valve to output constant pressure gas according to the target after-pressure pressure and the turbocharger outlet pressure acting on the actuator diaphragm;

[0016] The control unit is further used to control the movement of the actuator diaphragm according to the pressure difference between the turbocharger outlet pressure and the pressure of the constant pressure gas acting on the actuator diaphragm, so as to adjust the opening of the turbocharger exhaust valve to the target opening.

[0017] In another aspect, an embodiment of the present application provides a computer device, the computer device comprising a processor and a memory:

[0018] The memory is used to store program code and transmit the program code to the processor;

[0019] The processor is used to execute the control method of the turbocharger exhaust valve described in the above aspects according to the instructions in the program code.

[0020] On the other hand, an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium is used to store a computer program, and the computer program is used to execute the control method of the turbocharger exhaust valve described in the above aspects.

[0021] It can be seen from the above technical solution that during the driving process of the vehicle, the corresponding driving altitude and engine speed of the vehicle are first obtained, and based on this, the corresponding target after-pressure pressure of the turbocharger under the current driving condition is determined, and the target after-pressure pressure can be used to indicate the intake demand under the current driving condition. Because the valve body of the turbocharger bleed valve is divided into a first valve chamber and a second valve chamber by the actuator diaphragm, and the valve body is provided with a connecting pipeline on one side of the first valve chamber for connecting the pressure end outlet of the turbocharger, and the valve body is provided with a through hole on one side of the second valve chamber, and a constant pressure reducing valve and a gas storage tank are externally connected at the through hole. The gas storage tank is used to provide high-pressure gas, and the high-pressure gas is output as constant pressure gas through the constant pressure reducing valve, and the constant pressure gas enters the second valve chamber through the through hole. Therefore, one side of the actuator diaphragm is subjected to the turbocharger outlet pressure, and the other side is subjected to the pressure of the constant pressure gas. For this reason, after determining the target after-pressure, the constant pressure reducing valve can be controlled to output constant pressure gas according to the target after-pressure and turbocharger outlet pressure, so as to flexibly control the output of constant pressure gas that meets the requirements according to the current driving conditions, thereby adjusting the force on both sides of the actuator diaphragm. Accordingly, the actuator diaphragm can be controlled to move according to the pressure difference between the turbocharger outlet pressure and the pressure of the constant pressure gas to adjust the opening of the turbocharger, and the opening is adjusted to the target opening indicated by the target after-pressure to meet the requirements of the current driving conditions.

[0022] Compared with the method of directly connecting the through hole to the atmosphere in the related art, the present application connects a gas to the through hole and can flexibly adjust the constant pressure gas according to actual needs, which can isolate the force interference of the actuator diaphragm caused by the change of atmospheric pressure due to the change of driving altitude, thereby avoiding the problem of early opening of the turbocharger bleed valve due to the decrease of atmospheric pressure when driving at high altitude, so as to take into account the high-altitude driving conditions. In addition, because the constant pressure gas in the present application is controlled according to the actual needs under the current driving conditions, it can be controlled on demand for different driving conditions, so that the turbocharger bleed valve can be controlled more accurately, increasing the working reliability of the turbocharger. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the related technologies, the drawings required for use in the embodiments or the related technical descriptions are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0024] Figure 1 is a schematic diagram of a mechanical air release valve structure;

[0025] Figure 2 It is a schematic diagram of force analysis of a mechanical air release valve;

[0026] Figure 3 A flow chart of a method for controlling a turbocharger exhaust valve provided in an embodiment of the present application;

[0027] Figure 4 A schematic diagram of the connection structure of a turbocharger bleed valve provided in an embodiment of the present application;

[0028] Figure 5 A schematic diagram of a power system of an engine provided in an embodiment of the present application;

[0029] Figure 6 A structural diagram of a control device for a turbocharger bleed valve provided in an embodiment of the present application. DETAILED DESCRIPTION

[0030] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0031] The turbocharger bleed valve, also known as the supercharger waste gas bleed valve, waste gas bypass valve or turbine bleed valve, is an important component installed in the turbocharging system. It controls and adjusts the working state of the turbocharger by dynamically adjusting the exhaust gas flow path to better adjust the engine's intake conditions and thus adjust the engine's operation.

[0032] Among them, a turbocharger is an air compressor driven by the exhaust gas energy discharged by the engine. Its core function is to increase the air density entering the internal combustion engine cylinder of the engine, thereby greatly enhancing the engine's output power and torque without changing the engine displacement. The turbocharger is mainly composed of two key parts: the turbine (i.e. the vortex end) and the compressor (i.e. the compression end), which are connected together by a coaxial rotor.

[0033] Commonly, the turbocharger bleed valve is a mechanical bleed valve structure. For ease of understanding, please refer to Figure 1 A schematic diagram of a mechanical air release valve structure is shown, and Figure 2A schematic diagram of force analysis of a mechanical air release valve is shown, specifically:

[0034] The valve body of the turbocharger exhaust valve is divided into a first valve chamber and a second valve chamber by an actuator diaphragm. The valve body is provided with a connecting pipeline on one side of the first valve chamber for connecting to the pressure end outlet of the turbocharger. Figure 2 As shown, the pressure end outlet can be connected with a hose.

