Method, device and equipment for controlling turbocharger and readable storage medium

Abstract

Embodiments of the present application provide a turbocharger control method, device, equipment and readable storage medium. The method comprises: obtaining a running condition corresponding to a vehicle; determining a surge line corresponding to a turbocharger, the surge line being used to represent airflow oscillation phenomenon of gas along the axial direction of the compressor; in the case that the running condition and the surge line meet a preset relationship, adjusting a first opening angle of a waste gate valve, or adjusting a second opening angle of a vehicle power pedal. The purpose of making the running condition of the vehicle away from the surge line is achieved, and then the turbocharger is in a normal working state, avoiding the turbocharger emitting high-frequency Hiss noise to bring negative driving experience to the driver.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicles, in particular to a turbocharger control method, device, equipment and readable storage medium. BACKGROUND

[0002] With the popularity of turbochargers on vehicles, the NVH (Noise, Vibration and Harshness) level of vehicles is continuously improved, and the driving experience and riding experience of vehicles are improved. However, the turbocharger inevitably brings operation noise during driving.

[0003] In related technologies, in order to reduce noise in the high-frequency noise region of the vehicle, an air inlet groove is additionally arranged at the air inlet of the compressor casing of the turbocharger to weaken the disturbance generated by the separation of other mechanical walls, so as to reduce the fluctuation generated at the air inlet of the compressor.

[0004] However, the above scheme needs to increase the number of additional parts, increase the manufacturing cost of the vehicle and the system weight of the vehicle; in addition, in the case of damage of the air inlet groove, the high-frequency noise (such as Hiss noise, which is a hissing roar of the turbocharger) generated by the turbocharger cannot be suppressed in the first time. SUMMARY

[0005] The embodiments of the present application provide a turbocharger control method, device, equipment and readable storage medium, which can suppress the high-frequency noise generated by the turbocharger to a certain extent. The technical scheme is as follows:

[0006] In one aspect, a turbocharger control method is provided, and the method comprises:

[0007] Obtaining a running condition corresponding to a vehicle, the running condition being used to indicate a working state of an internal component of the vehicle during driving, the running condition comprising a working state of a turbocharger, the turbocharger comprising a compressor and a wastegate valve;

[0008] Determining a surge line corresponding to the turbocharger, the surge line being used to indicate a gas flow oscillation phenomenon of the gas along an axial direction of the compressor, the surge line being determined from a boost characteristic curve, the boost characteristic curve being used to represent a relationship between the gas flow and a boost ratio in the compressor;

[0009] In a case where a preset relationship is met between the running condition and the surge line, adjusting a first opening angle of the wastegate valve, or adjusting a second opening angle of a power pedal corresponding to the vehicle.

[0010] In another aspect, a control device for a turbocharger is provided, the device comprising:

[0011] an obtaining module configured to obtain an operating condition corresponding to the vehicle, the operating condition being indicative of a working state of an internal component of the vehicle during driving, the operating condition including a working state of the turbocharger, the turbocharger including a compressor and a wastegate valve;

[0012] a determining module configured to determine a surge line corresponding to the turbocharger, the surge line being indicative of a flow oscillation phenomenon of the gas along the axial direction of the compressor, the surge line being determined from a boost characteristic curve, the boost characteristic curve being indicative of a relationship between the flow of the gas and a boost ratio in the compressor;

[0013] an adjusting module configured to adjust a first opening / closing angle of the wastegate valve or a second opening / closing angle of a power pedal in the vehicle, in a case where the operating condition and the surge line satisfy a preset relationship.

[0014] In another aspect, a computer-readable storage medium is provided, the computer-readable storage medium storing at least one program, the at least one program being loaded and executed by a processor to implement the control method of the turbocharger as described above.

[0015] In another aspect, a computer program product or computer program is provided, the computer program product or computer program comprising computer instructions stored in a computer-readable storage medium, the computer instructions being read by a processor of a computer device, and the processor executing the computer instructions to cause the computer device to implement the control method of the turbocharger as described above.

[0016] The technical scheme provided by the embodiments of the present application has at least the following beneficial effects:

[0017] In a case where a surge phenomenon occurs in the turbocharger in the vehicle, the opening / closing angle of the wastegate valve or the power pedal is adjusted to make the operating condition of the vehicle deviate from the surge line, so that the turbocharger is in a normal working state, and the high-frequency Hiss noise emitted by the turbocharger is avoided to bring negative driving experience to the driver. On the other hand, without adding an additional noise reduction device to the turbocharger, the purpose of protecting the turbocharger can be achieved by adjusting the opening / closing angle of the internal component of the vehicle, which reduces the manufacturing cost of the vehicle to a certain extent. BRIEF DESCRIPTION OF DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiments will be briefly introduced. Obviously, the drawings in the following description only constitute some embodiments of the present application, and for those skilled in the art, other drawings can be obtained from these drawings without creative labor.

[0019] Figure 1 is a flow chart of a control method of a turbocharger provided by an embodiment of the present application;

[0020] Figure 2 is a flow chart of a control method of a turbocharger provided by an example embodiment of the present application;

[0021] Figure 3 is a flow chart of a control method of a turbocharger provided by an example embodiment of the present application; Figure 2 is a flow chart of adjusting a first opening and closing angle provided by an embodiment of the present application;

[0022] Figure 4 is a flow chart of a control method of a turbocharger provided by another example embodiment of the present application;

[0023] Figure 5 is a flow chart of a control device of a turbocharger provided by an example embodiment of the present application;

[0024] Figure 6 is a structural block diagram of a computer device corresponding to an example embodiment of the present application. DETAILED DESCRIPTION

[0025] In order to make the purpose, technical solutions and advantages of the present application more clear, the embodiments of the present application will be further described in detail below with reference to the drawings.

