Method, device and equipment for predicting intervention timing of end of boost closed loop and storage medium

Abstract

The application discloses a supercharging closed-loop ending intervention timing prediction method and device, equipment and storage medium, relates to the vehicle control technical field. The application obtains the throttle control parameter in real time and predicts the initial maintenance duration of the supercharging actuator when the supercharging control system parameter no longer meets the closed-loop enabling condition, and then combines the real-time change trend and quantity of the EGR rate to correct the predicted value, so as to accurately determine the intervention timing. This process not only improves the control accuracy and ensures the smooth transition from closed-loop control to open-loop control, but also adapts to different working conditions by dynamically adjusting the learning coefficient, thereby enhancing the stability of the system. In addition, the accurate control of the intervention timing reduces unnecessary fluctuations in engine performance, optimizes the driving experience, reduces harmful emissions, and improves fuel efficiency. Through the comprehensive consideration of these factors, the engine performance and environmental protection performance are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a method, device, equipment and storage medium for predicting the timing of boost closed-loop termination intervention. Background Technology

[0002] With increasing global focus on environmental protection and energy efficiency, modern automotive engine technology is facing severe challenges. To reduce emissions while maintaining or improving power performance, turbocharging and exhaust gas recirculation (EGR) technologies have been widely adopted and applied. How to precisely control these systems to ensure efficient and environmentally friendly engine operation under various conditions has become a crucial issue for the automotive industry.

[0003] In modern engines, turbocharging and EGR systems are key technologies for improving efficiency and reducing emissions. Turbocharging increases engine power output by increasing intake air volume, while EGR reduces nitrogen oxide emissions by reintroducing some exhaust gases into the intake system to lower combustion temperatures. However, integrating these two technologies presents new control challenges. Especially during the transition between turbocharging and closed-loop control, the system needs to precisely determine the intervention timing to ensure a smooth transition between the two control modes. This avoids abrupt changes in control parameters that could affect engine performance and driving smoothness. In turbocharging control systems, improper intervention timing can lead to drastic changes in engine performance, impacting the driving experience and potentially damaging the engine.

[0004] Therefore, determining the appropriate intervention timing during the transition from the engine's closed-loop control phase to the intervention control phase, thereby ensuring stability and smoothness during intervention control, is a pressing technical problem in this field. Solving this problem can significantly improve engine control precision, optimize driving performance, and simultaneously reduce emissions, meeting increasingly stringent environmental regulations. Summary of the Invention

[0005] The main objective of this application is to provide a method, apparatus, device, and storage medium for predicting the timing of intervention during the end of the boost closed-loop control phase. The aim is to solve the technical problem of how to determine the intervention timing during the transition between the engine boost closed-loop control phase and the intervention control phase, thereby ensuring the stability and smoothness of intervention control.

[0006] To achieve the above objectives, this application provides a method for predicting the timing of intervention at the end of the boost closed-loop system, the method comprising the following steps:

[0007] When the parameters of the boost control system do not meet the boost closed-loop enable conditions, obtain the throttle control parameters at the current moment.

[0008] Based on the throttle control parameters, the predicted initial maintenance duration of the boost actuator at the target opening degree is obtained;

[0009] Based on real-time engine parameters, the initial maintenance duration prediction value is corrected to obtain the maintenance duration prediction value.

[0010] Optionally, the boost closed-loop enabling condition includes:

[0011] If the compressor outlet target pressure of the boost control system is less than the lower limit of the boost pressure, or the engine speed is less than the preset speed, then the boost closed-loop enabling condition is not met.

[0012] Optionally, obtaining the throttle control parameters at the current moment includes:

[0013] Obtain the current actual pressure at the throttle valve outlet and inlet;

[0014] The ratio of the outlet pressure to the inlet pressure is obtained based on the actual outlet pressure and the actual inlet pressure.

[0015] The inlet / outlet pressure ratio, engine speed, and booster actuator target opening are used as the throttle control parameters at the current moment.

[0016] Optionally, obtaining the predicted initial maintenance duration of the boost actuator at the target opening based on the throttle control parameters includes:

[0017] The pressure difference between the outlet and inlet is obtained by comparing the actual outlet pressure with the actual inlet pressure.

[0018] Based on the pressure difference between the inlet and outlet, the pressure difference filtering coefficient is obtained;

[0019] The initial maintenance duration prediction value is obtained based on the pressure difference filter coefficient, engine speed, inlet / outlet pressure ratio, and maintenance duration prediction table.

[0020] Optionally, before obtaining the initial maintenance duration prediction value based on the pressure difference filter coefficient, engine speed, and inlet / outlet pressure ratio, the method further includes:

[0021] Obtain a test engine of the same specifications, and control the test engine to run at a preset target opening and preset speed, wherein the operation mode of the boost control system is a boost closed-loop control mode.

[0022] Once the test engine is running stably, the boost closed-loop control is stopped, and the throttle outlet pressure data and throttle inlet pressure data of the boost control system after the boost closed-loop control is exited are obtained.

[0023] Based on the throttle outlet pressure data and throttle inlet pressure data, test values ​​for the duration of maintenance at the preset target opening and preset speed are obtained.

[0024] Based on the preset target opening, preset rotation speed, and maintenance duration test values, a maintenance duration prediction table is obtained.

[0025] Optionally, obtaining the test value of the maintenance duration at a preset target opening and preset engine speed based on the throttle outlet pressure data and throttle inlet pressure data includes:

[0026] Based on the throttle outlet pressure data and throttle inlet pressure data, the outlet pressure change rate, inlet pressure change rate, and initial pressure difference are obtained.

[0027] Based on the initial pressure difference, determine the pressure change threshold;

[0028] When the rate of change of the outlet pressure and / or the rate of change of the inlet pressure are greater than the pressure change threshold, the maintenance duration test value is obtained based on the duration from the current time to the time when the pressure boosting closed-loop control stops.