[0035] In practical applications, the valve body of the turbocharger exhaust valve is provided with a through hole on one side of the second valve chamber, such as Figure 1 As shown, a through hole is provided on the upper surface of the second valve chamber, and the through hole is directly connected to the atmosphere.

[0036] Generally, the opening of the turbocharger blow-off valve depends on the pressure difference on both sides of the actuator diaphragm. For a better understanding, please refer to Figure 2 For example, since one side of the first valve chamber refers to the side where the connecting pipeline is located, it is connected to the pressure end outlet. Figure 2 The F1 in the figure can be used to indicate the turbocharger outlet pressure, and the second valve chamber has a compression spring, which is used to ensure that the bleed valve is in a normally closed state when it does not need to be opened (such as when the vehicle is just started or stopped). Figure 2 F2 in the equation can represent the pressure of the compression spring acting on the actuator diaphragm (i.e. the preload of the spring). Also, since the through hole is directly connected to the atmosphere, it is affected by the atmospheric pressure. Figure 2 F3 in the example may represent the pressure of atmospheric pressure acting on the actuator diaphragm.

[0037] That is, the force on the right side of the actuator diaphragm is F1, and the force on the left side of the actuator diaphragm is F2 and F3. When the turbocharger outlet pressure F1 gradually increases and is greater than the superimposed value of F2 and F3 on the left side, the actuator diaphragm moves left and opens the turbocharger exhaust valve, and its opening changes with the pressure difference.

[0038] Since the through hole leads directly to atmospheric pressure, which is not stable, when the vehicle is driving at high altitude, the atmospheric pressure decreases as the altitude increases. The reduced atmospheric pressure will increase the pressure difference between the left and right sides of the actuator diaphragm, causing the turbocharger exhaust valve to open early. This will affect the turbocharger's post-compression pressure, thereby affecting the adjustment of the engine's intake, and may cause problems such as insufficient engine output power.

[0039] Because the through hole is directly connected to atmospheric pressure, this control method in the relevant technology cannot take into account the needs of driving conditions at different altitudes.

[0040] To this end, the present application provides a control method and related device for a turbocharger bleed valve. First, a constant pressure reducing valve and a gas storage tank are externally connected at the through hole. The gas storage tank is used to provide high-pressure gas. The high-pressure gas is output as constant pressure gas via the constant pressure reducing valve, and the constant pressure gas enters the second valve chamber via the through hole. In addition, during the driving of the vehicle, the corresponding target after-pressure pressure under the current driving condition is determined according to the corresponding driving altitude and engine speed of the vehicle. Then, based on this, the constant pressure reducing valve is controlled to output constant pressure gas, thereby controlling the movement of the actuator diaphragm to adjust the opening of the turbocharger bleed valve.

[0041] Based on this, by externally connecting a constant pressure reducing valve and an air storage tank, the constant pressure reducing valve can be controlled to output stable, constant pressure gas according to the target post-pressure required under the current driving condition. Therefore, the opening of the turbocharger bleed valve can be controlled according to the current demand for any driving condition. It is precisely because the constant pressure reducing valve and the air storage tank are externally connected to the through hole that the interference of atmospheric pressure fluctuations on the opening pressure of the bleed valve is isolated, ensuring that the force on the left side of the actuator diaphragm is no longer affected by atmospheric pressure changes, which means that it can be compatible with driving conditions at different altitudes.

[0042] The control method of the turbocharger bleed valve provided in the embodiment of the present application can be implemented by a computer device, which can be a terminal device or a server, wherein the server can be an independent physical server, or a server cluster or distributed system composed of multiple physical servers, or a cloud server providing cloud computing services. The terminal device includes but is not limited to mobile phones, computers, intelligent voice interaction devices, smart home appliances, vehicle-mounted terminals, etc. The terminal device and the server can be directly or indirectly connected via wired or wireless communication, and this application does not impose any restrictions on this.

[0043] The specific examples are as follows:

[0044] Figure 3 A flowchart of a method for controlling a turbocharger exhaust valve provided in an embodiment of the present application is provided, and a terminal device is used as the aforementioned computer device as an example for explanation. The method includes S301-S304:

[0045] First, in an embodiment of the present application, the valve body of the turbocharger bleed valve is divided into a first valve chamber and a second valve chamber by an actuator diaphragm, and the valve body is provided with a connecting pipeline on one side of the first valve chamber, which can be used to connect the pressure end outlet of the turbocharger, and the valve body is provided with a through hole on one side of the second valve chamber, and a constant pressure reducing valve and a gas storage tank are externally connected at the through hole, and the gas storage tank is used to provide high-pressure gas, and the high-pressure gas is output as constant-pressure gas via the constant-pressure reducing valve, and the constant-pressure gas enters the second valve chamber via the through hole. Among them, the constant-pressure reducing valve refers to an automatic valve, which is designed to keep the output pressure stable when the input pressure fluctuates. This valve can adjust and maintain a constant downstream pressure, even if the upstream pressure changes. Because of this, the high-pressure gas provided by the gas tank can be output as constant-pressure gas via the constant-pressure reducing valve.

