Method and device for controlling a supercharged clutch

Abstract

The application provides a control method and device of a mechanical supercharging clutch, and belongs to the technical field of control. The method comprises the following steps: collecting an engine speed and a cycle fuel injection amount of an engine, and calculating a throttle change rate and an actual excess air coefficient of the engine; determining a mechanical supercharging enabling state of a mechanical supercharger according to the engine speed, the cycle fuel injection amount, the throttle change rate and the actual excess air coefficient; when the mechanical supercharging enabling state is determined to be 1, judging whether the engine speed is less than or equal to a speed limit value when the mechanical supercharging clutch is combined; and if the engine speed is less than or equal to the speed limit value, combining the mechanical supercharging clutch to avoid impact and wear of a combined surface in the combining process of the mechanical supercharging clutch caused by excessively high speed, and improve the service life of the mechanical supercharging clutch.

Description

Technical Field

[0001] This invention relates to the field of control technology, and specifically to a control method and device for a mechanical supercharger clutch. Background Technology

[0002] Superchargers can improve engine power and fuel economy, but since the power of a supercharger usually comes from the crankshaft, the supercharger speed is proportional to the engine speed.

[0003] The power of the crankshaft needs to be transmitted to the supercharger through the supercharger clutch. During the engagement of the supercharger clutch, the friction between the clutch disc and the pressure plate gradually increases until the clutch disc and the pressure plate are in full contact. At this time, the contact area between the clutch disc and the pressure plate needs to be fully lubricated and the speed difference cannot be too large. Otherwise, it will lead to accelerated wear of the clutch disc, thereby affecting the service life of the supercharger clutch.

[0004] Therefore, there is an urgent need for a control method that can improve the service life of mechanical supercharged clutches. Summary of the Invention

[0005] In view of this, embodiments of the present invention provide a control method and apparatus for a mechanical supercharger clutch to improve the service life of the mechanical supercharger clutch.

[0006] To achieve the above objectives, the embodiments of the present invention provide the following technical solutions:

[0007] The first aspect of this invention discloses a control method for a mechanical supercharger clutch, the method comprising:

[0008] The engine speed and cyclic fuel injection quantity are collected, and the throttle change rate and actual excess air coefficient of the engine are calculated.

[0009] The mechanical supercharger's supercharging enable state is determined based on the engine speed, the cyclic fuel injection quantity, the throttle change rate, and the actual excess air coefficient.

[0010] When the mechanical supercharger enable state is set to 1, determine whether the engine speed is less than or equal to the speed limit when the mechanical supercharger clutch is engaged.

[0011] If the engine speed is less than or equal to the speed limit, the mechanical supercharger clutch is engaged.

[0012] Preferably, calculating the engine's throttle change rate and actual excess air coefficient includes:

[0013] Collect the throttle opening at the current sampling time, the throttle opening at the previous sampling time, the intake air flow at the current sampling time, and the fuel injection quantity at the current sampling time;

[0014] Calculate the difference between the throttle opening at the current sampling time and the throttle opening at the previous sampling time to obtain the throttle change rate of the engine;

[0015] The actual excess air coefficient of the engine is calculated based on the intake air flow rate and the fuel injection quantity at the current sampling time.

[0016] Preferably, the mechanical supercharger's supercharging enable state is determined based on the engine speed, the cyclic fuel injection quantity, the throttle change rate, and the actual excess air coefficient, including:

[0017] Based on the engine speed and the cyclic fuel injection quantity, the set excess air coefficient is determined;

[0018] Based on the engine speed, the set excess air coefficient, the actual excess air coefficient, and the throttle change rate, determine whether the first trigger condition and the second trigger condition are met.

[0019] If both the first triggering condition and the second triggering condition are met simultaneously, the mechanical supercharger's mechanical supercharger enable state is set to 1.

[0020] If the first triggering condition and / or the second triggering condition are not met, the mechanical supercharger's mechanical supercharger enable state is set to 0.