[0026] As shown in the figure, Figure 1 shows a flow chart of a control method of a turbocharger provided by an embodiment of the present application. The flow chart includes a vehicle, and an internal component controller 100, a turbocharger 101, a waste gas bypass valve 102 and a power pedal 103 of the vehicle. Among them, the turbocharger 101 includes the waste gas bypass valve 102.

[0027] The controller 100 determines the corresponding operating condition of the vehicle according to the driving data of the vehicle in the driving process. Among them, the operating condition is used to indicate the working state of the internal components of the vehicle in the driving process, and the working state of the turbocharger 101 is illustratively included in the operating condition.

[0028] The controller 100 generates a turbocharger corresponding boost characteristic curve 104 according to the working state of the turbocharger 101, and the boost characteristic curve 104 is marked with a surge line 105, wherein the surge line is used to characterize the gas flow oscillation phenomenon of the gas along the axis direction of the turbocharger.

[0029] When the controller 100 determines that the working condition and the surge line meet the preset relationship (for example, the working condition is close to the surge line), the first opening angle of the exhaust bypass valve 102 is reduced, or the second opening angle of the power pedal 103 is increased.

[0030] In another optional embodiment, the vehicle can also be connected in communication with the server, and the server is responsible for the above-mentioned processes of determining the working condition, generating the boost characteristic curve, and judging the relationship between the working condition and the surge line. After the server determines that the working condition and the surge line meet the preset relationship, the adjustment instruction is generated, and the adjustment instruction includes at least one of the adjustment angle of the first opening angle of the exhaust bypass valve 102 and the adjustment angle of the second opening angle of the power pedal 102.

[0031] After the vehicle receives the adjustment instruction sent by the server, the adjustment instruction is parsed and the exhaust bypass valve 102 or the power pedal 103 is adjusted according to the instruction content in the adjustment instruction.

[0032] The server and the vehicle are connected via a wireless or wired communication network, which uses standard communication technologies and / or protocols. The network is typically the Internet, but can be any other network, including but not limited to Local Area Networks (LANs), Metropolitan Area Networks (MANs), Wide Area Networks (WANs), mobile, wired or wireless networks, private networks, or any combination of virtual private networks. In some embodiments, technologies and / or formats, including Hypertext Markup Language (HTML) and Extensible Markup Language (XML), are used to represent data exchanged over the network. Furthermore, conventional encryption technologies such as Secure Socket Layer (SSL), Transport Layer Security (TLS), Virtual Private Networks (VPNs), and Internet Protocol Security (IPsec) can be used to encrypt all or some links. In other embodiments, custom and / or dedicated data communication technologies may be used to replace or supplement the aforementioned data communication technologies.

[0033] A server can be a standalone physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, CDN (Content Delivery Network), and big data and artificial intelligence platforms. Optionally, a server can also be implemented as a node in a blockchain system.

[0034] It should be noted that the information (including but not limited to operating conditions), data (including but not limited to data used for analysis, data stored, data displayed), and signals involved in this application are all authorized by the user or fully authorized by all parties, and the collection, use, and processing of related data must comply with the relevant laws, regulations, and standards of the relevant countries and regions.

[0035] Based on the above description, the control method of the turbocharger involved in the embodiments of this application will be explained. Figure 2 This is a flowchart of a turbocharger control method provided in an exemplary embodiment of this application, illustrated by its application in a vehicle, such as...Figure 2 As shown, the method comprises:

[0036] In step 200, an operating condition corresponding to the vehicle is acquired.

[0037] Optionally, the operating condition refers to a working state of an internal component of the vehicle during driving. The internal component includes, but is not limited to, a turbocharger, a power pedal, a sensor arranged at each position of the vehicle, a tire, and the like. In the embodiment of the present application, the operating condition includes a working state of the turbocharger.

[0038] In an optional embodiment, the operating condition is also used to indicate a working state of the vehicle during driving. The working state is classified in terms of a motion form of the vehicle, a driving user control manner, a load condition of the vehicle, an environmental condition in which the vehicle is located, a road surface condition in which the vehicle is located, and the like.

[0039] The various working states contained in the operating condition are introduced as follows.

[0040] In terms of the motion form of the vehicle: the operating condition includes a driving condition in a starting stage, an accelerating stage, a constant speed stage, a decelerating stage, a turning stage, and the like.

[0041] In terms of the driving user control manner: the operating condition includes a working condition in a gear shifting stage, a coasting stage, a braking stage, a throttle control speed stage, a steering stage, a reversing stage, and the like. The coasting stage includes, but is not limited to, a gear shift coasting, a neutral coasting, an accelerating coasting, a parking coasting, and the like. The braking stage includes, but is not limited to, an emergency braking, a speed control braking, a brake braking, and the like.

[0042] In terms of the load condition of the vehicle: the operating condition includes an operating condition in an empty load, a full load, an overload, and the like. Optionally, there is a rated load corresponding to each vehicle, and the actual load weight of the vehicle is equal to the rated load, which is regarded as the vehicle being in the full load, and the actual load weight of the vehicle is greater than the rated load, which is regarded as the vehicle being in the overload.

[0043] In terms of the environmental condition in which the vehicle is located: the operating condition includes a high temperature and a low temperature.

[0044] In terms of the road surface condition in which the vehicle is located: the operating condition includes a flat road, a curve, a mountain road, and the like.

[0045] In terms of the internal component of the vehicle: the operating condition is used to indicate a corresponding working state of each internal component in the vehicle, which includes component data collected by the internal component and a working state of the component, and the like.