[0046] For better understanding, the present application also provides the following examples: Figure 4 The schematic diagram of the connection structure of a turbocharger bleed valve shown specifically refers to a constant pressure reducing valve and an air storage tank being externally connected to the hollow part of the turbocharger bleed valve. In specific implementation, a sealed pipeline can be connected from the through hole to the constant pressure reducing valve, and then a sealed pipeline can be connected from the constant pressure reducing valve to the air storage tank, thereby forming a complete and closed gas pipeline to isolate the interference caused by changes in atmospheric pressure.

[0047] Next, this application will use the terminal device (such as the controller device on the vehicle side) as the computer device to explain the control side of this application after it is actually applied to the vehicle, as follows:

[0048] S301: During the driving of the vehicle, the driving altitude corresponding to the vehicle and the engine speed of the vehicle are obtained.

[0049] During the driving process of the vehicle, the terminal device can obtain the driving altitude and engine speed corresponding to the vehicle. The driving altitude can be used to indicate the altitude of the external environment in which the vehicle is currently driving, and the engine speed can be used to indicate the working condition of the vehicle's engine.

[0050] It should be noted that this application does not impose any limitation on how to obtain the driving altitude corresponding to the vehicle. For ease of understanding, this application embodiment provides the following example description:

[0051] Since the altitude is correlated with the atmospheric pressure, the atmospheric pressure will decrease as the altitude increases. Therefore, in one possible implementation, the current atmospheric pressure of the vehicle during driving can be obtained first, and the current atmospheric pressure can reflect the atmospheric pressure of the external environment in which the vehicle is currently driving. Then, the corresponding driving altitude of the vehicle can be determined based on the current atmospheric pressure. For example, the corresponding driving altitude can be determined based on the current atmospheric pressure according to the conversion correspondence between atmospheric pressure and altitude.

[0052] Based on this, the current corresponding driving altitude is determined by detecting the atmospheric pressure. Usually, the vehicle has an atmospheric pressure detection sensor, so the vehicle's existing components can be used to detect and obtain the current atmospheric pressure, without the need to install additional components, which is conducive to reducing detection costs.

[0053] S302: Determine a target after-load pressure of the turbocharger corresponding to the current driving condition according to the driving altitude and the engine speed.

[0054] Among them, the driving altitude and the engine speed can reflect the current driving condition of the vehicle, and specifically can reflect the power demand of the vehicle during the current driving process. Specifically, the target after-pressure of the turbocharger corresponding to the current driving condition can be determined according to the driving altitude and the engine speed. The target after-pressure can refer to the after-pressure of the turbocharger expected to ensure the power demand under the current driving condition. Based on this target after-pressure, the turbocharger can better adjust the gas entering the engine, thereby adjusting the engine output.

[0055] Specifically, the target post-compression pressure can be used to indicate the opening of the turbocharger bleed valve as the target opening. That is, at the target opening, the amount of exhaust gas that should be refluxed under the current driving conditions can be met, thereby adjusting the work done by the turbine end and driving the operation of the compression end, and ultimately achieving the aforementioned purpose of adjusting the gas entering the engine.

[0056] It should be noted that the present application does not impose any limitation on how to determine the target after-pressure of the turbocharger corresponding to the current driving condition. For ease of understanding, the present application provides the following methods as examples:

[0057] In order to improve the determination efficiency, in a possible implementation, the target after-pressure of the turbocharger under the current driving condition can be determined from a preset calibration table according to the driving altitude and the engine speed. The calibration table can be used to indicate the relationship between the driving altitude of the vehicle, the engine speed, and the after-pressure of the turbocharger.

[0058] Based on this, by predetermining a calibration table (such as calibration based on experience, in a laboratory environment, etc.), in actual applications, one only needs to look up the table to determine the corresponding after-pressure pressure under the current driving conditions. This is simpler and also helps to determine the target after-pressure pressure more quickly, thereby improving determination efficiency.

[0059] In practical applications, the engine torque of the vehicle can also reflect the power demand of the vehicle. Therefore, in another possible implementation, the engine torque of the vehicle can also be obtained, and the engine torque can be used to indicate the torque output by the engine during the current driving process of the vehicle, so it can reflect the demand under the current driving condition. Accordingly, when the aforementioned S302 is specifically implemented, the target after-pressure of the turbocharger under the current driving condition can be determined according to the driving altitude, the engine speed, and the engine torque.

[0060] Based on this, the altitude conditions, engine speed conditions and engine torque conditions during the current driving process are combined, so that the current driving conditions and power requirements can be more comprehensively characterized, which is conducive to determining a more accurate target after-compression pressure, so as to better control the opening of the turbocharger bleed valve more accurately.

[0061] It is understandable that, corresponding to this method, in specific implementation, the aforementioned method of searching and determining the target after-compression pressure from the calibration table may also be adopted. Of course, in this method, the calibration table may be used to indicate the relationship between the vehicle's driving altitude, engine speed, engine torque, and the after-compression pressure of the turbocharger. For details, please refer to the aforementioned example description, which will not be repeated here.

