A method of controlling a turbocharger wastegate valve and associated apparatus

Abstract

The application discloses a control method and related device of a turbocharger wastegate valve. The turbocharger wastegate valve is externally connected with a constant pressure reducing valve and a gas storage tank at a through hole. The high-pressure gas provided by the gas storage tank is output as constant pressure gas via the constant pressure reducing valve and acts on an actuator diaphragm. Therefore, after determining a target pressure after pressure of the turbocharger under a current driving condition, the constant pressure reducing valve outputs constant pressure gas according to the target pressure after pressure and an outlet pressure of the turbocharger, so that the output constant pressure gas meeting the demand is flexibly controlled according to the demand of the current driving condition. In this way, the stress on both sides of the actuator diaphragm is adjusted, and the actuator diaphragm is controlled to move according to the pressure difference on both sides, so that the opening degree of the turbocharger is adjusted to a target opening degree indicated by the target pressure after pressure, thereby meeting the demand under the current driving condition. Compared with the related art in which the through hole is directly connected with the atmosphere, the stress on the actuator diaphragm is no longer disturbed by the change of the atmospheric pressure caused by the change of the altitude, and therefore the high-altitude driving condition can be considered.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a control method of a turbocharger wastegate valve and a related device. BACKGROUND

[0002] In a vehicle, an engine is used to provide driving force to meet the driving demand of the vehicle. In order to improve the in-cylinder combustion performance of the engine to better meet the driving demand of the vehicle, a turbocharger is usually used to adjust the intake air amount and intake air pressure of the engine, thereby improving the in-cylinder combustion performance. For example, using a turbocharger can increase the intake air amount.

[0003] In order to avoid the situation that the turbocharger pressure is too high, which may lead to a decrease in engine reliability and damage to the turbocharger, a turbocharger wastegate valve can be added to adjust the exhaust gas flow to the turbocharger, thereby controlling the pressure after the turbocharger.

[0004] However, the control method of the turbocharger wastegate valve in the related art cannot meet the requirements of different driving conditions. SUMMARY

[0005] To solve the above technical problems, the present application provides a control method of a turbocharger wastegate valve and a related device, which can isolate the stress interference of the actuator diaphragm caused by the change of atmospheric pressure due to the change of driving altitude, thereby avoiding the problem that the turbocharger wastegate valve is opened too early due to the decrease of atmospheric pressure when driving at high altitude, and meeting the requirements of driving at high altitude.

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

[0007] In one aspect, the present application provides a control method of a turbocharger wastegate valve, the valve body of the turbocharger wastegate 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, which is used to connect the outlet of the pressure end of the turbocharger, 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, 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, the method comprises the following steps:

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

[0009] According to the driving altitude and the engine speed, a target pressure after the turbocharger corresponding to the current driving condition is determined, and the target pressure after the turbocharger is used to indicate that the opening degree of the turbocharger wastegate valve is a target opening degree;

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

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

[0012] In another aspect, the embodiments of the present application provide a control device of a turbocharger wastegate valve, a valve body of the turbocharger wastegate 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, the connecting pipeline is used to connect a pressure end outlet of a 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 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, the constant pressure gas enters the second valve chamber via the through hole, and the device comprises an acquisition unit, a determination unit and a control unit:

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

[0014] The determination unit is used to determine a target pressure after pressure corresponding to the turbocharger under a current driving condition according to the driving altitude and the engine speed, the target pressure after pressure is used to indicate that the opening of the turbocharger wastegate 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 pressure after pressure and turbocharger outlet pressure acting on the actuator diaphragm.

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

[0017] In yet another aspect, the embodiments of the present application provide 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 wastegate valve according to instructions in the program code.

[0020] In yet another aspect, the embodiments of the present application provide a computer readable storage medium for storing a computer program, the computer program being used to execute the control method of the turbocharger wastegate valve as described in the above aspect.

[0021] As can be seen from the above technical solution, during vehicle driving, the driving altitude corresponding to the vehicle and the engine speed are first acquired, and based thereon, the target post-compression pressure of the turbocharger corresponding to the current driving condition is determined, which can be used to indicate the intake demand under the current driving condition. Since the valve body of the turbocharger wastegate 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 outlet of the pressure end 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 tank are connected to the through hole, the gas 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. Therefore, one side of the actuator diaphragm is subjected to the pressure of the outlet of the turbocharger, and the other side is subjected to the pressure of the constant pressure gas. As such, after the target post-compression pressure is determined, the constant pressure reducing valve can be controlled to output the constant pressure gas according to the target post-compression pressure and the outlet pressure of the turbocharger, so as to flexibly control the output of the constant pressure gas meeting the demand according to the demand under the current driving condition, so as to adjust 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 outlet pressure of the turbocharger and the pressure of the constant pressure gas, so as to adjust the opening degree of the turbocharger, and adjust the opening degree to the target opening degree indicated by the target post-compression pressure, so as to meet the demand under the current driving condition.