[0021] The first triggering condition is that the engine speed is within a preset speed range; the second triggering condition is that the difference between the set excess air coefficient 0 and the actual excess air coefficient is greater than a preset difference limit, or the throttle change rate is greater than a change rate threshold.

[0022] Preferably, determining the set excess air coefficient based on the engine speed and the cyclic fuel injection quantity includes:

[0023] The corresponding set excess air coefficient is obtained by looking up a table based on the engine speed and the cyclic fuel injection quantity.

[0024] Preferred options also include:

[0025] When the mechanical supercharging enable state is set to 0, the mechanical supercharging clutch is disengaged.

[0026] A second aspect of this invention discloses a control device for a mechanical supercharger clutch, the device comprising:

[0027] The processing unit is used to collect the engine speed and cyclic fuel injection quantity of the engine, and to calculate the throttle change rate and actual excess air coefficient of the engine.

[0028] The determining unit is used to determine the mechanical supercharger's supercharging enable state based on the engine speed, the cyclic fuel injection quantity, the throttle change rate, and the actual excess air coefficient.

[0029] The judgment unit is used to determine whether the engine speed is less than or equal to the speed limit when the mechanical supercharger enable state is set to 1.

[0030] A first control unit is configured to control the mechanical supercharger clutch to engage if the engine speed is less than or equal to the speed limit.

[0031] Preferably, the processing unit includes:

[0032] The data acquisition module is used to acquire the throttle opening at the current sampling time, the throttle opening at the previous sampling time, the intake air flow at the current sampling time, and the fuel injection quantity at the current sampling time.

[0033] The first calculation module is used to calculate the difference between the throttle opening at the current sampling time and the throttle opening at the previous sampling time, so as to obtain the throttle change rate of the engine.

[0034] The second calculation module is used to calculate the actual excess air coefficient of the engine based on the intake air flow rate and the fuel injection quantity at the current sampling time.

[0035] Preferably, the determining unit includes:

[0036] The first determining module is used to determine the set excess air coefficient based on the engine speed and the cyclic fuel injection quantity;

[0037] The second determining module is used to determine whether the first trigger condition and the second trigger condition are met based on the engine speed, the set excess air coefficient, the actual excess air coefficient, and the throttle change rate; if the first trigger condition and the second trigger condition are met simultaneously, the mechanical supercharger's mechanical supercharging enable state is set to 1; if the first trigger condition and / or the second trigger condition are not met, the mechanical supercharger's mechanical supercharging enable state is set to 0.

[0038] The first triggering condition is that the engine speed is within a preset speed range; the second triggering condition is that the difference between the set excess air coefficient and the actual excess air coefficient is greater than a preset difference limit, or the throttle change rate is greater than a change rate threshold.

[0039] Preferably, the first determining module is specifically used to: look up a table based on the engine speed and the cyclic fuel injection quantity to obtain the corresponding set excess air coefficient.

[0040] Preferred options also include:

[0041] The second control unit is used to control the mechanical supercharger clutch to disengage when the mechanical supercharger enable state is determined to be 0.

[0042] Based on the above embodiments of the present invention, a control method and apparatus for a mechanical supercharger clutch are provided. The method involves: acquiring the engine speed and cyclic fuel injection quantity, and calculating the engine throttle change rate and actual excess air coefficient; determining the mechanical supercharger's supercharging enable state based on the engine speed, cyclic fuel injection quantity, throttle change rate, and actual excess air coefficient; when the mechanical supercharger enable state is set to 1, determining whether the engine speed is less than or equal to the speed limit for engagement of the mechanical supercharger clutch; if the engine speed is less than or equal to the speed limit, controlling the engagement of the mechanical supercharger clutch. This solution determines the mechanical supercharger enable state of the mechanical supercharger using engine speed, cyclic fuel injection quantity, throttle change rate, and actual excess air coefficient. Utilizing the mechanical supercharger enable state and engine speed to determine whether to control the engagement of the mechanical supercharger clutch avoids excessively high speeds that could cause impact wear on the engagement surface during clutch engagement, thereby improving the service life of the mechanical supercharger clutch. Attached Figure Description