[0062] S303: Controlling the constant pressure reducing valve to output constant pressure gas according to the target after-pressure pressure and the turbocharger outlet pressure acting on the actuator diaphragm.

[0063] S304: Controlling the movement of the actuator diaphragm according to the pressure difference between the turbocharger outlet pressure and the pressure of the constant pressure gas acting on the actuator diaphragm to adjust the opening of the turbocharger purge valve to the target opening.

[0064] Since the valve body of the turbocharger bleed valve is divided into a first valve chamber and a second valve chamber by an actuator diaphragm, and the valve body is provided with a connecting pipeline on one side of the first valve chamber for connecting the pressure end outlet of the turbocharger, and the valve body is provided with a through hole on one side of the second valve chamber, and a constant pressure reducing valve and a gas storage tank are externally connected at the through hole, and the gas storage tank is used to provide high-pressure gas, which is output as constant-pressure gas through the constant-pressure reducing valve, and the constant-pressure gas enters the second valve chamber through the through hole. Therefore, one side of the actuator diaphragm is subjected to the turbocharger outlet pressure, and the other side is subjected to the pressure of the constant-pressure gas.

[0065] For this reason, after determining the target after-pressure, the constant-pressure reducing valve can be controlled to output constant-pressure gas according to the target after-pressure and the turbocharger outlet pressure, thereby achieving flexible control of the output of constant-pressure gas that meets the requirements according to the current driving conditions, thereby adjusting the force on both sides of the actuator diaphragm.

[0066] Accordingly, the movement of the actuator diaphragm can be controlled according to the pressure difference between the turbocharger outlet pressure and the pressure of the constant-pressure gas to adjust the opening of the turbocharger, and the opening can be adjusted to the target opening indicated by the target post-pressure to meet the needs of the current driving conditions.

[0067] Compared with the method of directly connecting the through hole to the atmosphere in the related art, the present application connects a gas to the through hole and can flexibly adjust the constant pressure gas according to actual needs, which can isolate the force interference of the actuator diaphragm caused by the change of atmospheric pressure due to the change of driving altitude, thereby avoiding the problem of early opening of the turbocharger bleed valve due to the decrease of atmospheric pressure when driving at high altitude, so as to take into account the high-altitude driving conditions. In addition, because the constant pressure gas in the present application is controlled according to the actual needs under the current driving conditions, it can be controlled on demand for different driving conditions, so that the turbocharger bleed valve can be controlled more accurately, increasing the working reliability of the turbocharger.

[0068] It should be noted that the present application does not impose any limitation on how to control the constant pressure reducing valve to output constant pressure gas. For ease of understanding, the present application provides the following examples:

[0069] In practical applications, there is a compression spring in the second valve chamber of the turbocharger bleed valve. The compression spring can be found in Figure 2 Example. In this way, the actuator diaphragm will also be subject to the preload of the compression spring. Therefore, in one possible implementation, the spring preload corresponding to the compression spring can also be obtained. Accordingly, the compensation pressure can be determined based on the target post-compression pressure, the turbocharger outlet pressure, and the spring preload. Among them, the compensation pressure can be used to indicate the pressure that needs to be compensated for the actuator diaphragm in order to achieve the target post-compression pressure under the premise that the actuator diaphragm is subject to the turbocharger outlet pressure and the spring preload, so that after the compensation pressure is applied, the force condition of the actuator diaphragm can enable it to move to the position where the opening of the turbocharger exhaust valve reaches the target opening.

[0070] Then, the constant pressure reducing valve can be controlled to output constant pressure gas according to the compensation pressure, and the pressure of the constant pressure gas acting on the actuator diaphragm is the compensation pressure. Accordingly, in the specific implementation of the aforementioned S304, the actuator diaphragm can be controlled to move according to the pressure difference between the turbocharger outlet pressure, the spring preload force, and the compensation pressure, so as to adjust the opening of the turbocharger exhaust valve to the target opening.

[0071] Based on this, the pressure that needs to be compensated is determined by analyzing the actual force of the actuator diaphragm and combining it with the target post-compression pressure required under the current driving conditions. Then, the force of the compensation pressure is added to one side of the actuator diaphragm by controlling the output of constant pressure gas, thereby changing the force of the actuator diaphragm and adjusting the opening of the turbocharger exhaust valve to the target opening.

[0072] In a specific implementation, the aforementioned pressure difference (i.e., the difference in force on both sides of the actuator diaphragm) can be determined by the following method:

[0073] ΔF=F1-(F2+F3)

[0074] In the above formula, ΔF is used to represent the pressure difference, F1 is used to represent the turbocharger outlet pressure, F2 is used to represent the spring preload, and F3 is used to represent the compensation pressure.

[0075] For example, if the target post-compression pressure is larger, the target opening is smaller, so the required F3 is larger, so that the pressure difference is smaller, thereby adjusting the opening to be smaller.

[0076] For ease of understanding, here we combine Figure 2 As an example, after a constant pressure gas is connected to the through hole, Figure 2 The F3 in the example is the compensation pressure provided in this application, rather than the force of atmospheric pressure in the related art.