[0029] Optionally, the step of correcting the initial sustain duration prediction value based on real-time engine parameters to obtain a sustain duration prediction value includes:

[0030] Based on the real-time engine parameters, the EGR rate change trend and EGR rate change amount within the preset sampling time period are obtained;

[0031] Based on the EGR rate change trend and the amount of EGR rate change, the maintenance duration learning coefficient is determined;

[0032] The initial maintenance duration prediction value is corrected based on the maintenance duration learning coefficient to obtain the maintenance duration prediction value.

[0033] Optionally, obtaining the EGR rate change trend and EGR rate change amount within a preset sampling time period based on the real-time engine parameters includes:

[0034] The engine speed is obtained based on the real-time engine parameters;

[0035] Based on the engine speed, determine the equivalent number of periods for the preset sampling time period;

[0036] When the boosting closed-loop enable condition is not met, the EGR rate within a preset sampling time period prior to that time point is obtained;

[0037] Based on the EGR rate within the preset sampling time period, the EGR rate change trend and the amount of EGR rate change are obtained.

[0038] Optionally, after correcting the initial maintenance duration prediction value based on the maintenance duration learning coefficient to obtain the maintenance duration prediction value, the method further includes:

[0039] Based on the initial maintenance duration prediction value and the maintenance duration prediction value, the correction change amount is obtained;

[0040] Based on the amount of correction change, the correction parameters for the maintenance duration learning coefficient are determined, and the correction parameters include the correction ratio and the data adjustment direction;

[0041] The maintenance duration learning coefficient is updated and adjusted according to the correction parameters to obtain the adjusted maintenance duration learning coefficient.

[0042] Optionally, determining the correction parameter for the maintenance duration learning coefficient based on the correction change amount includes:

[0043] If the amount of the correction change is greater than the first correction threshold, the maintenance duration learning coefficient will be reduced according to the first correction ratio.

[0044] If the amount of correction change is less than the second correction threshold, the maintenance duration learning coefficient will be increased according to the second correction ratio.

[0045] If the amount of correction change is less than the first correction threshold but greater than the second correction threshold, then the maintenance duration learning coefficient is adjusted according to the third correction ratio based on the sign of the amount of correction change.

[0046] Furthermore, to achieve the above objectives, this application also provides a device for predicting the timing of intervention at the end of a pressurized closed-loop system, the device comprising:

[0047] The data acquisition module is used to acquire the throttle control parameters at the current moment when the parameters of the boost control system do not meet the boost closed-loop enabling conditions.

[0048] The data processing module is used to obtain the predicted value of the initial maintenance duration of the boost actuator at the target opening degree based on the throttle control parameters.

[0049] The data processing module is also used to correct the initial maintenance duration prediction value based on real-time engine parameters to obtain the maintenance duration prediction value.

[0050] In addition, to achieve the above objectives, this application also provides a device for predicting the timing of intervention at the end of a pressurized closed-loop circuit. The device includes a memory, a processor, and a program for predicting the timing of intervention at the end of a pressurized closed-loop circuit stored in the memory and executable on the processor. The program for predicting the timing of intervention at the end of a pressurized closed-loop circuit is configured to implement the steps of the method for predicting the timing of intervention at the end of a pressurized closed-loop circuit as described above.

[0051] In addition, to achieve the above objectives, this application also provides a storage medium storing a boosted closed-loop termination intervention timing prediction program, which, when executed by a processor, implements the steps of the boosted closed-loop termination intervention timing prediction method described above.

[0052] This application obtains the throttle control parameters at the current moment when the parameters of the boost control system do not meet the boost closed-loop enabling conditions; based on the throttle control parameters, it obtains the initial maintenance duration prediction value of the boost actuator at the target opening; and based on the real-time engine parameters, it corrects the initial maintenance duration prediction value to obtain the maintenance duration prediction value.

[0053] In summary, this application precisely determines the intervention timing by acquiring throttle control parameters in real time and predicting the initial maintenance duration of the turbocharger actuator when the turbocharger control system parameters no longer meet the closed-loop enable conditions. This prediction is then corrected based on the real-time trend and magnitude of the EGR rate. This process not only improves control accuracy and ensures a smooth transition from closed-loop to open-loop control, but also enhances system stability by dynamically adjusting the learning coefficient to adapt to different operating conditions. Furthermore, precise control reduces unnecessary fluctuations in engine performance, optimizes the driving experience, and simultaneously reduces harmful emissions and improves fuel efficiency. These combined factors achieve a dual improvement in both engine performance and environmental performance. Attached Figure Description

[0054] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0055] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0056] Figure 1 A flowchart illustrating the first embodiment of the method for predicting the timing of intervention at the end of the pressurized closed loop in this application;

[0057] Figure 2 A flowchart illustrating the second embodiment of the method for predicting the timing of intervention at the end of the pressurized closed loop in this application;

[0058] Figure 3 A flowchart illustrating the third embodiment of the method for predicting the timing of intervention at the end of the pressurized closed loop in this application;

[0059] Figure 4This is a schematic diagram of the functional modules of the pressure-boosting closed-loop intervention timing prediction device of this application.

[0060] Figure 5 This is a schematic diagram of the structure of the terminal device in the hardware operating environment involved in the embodiments of this application.

[0061] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0062] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0063] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0064] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device capable of performing the above functions, such as a pressure-boosting closed-loop termination intervention timing prediction device. The following description uses a pressure-boosting closed-loop termination intervention timing prediction device as an example to illustrate this embodiment and the subsequent embodiments.

[0065] This application provides a method for predicting the timing of intervention at the end of a pressurized closed-loop system, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of this application.