[0043] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0044] Figure 1 An overall layout diagram of the engine of a supercharger model provided in an embodiment of the present invention;

[0045] Figure 2 A flowchart illustrating a control method for a mechanical supercharger clutch provided in an embodiment of the present invention;

[0046] Figure 3 A control logic diagram of a control method for a mechanical supercharged clutch provided in an embodiment of the present invention;

[0047] Figure 4 This is a structural block diagram of a control device for a mechanical supercharger clutch provided in an embodiment of the present invention. Detailed Implementation

[0048] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0049] In this application, the terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0050] It should be noted that the mechanical supercharger clutch is a key component for transmitting supercharged power. It is generally located in the engine's intake manifold, and the power source for the mechanical supercharger clutch is the crankshaft.

[0051] The power output route of the supercharger clutch is: crankshaft - belt - driving pulley of the supercharger clutch - driven pulley of the supercharger clutch - belt - supercharger. The power output and interruption are controlled by the engagement and disengagement of the driving and driven pulleys of the supercharger clutch. When the supercharger clutch is engaged, power is transmitted from the engine camshaft to the supercharger, thereby achieving the supercharging function.

[0052] A supercharger uses the engine's own power to drive a compressor to pressurize the gas, increasing the engine's intake air volume and improving its power and fuel economy. However, since the supercharger's power usually comes from the crankshaft, its speed is proportional to the engine's speed; that is, the supercharger's speed increases as the engine's speed increases.

[0053] The power of the crankshaft needs to be transmitted to the supercharger through the supercharger clutch. During the engagement of the supercharger clutch, the friction between the clutch disc and the pressure plate gradually increases until the clutch disc and the pressure plate are in full contact. At this time, the contact area between the clutch disc and the pressure plate needs to be fully lubricated and the speed difference cannot be too large, otherwise it will lead to accelerated wear of the clutch disc, thereby affecting the service life of the supercharger clutch.

[0054] To improve the service life of a mechanical supercharger clutch, this solution proposes a control method and device for the mechanical supercharger clutch. The mechanical supercharger's supercharging enable state is determined by engine speed, cyclic fuel injection quantity, throttle change rate, and actual excess air coefficient. The engagement of the mechanical supercharger clutch is determined by using the supercharger enable state and engine speed, preventing excessively high speeds from causing impact wear on the engagement surface during clutch engagement, thus extending the clutch's service life.

[0055] Before explaining the control method of the mechanical supercharger clutch proposed in this solution, the overall engine layout of the mechanical supercharger model used in this solution will be explained first.

[0056] See Figure 1 The diagram shows the overall layout of an engine with a supercharger provided in an embodiment of the present invention. The overall layout includes several parts such as an air filter, a one-way valve, a supercharger, a turbocharger (including the pressure end and the scroll end), an engine block, a throttle valve, and an intercooler. The arrows indicate the direction of gas flow.

[0057] like Figure 1 As shown, a bypass pipe (i.e., ...) is installed at the inlet end of the mechanical supercharger. Figure 1 The bypass line (Channel B) is equipped with a check valve at its inlet.

[0058] When the supercharger is not working, fresh intake air enters the bypass line (B channel) through the one-way valve and reaches the pressure end of the turbocharger. After being pressurized by the turbocharger and cooled by the intercooler, it enters the cylinder to participate in combustion.

[0059] When the supercharger is working, fresh intake air enters the supercharger through channel A for pressurization. Since the gas pressure after supercharging is greater than the gas pressure before supercharging, the back of the one-way valve will close under the pressure of the high-pressure gas, and the gas cannot flow through the one-way valve into the bypass line (channel B). Therefore, when the supercharger is working, the one-way valve is in a completely closed state. All the fresh intake air is initially pressurized by the supercharger and then enters the turbocharger for further pressurization. After being pressurized by the turbocharger, it is cooled by the intercooler and then enters the cylinder to participate in combustion.