[0077] For a better understanding, the present application also provides the following examples:

[0078] In specific implementation, the opening of the constant pressure reducing valve can be controlled according to the compensation pressure to output the high pressure gas as constant pressure gas of the target pressure. The target pressure is determined by:

[0079]

[0080] In the above formula, P is used to represent the target air pressure, and S is used to represent the area of ​​the actuator diaphragm.

[0081] It can be seen that for any driving condition (the target post-pressure corresponding to different driving conditions may be different, so the size of the compensation pressure to be compensated may also be different), flexible control can be achieved by controlling the opening of the constant pressure reducing valve, and the compensation pressure required by the current driving condition can be output. Based on this, it can be compatible with various driving conditions.

[0082] Furthermore, by controlling the constant pressure reducing valve to output constant pressure gas, the force applied to the actuator diaphragm is changed, so that the opening of the turbocharger bleed valve is the target opening. For this reason, even if the compression spring becomes fatigued after long-term operation, resulting in weakened preload force, the weakened preload force can be compensated by adjusting the output constant pressure gas, thereby ensuring accurate control of the turbocharger bleed valve opening.

[0083] For example, if the cumulative working time of the compression spring has exceeded the fatigue working time, then based on the compensation pressure determined above, the value of the compensation pressure is appropriately increased, and then a constant pressure gas with a higher air pressure is output based on the increased compensation pressure. For example, the first compensation coefficient is determined according to the fatigue degree of the compression spring (for example, the first compensation coefficient can be a number greater than 1), the greater the fatigue, the larger the first compensation coefficient, and then the first compensation coefficient is multiplied on the basis of the compensation pressure F3 to obtain the adjusted compensation pressure. Based on this, the pressure after the valve can be flexibly adjusted according to the different fatigue degrees of the compression spring to achieve more precise control.

[0084] In another example, the second compensation coefficient can also be determined according to the fatigue degree of the compression spring (for example, the second compensation coefficient can be a number less than 1), and the more fatigued the spring is, the smaller the corresponding second compensation coefficient is. Since the more fatigued the spring is, the weaker the preload force is, the second compensation coefficient can be multiplied by the preload force F2, and then the adjusted compensation pressure can be obtained based on the above formula.

[0085] It can be seen from the above technical solution that during the driving process of the vehicle, the corresponding driving altitude and engine speed of the vehicle are first obtained, and based on this, the corresponding target after-pressure pressure of the turbocharger under the current driving condition is determined, and the target after-pressure pressure can be used to indicate the intake demand under the current driving condition. Because the valve body of the turbocharger bleed valve is divided into a first valve chamber and a second valve chamber by the actuator diaphragm, and the valve body is provided with a connecting pipeline on one side of the first valve chamber for connecting the pressure end outlet of the turbocharger, and the valve body is provided with a through hole on one side of the second valve chamber, and a constant pressure reducing valve and a gas storage tank are externally connected at the through hole. The gas storage tank is used to provide high-pressure gas, and the high-pressure gas is output as constant pressure gas through the constant pressure reducing valve, and the constant pressure gas enters the second valve chamber through the through hole. Therefore, one side of the actuator diaphragm is subjected to the turbocharger outlet pressure, and the other side is subjected to the pressure of the constant pressure gas. For this reason, after determining the target after-pressure, the constant pressure reducing valve can be controlled to output constant pressure gas according to the target after-pressure and turbocharger outlet pressure, so as to flexibly control the output of constant pressure gas that meets the requirements according to the current driving conditions, thereby adjusting the force on both sides of the actuator diaphragm. Accordingly, the actuator diaphragm can be controlled to move according to the pressure difference between the turbocharger outlet pressure and the pressure of the constant pressure gas to adjust the opening of the turbocharger, and the opening is adjusted to the target opening indicated by the target after-pressure to meet the requirements of the current driving conditions.

[0086] Compared with the method of directly connecting the through hole to the atmosphere in the related art, the present application connects a gas to the through hole and can flexibly adjust the constant pressure gas according to actual needs, which can isolate the force interference of the actuator diaphragm caused by the change of atmospheric pressure due to the change of driving altitude, thereby avoiding the problem of early opening of the turbocharger bleed valve due to the decrease of atmospheric pressure when driving at high altitude, so as to take into account the high-altitude driving conditions. In addition, because the constant pressure gas in the present application is controlled according to the actual needs under the current driving conditions, it can be controlled on demand for different driving conditions, so that the turbocharger bleed valve can be controlled more accurately, increasing the working reliability of the turbocharger.

[0087] Through the above embodiments, the control method of the turbocharger exhaust valve provided by the present application is described in detail. For better understanding, the embodiments of the present application also provide Figure 5 A schematic diagram of a power system of an engine is shown, specifically:

[0088] The air is compressed by the compressor of the turbocharger, and then the air temperature is adjusted by the intercooler before being sent to the engine to participate in the combustion in the cylinder of the engine. The engine exhaust (i.e. the exhaust gas discharged by the engine) passes through the turbine end of the turbocharger to drive the turbine end of the turbocharger to do work.