[0066] In this embodiment, the method for predicting the timing of intervention at the end of the pressurization closed loop includes:

[0067] Step S10: When the parameters of the boost control system do not meet the boost closed-loop enable conditions, obtain the throttle control parameters at the current moment.

[0068] It should be noted that the boost closed-loop enabling conditions here refer to: the compressor outlet target pressure of the turbocharger assembly being greater than the minimum boost pressure; the engine speed being greater than the preset speed value; and the electronic pressure relief valve of the turbocharger assembly not being open. Only when all three conditions are met simultaneously can the current boost control system parameters be considered to meet the boost closed-loop enabling conditions, meaning that the current boost control system has not yet left the boost closed-loop control stage.

[0069] Understandably, if any of the above conditions are not met, the turbocharger system can be considered to be operating based on system inertia. In this case, the system needs to predict and determine an appropriate intervention time in a timely manner to ensure a smooth transition between the end of the turbocharger closed-loop control and the intervention of a new control strategy. In this situation, system inertia may lead to a decrease in control accuracy and fluctuations in engine performance; therefore, accurately predicting the intervention time becomes particularly important.

[0070] It should be understood that by monitoring throttle control parameters in real time, including throttle inlet and outlet pressures, engine speed, and the target opening of the turbocharger actuator, the system can assess the current operating state and predict the initial holding time of the turbocharger actuator at the target opening. Combining the trend and magnitude of EGR rate changes, the system further refines the predicted values ​​to adapt to the real-time changing engine conditions. This dynamic prediction and correction mechanism based on real-time data enables the system to more accurately determine when intervention control is needed, thereby adjusting the control strategy promptly at the end of the turbocharger closed-loop control to ensure the engine continues to operate with optimal performance and minimum emissions.

[0071] Step S20: Based on the throttle control parameters, obtain the predicted initial maintenance duration of the boost actuator at the target opening.

[0072] It should be noted that the predicted initial holding time of the booster actuator at the target opening refers to the holding time of the current booster actuator opening when it is still maintained at the target opening of the actuator when it is out of closed-loop control. That is, the total holding time of the actuator target opening in the last sampling cycle of the booster closed-loop condition. The initial value of this time starts from the first sampling cycle when the booster closed-loop condition is not met.

[0073] It is understandable that the duration of the boost actuator's operation is based on the current control parameters and engine status, which is equivalent to a specific result of a complex system operating under certain initial conditions. In this embodiment, multiple throttle control parameters are used to indirectly estimate the duration for which the boost actuator can maintain a stable working state at the target opening, thereby determining the most suitable time point for intervention control.

[0074] It should be understood that the throttle control parameters affecting the duration of operation include the actual throttle outlet pressure, actual inlet pressure, engine speed, and the target opening of the turbocharger actuator at the moment of turbocharger closed-loop control exit. These parameters collectively determine the duration for which the turbocharger actuator can maintain a stable operating state at the current opening. The ratio of the actual throttle outlet pressure to the actual inlet pressure reflects the throttle's flow characteristics and current intake efficiency. Changes in this pressure ratio directly affect the target opening that the turbocharger actuator needs to maintain to preserve the required intake pressure. Engine speed affects the intake volume and combustion... Efficiency is a key factor, so the engine's intake pressure requirement varies at different speeds. The predicted duration of the pressure maintenance needs to be adjusted based on the current speed. Understandably, with the same set of throttle parameters, the duration of pressure maintenance is the same when the turbocharger closed-loop control exits, and it can be calibrated individually through bench testing. Therefore, the initial duration of pressure maintenance is obtained based on the initial settings of the above parameters when the turbocharger closed-loop control exits and the calibration test on the engine bench. After obtaining the initial results, the predicted duration needs to be further optimized and adjusted based on other parameters.

[0075] Step S30: Based on the real-time engine parameters, correct the initial maintenance duration prediction value to obtain the maintenance duration prediction value.

[0076] It should be noted that the initial sustain duration prediction is corrected using real-time engine parameters to obtain a more accurate sustain duration prediction.

[0077] In one embodiment, the step of correcting the initial maintenance duration prediction value based on real-time engine parameters to obtain a maintenance duration prediction value includes: obtaining the EGR rate change trend and EGR rate change amount within a preset sampling time period based on the real-time engine parameters; determining a maintenance duration learning coefficient based on the EGR rate change trend and EGR rate change amount; and correcting the initial maintenance duration prediction value based on the maintenance duration learning coefficient to obtain a maintenance duration prediction value.

[0078] Understandably, after exiting the turbocharger closed-loop control, the trend and magnitude of EGR (Exhaust Gas Recirculation) rate changes are of significant importance in engine management. The EGR rate change is calculated by taking the difference between the maximum and minimum EGR rates over multiple sampling periods near the current moment. The EGR trend is determined by the order in which the maximum and minimum EGR rates occur over these sampling periods. If the maximum EGR rate occurs later than the minimum, the change is positive; if the maximum occurs earlier, the change is negative. The sign and magnitude of the EGR rate change are used to update the predicted maintenance time.

[0079] In one embodiment, obtaining the EGR rate change trend and EGR rate change amount within a preset sampling time period based on the real-time engine parameters includes: obtaining the engine speed based on the real-time engine parameters; determining the equivalent number of cycles within the preset sampling time period based on the engine speed; when the boost closed-loop enabling condition is not met, obtaining the EGR rate within the preset sampling time period before that time point; and obtaining the EGR rate change trend and EGR rate change amount based on the EGR rate within the preset sampling time period.