[0060] Figure 1 The engine layout of the supercharger model given can maximize intake capacity and improve engine responsiveness.

[0061] See Figure 2 The flowchart illustrates a control method for a mechanical supercharger clutch provided in an embodiment of the present invention. The control method includes:

[0062] Step S201: Collect the engine speed and cyclic fuel injection quantity, and calculate the engine throttle change rate and actual excess air coefficient.

[0063] In the specific implementation of step S201, the engine speed and cyclic fuel injection quantity are collected, and the engine throttle change rate and actual excess air coefficient are calculated respectively.

[0064] In some embodiments, the specific method for calculating the engine's throttle change rate and actual excess air coefficient is as follows: collecting the throttle opening at the current sampling time, the throttle opening at the previous sampling time, the intake air flow rate at the current sampling time, and the fuel injection quantity at the current sampling time.

[0065] Calculate the difference between the throttle opening at the current sampling time and the throttle opening at the previous sampling time to obtain the engine throttle change rate, i.e., throttle change rate = throttle opening at the current sampling time - throttle opening at the previous sampling time.

[0066] For example: Suppose the throttle opening signal is sampled at a frequency of 10Hz, that is, the throttle opening is sampled once every 0.1 seconds; the throttle opening at the current sampling time is 80%, and the throttle opening at the previous sampling time is 78%, then the throttle change rate is 2%.

[0067] The actual excess air coefficient of the engine is calculated based on the intake air flow rate and the fuel injection quantity at the current sampling time.

[0068] For example: Actual excess air coefficient = intake airflow / fuel injection quantity / 14.3; where the coefficient "14.3" is only used as an example.

[0069] It should be noted that the sampling frequencies for throttle opening, intake air flow, and fuel injection quantity are determined based on actual conditions, and no specific limits are set for these sampling frequencies here.

[0070] Step S202: Determine the mechanical supercharger's supercharging enable state based on engine speed, cyclic fuel injection quantity, throttle change rate, and actual excess air coefficient.

[0071] In the specific implementation of step S202, the set excess air coefficient is determined based on the engine speed and the cyclic injection quantity; specifically, a lookup table (two-dimensional table) is performed based on the engine speed and the cyclic injection quantity to obtain the corresponding set excess air coefficient.

[0072] This involves looking up a table based on engine speed and cyclic fuel injection quantity. The table retrieves the set excess air coefficient that matches the given engine speed and cyclic fuel injection quantity.

[0073] It should be noted that the "two-dimensional table" queried based on engine speed and cyclic fuel injection quantity includes the set excess air coefficient corresponding to different engine speeds and different cyclic fuel injection quantities calibrated according to the characteristics of the engine. Engine speed and cyclic fuel injection quantity represent the current operating conditions of the engine. At a certain engine speed, the larger the cyclic fuel injection quantity, the higher the engine load and the greater the output power.

[0074] Based on engine speed, set excess air coefficient, actual excess air coefficient, and throttle change rate, determine whether the first and second trigger conditions are met.

[0075] The first triggering condition is that the engine speed is within a preset speed range; this speed range consists of an upper speed limit (also known as the mechanical supercharger enabling speed limit) and a lower speed limit (also known as the mechanical supercharger enabling speed limit).

[0076] For example, the upper limit of the speed range can be set to 1800 rpm, and the lower limit of the speed range can be set to 600 rpm.

[0077] The second trigger condition is: the difference between the set excess air coefficient and the actual excess air coefficient is greater than the preset difference limit, or the throttle change rate is greater than the change rate threshold; the difference limit is also called the excess air coefficient difference limit, and the change rate threshold is also called the throttle change rate threshold.

[0078] For example, the difference limit (excess air coefficient difference limit) can be set to 0.2, and the rate of change threshold (throttle change rate threshold) can be set to 2.