[0089] Among them, the waste gas bypass valve (i.e. turbocharger bleed valve) is used to adjust the bleed rate of the turbine end, thereby changing the work done by the turbine end, and ultimately affecting the post-compression pressure at the compression end. Figure 5 In the example, the dotted line is used to indicate that the wastegate valve acts directly on the turbine end, specifically to adjust the exhaust rate of the turbine end. Also, the high-pressure gas output from the gas tank is output as constant-pressure gas via the constant-pressure reducing valve, and finally enters the second valve chamber of the turbocharger exhaust valve through the through hole to act on one side of the actuator diaphragm.

[0090] Based on this, the present application flexibly controls the output constant pressure gas based on the vehicle's current driving requirements (i.e., target post-compression pressure) to change the forces on both sides of the actuator diaphragm, thereby controlling the opening of the turbocharger bleed valve. After the opening changes, the work done at the turbine end changes, and ultimately the pressure end is changed, so that the requirements under the current driving conditions can be better met, different driving conditions can be taken into account, and no longer affected by altitude changes.

[0091] It can be understood that it basically corresponds to the method embodiment, so the relevant parts can refer to the partial description of the method embodiment.

[0092] Figure 6 A structural diagram of a control device for a turbocharger bleed valve provided in an embodiment of the present application, wherein the valve body of the turbocharger bleed valve is divided into a first valve chamber and a second valve chamber by an actuator diaphragm, the valve body is provided with a connecting pipeline on one side of the first valve chamber for connecting to the pressure end outlet of the turbocharger, the valve body is provided with a through hole on one side of the second valve chamber, a constant pressure reducing valve and an air storage tank are externally connected to the through hole, the air storage tank is used to provide high-pressure gas, the high-pressure gas is output as constant-pressure gas via the constant-pressure reducing valve, the constant-pressure gas enters the second valve chamber via the through hole, and the device includes an acquisition unit 601, a determination unit 602 and a control unit 603:

[0093] The acquisition unit 601 is used to acquire the driving altitude corresponding to the vehicle and the engine speed of the vehicle during the driving process of the vehicle;

[0094] The determination unit 602 is used to determine a target after-pressure pressure of the turbocharger under the current driving condition according to the driving altitude and the engine speed, wherein the target after-pressure pressure is used to indicate that the opening of the turbocharger purge valve is a target opening;

[0095] The control unit 603 is used to control the constant pressure reducing valve to output constant pressure gas according to the target after-pressure pressure and the turbocharger outlet pressure acting on the actuator diaphragm;

[0096] The control unit 603 is further used to control the movement of the actuator diaphragm according to the pressure difference between the turbocharger outlet pressure and the pressure of the constant pressure gas acting on the actuator diaphragm, so as to adjust the opening of the turbocharger exhaust valve to the target opening.

[0097] In a possible implementation manner, a compression spring is provided in the second valve chamber, and the acquisition unit is further used for:

[0098] Obtaining a spring preload corresponding to the compression spring;

[0099] The determination unit is further configured to determine a compensation pressure according to the target after-compression pressure, the turbocharger outlet pressure, and the spring preload;

[0100] The control unit is also used for:

[0101] According to the compensation pressure, controlling the constant pressure reducing valve to output the constant pressure gas, the pressure of the constant pressure gas acting on the actuator diaphragm being the compensation pressure;

[0102] The actuator diaphragm is controlled to move according to the pressure difference among the turbocharger outlet pressure, the spring preload force, and the compensation pressure, so as to adjust the opening of the turbocharger purge valve to the target opening.

[0103] In a possible implementation manner, the determining unit is further configured to:

[0104] ΔF=F1-(F2+F3)

[0105] In the above formula, ΔF is used to represent the pressure difference, F1 is used to represent the turbocharger outlet pressure, F2 is used to represent the spring preload, and F3 is used to represent the compensation pressure.

[0106] In a possible implementation manner, the control unit is further configured to:

[0107] According to the compensation pressure, controlling the opening of the constant-pressure reducing valve to output the high-pressure gas as constant-pressure gas at a target pressure;

[0108] The determining unit is further configured to:

[0109]

[0110] In the above formula, P is used to represent the target air pressure, and S is used to represent the area of ​​the actuator diaphragm.

[0111] In a possible implementation manner, the determining unit is further configured to:

[0112] According to the driving altitude and the engine speed, the target after-compression pressure of the turbocharger under the current driving condition is determined by searching from a preset calibration table, wherein the calibration table is used to indicate the relationship between the driving altitude of the vehicle, the engine speed, and the after-compression pressure of the turbocharger.

[0113] In a possible implementation manner, the acquiring unit is further configured to:

[0114] Acquiring the current atmospheric pressure of the vehicle during the driving process;

[0115] The driving altitude corresponding to the vehicle is determined according to the current atmospheric pressure.

[0116] In a possible implementation manner, the acquiring unit is further configured to:

[0117] The determination unit is further configured to determine the target after-load pressure of the turbocharger corresponding to the current driving condition according to the driving altitude, the engine speed, and the engine torque.