[0046] In the embodiments of the present application, the operating condition includes a motion form of the vehicle, an environmental condition in which the vehicle is located, a road surface condition in which the vehicle is located, and a corresponding working state of the turbocharger. For example, the operating condition of the vehicle is the working state of the turbocharger when the turbocharger is in an accelerating stage on a mountain road. This is only an illustrative example, and the operating condition of the vehicle can be freely combined based on the above content to observe the corresponding working state of each component in the vehicle.

[0047] Optionally, the turbocharger includes a compressor and an exhaust turbine coaxially connected to form a whole, and the exhaust turbine is provided with an exhaust bypass valve. The exhaust turbine is driven to rotate by the high-temperature and high-pressure exhaust gas discharged from the engine of the vehicle, so as to drive the compressor to rotate through the rotating shaft, thereby achieving the purposes of compressing air and increasing the intake pressure.

[0048] When the intake flow of the compressor in the turbocharger decreases, the speed of the gas in the channel is not uniform and backflow occurs, thereby causing the compressor to enter an unstable working state, and further causing the air flow to be large or small and the pressure value to fluctuate sharply. The turbocharger is accompanied by severe vibration of the compressor, and high-frequency noise (such as a hissing roar) occurs.

[0049] The phenomenon that the above turbocharger vibrates severely and emits high-frequency Hiss noise is referred to as a surge phenomenon.

[0050] When the turbocharger has the surge phenomenon, on the one hand, the fatigue damage of internal parts such as compressor blades is accelerated, and existing cracks are rapidly expanded, and in severe cases, the compressor can be damaged; on the other hand, the turbocharger emits high-frequency Hiss noise, which brings a negative experience to the driver of the vehicle and the passenger of the vehicle.

[0051] Step 201, determining a surge line corresponding to the turbocharger.

[0052] Optionally, a working state corresponding to the turbocharger is obtained, which includes but is not limited to a real-time rotating speed of the turbocharger, a compressor boost ratio, a compressor flow, and the like.

[0053] A boost characteristic curve corresponding to the turbocharger is determined, and the boost characteristic curve is used to represent the relationship between the gas flow in the compressor and the boost ratio, that is, the boost characteristic curve is used to represent the compressor flow characteristic.

[0054] The boost characteristic curve is marked with a surge line and a choke line. Based on the above content, it can be known that the surge line is used to represent the gas flow oscillation phenomenon along the axial direction of the compressor. In the art, the surge line can be regarded as a critical state of the turbocharger.

[0055] The choke line is used to represent the state of the turbocharger inlet or outlet being choked.

[0056] The surge line and the choke line are used to assist in determining the safe and effective operating range of the turbocharger.

[0057] Optionally, the turbocharger characteristic curve displays an efficiency region of the turbocharger, which is used to indicate the efficiency performance of the turbocharger under different operating conditions.

[0058] Optionally, the pressure values and the gas flow values of the pre- and post-pipeline of the compressor are obtained. The pre- and post-pipeline are used to indicate the outlet pipeline and the inlet pipeline of the compressor.

[0059] Illustratively, the outlet pressure value and the outlet gas flow value corresponding to the outlet pipeline of the compressor are obtained. Alternatively, the inlet pressure value and the inlet gas flow value corresponding to the inlet pipeline of the compressor are obtained.

[0060] The ratio between the outlet pressure value and the inlet pressure value is determined to obtain a first ratio, which can be understood as the boost ratio.

[0061] The minimum and maximum values of the inlet gas flow and the outlet gas flow are determined.

[0062] According to the maximum and minimum values of the gas flow, a gas flow range is generated.

[0063] Based on the gas flow range, the corresponding boost ratios under different gas flows are determined.

[0064] According to the corresponding relationship between the gas flow and the boost ratio, a turbocharger characteristic curve is generated.

[0065] Illustratively, the horizontal axis of the turbocharger characteristic curve is used to represent the gas flow, and the vertical axis of the turbocharger characteristic curve is used to represent the boost ratio.

[0066] Step 202, in the case where the operating condition and the surge line meet a preset relationship, adjusting the first opening angle of the waste gate valve, or adjusting the second opening angle of the power pedal in the vehicle.

[0067] Optionally, the preset relationship refers to the occurrence of the surge phenomenon of the turbocharger under the operating condition.

[0068] When it is determined that the turbocharger is about to have a surge phenomenon, the first opening angle of the waste gate valve is adjusted, or the opening angle of the power pedal in the vehicle is adjusted. In this way, the occurrence of the surge phenomenon of the turbocharger is avoided, the generation of high-frequency Hiss noise is reduced, the service life of the turbocharger is improved to a certain extent, and the driving comfort of the driver (and the passenger) is improved.

[0069] In an optional embodiment, a turbocharger corresponding boost characteristic curve is acquired, the boost characteristic curve is marked with a surge line, a target region corresponding to the surge line is determined, and the target region is used to indicate a region where the turbocharger surges. The target region and the surge line satisfy a preset positional relationship. The preset positional relationship can be understood from the following description.

[0070] The surge line can be determined in one of the following manners, but is not limited to the following manners.

[0071] Firstly, a boundary line in the boost characteristic curve is determined as the surge line.

[0072] Secondly, a maximum value corresponding to each curve in the boost characteristic curve is determined, and the maximum values corresponding to each curve are connected to form the surge line. The maximum value refers to a maximum value of a gas flow corresponding to the curve.