[0079] It should be noted that "throttle change rate greater than the change rate threshold" indicates that the engine is currently in the acceleration process.

[0080] If the first trigger condition and the second trigger condition are met simultaneously, the mechanical supercharger's mechanical supercharger enable state is set to 1 (i.e., mechanical supercharger enabled).

[0081] If the first trigger condition and / or the second trigger condition are not met, the mechanical boost enable state of the supercharger is set to 0.

[0082] In other words, if the engine speed is within the preset speed range (meeting the first trigger condition) and the difference between the set excess air coefficient and the actual excess air coefficient is greater than the preset difference limit (meeting the second condition), or if the engine speed is within the preset speed range (meeting the first trigger condition) and the throttle change rate is greater than the change rate threshold (meeting the second condition), then the mechanical supercharger's mechanical supercharging enable state is set to 1.

[0083] Conversely, if the engine speed is not within the preset speed range (the first trigger condition is not met), and / or if the difference between the set excess air coefficient and the actual excess air coefficient is not greater than the preset difference limit (the second trigger condition is not met), and / or if the throttle change rate is not greater than the change rate threshold (the second condition is not met), then the mechanical supercharger's supercharging enable state is set to 0.

[0084] Step S203: When the supercharger enable state is set to 1, determine whether the engine speed is less than or equal to the speed limit when the supercharger clutch is engaged. If the engine speed is less than or equal to the speed limit, proceed to step S204; if the engine speed is greater than the speed threshold, the supercharger clutch maintains its current state.

[0085] In the specific implementation of step S203, when the mechanical supercharger clutch is not engaged, and the mechanical supercharger enable state is set to 1 through step S202, it is determined whether the engine speed is less than or equal to the speed limit when the mechanical supercharger clutch is engaged.

[0086] Among them, the "speed limit when the supercharged clutch is engaged" is also called the clutch engagement speed limit. For example, the "speed limit when the supercharged clutch is engaged" can be set to 1500 rpm.

[0087] If the engine speed is less than or equal to the speed limit, proceed to step S204; if the engine speed is greater than the speed threshold, the mechanical supercharger clutch maintains its current state (e.g., remains disengaged).

[0088] Step S204: Control the mechanical supercharger clutch to engage.

[0089] In the specific implementation of step S204, when the mechanical supercharger clutch is not engaged, and the mechanical supercharger enable state is set to 1 and the engine speed is less than or equal to the speed limit, the mechanical supercharger clutch is engaged and the mechanical supercharger works.

[0090] After controlling the mechanical supercharger clutch to engage, continue to monitor the mechanical supercharger enable state. At this time, the engagement state of the mechanical supercharger clutch is completely determined by the mechanical supercharger enable state.

[0091] In some embodiments, the supercharger enable state is monitored after the supercharger clutch is engaged.

[0092] When the supercharger enable state is set to 1 again, the supercharger clutch will continue to be engaged regardless of whether the engine speed is less than or equal to the speed limit when the supercharger clutch is engaged.

[0093] When the mechanical supercharger enable state is set to 0 (when the mechanical supercharger enable state changes from 1 to 0), the mechanical supercharger clutch is disengaged, and the mechanical supercharger stops working.

[0094] By using steps S201 to S204, the rotational speed of the mechanical supercharger clutch during engagement can be limited, effectively preventing impact wear on the engagement surface caused by excessive rotational speed, and improving the service life of the mechanical supercharger clutch.

[0095] In this embodiment of the invention, the supercharger's supercharging enable state is determined by engine speed, cyclic fuel injection quantity, throttle change rate, and actual excess air coefficient. The supercharger enable state and engine speed are used to determine whether to control the engagement of the supercharger clutch, preventing excessively high speeds from causing impact wear on the engagement surface and thus improving the service life of the supercharger clutch.