[0022] Compared with the way of directly connecting the through hole to the atmosphere in the related art, since a route of gas is connected to the through hole in the present application, and the constant pressure gas can be flexibly adjusted according to the actual demand, the force disturbance on the actuator diaphragm caused by the change of atmospheric pressure due to the change of driving altitude can be isolated, so as to avoid the problem that the turbocharger wastegate valve is opened too early due to the decrease of atmospheric pressure when driving at high altitude, so as to take into account the driving condition at high altitude. Moreover, since the constant pressure gas in the present application is controlled according to the actual demand under the current driving condition, the control can be performed according to the demand for different driving conditions, so that the turbocharger wastegate valve can be controlled more accurately, and the working reliability of the turbocharger is increased. BRIEF DESCRIPTION OF DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the related art, the drawings needed to be used in the embodiments or the related art description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creating any inventive labor.

[0024] Figure 1 is a schematic view of a mechanical wastegate valve structure;

[0025] Figure 2 is a schematic view of a force analysis of a mechanical wastegate valve;

[0026] Figure 3 is a flow chart of a control method of a turbocharger wastegate valve provided by an embodiment of the present application;

[0027] Figure 4 is a schematic view of a connection structure of a turbocharger wastegate valve provided by an embodiment of the present application;

[0028] Figure 5 is a schematic view of a power system of an engine provided by an embodiment of the present application;

[0029] Figure 6 is a structural view of a control device of a turbocharger wastegate valve provided by an embodiment of the present application. DETAILED DESCRIPTION

[0030] In order to make the personnel in the technical field better understand the scheme of the present application, the technical scheme in the embodiments of the present application will be described clearly and completely below in combination with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all the other embodiments obtained by the person of ordinary skill in the art without making creative labor are within the scope of protection of the present application.

[0031] The turbocharger wastegate valve, also known as a turbocharger exhaust wastegate valve, an exhaust bypass valve or a turbo wastegate valve, is an important component installed in a turbocharger system. It controls and adjusts the working state of the turbocharger by dynamically adjusting the exhaust flow path, so as to better adjust the intake of the engine, thereby adjusting the operation of the engine.

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

[0033] Commonly, the turbocharger wastegate valve is a mechanical wastegate valve structure. For ease of understanding, reference can be made to Figure 1 a schematic view of a mechanical wastegate valve structure, and Figure 2A force analysis diagram of a mechanical blow-off valve is shown, and specifically,

[0034] The valve body of the turbocharger blow-off 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 the pressure end outlet of the turbocharger. As Figure 2 shown, the pressure end outlet can be connected by a rubber tube.

[0035] In actual application, the valve body of the turbocharger blow-off valve is provided with a through hole on one side of the second valve chamber, as Figure 1 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 better understanding, please refer to Figure 2 example, since one side of the first valve chamber refers to the side where the connecting pipeline is located, the connecting pipeline is connected to the pressure end outlet, so Figure 2 F1 in the above formula can be used to indicate the turbocharger outlet pressure, and the second valve chamber has a compression spring, which acts to ensure that the blow-off valve is in a normally closed state when it does not need to be opened (such as when the vehicle is just started, parked, etc.), Figure 2 F2 in the above formula can represent the pressure of the compression spring acting on the actuator diaphragm (i.e. the pre-tightening force of the spring). And since the through hole is directly connected to the atmosphere, it is affected by atmospheric pressure, Figure 2 F3 in the above example can represent the pressure of the 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 to the left and opens the turbocharger blow-off valve, and the opening changes with the change of the pressure difference.

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

[0039] Because the through hole is directly connected to the atmospheric pressure, the control method in the related art cannot meet the needs of driving conditions at different altitudes.

[0040] To this end, the application provides a control method and related device of a turbocharger wastegate valve. First, a constant pressure reducing valve and a gas storage tank are connected to a 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 a second valve chamber via the through hole. During vehicle driving, the corresponding target post-pressure under the current driving condition is determined according to the driving altitude and the engine speed of the vehicle. Then, the constant pressure reducing valve is controlled to output constant pressure gas based on the target post-pressure, so as to control the movement of the actuator diaphragm to adjust the opening degree of the turbocharger wastegate valve.