[0080] It should be understood that the number of cycles in the overall sampling duration is determined by the engine speed. Because the EGR pipeline is relatively long, the EGR rate reacts slowly to the pressure. The higher the engine speed, the longer the overall sampling duration must be to maintain data accuracy, which means the larger the equivalent number of cycles in the sampling time period. For example, when the engine speed is 1000 rpm, the sampling time period spans 4 cycles, with each cycle being a preset value of 10 ms. When the engine speed is 2500 rpm, the sampling time period spans 6 cycles. This method ensures that changes in the EGR rate can be accurately monitored.

[0081] In one embodiment, after correcting the initial maintenance duration prediction value based on the maintenance duration learning coefficient to obtain a maintenance duration prediction value, the method further includes: obtaining a correction change amount based on the initial maintenance duration prediction value and the maintenance duration prediction value; determining a correction parameter for the maintenance duration learning coefficient based on the correction change amount, the correction parameter including a correction ratio and a data adjustment direction; and updating and adjusting the maintenance duration learning coefficient based on the correction parameter to obtain an adjusted maintenance duration learning coefficient.

[0082] It should be noted that using a maintenance duration learning coefficient to correct the initial maintenance duration prediction is to obtain a more accurate maintenance duration prediction. The principle of correction is to adjust the learning coefficient based on the deviation between the actual and predicted maintenance duration values ​​for each time. The learning coefficient is a coefficient for predicting the duration and is used to adjust the prediction duration result each time. Since the condition of a vehicle changes with usage, predictions using the factory-set prediction duration table will gradually become inaccurate with the increase in years of use. Therefore, setting a learning coefficient and gradually adjusting it according to the magnitude of each deviation can maintain the approximation between the predicted duration and the actual maintenance duration for a longer period of time.

[0083] In one embodiment, after correcting the initial maintenance duration prediction value based on the maintenance duration learning coefficient to obtain a maintenance duration prediction value, the method further includes: obtaining a correction change amount based on the initial maintenance duration prediction value and the maintenance duration prediction value; if the correction change amount is greater than a first correction threshold, then the maintenance duration learning coefficient is lowered according to a first correction ratio; if the correction change amount is less than a second correction threshold, then the maintenance duration learning coefficient is raised according to a second correction ratio; if the correction change amount is less than the first correction threshold and greater than the second correction threshold, then the maintenance duration learning coefficient is adjusted according to a third correction ratio based on the sign of the correction change amount.

[0084] It should be noted that the formula for the correction process is: tcorrected = toriginal * (1 + rt). Since the conditions for each vehicle exiting closed-loop control are different, a maintenance duration learning coefficient rt is added to the original control logic. The learning behavior of the maintenance duration learning coefficient rt is as follows: If tcorrected - toriginal is greater than the preset value (0.5s in this example, indicating that the ignition angle efficiency adjustment is too large and easily causes ignition), and the number of consecutive occurrences (initially 0, which can be saved after the vehicle is powered off) exceeds the preset value (5 in this example), it indicates that the influence of ignition angle efficiency is causing the duration t to continuously increase. To avoid pressure fluctuations during ignition angle efficiency adjustment, the self-learning state of time t is set to upward learning state one, meaning rt needs to increase proportionally. Similarly, when the influence of ignition angle efficiency causes the duration t to continuously decrease, it needs to decrease proportionally. When the difference between the correction result and the original result is not significant, the change in the learning rate can be adjusted by a small percentage.

[0085] This application obtains the throttle control parameters at the current moment when the parameters of the boost control system do not meet the boost closed-loop enabling conditions; based on the throttle control parameters, it obtains the initial maintenance duration prediction value of the boost actuator at the target opening; and based on the real-time engine parameters, it corrects the initial maintenance duration prediction value to obtain the maintenance duration prediction value.

[0086] In summary, this application precisely determines the intervention timing by acquiring throttle control parameters in real time and predicting the initial maintenance duration of the turbocharger actuator when the turbocharger control system parameters no longer meet the closed-loop enable conditions. This prediction is then corrected based on the real-time trend and magnitude of the EGR rate. This process not only improves control accuracy and ensures a smooth transition from closed-loop to open-loop control, but also enhances system stability by dynamically adjusting the learning coefficient to adapt to different operating conditions. Furthermore, precise control reduces unnecessary fluctuations in engine performance, optimizes the driving experience, and simultaneously reduces harmful emissions and improves fuel efficiency. These combined factors achieve a dual improvement in both engine performance and environmental performance.

[0087] Reference Figure 2 , Figure 2 This is a flowchart illustrating the second embodiment of the method for predicting the timing of intervention at the end of the pressurized closed loop in this application. Based on the first embodiment described above, a second embodiment of the method for predicting the timing of intervention at the end of the pressurized closed loop in this application is proposed.

[0088] In this embodiment, step S20 includes:

[0089] Step S201: Obtain the pressure difference between the outlet and inlet based on the actual outlet pressure and the actual inlet pressure.

[0090] Understandably, the inlet and outlet pressure difference directly reflects the degree of throttle control over airflow. A larger pressure difference usually means that the throttle is throttled more, airflow is restricted, and the duration of this restriction will be longer. Conversely, a smaller pressure difference means that the throttle is more open, airflow is greater, and the duration of this restriction will be shorter. On the other hand, as the sampling time progresses, the trend of the inlet and outlet pressure difference in adjacent sampling periods reflects the combustion efficiency and stability of the engine under constant control parameters. Generally speaking, a stable pressure difference trend usually indicates good combustion control.

[0091] Step S202: Obtain the pressure difference filtering coefficient based on the inlet and outlet pressure difference.

[0092] It should be noted that the pressure difference filtering coefficient is calculated based on the pressure difference between the inlet and outlet. This coefficient is used to smooth the impact of pressure changes on the duration of the target opening of the booster actuator. Through filtering, control errors caused by pressure fluctuations can be reduced, improving the accuracy and stability of control.