[0096] To better understand how to control the engagement and disengagement of the mechanical supercharger clutch, through Figure 3 Please provide a detailed explanation.

[0097] See Figure 3 The diagram illustrates the control logic of a mechanical supercharger clutch control method according to an embodiment of the present invention. Figure 3 The logic for controlling the engagement and disengagement of the mechanical supercharger clutch is shown below:

[0098] The corresponding set excess air coefficient is obtained by looking up a table based on engine speed and cyclic fuel injection quantity. The difference between the set excess air coefficient and the actual excess air coefficient is calculated, and the difference between the set excess air coefficient and the actual excess air coefficient is compared with the difference limit (excess air coefficient difference limit).

[0099] The difference between the throttle opening at the current sampling time and the throttle opening at the previous sampling time is calculated to obtain the engine throttle change rate, and the throttle change rate is compared with the change rate threshold (throttle change rate threshold).

[0100] It should be noted that, Figure 3 The "Z" -1 This logic block represents the throttle opening sampled at the previous sampling time.

[0101] The engine speed is compared with the upper limit of the speed range (the upper limit of the speed range enabled by the supercharger) and the lower limit of the speed range (the lower limit of the speed range enabled by the supercharger).

[0102] The above comparison is used to determine whether the first and second triggering conditions are met.

[0103] First trigger condition: Engine speed is within the preset speed range;

[0104] The second trigger condition is: the difference between the set excess air coefficient and the actual excess air coefficient is greater than the preset difference limit, or the throttle change rate is greater than the change rate threshold.

[0105] When the first and second trigger conditions are met, the mechanical supercharger enable state is set to 1.

[0106] When the mechanical supercharger is enabled (set to 1), the engine speed is further compared with the speed limit (clutch engagement speed limit).

[0107] If the engine speed is less than or equal to the speed limit, the engagement state of the supercharger clutch is set to 1. At this time, the supercharger clutch is engaged and the supercharger is working.

[0108] After the mechanical supercharger clutch engages, Figure 3 The "switch" logic block in the circuit is turned on, and its output value is always 1 (equivalent to a constant output value of 1). The engagement state of the supercharger clutch is entirely determined by the supercharger enable state. When the supercharger enable state changes from 1 to 0, the supercharger clutch disengages, and the supercharger stops working.

[0109] It should be noted that, Figure 3 The input of the middle port (the port with ">=0") of the "switch" logic block is the engagement state of the supercharger clutch; when the engagement state of the supercharger clutch is 1 (i.e., the supercharger clutch is engaged), the switch of the "switch" logic block closes downwards.

[0110] When the mechanical supercharger clutch is engaged (i.e., the mechanical supercharger clutch is disengaged), the switch of the "switch" logic block closes upwards.

[0111] The above is an explanation of the logic for controlling the engagement and disengagement of the mechanical supercharger clutch.

[0112] pass Figure 3 As shown, by limiting the speed at which the supercharger clutch engages, it is possible to effectively avoid impact wear on the engagement surface caused by excessive speed during the engagement process, thereby improving the service life of the supercharger clutch. At the same time, it also ensures that the supercharger has a sufficiently large operating range, improving the engine's economy and power.

[0113] Corresponding to the control method for a mechanical supercharged clutch provided in the above embodiments of the present invention, see also... Figure 4The present invention also provides a structural block diagram of a control device for a mechanical supercharger clutch, the control device including: a processing unit 401, a determining unit 402, a judging unit 403 and a first control unit 404;

[0114] The processing unit 401 is used to collect the engine speed and cyclic fuel injection quantity of the engine, and to calculate the engine throttle change rate and actual excess air coefficient.

[0115] The determining unit 402 is used to determine the mechanical supercharger's supercharging enable state based on engine speed, cyclic fuel injection quantity, throttle change rate, and actual excess air coefficient.

[0116] The judgment unit 403 is used to determine whether the engine speed is less than or equal to the speed limit when the mechanical supercharger enable state is set to 1.