[0041] Based on this, by connecting the constant pressure reducing valve and the gas 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. Thus, the opening degree of the turbocharger wastegate valve can be controlled according to the current requirement under any driving condition. Because the constant pressure reducing valve and the gas storage tank are connected to the through hole, the disturbance of atmospheric pressure fluctuation on the opening pressure of the wastegate valve is isolated, so that the force on the left side of the actuator diaphragm is no longer affected by the change of atmospheric pressure, that is, different driving conditions at different altitudes can be compatible.

[0042] The control method of the turbocharger wastegate valve provided by the application can be implemented by a computer device, which can be a terminal device or a server. The server can be a standalone physical server, a server cluster or a distributed system composed of multiple physical servers, or a cloud server providing cloud computing services. The terminal device includes but is not limited to a mobile phone, a computer, a smart voice interactive device, a smart home appliance, a vehicle-mounted terminal, etc. The terminal device and the server can be connected directly or indirectly through wired or wireless communication, which is not limited in the application.

[0043] The application is specifically described by the following embodiments:

[0044] Figure 3 The flowchart of the control method of the turbocharger wastegate valve provided by the application is described by taking a terminal device as the aforementioned computer device. 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. The valve body is provided with a connecting pipe on one side of the first valve chamber, which can be used to connect 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, and a constant pressure reducing valve and an air storage tank are externally connected at the through hole. The air 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. 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 air storage tank can be output as constant-pressure gas through 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 the external connection of a constant pressure reducing valve and an air storage tank at the through hole 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 vehicle driving, obtain the vehicle's corresponding driving altitude and the vehicle's engine speed.

[0049] During the vehicle's driving process, the terminal device can obtain the vehicle's corresponding driving altitude and engine speed. The driving altitude can be used to indicate the altitude of the vehicle's current driving environment, and the engine speed can be used to indicate the vehicle's engine operating status.

[0050] It should be noted that this application does not impose any restrictions on how to obtain the vehicle's corresponding driving altitude. For ease of understanding, the following examples are provided in this application embodiment:

[0051] Because altitude and atmospheric pressure are correlated, atmospheric pressure decreases as altitude increases. Therefore, one possible implementation involves first obtaining the current atmospheric pressure of the vehicle during travel. This current atmospheric pressure reflects the atmospheric pressure of the vehicle's surrounding environment during travel. Next, the vehicle's corresponding driving altitude can be determined based on the current atmospheric pressure. For example, the corresponding driving altitude can be determined based on the current atmospheric pressure, using a conversion relationship between atmospheric pressure and altitude.

[0052] Therefore, the current corresponding driving altitude is determined by detecting the atmospheric pressure. Generally, the vehicle has a pressure detection sensor, so the current atmospheric pressure can be obtained by using the existing components of the vehicle without the need for additional installation of other components, thereby reducing the detection cost.

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

[0054] The driving altitude and the engine speed can reflect the current driving condition of the vehicle, specifically, the power demand condition of the vehicle in the current driving process. Specifically, the target post-compression pressure of the turbocharger corresponding to the current driving condition can be determined according to the driving altitude and the engine speed. The target post-compression pressure can refer to the post-compression pressure of the turbocharger expected to ensure the power demand condition under the current driving condition. Based on the target post-compression 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 that the opening degree of the turbocharger bleed valve is the target opening degree. That is, under the target opening degree, the required backflow exhaust gas amount under the current driving condition can be met, thereby adjusting the work of the turbine end and driving the compression end to run, and ultimately achieving the purpose of adjusting the gas entering the engine.

[0056] It should be noted that the application does not make any limitation on how to determine the target post-compression pressure of the turbocharger corresponding to the current driving condition. In order to facilitate understanding, the following method is provided as an example by the embodiments of the application:

[0057] In order to improve the determination efficiency, in one possible implementation, the target post-compression pressure of the turbocharger corresponding to the current driving condition can be determined by looking up 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, the engine speed, and the post-compression pressure of the turbocharger.

[0058] Therefore, by pre-determining the calibration table (such as calibration according to experience in a laboratory environment), the corresponding post-compression pressure under the current driving condition can be determined by looking up the table in actual application, which is simpler and is also conducive to more quickly determining the target post-compression pressure and improving the determination efficiency.

[0059] In actual applications, the engine torque of the vehicle can also reflect the power demand condition of the vehicle. Therefore, in another possible implementation, the engine torque of the vehicle can also be obtained, which can be used to indicate the torque condition of the engine output in the current driving process, and thus can reflect the demand in the current driving condition. Accordingly, S302 can be implemented according to the driving altitude, the engine speed, and the engine torque to determine the target post-compression pressure of the turbocharger corresponding to the current driving condition.