[0093] It is understandable that the filtering equation in this embodiment is:

[0094] P AfThrErrFilter (N) = K AftThrErr *[P AfThrErr (N)-P AfThrErr [(N-1)]+P AfThrErr (N-1);

[0095] It should be understood that N represents the number of cycles from the start of exiting closed-loop control to the current moment, where P AfThrErr (N) represents the filtered pressure difference in the Nth sampling period. Similarly, P AfThrErr (N-1) represents the filtered pressure difference in the (N-1)th sampling period, while P AfThrErrFilter (N) is P AfThrErr (N) is the pressure difference after first-order low-pass filtering; therefore, K in the above formula... AftThrErr This is the pressure difference filter coefficient.

[0096] in, .

[0097] In the above formula, n is the engine speed, and k AftThrErr Set the value for the filter coefficients. This value can be adjusted manually. In this embodiment, the sampling period is 10ms, and k AftThrErr Take 0.25. Based on this, the correction amount for the pressure difference by the first-order filter should not exceed P. AfThrErrFilter Within the preset ratio of (N), for example, the upper limit of the correction should be 0.1 times the original value. Whether the correction is upward or downward, it should not exceed this ratio.

[0098] Step S203: Based on the pressure difference filter coefficient, engine speed, and inlet / outlet pressure ratio, obtain the predicted value of the initial maintenance duration.

[0099] It should be noted that, since this embodiment determines the specific calibrated maintenance duration by the ratio of engine speed to inlet and outlet pressure, the initial maintenance duration prediction value can be obtained by combining the pressure difference filtering coefficient calculated in real-time sampling.

[0100] Understandably, the pressure difference filtering coefficient is obtained by real-time sampling and filtering of the pressure difference between the engine inlet and outlet, reflecting the engine's pressure variation characteristics under different operating conditions. This coefficient is introduced to make the prediction of the duration of pressure maintenance more accurate and adaptable to the actual needs of the engine under different operating conditions. Its function is to smooth noise in the real-time data and extract useful trend information. The calculation of this coefficient needs to consider the temporal characteristics and variation patterns of the data to ensure that the filtered data can truly reflect the actual operating conditions of the engine.

[0101] It should be understood that the initial maintenance duration prediction is calculated based on current real-time data, meaning that the prediction will be dynamically adjusted as engine operating conditions change. This dynamic adjustment mechanism is key to ensuring that the engine maintains optimal performance under different operating conditions.

[0102] This embodiment first obtains the pressure difference between the outlet and inlet based on the actual outlet pressure and the actual inlet pressure; then obtains a pressure difference filtering coefficient based on the pressure difference; and finally obtains the predicted initial maintenance duration based on the pressure difference filtering coefficient, engine speed, and the inlet / outlet pressure ratio.

[0103] In summary, by calculating the actual pressure difference between the engine outlet and inlet, the pressure difference value is obtained. This difference directly reflects the degree of control the throttle body has over airflow, thus affecting the engine's combustion efficiency and stability. Then, a pressure difference filter coefficient is used to smooth pressure changes, reducing control errors caused by pressure fluctuations and improving control accuracy and stability. Finally, by combining the pressure difference filter coefficient, engine speed, and the inlet / outlet pressure ratio, a predicted initial hold-up duration is calculated. This predicted value can be dynamically adjusted to adapt to the engine's intervention timing under different operating conditions. This allows the engine management system to more accurately predict and adjust the timing of the turbocharger closed-loop termination, ensuring optimal combustion efficiency and power output under various operating conditions.

[0104] Reference Figure 3 , Figure 3 This is a flowchart illustrating the third embodiment of the method for predicting the timing of intervention at the end of the pressurized closed loop in this application. Based on the first embodiment described above, a third embodiment of the method for predicting the timing of intervention at the end of the pressurized closed loop in this application is proposed.

[0105] In this embodiment, before step S10, the method further includes:

[0106] Step S001: Obtain a test engine of the same specifications and control the test engine to run at a preset target opening and a preset speed.

[0107] It should be noted that in this embodiment, it is necessary to quantitatively obtain the duration for which the system maintains stability under the target speed and opening degree of the song using a test bench. First, an engine of the same specifications as that in this system is installed on the test bench. The engine's operating parameters are adjusted by the control system to reach the preset target opening degree (the opening degree of the booster actuator) and speed. This is to simulate specific working conditions in actual operation. Then, the intervention of the control program is paused, and the duration for which the system maintains stability under the current speed and opening degree is timed to obtain the maintenance duration test result.

[0108] Understandably, before the booster closed-loop control is turned off, closed-loop control is the system's pressure management mode most of the time. This means that the system will adjust the actuator's actions based on real-time feedback (such as data from pressure sensors) to maintain the pressure within the set target range.

[0109] Step S002: When the test engine is running stably, stop the boost closed-loop control and obtain the throttle outlet pressure data and throttle inlet pressure data of the boost control system after the boost closed-loop control is exited.

[0110] It should be noted that once the engine is running stably at the set target opening and speed, the boost closed-loop control will stop. After the boost closed-loop control is disengaged, the pressure data at the throttle outlet and inlet are recorded. This data will be used for subsequent analysis to determine the stability changes of the system after the control is disengaged.

[0111] Step S003: Based on the throttle outlet pressure data and throttle inlet pressure data, obtain the test values ​​of the maintenance time at the preset target opening and preset speed.

[0112] It should be noted that by analyzing the pressure data at the throttle outlet and inlet, key parameters such as pressure difference and pressure change rate can be calculated. These parameters are important indicators for evaluating system stability.