[0073] Thirdly, a gas flow entering a compressor is determined, the gas flow is squared to obtain a volume flow value, and the volume flow value is multiplied by a constant (set by a relevant person) to determine a surge critical flow value. When the gas flow entering the compressor is less than the surge critical flow value, the turbocharger surges. Therefore, a curve intersecting the surge critical flow value in the boost characteristic curve is determined. The curve is determined as the surge line.

[0074] After the surge line is determined in any of the above manners, a region above the surge line and between the surge line and a positive direction of a vertical axis of the boost characteristic curve is regarded as the target region. In this case, the surge line is located at a boundary position of the target region.

[0075] In another optional embodiment, after a curve corresponding to the surge line is determined, a region in the boost characteristic curve within a preset distance range from the curve corresponding to the surge line is determined, and the region is regarded as the target region. In this case, the surge line is located at a center of the target region.

[0076] In response to the operating condition existing in the target region, a first opening and closing angle of the waste gate valve is adjusted, or a second opening and closing angle corresponding to the power pedal is adjusted.

[0077] Optionally, in response to the operating condition existing in the target region, the first opening and closing angle and the second opening and closing angle are simultaneously adjusted.

[0078] The process of adjusting the first opening and closing angle is described in detail as follows.

[0079] The turbocharger further comprises an actuator, which is regarded as a waste gate valve actuator.

[0080] The actuator adjusts the supercharging pressure of the turbocharger by controlling the opening and closing of the exhaust bypass valve. When the supercharging pressure reaches a predetermined pressure value, the actuator pushes the connecting rod to open the bypass valve on the exhaust side of the turbocharger, so that part of the exhaust gas is directly discharged to the exhaust pipe without passing through the impeller of the turbocharger, thereby reducing the exhaust gas flow driving the impeller, reducing the rotational speed of the impeller, and further controlling the supercharging pressure.

[0081] Optionally, the first opening and closing angle is adjusted by adjusting the rotation angle of the output shaft of the actuator. There is a correlation between the rotation angle and the first opening and closing angle. Illustratively, the greater the absolute value of the rotation angle, the greater the angle of the first opening and closing angle.

[0082] In an optional embodiment, the rotation angle has a rotation angle threshold value, and in response to the absolute value corresponding to the rotation angle of the output shaft exceeding the rotation angle threshold value, the first opening and closing angle of the exhaust bypass valve is reduced. Illustratively, the rotation angle threshold value is 40°, when the rotation angle of the output shaft of the actuator is 40°, the first opening and closing angle of the exhaust bypass valve is also increased to 60°, when the rotation angle of the output shaft of the actuator continues to increase to 60°, the first opening and closing angle of the exhaust bypass valve is reduced from 60° to 50°.

[0083] Optionally, in response to the absolute value corresponding to the rotation angle of the output shaft exceeding the rotation angle threshold value, the first opening and closing angle of the exhaust bypass valve is reduced according to the exceeding value, wherein the exceeding value refers to the difference between the absolute value of the rotation angle and the rotation angle threshold value. Illustratively, the rotation angle threshold value is 40°, when the rotation angle of the output shaft of the actuator is 40°, the first opening and closing angle of the exhaust bypass valve is also increased to 60°, when the rotation angle of the output shaft of the actuator continues to increase to 60°, the exceeding value is 20° (the difference between 60° and 40°), and the first opening and closing angle of the exhaust bypass valve is reduced from 60° to 40°.

[0084] The process of adjusting the rotation angle of the output shaft of the actuator to adjust the first opening and closing angle is described in detail as follows.

[0085] The rotation angle of the output shaft of the actuator is controlled by adjusting the input voltage of the actuator, and there is a correlation between the input voltage and the rotation angle. Illustratively, the greater the input voltage, the greater the absolute value corresponding to the rotation angle.

[0086] In the embodiments of the present application, in the case where the operating condition and the surge line meet the predetermined relationship, the first opening and closing angle of the exhaust bypass valve is reduced, or the second opening and closing angle of the power pedal is increased.

[0087] In the embodiments of the present application, in the case where it is determined that the turbocharger in the vehicle is about to surge, the first opening and closing angle of the waste bypass valve is adjusted, so that the corresponding operating condition of the vehicle is away from the surge line, and the turbocharger is in a normal working state, thereby avoiding the high-frequency Hiss noise of the turbocharger and bringing negative driving experience to the driver. On the other hand, without adding additional noise reduction devices to the turbocharger, the purpose of protecting the turbocharger can be achieved by adjusting the opening and closing angle of the internal components of the vehicle, thereby reducing the manufacturing cost of the vehicle to a certain extent.

[0088] In combination with the above description, the adjustment of the first opening and closing angle in step 202 will be further described. Figure 3 The flowchart of adjusting the first opening and closing angle of the waste bypass valve provided by an exemplary embodiment of the present application is described by applying the method to a vehicle, as shown in Figure 3 The method comprises the following steps.

[0089] In step 300, in the case where the operating condition and the surge line meet a preset relationship, the target intake amount of the engine corresponding to the operating condition of the vehicle is determined.

[0090] Optionally, the preset relationship refers to the turbocharger surging in the operating condition.

[0091] When it is determined that the turbocharger is about to surge, the first opening and closing angle of the waste bypass valve is adjusted, so as to avoid the turbocharger from surging and reduce the generation of high-frequency Hiss noise, thereby improving the service life of the turbocharger and improving the driving comfort of the driver to a certain extent.

[0092] In an optional embodiment, the boost characteristic curve corresponding to the turbocharger is obtained, the surge line is marked in the boost characteristic curve, the target region corresponding to the surge line is determined, and the target region is used to indicate the region where the turbocharger surges.