[0117] The first control unit 404 is used to control the mechanical supercharger clutch to engage if the engine speed is less than or equal to the speed limit.

[0118] In this embodiment of the invention, the supercharger's supercharging enable state is determined by engine speed, cyclic fuel injection quantity, throttle change rate, and actual excess air coefficient. The supercharger enable state and engine speed are used to determine whether to control the engagement of the supercharger clutch, preventing excessively high speeds from causing impact wear on the engagement surface and thus improving the service life of the supercharger clutch.

[0119] Preferred, combined Figure 4 The processing unit 401, as shown, includes an acquisition module, a first calculation module, and a second calculation module; the execution principle of each module is as follows:

[0120] The data acquisition module is used to acquire the throttle opening at the current sampling time, the throttle opening at the previous sampling time, the intake air flow at the current sampling time, and the fuel injection quantity at the current sampling time.

[0121] The first calculation module is used to calculate the difference between the throttle opening at the current sampling time and the throttle opening at the previous sampling time, so as to obtain the engine throttle change rate.

[0122] The second calculation module is used to calculate the engine's actual excess air coefficient based on the intake air flow and fuel injection quantity at the current sampling time.

[0123] Preferred, combined Figure 4 The content shown indicates that the determining unit 402 includes a first determining module and a second determining module, and the execution principle of each module is as follows:

[0124] The first determining module is used to determine the set excess air coefficient based on the engine speed and the cyclic fuel injection quantity.

[0125] In the specific implementation, the first determining module is used to: look up a table based on the engine speed and the cyclic fuel injection quantity to obtain the corresponding set excess air coefficient.

[0126] The second determining module is used to determine whether the first trigger condition and the second trigger condition are met based on the engine speed, the set excess air coefficient, the actual excess air coefficient, and the throttle change rate; if the first trigger condition and the second trigger condition are met simultaneously, the mechanical supercharger's mechanical supercharger enable state is set to 1; if the first trigger condition and / or the second trigger condition are not met, the mechanical supercharger's mechanical supercharger enable state is set to 0.

[0127] The first trigger condition is that the engine speed is within a preset speed range; the second trigger condition is that the difference between the set excess air coefficient and the actual excess air coefficient is greater than a preset difference limit, or the throttle change rate is greater than a change rate threshold.

[0128] Preferred, combined Figure 4 The control device, as shown, also includes:

[0129] The second control unit is used to control the mechanical supercharger clutch to disengage when the mechanical supercharger enable state is determined to be 0.

[0130] In summary, this invention provides a control method and apparatus for a mechanical supercharger clutch. The mechanical supercharger's supercharging enable state is determined by engine speed, cyclic fuel injection quantity, throttle change rate, and actual excess air coefficient. By utilizing the supercharger enable state and engine speed, the engagement of the mechanical supercharger clutch is determined, preventing excessively high speeds from causing impact wear on the engagement surface and thus improving the clutch's service life.

[0131] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, for system or system embodiments, since they are basically similar to method embodiments, the description is relatively simple, and relevant parts can be referred to the descriptions in the method embodiments. The systems and system embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0132] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0133] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A control method for a mechanical supercharger clutch, characterized in that, The method includes: The engine speed and cyclic fuel injection quantity are collected, and the throttle change rate and actual excess air coefficient of the engine are calculated. The mechanical supercharger's supercharging enable state is determined based on the engine speed, the cyclic fuel injection quantity, the throttle change rate, and the actual excess air coefficient. When the mechanical supercharger enable state is set to 1, determine whether the engine speed is less than or equal to the speed limit when the mechanical supercharger clutch is engaged. If the engine speed is less than or equal to the speed limit, control the mechanical supercharger clutch to engage; The mechanical supercharger's supercharging enable state is determined based on the engine speed, the cyclic fuel injection quantity, the throttle change rate, and the actual excess air coefficient, including: Based on the engine speed and the cyclic fuel injection quantity, the set excess air coefficient is determined; Based on the engine speed, the set excess air coefficient, the actual excess air coefficient, and the throttle change rate, determine whether the first trigger condition and the second trigger condition are met. If both the first triggering condition and the second triggering condition are met simultaneously, the mechanical supercharger's mechanical supercharger enable state is set to 1. If the first triggering condition and / or the second triggering condition are not met, the mechanical supercharger's mechanical supercharger enable state is set to 0. The first triggering condition is that the engine speed is within a preset speed range; the second triggering condition is that the difference between the set excess air coefficient and the actual excess air coefficient is greater than a preset difference limit, or the throttle change rate is greater than a change rate threshold.