[0113] In one embodiment, obtaining the maintenance duration test value at a preset target opening and preset speed based on the throttle outlet pressure data and throttle inlet pressure data includes: obtaining the outlet pressure change rate, inlet pressure change rate, and initial pressure difference based on the throttle outlet pressure data and throttle inlet pressure data; determining a pressure change threshold based on the initial pressure difference; and obtaining the maintenance duration test value based on the duration from the current time to the time when the boost closed-loop control stops, when the outlet pressure change rate and / or inlet pressure change rate is greater than the pressure change threshold.

[0114] Understandably, the criterion for judging whether the system remains stable is the rate of change of bilateral pressure over a short period of time, i.e., the pressure change rate. The pressure change rate is objectively related to the pressure difference when the closed-loop control ends. Therefore, in this embodiment, the initial pressure difference is used to determine the pressure change threshold and monitor the pressure change rate at the outlet and inlet. If either pressure change rate exceeds the previously set pressure change threshold, it indicates that the system may be experiencing an unstable state.

[0115] It should be understood that the rate of change of pressure is an important indicator for measuring system stability. In a booster control system, the rate of change of outlet and inlet pressure in a short period of time can reflect the system's response to disturbances. The initial pressure difference is the initial pressure difference at the end of the closed-loop control, which provides a benchmark for determining the pressure change threshold. The pressure change threshold is set based on the initial pressure difference and is used to judge whether the pressure change is within an acceptable range. If the rate of change of pressure exceeds this threshold, the system may not be able to maintain stability.

[0116] Step S004: Based on the preset target opening degree, preset rotation speed, and maintenance duration test value, obtain the maintenance duration prediction table.

[0117] Understandably, by integrating the maintenance duration data obtained from the aforementioned tests with the corresponding preset target opening degree and speed, a prediction table can be created to quickly predict and adjust the duration for which the system remains stable under different operating conditions, thereby optimizing the control strategy and improving the stability and performance of the entire booster system.

[0118] This embodiment first obtains a test engine of the same specifications and controls it to operate at a preset target opening and preset speed. The boost control system operates in a boost closed-loop control mode. Once the test engine is running stably, the boost closed-loop control is stopped, and the throttle outlet pressure data and throttle inlet pressure data of the boost control system after the boost closed-loop control is terminated are obtained. Based on the throttle outlet pressure data and throttle inlet pressure data, the maintenance duration test value at the preset target opening and preset speed is obtained. Based on the preset target opening, preset speed, and maintenance duration test value, a maintenance duration prediction table is obtained.

[0119] In summary, the maintenance duration prediction table obtained through the above testing process in this embodiment significantly improves the design and operational efficiency of the boost control system: it enables engineers to quickly predict and adjust the time required for the system to maintain stability at specific target opening and speed, thereby optimizing control parameters and improving system stability; at the same time, the prediction table also provides a basis for fault diagnosis, reduces debugging time in actual operation, ensures the reliability and performance of the system under changing environments and operating conditions, and ultimately achieves improved cost-effectiveness and driving experience.

[0120] Reference Figure 4 This application also provides a device for predicting the timing of intervention at the end of a pressurized closed-loop system, the device comprising:

[0121] The data acquisition module 10 is used to acquire the throttle control parameters at the current moment when the parameters of the boost control system do not meet the boost closed-loop enabling conditions.

[0122] Data processing module 20 is used to obtain the predicted value of the initial maintenance duration of the boost actuator at the target opening degree based on the throttle control parameters.

[0123] The data processing module 20 is further configured to correct the initial maintenance duration prediction value based on real-time engine parameters to obtain the maintenance duration prediction value.

[0124] In one embodiment, the data processing module 20 is further configured to consider the boosting closed-loop enabling condition as not being met if the compressor outlet target pressure of the boosting control system is less than the lower limit of the boosting pressure or the engine speed is less than the preset speed.

[0125] In one embodiment, the data acquisition module 10 is further configured to acquire the actual pressure at the throttle outlet and the actual pressure at the inlet of the throttle at the current moment; obtain the inlet-outlet pressure ratio based on the actual pressure at the outlet and the actual pressure at the inlet; and use the inlet-outlet pressure ratio, engine speed, and target opening of the boost actuator as the throttle control parameters at the current moment.

[0126] In one embodiment, the data processing module 20 is further configured to obtain the pressure difference between the outlet and inlet based on the actual outlet pressure and the actual inlet pressure; obtain a pressure difference filtering coefficient based on the pressure difference; and obtain the predicted initial maintenance duration based on the pressure difference filtering coefficient, engine speed, and the ratio of the outlet and inlet pressures.

[0127] In one embodiment, the data processing module 20 is further configured to acquire a test engine of the same specifications, control the test engine to operate at a preset target opening and a preset speed, wherein the operation mode of the boost control system is a boost closed-loop control mode; when the test engine is running stably, the boost closed-loop control is terminated, and the throttle outlet pressure data and throttle inlet pressure data of the boost control system after the boost closed-loop control is terminated are acquired; based on the throttle outlet pressure data and throttle inlet pressure data, the maintenance duration test value at the preset target opening and preset speed is obtained; based on the preset target opening, preset speed, and maintenance duration test value, a maintenance duration prediction table is obtained.

[0128] In one embodiment, the data processing module 20 is further configured to obtain the outlet pressure change rate, the inlet pressure change rate, and the initial pressure difference based on the throttle outlet pressure data and the throttle inlet pressure data; determine the pressure change threshold based on the initial pressure difference; and when the outlet pressure change rate and / or the inlet pressure change rate are greater than the pressure change threshold, obtain the maintenance duration test value based on the duration from the current time to the time when the boost closed-loop control stops.

[0129] In one embodiment, the data processing module 20 is further configured to obtain the EGR rate change trend and EGR rate change amount within a preset sampling time period based on the real-time engine parameters; determine the maintenance duration learning coefficient based on the EGR rate change trend and EGR rate change amount; and correct the initial maintenance duration prediction value based on the maintenance duration learning coefficient to obtain the maintenance duration prediction value.