[0093] In response to the operating condition existing in the target region, the target intake amount of the engine corresponding to the operating condition of the vehicle is determined.

[0094] The target intake amount refers to the amount of gas (which can be regarded as air) required by the engine for normal operation and combustion under the corresponding operating condition of the vehicle.

[0095] The target intake amount depends on at least one of the engine load, the engine speed, the combustion efficiency, the engine design, the environmental conditions, etc.

[0096] The engine load refers to the power or torque output by the engine. The greater the engine load, the greater the target intake amount.

[0097] The higher the engine speed, the more air is drawn in per cycle.

[0098] The combustion efficiency refers to the ratio of air to fuel, also known as the air-fuel ratio.

[0099] The engine design refers to different engine designs, including but not limited to: displacement size, cylinder number, compression ratio, etc.

[0100] The environmental conditions refer to atmospheric pressure and temperature, and different atmospheric pressures and temperatures result in different densities of gas (air), thereby affecting the target intake volume.

[0101] In an optional embodiment, the air-fuel ratio, operating power, and fuel consumption information of the engine are obtained. The air-fuel ratio is used to indicate the mixing ratio of air and fuel in the combustion chamber of the engine, the operating power is used to indicate the power generated by the engine within a preset time, and the fuel consumption information is used to indicate the amount of fuel consumed by the engine within a preset time, which can be at least one of per minute, per second, per hour, etc.

[0102] Based on the air-fuel ratio, operating power, and fuel consumption information, the target intake volume is determined.

[0103] Step 301, based on the target intake volume, the target speed corresponding to the turbocharger is determined.

[0104] Optionally, a preset table is obtained, which stores the corresponding relationship between the target intake volume and the target speed, i.e., different target intake volumes correspond to different target speeds.

[0105] Illustratively, the target intake volume in the preset table is a specific value, and different target speeds are assigned according to the specific value, such as: the target speed corresponding to the target intake volume a is b.

[0106] Illustratively, the target intake volume in the preset table is a range, and different target speeds are assigned according to the range. The range to which the target intake volume belongs is determined, and the target speed corresponding to the range is determined as the target speed corresponding to the target intake volume. For example: the range of the target intake volume a is range 1, and the target speed corresponding to range 1 is b, and the target speed b is determined as the target speed corresponding to the target intake volume a.

[0107] Optionally, the compressor pressure ratio of the engine is obtained, which is used to describe the change process of the pressure of the gas during compression.

[0108] Illustratively, the first pressure value, the first temperature value, and the first air flow corresponding to the air before compression of the engine within a preset time period are obtained; the second pressure value, the second temperature value, and the second air flow corresponding to the air after compression of the engine within a preset time period are obtained.

[0109] Determine the compressor pressure ratio of the engine based on the first pressure value, the first temperature value, the first air flow, the second pressure value, the second temperature value and the second air flow.

[0110] Illustratively, the first pressure value is processed according to a first weight coefficient to obtain a third pressure value, and the second pressure value is processed according to a second weight coefficient to obtain a fourth pressure value.

[0111] Obtain a temperature coefficient table and an air flow coefficient table, the temperature coefficient table records the corresponding relationship between the temperature value and the conversion coefficient, and the air flow coefficient table records the corresponding relationship between the air flow value and the conversion coefficient.

[0112] Determine the first coefficient corresponding to the first temperature value from the temperature coefficient table, and determine the second coefficient corresponding to the second temperature value.

[0113] Determine the third coefficient corresponding to the first air flow from the air flow coefficient table, and determine the fourth coefficient corresponding to the second air flow.

[0114] Process the third pressure value based on the first coefficient and the third coefficient to obtain a fifth pressure value.

[0115] Process the fourth pressure value based on the second coefficient and the fourth coefficient to obtain a sixth pressure value.

[0116] Determine the ratio between the fifth pressure value and the sixth pressure value as the compressor pressure ratio.

[0117] Step 302, based on the target rotating speed, adjust the first opening angle of the waste gas bypass valve, and control the turbocharger to rotate at the target rotating speed.

[0118] In the embodiments of the present application, there is a preset relationship between the rotating speed of the turbocharger and the first opening angle of the waste gas bypass valve. Illustratively, the faster the rotating speed, the larger the first opening angle of the waste gas bypass valve, and vice versa. That is, adjusting the waste gas bypass valve to different opening degrees makes the turbocharger run at different rotating speeds.

[0119] After determining that the turbocharger has a surge phenomenon, the first opening angle of the waste gas bypass valve is reduced, and the turbocharger is controlled to rotate at the target rotating speed.

[0120] In the embodiments of the present application, when it is determined that the turbocharger in the vehicle is in a surge phenomenon, the opening angle of the waste bypass valve or the power pedal is adjusted to make the corresponding operating condition of the vehicle away from the surge line, so that the turbocharger is in a normal working state, and the high-frequency Hiss noise emitted by the turbocharger is avoided to bring negative driving experience to the driver. On the other hand, without adding additional noise reduction devices to the turbocharger, the purpose of protecting the turbocharger can be achieved by adjusting the opening angle of the internal components of the vehicle, thereby reducing the manufacturing cost of the vehicle to a certain extent.

[0121] In combination Figure 4 The control method of the turbocharger involved in the embodiments of the present application is described, Figure 3 is a flow chart of the control method of the turbocharger provided by an exemplary embodiment of the present application, as shown in Figure 3 The method comprises the following steps:

[0122] Step 400, determining the corresponding driving condition of the vehicle.

[0123] Optionally, the operating condition refers to the working state of the internal components of the vehicle during driving. The internal components include but are not limited to the turbocharger, the power pedal, the sensors arranged at various positions of the vehicle, the tires, etc. In the embodiments of the present application, the operating condition includes the working state of the turbocharger.