[0060] Therefore, by comprehensively considering the altitude condition, the engine speed condition, and the engine torque condition in the current driving process, the current driving condition and the power demand can be more comprehensively characterized, which is beneficial to determining a more accurate target post-compression pressure, and thus to more accurately controlling the opening degree of the wastegate valve of the turbocharger.

[0061] It can be understood that, in this mode, the target post-compression pressure can also be determined by searching in the calibration table in implementation. Of course, in this mode, the calibration table can be used to indicate the relationship among the driving altitude of the vehicle, the engine speed, the engine torque, and the post-compression pressure of the turbocharger. For details, refer to the foregoing example, which will not be described here.

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

[0063] S304: 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, so as to adjust the opening degree of the wastegate valve of the turbocharger to the target opening degree.

[0064] Since the valve body of the wastegate valve of the turbocharger is divided into a first valve chamber and a second valve chamber by the actuator diaphragm, the valve body is provided with a connecting pipeline on one side of the first valve chamber for connecting the outlet of the pressure end of the turbocharger, and the valve body is provided with a through hole on one side of the second valve chamber, and the constant pressure reducing valve and the gas tank are connected to the through hole, the gas tank is used to provide high-pressure gas, 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.

[0065] Therefore, after the target post-compression pressure is determined, the constant pressure reducing valve can be controlled to output constant pressure gas according to the target post-compression pressure and the turbocharger outlet pressure, so as to flexibly control the output of constant pressure gas meeting the demand according to the demand condition of the current driving condition, and thus to adjust the stress on both sides of the actuator diaphragm.

[0066] Correspondingly, the actuator diaphragm can be controlled to move according to a pressure difference between the turbocharger outlet pressure and the pressure of the constant-pressure gas, so as to adjust the opening degree of the turbocharger to a target opening degree indicated by the target post-pressure, so as to meet the demand under the current driving condition.

[0067] Compared with the way of directly passing through the atmosphere in the related art, the application is because a path of gas is circumscribed at the through hole, and the constant-pressure gas can be flexibly adjusted according to the actual demand. The stress interference of the actuator diaphragm caused by the change of atmospheric pressure due to the change of driving altitude can be isolated, so as to avoid the problem that the turbocharger bleed valve is opened in advance due to the decrease of atmospheric pressure when driving at high altitude, so as to take into account the driving condition at high altitude. Moreover, because the constant-pressure gas in the application is controlled according to the actual demand under the current driving condition, it can be controlled as needed for different driving conditions, so that the turbocharger bleed valve can be controlled more accurately, and the working reliability of the turbocharger is increased.

[0068] It should be noted that the application does not make any limitation on the way of controlling the constant-pressure reducing valve to output the constant-pressure gas. In order to facilitate understanding, the following examples are provided in the embodiments of the application:

[0069] In actual application, the second valve chamber of the turbocharger bleed valve has a compression spring, which can be seen from Figure 2 Examples. In this way, the actuator diaphragm will also be pre-tightened by the compression spring. Therefore, in a possible implementation, the spring pre-tightening force corresponding to the compression spring can also be obtained. Correspondingly, the compensation pressure can be determined according to the target post-pressure, the turbocharger outlet pressure, and the spring pre-tightening force. The compensation pressure can be used to indicate the pressure that needs to be compensated for the actuator diaphragm in order to achieve the demand of the target post-pressure under the premise of being subjected to the turbocharger outlet pressure and the spring pre-tightening force, so that after the compensation pressure is applied, the stress condition of the actuator diaphragm can make it move to a position where the opening degree of the turbocharger bleed valve reaches the target opening degree.

[0070] Then, the constant-pressure gas output by the constant-pressure reducing valve can be controlled according to the compensation pressure, and the pressure of the constant-pressure gas acting on the actuator diaphragm is the compensation pressure. Correspondingly, S304 in the foregoing can control the actuator diaphragm to move according to a pressure difference between the turbocharger outlet pressure, the spring pre-tightening force, and the compensation pressure, so as to adjust the opening degree of the turbocharger bleed valve to the target opening degree.

[0071] Based on this, the pressure that needs to be compensated is determined by analyzing the actual force on the actuator diaphragm and combining the target pressure after compression required under the current driving condition. Then, the force on one side of the actuator diaphragm is increased by controlling the output of constant pressure gas to add compensation pressure, so as to change the force on the actuator diaphragm, so as to adjust the opening of the turbocharger bleed valve to the target opening.