[0130] In one embodiment, the data processing module 20 is further configured to: obtain engine speed based on the real-time engine parameters; determine the equivalent number of cycles for a preset sampling time period based on the engine speed; obtain the EGR rate within a preset sampling time period prior to the time point when the boost closed-loop enable condition is not met; and obtain the EGR rate change trend and EGR rate change amount based on the EGR rate within the preset sampling time period.

[0131] In one embodiment, the data processing module 20 is further configured to obtain a correction change amount based on the initial maintenance duration prediction value and the maintenance duration prediction value; determine a correction parameter for the maintenance duration learning coefficient based on the correction change amount, the correction parameter including a correction ratio and a data adjustment direction; and update and adjust the maintenance duration learning coefficient based on the correction parameter to obtain an adjusted maintenance duration learning coefficient.

[0132] In one embodiment, the data processing module 20 is further configured to obtain a correction change based on the initial maintenance duration prediction value and the maintenance duration prediction value; if the correction change is greater than a first correction threshold, the maintenance duration learning coefficient is lowered according to a first correction ratio; if the correction change is less than a second correction threshold, the maintenance duration learning coefficient is raised according to a second correction ratio; if the correction change is less than the first correction threshold and greater than the second correction threshold, the maintenance duration learning coefficient is adjusted according to a third correction ratio based on the sign of the correction change.

[0133] This application also provides a device for predicting the timing of intervention at the end of a pressurized closed-loop circuit. The device includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, which are executed by the at least one processor to enable the at least one processor to perform the pressurized closed-loop intervention timing prediction method described in Embodiment 1 above.

[0134] The following is for reference. Figure 5 This document illustrates a structural schematic diagram of a device suitable for implementing the pressure-boosting closed-loop termination intervention timing prediction device in the embodiments of this application. The pressure-boosting closed-loop termination intervention timing prediction device in the embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 5The illustrated boost closed-loop termination intervention timing prediction device is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0135] like Figure 5 As shown, the boost-loop termination intervention timing prediction device may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the boost-loop termination intervention timing prediction device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the booster closed-loop termination intervention timing prediction device to communicate wirelessly or wiredly with other devices to exchange data. Although booster closed-loop termination intervention timing prediction devices with various systems are shown in the figures, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems can be implemented alternatively.

[0136] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0137] The boost closed-loop termination intervention timing prediction device provided in this application, employing the boost closed-loop termination intervention timing prediction method in the above embodiments, can solve the technical problem in the art of determining the intervention timing during the transition between the engine charging closed-loop control stage and the intervention control stage, thereby ensuring the stability and smoothness of intervention control. Compared with the prior art, the beneficial effects of the boost closed-loop termination intervention timing prediction device provided in this application are the same as those of the boost closed-loop termination intervention timing prediction method provided in the above embodiments, and other technical features in this boost closed-loop termination intervention timing prediction device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0138] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0139] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0140] This application also provides a storage medium storing a boosted closed-loop termination intervention timing prediction program, which, when executed by a processor, implements the steps of the boosted closed-loop termination intervention timing prediction method described in any one of the above descriptions.

[0141] The storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of storage media may include, but are not limited to: electrical connections with one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0142] The aforementioned storage medium may be included in the pressure-boosting closed-loop termination intervention timing prediction device; or it may exist independently and not be assembled into the pressure-boosting closed-loop termination intervention timing prediction device.

[0143] The aforementioned computer-readable storage medium carries one or more programs. When these programs are executed by the boost closed-loop termination intervention timing prediction device, the boost closed-loop termination intervention timing prediction device: when the boost control system parameters do not meet the boost closed-loop enabling conditions, acquires the throttle control parameters at the current moment; obtains the initial maintenance duration prediction value of the boost actuator at the target opening based on the throttle control parameters; and corrects the initial maintenance duration prediction value based on real-time engine parameters to obtain the maintenance duration prediction value.

[0144] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0145] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0146] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0147] The storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described method for predicting the timing of intervention at the end of the boost closed-loop control phase. This method solves the technical problem of determining the intervention timing during the transition between the engine charging closed-loop control phase and the intervention control phase, thereby ensuring stability and smoothness during intervention control. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the boost closed-loop intervention timing prediction method provided in the above embodiments, and will not be repeated here.

[0148] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A method for predicting the timing of intervention at the end of a pressurized closed-loop system, characterized in that, The method for predicting the timing of intervention at the end of the pressurization closed loop includes: When the parameters of the boost control system do not meet the boost closed-loop enable conditions, obtain the throttle control parameters at the current moment. Based on the throttle control parameters, the predicted initial holding time of the boost actuator at the target opening is obtained; The initial sustain duration prediction value is corrected based on the real-time engine parameters to obtain the sustain duration prediction value. The step of correcting the initial sustain duration prediction value based on real-time engine parameters to obtain the sustain duration prediction value includes: Based on the real-time engine parameters, the EGR rate change trend and EGR rate change amount within the preset sampling time period are obtained; Based on the EGR rate change trend and the amount of EGR rate change, the maintenance duration learning coefficient is determined; The initial maintenance duration prediction value is corrected based on the maintenance duration learning coefficient to obtain the maintenance duration prediction value.

2. The method for predicting the timing of intervention at the end of the pressurization closed loop according to claim 1, characterized in that, The boost closed-loop enabling conditions include: If the compressor outlet target pressure of the boost control system is less than the lower limit of the boost pressure, or the engine speed is less than the preset speed, then the boost closed-loop enabling condition is not met.

3. The method for predicting the timing of intervention at the end of the pressurization closed loop according to claim 1, characterized in that, The process of obtaining the current throttle control parameters includes: Obtain the current actual pressure at the throttle valve outlet and inlet; The ratio of the outlet pressure to the inlet pressure is obtained based on the actual outlet pressure and the actual inlet pressure. The inlet / outlet pressure ratio, engine speed, and booster actuator target opening are used as the throttle control parameters at the current moment.