[0118] It can be seen from the above technical solution that during the driving process of the vehicle, the corresponding driving altitude and engine speed of the vehicle are first obtained, and based on this, the corresponding target after-pressure pressure of the turbocharger under the current driving condition is determined, and the target after-pressure pressure can be used to indicate the intake demand under the current driving condition. Because the valve body of the turbocharger bleed valve is divided into a first valve chamber and a second valve chamber by the actuator diaphragm, and the valve body is provided with a connecting pipeline on one side of the first valve chamber for connecting the pressure end outlet of the turbocharger, and the valve body is provided with a through hole on one side of the second valve chamber, and a constant pressure reducing valve and a gas storage tank are externally connected at the through hole. The gas storage tank is used to provide high-pressure gas, and the high-pressure gas is output as constant pressure gas through the constant pressure reducing valve, and the constant pressure gas enters the second valve chamber through the through hole. Therefore, one side of the actuator diaphragm is subjected to the turbocharger outlet pressure, and the other side is subjected to the pressure of the constant pressure gas. For this reason, after determining the target after-pressure, the constant pressure reducing valve can be controlled to output constant pressure gas according to the target after-pressure and turbocharger outlet pressure, so as to flexibly control the output of constant pressure gas that meets the requirements according to the current driving conditions, thereby adjusting the force on both sides of the actuator diaphragm. Accordingly, the actuator diaphragm can be controlled to move according to the pressure difference between the turbocharger outlet pressure and the pressure of the constant pressure gas to adjust the opening of the turbocharger, and the opening is adjusted to the target opening indicated by the target after-pressure to meet the requirements of the current driving conditions.

[0119] Compared with the method of directly connecting the through hole to the atmosphere in the related art, the present application connects a gas to the through hole and can flexibly adjust the constant pressure gas according to actual needs, which can isolate the force interference of the actuator diaphragm caused by the change of atmospheric pressure due to the change of driving altitude, thereby avoiding the problem of early opening of the turbocharger bleed valve due to the decrease of atmospheric pressure when driving at high altitude, so as to take into account the high-altitude driving conditions. In addition, because the constant pressure gas in the present application is controlled according to the actual needs under the current driving conditions, it can be controlled on demand for different driving conditions, so that the turbocharger bleed valve can be controlled more accurately, increasing the working reliability of the turbocharger.

[0120] In another aspect, an embodiment of the present application provides a computer device, the computer device comprising a processor and a memory:

[0121] The memory is used to store program code and transmit the program code to the processor;

[0122] The processor is used to execute the control method of the turbocharger exhaust valve provided by the above embodiment according to the instructions in the program code.

[0123] The computer device may include a terminal device or a server, and the aforementioned control device of the turbocharger exhaust valve may be configured in the computer device.

[0124] On the other hand, an embodiment of the present application further provides a storage medium, wherein the storage medium is used to store a computer program, and the computer program is used to execute the control method of the turbocharger exhaust valve provided in the above embodiment.

[0125] In addition, an embodiment of the present application further provides a computer program product including instructions, which, when executed on a computer, enables the computer to execute the control method for a turbocharger exhaust valve provided in the above embodiment.

[0126] A person of ordinary skill in the art can understand that: all or part of the steps of implementing the above method embodiment can be completed by hardware related to program instructions, the above program can be stored in a computer-readable storage medium, and when the program is executed, it executes the steps of the above method embodiment; and the above storage medium can be at least one of the following media: read-only memory (ROM), random access memory (RAM), magnetic disk or optical disk, etc., various media that can store program codes.

[0127] For the device embodiment, since it basically corresponds to the method embodiment, the relevant parts can refer to the partial description of the method embodiment. The device embodiment described above is only schematic, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative work.

[0128] It should be noted that, in this article, relational terms such as "first" and "second", etc. (if any) are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0129] The above is a detailed introduction to a control method and related device of a turbocharger exhaust valve provided by an embodiment of the present application. The principle and implementation method of the present application are described in detail using specific examples herein. The description of the above embodiments is only used to help understand the method of the present application. At the same time, for a person skilled in the art, according to the method of the present application, there will be changes in the specific implementation method and application scope.

[0130] In summary, the content of this specification should not be understood as limiting the present application, and any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in this application should be included in the protection scope of this application. Moreover, based on the implementations provided in the above aspects, this application can also be further combined to provide more implementations.

Claims

1. A method for controlling a turbocharger blow-off valve, characterized in that: The valve body of the turbocharger exhaust valve is divided into a first valve chamber and a second valve chamber by an actuator diaphragm, the valve body is provided with a connecting pipeline on one side of the first valve chamber for connecting to the pressure end outlet of the turbocharger, the valve body is provided with a through hole on one side of the second valve chamber, a constant pressure reducing valve and an air storage tank are externally connected to the through hole, the air storage tank is used to provide high-pressure gas, the high-pressure gas is output as constant-pressure gas via the constant-pressure reducing valve, and the constant-pressure gas enters the second valve chamber via the through hole, the method comprises: During the driving of the vehicle, obtaining the driving altitude corresponding to the vehicle and obtaining the engine speed of the vehicle; Determining a target after-compression pressure of the turbocharger under a current driving condition according to the driving altitude and the engine speed, wherein the target after-compression pressure is used to indicate that the opening of the turbocharger purge valve is a target opening; controlling the constant-pressure pressure reducing valve to output constant-pressure gas according to the target after-pressure pressure and the turbocharger outlet pressure acting on the actuator diaphragm; The actuator diaphragm is controlled to move according to the pressure difference between the turbocharger outlet pressure and the pressure of the constant pressure gas acting on the actuator diaphragm, so as to adjust the opening of the turbocharger purge valve to the target opening.