[0124] In an optional embodiment, the operating condition is also used to indicate the working state of the vehicle during driving. The working condition is divided in terms of the motion form of the vehicle, the control mode of the driver, the load condition of the vehicle, the environmental condition of the vehicle, the road condition of the vehicle, etc.

[0125] Step 401, when the driving condition of the vehicle is in the target region corresponding to the surge line, the first opening angle of the exhaust bypass valve is reduced.

[0126] The working state of the turbocharger is obtained, which includes but is not limited to the real-time speed of the turbocharger, the compressor boost ratio, the compressor flow, etc.

[0127] The boost characteristic curve corresponding to the turbocharger is determined, which is used to represent the relationship between the gas flow in the compressor and the boost ratio, that is, the boost characteristic curve is used to represent the compressor flow characteristic.

[0128] The boost characteristic curve is marked with a surge line, which is used to represent the gas flow oscillation phenomenon of the gas along the axial direction of the compressor. In the art, the surge line can be regarded as the critical state of the operation of the turbocharger.

[0129] In an optional embodiment, a turbocharger corresponding boost characteristic curve is acquired, the boost characteristic curve is marked with a surge line, a target region corresponding to the surge line is determined, and the target region is used to indicate a region where the turbocharger is in a surge phenomenon.

[0130] In response to the operating condition existing in the target region, the first opening and closing angle of the waste gate valve is reduced.

[0131] The specific process of determining the first opening and closing angle can refer to the above-mentioned step 202 and steps 300 to 302, which will not be described here.

[0132] Step 402, when the driving condition of the vehicle is in the target region corresponding to the surge line, the second opening and closing angle of the power pedal is increased.

[0133] Optionally, it is determined that the turbocharger will be in a surge phenomenon under the driving condition of the vehicle, and the second opening and closing angle of the power pedal is increased.

[0134] The second opening and closing angle is used to represent the position of the power pedal, which refers to the relative position between the power pedal from fully closed (0%) to fully open (100%). Illustratively, the angle formed between the power pedal in the power pedal of the vehicle is 30°, and when the turbocharger is in a surge phenomenon, the angle between the power pedal is increased from 30° to 50°.

[0135] In the embodiments of the present application, the second opening and closing angle affects the intake amount and fuel supply amount of the engine.

[0136] In order to avoid the turbocharger from being in a surge phenomenon, the angle between the power pedal in the power pedal is increased at the same time, and the intake amount of the engine is increased. In the case of increasing the intake amount of the engine, the fuel supply amount is also increased, which further improves the combustion (conversion) efficiency of the fuel, and further reduces the exhaust emission. After the exhaust emission is reduced, the gas flow into the turbocharger is also reduced, which effectively reduces the exhaust conversion amount of the turbocharger, avoids the increase of the internal components in the operation process caused by the increase of the gas flow in the turbocharger, and further causes the surge phenomenon to occur.

[0137] In another optional embodiment, a target speed of the turbocharger is determined, and the second opening and closing angle of the power pedal is controlled so that the turbocharger operates at the target speed.

[0138] Illustratively, the target rotating speed k of the turbocharger is determined, at this time, the second opening angle of the power pedal is increased from 30° to 40°, but when the second opening angle of the power pedal is 40°, the rotating speed of the turbocharger is less than the target rotating speed, the second opening angle of the power pedal is continuously increased to 50°, and when the second opening angle of the power pedal is 50°, the rotating speed of the turbocharger reaches the target rotating speed.

[0139] In the embodiments of the present application, when it is determined that the turbocharger in the vehicle has the surge phenomenon, the opening angle of the waste bypass valve or the power pedal is adjusted, so that the operating condition of the vehicle deviates from the surge line, so that the turbocharger is in a normal working state, and the high-frequency Hiss noise of the turbocharger is avoided to bring negative driving experience to the driver. On the other hand, without adding additional noise reduction devices to the turbocharger, the purpose of protecting the turbocharger can be achieved by adjusting the opening angle of the internal components of the vehicle, thereby reducing the manufacturing cost of the vehicle to a certain extent.

[0140] Please refer to Figure 5 which shows a structural block diagram of a control device of a turbocharger provided by an example embodiment of the present application. The device includes the following contents.

[0141] The acquisition module 500 is configured to acquire an operating condition corresponding to the vehicle, the operating condition being used to indicate a working state of an internal component of the vehicle in a driving process, and the operating condition including a working state of the turbocharger, the turbocharger including a compressor and a waste bypass valve.

[0142] The determination module 501 is configured to determine a surge line corresponding to the turbocharger, the surge line being used to represent a gas flow oscillation phenomenon of the gas along the axial direction of the compressor, and the surge line being determined from a boost characteristic curve, the boost characteristic curve being used to represent a relationship between the gas flow and a boost ratio in the compressor.

[0143] The adjustment module 502 is configured to adjust a first opening angle of the waste bypass valve or a second opening angle corresponding to a power pedal of the vehicle, when a preset relationship is met between the operating condition and the surge line.

[0144] In an optional embodiment, the determination module 501 is configured to determine a target region corresponding to the surge line in the boost characteristic curve, and a preset positional relationship is met between the target region and the surge line.

[0145] The adjustment module 502 is configured to adjust the first opening angle or the second opening angle in response to the operating condition existing in the target region.

[0146] In an optional embodiment, the turbocharger further comprises an actuator;

[0147] The adjusting module 502 is configured to adjust the first opening and closing angle by adjusting a rotation angle of an output shaft of the actuator, and there is a correlation between the rotation angle and the first opening and closing angle.