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

[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 pre-tightening force, and F3 is used to represent the compensation pressure.

[0075] For example, the larger the target pressure after compression, the smaller the target opening, and therefore the larger F3 is required, so that the pressure difference is smaller, and therefore the opening is smaller.

[0076] For ease of understanding, the following examples are provided in conjunction with Figure 2 For example, after the through hole is externally connected to a constant pressure gas, the compensation pressure provided in the present application is F3, rather than the force of atmospheric pressure in the related art. Figure 2

[0077] For better understanding, the following examples are provided in conjunction with the embodiments of the present application:

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

[0079]

[0080] In the above formula, P is used to represent the target gas 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 pressure after compression corresponding to different driving conditions may be different, so that the size of the compensation pressure that needs to be compensated may also be different), the opening of the constant pressure reducing valve can be controlled to achieve flexible control and output the compensation pressure required by the current driving condition. Based on this, various different driving conditions can be compatible.

[0082] ​Further, by controlling the manner in which the constant pressure relief valve outputs the constant pressure gas, the force on the actuator diaphragm is changed, thereby causing the opening of the turbocharger wastegate valve to be the target opening. As such, even if the compression spring is fatigued after a long period of operation, causing the pre-tightening force to weaken, etc., the pre-tightening force weakening problem can be compensated for by adjusting the constant pressure gas output, thereby ensuring that the opening of the turbocharger wastegate valve is accurately controlled.

[0083] For example, if the cumulative operating time of the compression spring has exceeded the fatigue operating time, the value of the compensation pressure is appropriately increased based on the compensation pressure determined above, and a higher pressure constant pressure gas is output based on the increased compensation pressure. For example, a first compensation coefficient (which can be a number greater than 1) is determined according to the degree of fatigue of the compression spring, and the greater the degree of fatigue, the greater the first compensation coefficient. Then, the adjusted compensation pressure is obtained by multiplying the first compensation coefficient by the compensation pressure F3. In this way, the post-valve pressure can be flexibly adjusted according to the different degrees of fatigue of the compression spring, thereby achieving more accurate control.

[0084] In another example, a second compensation coefficient (which can be a number less than 1) is determined according to the degree of fatigue of the compression spring, and the greater the degree of fatigue, the smaller the second compensation coefficient. Since the greater the degree of fatigue, the weaker the pre-tightening force, the adjusted compensation pressure is obtained by multiplying the second compensation coefficient by the pre-tightening force F2, and then based on the aforementioned formula.

[0085] It can be seen from the above technical solution that, during vehicle driving, the driving altitude corresponding to the vehicle and the engine speed are first acquired, and a target post-compression pressure of the turbocharger under the current driving condition is determined based on the same. The target post-compression pressure can be used to indicate the intake demand under the current driving condition. Because the valve body of the turbocharger wastegate valve is divided into a first valve chamber and a second valve chamber by the actuator diaphragm, a connecting pipeline is arranged on one side of the first valve chamber and used to connect the outlet of the compression end of the turbocharger, and a through hole is arranged on one side of the second valve chamber and connected with a constant pressure reducing valve and an air tank. The air tank is used to provide high-pressure gas, 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 pressure of the outlet of the turbocharger, and the other side of the actuator diaphragm is subjected to the pressure of the constant pressure gas. Therefore, after the target post-compression pressure is determined, the constant pressure reducing valve can be controlled to output the constant pressure gas according to the target post-compression pressure and the outlet pressure of the turbocharger, so as to flexibly control the output of the constant pressure gas according to the demand of the current driving condition, and adjust the force on both sides of the actuator diaphragm in this way. Accordingly, the actuator diaphragm can be controlled to move according to the pressure difference between the outlet pressure of the turbocharger and the pressure of the constant pressure gas, so as to adjust the opening degree of the turbocharger and adjust the opening degree to the target opening degree indicated by the target post-compression pressure, so as to meet the demand under the current driving condition.

[0086] Compared with the way of directly connecting the through hole with the atmosphere in the related art, because a route of gas is connected to the through hole in the present application and the constant pressure gas can be flexibly adjusted according to the actual demand, the force disturbance on the actuator diaphragm caused by the change of atmospheric pressure due to the change of driving altitude can be isolated, so as to avoid the problem that the turbocharger wastegate valve is opened too early due to the decrease of atmospheric pressure when driving at high altitude, and thus the driving condition at high altitude is taken into account. Moreover, because the constant pressure gas in the present application is controlled according to the actual demand under the current driving condition, the constant pressure gas can be controlled according to the demand for different driving conditions, so that the turbocharger wastegate valve can be controlled more accurately and the working reliability of the turbocharger is increased.