4. The method for predicting the timing of intervention at the end of the pressurization closed loop according to claim 1, characterized in that, The step of obtaining the predicted initial maintenance duration of the boost actuator at the target opening based on the throttle control parameters includes: The pressure difference between the outlet and inlet is obtained by comparing the actual outlet pressure with the actual inlet pressure. Based on the pressure difference between the inlet and outlet, the pressure difference filtering coefficient is obtained; The initial maintenance duration prediction value is obtained based on the pressure difference filter coefficient, engine speed, inlet / outlet pressure ratio, and maintenance duration prediction table.

5. The method for predicting the timing of intervention at the end of the pressurization closed loop according to claim 4, characterized in that, Before obtaining the initial maintenance duration prediction value based on the pressure difference filter coefficient, engine speed, and inlet / outlet pressure ratio, the method further includes: Obtain a test engine of the same specifications, and control the test engine to run at a preset target opening and preset speed, wherein the operation mode of the boost control system is a boost closed-loop control mode. Once the test engine is running stably, the boost closed-loop control is stopped, and the throttle outlet pressure data and throttle inlet pressure data of the boost control system after the boost closed-loop control is exited are obtained. Based on the throttle outlet pressure data and throttle inlet pressure data, test values ​​for the duration of maintenance at the preset target opening and preset speed are obtained. Based on the preset target opening, preset rotation speed, and maintenance duration test values, a maintenance duration prediction table is obtained.

6. The method for predicting the timing of intervention at the end of the pressurization closed loop according to claim 5, characterized in that, The step of obtaining the test values ​​for the duration of maintenance at a preset target opening and preset engine speed based on the throttle outlet pressure data and throttle inlet pressure data includes: Based on the throttle outlet pressure data and throttle inlet pressure data, the outlet pressure change rate, inlet pressure change rate, and initial pressure difference are obtained. Based on the initial pressure difference, determine the pressure change threshold; When the rate of change of the outlet pressure and / or the rate of change of the inlet pressure are greater than the pressure change threshold, the maintenance duration test value is obtained based on the duration from the current time to the time when the pressure boosting closed-loop control stops.

7. The method for predicting the timing of intervention at the end of the pressurization closed loop according to claim 1, characterized in that, The step of obtaining the EGR rate change trend and EGR rate change amount within a preset sampling time period based on the real-time engine parameters includes: The engine speed is obtained based on the real-time engine parameters; Based on the engine speed, determine the equivalent number of periods for the preset sampling time period; When the boosting closed-loop enable condition is not met, the EGR rate within a preset sampling time period prior to that time point is obtained; Based on the EGR rate within the preset sampling time period, the EGR rate change trend and the amount of EGR rate change are obtained.

8. The method for predicting the timing of intervention at the end of the pressurization closed loop according to claim 1, characterized in that, After correcting the initial maintenance duration prediction value based on the maintenance duration learning coefficient to obtain the maintenance duration prediction value, the method further includes: Based on the initial maintenance duration prediction value and the maintenance duration prediction value, the correction change amount is obtained; Based on the amount of correction change, the correction parameters for the maintenance duration learning coefficient are determined, and the correction parameters include the correction ratio and the data adjustment direction; The maintenance duration learning coefficient is updated and adjusted according to the correction parameters to obtain the adjusted maintenance duration learning coefficient.

9. The method for predicting the timing of intervention at the end of the pressurization closed loop according to claim 8, characterized in that, The step of determining the correction parameter for the maintenance duration learning coefficient based on the correction change amount includes: If the amount of the correction change is greater than the first correction threshold, the maintenance duration learning coefficient will be reduced according to the first correction ratio. If the amount of correction change is less than the second correction threshold, the maintenance duration learning coefficient will be increased according to the second correction ratio. If the amount of correction change is less than the first correction threshold but greater than the second correction threshold, then the maintenance duration learning coefficient is adjusted according to the third correction ratio based on the sign of the amount of correction change.

10. A device for predicting the timing of intervention at the end of a pressurized closed-loop circuit, characterized in that, The device for predicting the timing of intervention at the end of the pressurization closed loop includes: The data acquisition module is used to acquire the throttle control parameters at the current moment when the parameters of the boost control system do not meet the boost closed-loop enabling conditions. The data processing module is used to obtain the predicted value of the initial maintenance duration of the boost actuator at the target opening degree based on the throttle control parameters. The data processing module is also used to correct the initial maintenance duration prediction value based on real-time engine parameters to obtain the maintenance duration prediction value. The data processing module is further configured to obtain the EGR rate change trend and EGR rate change amount within a preset sampling time period based on the real-time engine parameters; determine the maintenance duration learning coefficient based on the EGR rate change trend and EGR rate change amount; and correct the initial maintenance duration prediction value based on the maintenance duration learning coefficient to obtain the maintenance duration prediction value.

11. A device for predicting the timing of intervention at the end of a pressurized closed-loop circuit, characterized in that, The device for predicting the timing of intervention at the end of the pressurized closed loop includes: a memory, a processor, and a program for predicting the timing of intervention at the end of the pressurized closed loop stored in the memory and executable on the processor. The program for predicting the timing of intervention at the end of the pressurized closed loop is configured to implement the steps of the method for predicting the timing of intervention at the end of the pressurized closed loop as described in any one of claims 1 to 9.

12. A storage medium, characterized in that, The storage medium stores a boosted closed-loop termination intervention timing prediction program, which, when executed by a processor, implements the steps of the boosted closed-loop termination intervention timing prediction method as described in any one of claims 1 to 9.

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