[0148] In an optional embodiment, the adjusting module 502 is configured to control the rotation angle of the output shaft of the actuator by adjusting an input voltage of the actuator, and there is a correlation between the input voltage and the rotation angle.

[0149] The adjusting module 502 is configured to adjust the first opening and closing angle by adjusting a rotation angle of an output shaft of the actuator.

[0150] In an optional embodiment, the determining module 501 is configured to determine a target intake amount of the engine corresponding to the running condition of the vehicle in a case where the running condition and the surge line meet a preset relationship.

[0151] The determining module 501 is configured to determine a target speed of the turbocharger based on the target intake amount.

[0152] The adjusting module 502 is configured to adjust the first opening and closing angle of the waste bypass valve based on the target speed, and control the turbocharger to rotate at the target speed.

[0153] In an optional embodiment, the obtaining module 500 is configured to obtain an air-fuel ratio, a running power and fuel consumption information of the engine, the air-fuel ratio is used to indicate a mixing ratio of air and fuel in a combustion chamber of the engine, the running power is used to indicate a power generated by the engine within a preset time, and the fuel consumption information is used to indicate an amount of fuel consumed by the engine within the preset time.

[0154] The determining module 501 is configured to determine the target intake amount based on the air-fuel ratio, the running power and the fuel consumption information.

[0155] The obtaining module 500 is configured to obtain a compressor pressure ratio of the engine, and the compressor pressure ratio is used to describe a change process of pressure of gas in a compression process.

[0156] The determining module 501 is configured to determine the target based on the compressor pressure ratio and the target intake amount.

[0157] In an optional embodiment, a first pressure value, a first temperature value and a first air flow of compressed air of the engine within a preset time period are obtained.

[0158] The acquisition module 500 is configured to acquire a second pressure value, a second temperature value and a second air flow value of compressed air of the engine in a preset time period;

[0159] The determination module 501 is configured to process the first pressure value according to a first weight coefficient to obtain a third pressure value, and process the second pressure value according to a second weight coefficient to obtain a fourth pressure value.

[0160] The acquisition module 500 is configured to acquire a temperature coefficient table and an air flow coefficient table, the temperature coefficient table recording a corresponding relationship between the temperature value and a conversion coefficient, and the air flow coefficient table recording a corresponding relationship between an air flow value and a conversion coefficient.

[0161] The determination module 501 is configured to determine a first coefficient corresponding to the first temperature value from the temperature coefficient table, and determine a second coefficient corresponding to the second temperature value.

[0162] The determination module 501 is configured to determine a third coefficient corresponding to the first air flow value from the air flow coefficient table, and determine a fourth coefficient corresponding to the second air flow value.

[0163] The determination module 501 is configured to process the third pressure value based on the first coefficient and the third coefficient to obtain a fifth pressure value.

[0164] The determination module 501 is configured to process the fourth pressure value based on the second coefficient and the fourth coefficient to obtain a sixth pressure value.

[0165] The determination module 501 is configured to determine a ratio between the fifth pressure value and the sixth pressure value as the compressor pressure ratio.

[0166] In the device provided in the embodiments of the present application, in the case where the turbocharger in the vehicle appears the surge phenomenon, the opening and closing angle of the waste bypass valve or the power pedal is adjusted to make the corresponding operating condition of the vehicle away from the surge line, so that the turbocharger is in a normal working state, and the high-frequency Hiss noise emitted by the turbocharger is avoided to bring negative driving experience to the driver. On the other hand, without adding an additional noise reduction device for the turbocharger, the opening and closing angle of the internal components of the vehicle is adjusted to achieve the purpose of protecting the turbocharger, and the manufacturing cost of the vehicle is reduced to a certain extent.

[0167] It should be noted that the control device of the turbocharger provided by the above-mentioned embodiments is only exemplified by the division of the above-mentioned functional modules, and in actual application, the above-mentioned functions can be completed by different functional modules according to the needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above. In addition, the control device of the turbocharger provided by the above-mentioned embodiments and the control method of the turbocharger belong to the same concept, and the specific implementation process is described in the method embodiment, which will not be repeated here.

[0168] Figure 6 A structural block diagram of a computer device 600 provided by an example embodiment of the present application is shown. The computer device 600 can be a portable mobile terminal, such as a smart phone, a tablet computer, an MP3 player (Moving Picture Experts Group Audio Layer III), an MP4 player (Moving Picture Experts Group Audio Layer IV), a notebook computer or a desktop computer. The computer device 600 can also be referred to as a user device, a portable terminal, a laptop terminal, a desktop terminal, and other names. Alternatively, the computer device 600 can also be implemented as a mobile device, such as a vehicle terminal and other mobile smart terminals.

[0169] Generally, the computer device 600 includes a processor 601 and a memory 602.

[0170] The processor 601 can include one or more processing cores, such as a 4-core processor, an 8-core processor, and the like. The processor 601 can be implemented in at least one of a hardware form of a DSP (Digital Signal Processing), an FPGA (Field-Programmable Gate Array), a PLA (Programmable Logic Array). The processor 601 can also include a main processor and a coprocessor, the main processor being a processor for processing data in an awake state, also known as a CPU (Central Processing Unit), and the coprocessor being a low-power processor for processing data in a standby state. In some embodiments, the processor 601 can be integrated with a GPU (Graphics Processing Unit) for rendering and drawing content required to be displayed by the display screen. In some embodiments, the processor 601 can further include an AI (Artificial Intelligence) processor for processing computing operations related to machine learning.