[0087] The control method of the turbocharger wastegate valve provided by the present application is described in detail through the above embodiments. In order to better understand, the present application also provides an engine power system diagram as shown in Figure 5

[0088] Air is compressed by the compression end of the turbocharger, and then the temperature of the air is adjusted by the intercooler, and then the air is sent into the engine to participate in the in-cylinder combustion 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 work.

[0089] ​Wherein, the exhaust bypass valve (i.e. turbocharger wastegate valve) is used to adjust the wastegate rate of the turbine end, so as to change the turbine end work, and finally affect the pressure after the pressure end. In Figure 5 In the example, the dashed line is used to indicate that the exhaust bypass valve directly acts on the turbine end, specifically to adjust the wastegate rate of the turbine end. And the high-pressure gas output from the gas tank is output as constant-pressure gas via the constant-pressure pressure reducing valve, and finally enters the second valve chamber of the turbocharger wastegate valve via the through hole to act on one side of the actuator diaphragm.

[0090] Based on this, based on the demand of the vehicle under the current driving (i.e. target pressure after pressure), the output constant-pressure gas is flexibly controlled to change the force on both sides of the actuator diaphragm, so as to control the opening of the turbocharger wastegate valve. After the opening is changed, the turbine end work is changed, and finally the pressure end is changed, so as to better meet the demand under the current driving condition, and different driving conditions can be considered, and the influence of altitude change is no longer considered.

[0091] It can be understood that it basically corresponds to the method embodiment, so the related part can be referred to the part of the method embodiment.

[0092] Figure 6 A structure diagram of a control device of a turbocharger wastegate valve provided for the embodiment of the application, the valve body of the turbocharger wastegate 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 the outlet of the pressure end of the turbocharger, the valve body is provided with a through hole on one side of the second valve chamber, and a constant-pressure pressure reducing valve and a gas tank are circumscribed at the through hole, the gas tank is used to provide high-pressure gas, the high-pressure gas is output as constant-pressure gas via the constant-pressure pressure reducing valve, the constant-pressure gas enters the second valve chamber via the through hole, and the device comprises 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 vehicle driving;

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

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

[0096] The control unit 603 is further configured to control the actuator diaphragm to move according to a pressure difference between the turbocharger outlet pressure and the compensation pressure, so as to adjust the opening degree of the turbocharger wastegate valve to the target opening degree.

[0097] In a possible implementation, the second valve chamber has a compression spring, and the acquisition unit is further configured to:

[0098] acquire a spring pre-tightening force corresponding to the compression spring;

[0099] The determination unit is further configured to determine the compensation pressure according to the target post-pressure, the turbocharger outlet pressure, and the spring pre-tightening force.

[0100] The control unit is further configured to:

[0101] control the constant pressure reducing valve to output the constant pressure gas according to the compensation pressure, wherein a pressure of the constant pressure gas acting on the actuator diaphragm is the compensation pressure.

[0102] control the actuator diaphragm to move according to a pressure difference between the turbocharger outlet pressure, the spring pre-tightening force, and the compensation pressure, so as to adjust the opening degree of the turbocharger wastegate valve to the target opening degree.

[0103] In a possible implementation, the determination 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 pre-tightening force, and F3 is used to represent the compensation pressure.

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

[0107] control the opening degree of the constant pressure reducing valve according to the compensation pressure, so as to output the high pressure gas as the constant pressure gas with the target gas pressure.

[0108] The determination unit is further configured to:

[0109]

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

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

[0112] According to the driving altitude and the engine speed, a target post-turbo pressure corresponding to the turbocharger under the current driving condition is determined by searching a preset calibration table, wherein the calibration table is used to indicate the relationship among the driving altitude, the engine speed, and the post-turbo pressure of the turbocharger.

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

[0114] acquire a current atmospheric pressure in which the vehicle is located during the driving;

[0115] determine the driving altitude corresponding to the vehicle according to the current atmospheric pressure.