2. The method according to claim 1, characterized in that The second valve chamber is provided with a compression spring, and the constant pressure reducing valve is controlled to output constant pressure gas according to the target post-compression pressure and the turbocharger outlet pressure acting on the actuator diaphragm, including: Obtaining a spring preload corresponding to the compression spring; determining a compensation pressure according to the target after-compression pressure, the turbocharger outlet pressure, and the spring preload; According to the compensation pressure, controlling the constant pressure reducing valve to output the constant pressure gas, the pressure of the constant pressure gas acting on the actuator diaphragm being the compensation pressure; The step of controlling the actuator diaphragm to move according to the pressure difference between the turbocharger outlet pressure and the pressure of the constant pressure gas acting on the actuator diaphragm to adjust the opening of the turbocharger purge valve to the target opening comprises: The actuator diaphragm is controlled to move according to the pressure difference among the turbocharger outlet pressure, the spring preload force, and the compensation pressure, so as to adjust the opening of the turbocharger purge valve to the target opening.

3. The method according to claim 2, characterized in that The pressure difference is determined as follows: ΔF=F1-(F2+F3) In the above formula, ΔF is used to represent the pressure difference, F1 is used to represent the turbocharger outlet pressure, F2 is used to represent the spring preload, and F3 is used to represent the compensation pressure.

4. The method according to claim 3, characterized in that The step of controlling the constant pressure reducing valve to output the constant pressure gas according to the compensation pressure comprises: According to the compensation pressure, controlling the opening of the constant-pressure reducing valve to output the high-pressure gas as constant-pressure gas at a target pressure; Wherein, the target air pressure is determined by: In the above formula, P is used to represent the target air pressure, and S is used to represent the area of ​​the actuator diaphragm.

5. The method according to claim 1, characterized in that The step of determining the target after-pressure of the turbocharger corresponding to the current driving condition according to the driving altitude and the engine speed includes: According to the driving altitude and the engine speed, the target after-compression pressure of the turbocharger under the current driving condition is determined by searching from a preset calibration table, wherein the calibration table is used to indicate the relationship between the driving altitude of the vehicle, the engine speed, and the after-compression pressure of the turbocharger.

6. The method according to claim 1, characterized in that The obtaining of the driving altitude corresponding to the vehicle includes: Acquiring the current atmospheric pressure of the vehicle during the driving process; The driving altitude corresponding to the vehicle is determined according to the current atmospheric pressure.

7. The method according to claim 1, characterized in that The method further comprises: obtaining an engine torque of the vehicle; The step of determining the target after-pressure of the turbocharger corresponding to the current driving condition according to the driving altitude and the engine speed includes: The target after-load pressure of the turbocharger corresponding to the current driving condition is determined according to the driving altitude, the engine speed, and the engine torque.

8. A control device for a turbocharger bleed valve, characterized in that: The valve body of the turbocharger exhaust valve is divided into a first valve chamber and a second valve chamber by an actuator diaphragm. The valve body is provided with a connecting pipeline on one side of the first valve chamber for connecting to the pressure end outlet of the turbocharger. The valve body is provided with a through hole on one side of the second valve chamber. A constant pressure reducing valve and a gas storage tank are externally connected to the through hole. The gas storage tank is used to provide high-pressure gas. The high-pressure gas is output as constant-pressure gas via the constant-pressure reducing valve. The constant-pressure gas enters the second valve chamber via the through hole. The device includes an acquisition unit, a determination unit and a control unit: The acquisition unit is used to acquire the driving altitude corresponding to the vehicle and the engine speed of the vehicle during the driving process of the vehicle; The determination unit is used to determine a target after-compression pressure corresponding to the turbocharger under the current driving condition according to the driving altitude and the engine speed, wherein the target after-compression pressure is used to indicate that the opening of the turbocharger purge valve is a target opening; The control unit is used to control the constant pressure reducing valve to output constant pressure gas according to the target after-pressure pressure and the turbocharger outlet pressure acting on the actuator diaphragm; The control unit is further used to control the movement of the actuator diaphragm according to the pressure difference between the turbocharger outlet pressure and the pressure of the constant pressure gas acting on the actuator diaphragm, so as to adjust the opening of the turbocharger exhaust valve to the target opening.

9. A computer device, characterized in that: The computer device comprises a processor and a memory: The memory is used to store program code and transmit the program code to the processor; The processor is configured to execute the method according to any one of claims 1 to 7 according to the instructions in the program code.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium is used to store a computer program, and the computer program is used to execute the method according to any one of claims 1 to 7.

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