2. The method according to claim 1, characterized in that, The calculation of the engine's throttle change rate and actual excess air coefficient includes: Collect the throttle opening at the current sampling time, the throttle opening at the previous sampling time, the intake air flow at the current sampling time, and the fuel injection quantity at the current sampling time; Calculate the difference between the throttle opening at the current sampling time and the throttle opening at the previous sampling time to obtain the throttle change rate of the engine; The actual excess air coefficient of the engine is calculated based on the intake air flow rate and the fuel injection quantity at the current sampling time.

3. The method according to claim 1, characterized in that, Based on the engine speed and the cyclic fuel injection quantity, the set excess air coefficient is determined, including: The corresponding set excess air coefficient is obtained by looking up a table based on the engine speed and the cyclic fuel injection quantity.

4. The method according to any one of claims 1-3, characterized in that, Also includes: When the mechanical supercharging enable state is set to 0, the mechanical supercharging clutch is disengaged.

5. A control device for a mechanical supercharger clutch, characterized in that, The device includes: The processing unit is used to collect the engine speed and cyclic fuel injection quantity of the engine, and to calculate the throttle change rate and actual excess air coefficient of the engine. The determining unit is used to determine the mechanical supercharger's supercharging enable state based on the engine speed, the cyclic fuel injection quantity, the throttle change rate, and the actual excess air coefficient. The judgment unit is used to determine whether the engine speed is less than or equal to the speed limit when the mechanical supercharger enable state is set to 1. The first control unit is used to control the mechanical supercharger clutch to engage if the engine speed is less than or equal to the speed limit. The determining unit includes: The first determining module is used to determine the set excess air coefficient based on the engine speed and the cyclic fuel injection quantity; The second determining module is used to determine whether the first trigger condition and the second trigger condition are met based on the engine speed, the set excess air coefficient, the actual excess air coefficient, and the throttle change rate; if the first trigger condition and the second trigger condition are met simultaneously, the mechanical supercharger's mechanical supercharging enable state is set to 1; if the first trigger condition and / or the second trigger condition are not met, the mechanical supercharger's mechanical supercharging enable state is set to 0. The first triggering condition is that the engine speed is within a preset speed range; the second triggering condition is that the difference between the set excess air coefficient and the actual excess air coefficient is greater than a preset difference limit, or the throttle change rate is greater than a change rate threshold.

6. The apparatus according to claim 5, characterized in that, The processing unit includes: The data acquisition module is used to acquire the throttle opening at the current sampling time, the throttle opening at the previous sampling time, the intake air flow at the current sampling time, and the fuel injection quantity at the current sampling time. The first calculation module is used to calculate the difference between the throttle opening at the current sampling time and the throttle opening at the previous sampling time, so as to obtain the throttle change rate of the engine. The second calculation module is used to calculate the actual excess air coefficient of the engine based on the intake air flow rate and the fuel injection quantity at the current sampling time.

7. The apparatus according to claim 5, characterized in that, The first determining module is specifically used to: look up a table based on the engine speed and the cyclic fuel injection quantity to obtain the corresponding set excess air coefficient.

8. The apparatus according to any one of claims 5-7, characterized in that, Also includes: The second control unit is used to control the mechanical supercharger clutch to disengage when the mechanical supercharger enable state is determined to be 0.

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