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

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

[0118] As can be seen from the above technical solution, during the driving of the vehicle, the driving altitude corresponding to the vehicle and the engine speed are first acquired, and then the target post-turbo pressure corresponding to the turbocharger under the current driving condition is determined based on the driving altitude and the engine speed. The target post-turbo pressure can be used to indicate the intake demand under the current driving condition. Because the valve body of the wastegate valve of the turbocharger is divided into a first valve chamber and a second valve chamber by an actuator diaphragm, a connecting pipeline is arranged on one side of the first valve chamber and used to connect the outlet of the turbocharger, and a through hole is arranged on one side of the second valve chamber and connected with a constant pressure reducing valve and a gas tank outside the through hole. The gas tank is used to provide high-pressure gas, 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 outlet pressure of the turbocharger, and the other side of the actuator diaphragm is subjected to the pressure of the constant-pressure gas. Therefore, after the target post-turbo pressure is determined, the constant-pressure gas output by the constant pressure reducing valve can be controlled according to the target post-turbo pressure and the outlet pressure of the turbocharger, so as to flexibly control the output of the constant-pressure gas meeting the demand according to the demand under the current driving condition, so as to adjust 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 outlet pressure of the turbocharger and the pressure of the constant-pressure gas, so as to adjust the opening degree of the turbocharger and adjust the opening degree to the target opening degree indicated by the target post-turbo pressure, so as to meet the demand under the current driving condition.

[0119] Compared with the way of the through-hole directly passing through the atmosphere in the related art, the application is because a path of gas is circumscribed at the through-hole, and the constant pressure gas can be flexibly adjusted according to actual needs, so that the stress interference of the actuator diaphragm caused by the change of atmospheric pressure due to the change of driving altitude can be isolated, thereby avoiding the problem that the turbocharger blow-off valve is opened in advance due to the decrease of atmospheric pressure when driving at high altitude, so as to take into account the high-altitude driving condition. Moreover, because the constant pressure gas in the application is controlled according to the actual needs under the current driving condition, it can be controlled as needed for different driving conditions, so that the turbocharger blow-off valve can be controlled more accurately, and the working reliability of the turbocharger is increased.

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

[0121] The memory is configured to store program code and transmit the program code to the processor.

[0122] The processor is configured to execute the control method of the turbocharger blow-off valve provided in the above-mentioned embodiments according to instructions in the program code.

[0123] The computer device can comprise a terminal device or a server, and the control device of the turbocharger blow-off valve described above can be configured in the computer device.

[0124] In another aspect, an embodiment of the application further provides a storage medium for storing a computer program, and the computer program is configured to execute the control method of the turbocharger blow-off valve provided in the above-mentioned embodiments.

[0125] In addition, an embodiment of the application further provides a computer program product comprising instructions, which, when executed on a computer, cause the computer to execute the control method of the turbocharger blow-off valve provided in the above-mentioned embodiments.

[0126] Those skilled in the art can understand that all or part of the steps of the above-mentioned method embodiments can be completed by program instruction related hardware, and the foregoing program can be stored in a computer readable storage medium. When the program is executed, the steps of the above-mentioned method embodiments are executed. The storage medium can be at least one of the following media: read-only memory (ROM), random access memory (RAM), magnetic disk or optical disk, and various media that can store program codes.

[0127] For the device embodiment, since it basically corresponds to the method embodiment, the relevant part can be seen from the part of the method embodiment. The device embodiment described above is only illustrative, wherein the units described as separate components can or can not be physically separated, and the components displayed as units can or can not be physical units, i.e., can be located in one place or distributed on multiple network units. Part or all of the modules can be selected to achieve the purpose of the embodiment according to actual needs. Those skilled in the art can understand and implement it without creative labor.

[0128] It should be noted that, in this paper, the relationship terms such as "first" and "second" (if any) are only used 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 the entities or operations. Moreover, the terms "include", "contain" or any other variants thereof are intended to cover non-exclusive inclusion, so that the process, method, article or equipment including a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such process, method, article or equipment. Without more limitations, the element defined by the statement "including a" does not exclude the presence of other identical elements in the process, method, article or equipment including the element.

[0129] The above provides a control method and related device of a turbocharger bleed valve. The principle and implementation of the application are described by specific examples. The above description of the embodiments is only used to help understand the method of the application. For those skilled in the art, the specific implementation and application range of the method of the application can be changed.

[0130] In summary, the content of the specification should not be understood as a limitation of the application. Any skilled person in the art can easily think of changes or replacements within the technical scope disclosed by the application. Moreover, on the basis of the implementation of the above aspects, the application can be further combined to provide more implementation.

Claims

1. A method of controlling a turbocharger wastegate valve, characterized by, The valve body of the turbocharger wastegate valve is divided into a first valve chamber and a second valve chamber by an actuator diaphragm, one side of the valve body in the first valve chamber is provided with a connecting pipeline for connecting the pressure end outlet of the turbocharger, one side of the valve body in the second valve chamber is provided with a through hole, a constant pressure reducing valve and a gas tank are connected to the through hole, the gas tank is used to provide high pressure gas, the high pressure gas is output as constant pressure gas through the constant pressure reducing valve, the constant pressure gas enters the second valve chamber through the through hole, and the method comprises: During vehicle driving, the driving altitude corresponding to the vehicle is acquired, and the engine speed of the vehicle is acquired; According to the driving altitude and the engine speed, a target post-pressure corresponding to the turbocharger under the current driving condition is determined, the target post-pressure is used to indicate that the opening degree of the turbocharger wastegate valve is a target opening degree; According to the target post-pressure and the turbocharger outlet pressure acting on the actuator diaphragm, the constant pressure reducing valve outputs constant pressure gas; According to the pressure difference between the turbocharger outlet pressure and the pressure of the constant pressure gas acting on the actuator diaphragm, the actuator diaphragm is controlled to move, so that the opening degree of the turbocharger wastegate valve is adjusted to the target opening degree.

2. The method of claim 1, wherein, The second valve chamber has a compression spring, and according to the target post-pressure and the turbocharger outlet pressure acting on the actuator diaphragm, the constant pressure reducing valve outputs constant pressure gas, which comprises: The spring pre-tightening force corresponding to the compression spring is acquired; According to the target post-pressure, the turbocharger outlet pressure and the spring pre-tightening force, a compensation pressure is determined; According to the compensation pressure, the constant pressure reducing valve outputs the constant pressure gas, and the pressure of the constant pressure gas acting on the actuator diaphragm is the compensation pressure; According to the pressure difference between the turbocharger outlet pressure, the spring pre-tightening force and the compensation pressure, the actuator diaphragm is controlled to move, so that the opening degree of the turbocharger wastegate valve is adjusted to the target opening degree. The pressure difference is determined by the following formula:

3. The method of claim 2, wherein, ΔF = F1-(F2+F3) In the formula, ΔF represents the pressure difference, F1 represents the turbocharger outlet pressure, F2 represents the spring pre-tightening force, and F3 represents the compensation pressure. According to the compensation pressure, the constant pressure reducing valve outputs the constant pressure gas, which comprises:

4. The method of claim 3, wherein, According to the compensation pressure, the opening degree of the constant pressure reducing valve is controlled to output the high pressure gas as constant pressure gas with a target gas pressure; In the formula, P represents the target gas pressure, and S represents the area of the actuator diaphragm. ​ ​ 5. The method of claim 1, wherein, The target pressure after the turbocharger is determined according to the driving altitude and the engine speed in the current driving condition, and the method comprises the following steps: The target pressure after the turbocharger in the current driving condition is determined according to the driving altitude and the engine speed in the current driving condition, and the calibration table is used to indicate the relationship among the driving altitude, the engine speed, and the pressure after the turbocharger.

6. The method of claim 1, wherein, The driving altitude corresponding to the vehicle is obtained, and the method comprises the following steps: The current atmospheric pressure of the vehicle in the driving process is obtained; The driving altitude corresponding to the vehicle is determined according to the current atmospheric pressure.

7. The method of claim 1, wherein, The method further comprises the following steps: The engine torque of the vehicle is obtained; The target pressure after the turbocharger is determined according to the driving altitude and the engine speed in the current driving condition, and the method comprises the following steps: The target pressure after the turbocharger in 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 wastegate valve, characterized by The valve body of the turbocharger exhaust valve is divided into a first valve chamber and a second valve chamber by an actuator diaphragm, a connecting pipeline is arranged on one side of the valve body in the first valve chamber, and is used to connect the pressure end outlet of the turbocharger, a through hole is arranged on one side of the valve body in the second valve chamber, a constant pressure reducing valve and a gas tank are externally connected to the through hole, the gas 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 comprises an obtaining unit, a determining unit, and a control unit: The obtaining unit is used to obtain the driving altitude corresponding to the vehicle and the engine speed of the vehicle during the driving process of the vehicle; The determining unit is used to determine the target pressure after the turbocharger in the current driving condition according to the driving altitude and the engine speed, and the target pressure after the turbocharger is used to indicate that the opening degree of the turbocharger exhaust valve is a target opening degree; The control unit is used to control the constant pressure reducing valve to output constant-pressure gas according to the target pressure after the turbocharger and the turbocharger outlet pressure acting on the actuator diaphragm; The control unit is further used to control 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, so as to adjust the opening degree of the turbocharger exhaust valve to the target opening degree.

9. A computer device, comprising: 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 used to execute the method 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. 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 used to execute the method according to the instructions in the program code. The computer readable storage medium is used to store a computer program, and the computer program is used to execute the method.

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