[0171] The memory 602 can include one or more computer-readable storage media that can be non-transitory. The memory 602 can also include a high-speed random access memory, and a nonvolatile memory such as one or more disk storage devices, flash storage devices. In some embodiments, the non-transitory computer-readable storage medium in the memory 602 is used to store at least one instruction for being executed by the processor 601 to implement the model training method or the behavior coding method provided by the method embodiments in the present application.

[0172] In some embodiments, the computer device 600 can also optionally include a peripheral device interface 603 and at least one peripheral device. The processor 601, the memory 602, and the peripheral device interface 603 can be connected through a bus or a signal line. Each peripheral device can be connected to the peripheral device interface 603 through a bus, a signal line, or a circuit board. For example, the peripheral device can include at least one of a radio frequency circuit 604, a display screen 605, a camera component 606, an audio circuit 607, a positioning component 615, and a power supply 608.

[0173] The peripheral interface 603 can be used to connect at least one I / O (Input / Output) related peripheral device to the processor 601 and the memory 602. In some embodiments, the processor 601, the memory 602 and the peripheral interface 603 are integrated on the same chip or circuit board; in some other embodiments, any one or two of the processor 601, the memory 602 and the peripheral interface 603 can be implemented on a separate chip or circuit board, and the present embodiments are not limited in this regard.

[0174] The radio frequency circuit 604 is used to receive and send RF (Radio Frequency) signals, also known as electromagnetic signals. The radio frequency circuit 604 communicates with a communication network and other communication devices through electromagnetic signals. The radio frequency circuit 604 converts electrical signals into electromagnetic signals for transmission, or converts received electromagnetic signals into electrical signals. Optionally, the radio frequency circuit 604 includes an antenna system, an RF transceiver, one or more amplifiers, a tuner, an oscillator, a digital signal processor, a codec chipset, a subscriber identity module card, and the like. The radio frequency circuit 604 can communicate with other terminals through at least one wireless communication protocol. The wireless communication protocol includes but is not limited to the World Wide Web, a metropolitan area network, an intranet, various generations of mobile communication networks (2G, 3G, 4G and 5G), a wireless local area network and / or a WiFi (Wireless Fidelity) network. In some embodiments, the radio frequency circuit 604 can also include NFC (Near Field Communication) related circuitry, and the present application is not limited in this regard.

[0175] The display screen 605 is configured to display a UI (User Interface). The UI can include graphics, text, icons, video, and any combination thereof. When the display screen 605 is a touch display screen, the display screen 605 is further configured to capture touch signals on or above the surface of the display screen 605. The touch signals can be input to the processor 601 as control signals for processing. In this case, the display screen 605 can also be configured to provide virtual buttons and / or virtual keyboard, also known as soft buttons and / or soft keyboard. In some embodiments, the display screen 605 can be one, disposed on the front panel of the computer device 600; in other embodiments, the display screen 605 can be at least two, respectively disposed on different surfaces of the computer device 600 or in a folding design; in other embodiments, the display screen 605 can be a flexible display screen, disposed on a curved surface or a folding surface of the computer device 600. Even, the display screen 605 can also be disposed in an irregular shape, i.e., a special-shaped screen. The display screen 605 can be made of LCD (Liquid Crystal Display), OLED (Organic Light-Emitting Diode), etc.

[0176] The camera assembly 606 is configured to capture images or videos. Optionally, the camera assembly 606 includes a front-facing camera and a rear-facing camera. Typically, the front-facing camera is disposed on the front panel of the terminal, and the rear-facing camera is disposed on the back of the terminal. In some embodiments, the rear-facing camera is at least two, which are any one of a main camera, a depth-of-field camera, a wide-angle camera, and a telephoto camera, to realize the background blur function by fusing the main camera and the depth-of-field camera, the panoramic shooting and VR (Virtual Reality) shooting function by fusing the main camera and the wide-angle camera, or other fusion shooting functions. In some embodiments, the camera assembly 606 can further include a flash. The flash can be a single-color temperature flash or a dual-color temperature flash. The dual-color temperature flash refers to the combination of a warm light flash and a cold light flash, which can be used for light compensation under different color temperatures.

[0177] The audio circuit 607 can include a microphone and a speaker. The microphone is used to collect sound waves of the user and the environment, and convert the sound waves into an electrical signal input to the processor 601 for processing, or input to the radio frequency circuit 604 to realize voice communication. For the purpose of stereo sound collection or noise reduction, the microphone can be multiple, respectively arranged at different parts of the computer device 600. The microphone can also be an array microphone or an omnidirectional collection type microphone. The speaker is used to convert the electrical signal from the processor 601 or the radio frequency circuit 604 into sound waves. The speaker can be a conventional diaphragm speaker, or a piezoelectric ceramic speaker. When the speaker is a piezoelectric ceramic speaker, not only can it convert electrical signals into sound waves that humans can hear, but it can also convert electrical signals into sound waves that humans cannot hear for ranging purposes. In some embodiments, the audio circuit 607 can also include a headphone jack.

[0178] The positioning component 615 is used to position the current geographic position of the computer device 600 to realize navigation or LBS (Location Based Service). The positioning component 615 can be a positioning component based on the GPS (Global Positioning System) in the United States or the Beidou system in China.

[0179] The power supply 608 is used to supply power to various components in the computer device 600. The power supply 608 can be alternating current, direct current, disposable battery or rechargeable battery. When the power supply 608 includes a rechargeable battery, the rechargeable battery can be a wired charging battery or a wireless charging battery. The wired charging battery is a battery charged through a wired line, and the wireless charging battery is a battery charged through a wireless coil. The rechargeable battery can also be used to support fast charging technology.

[0180] In some embodiments, the computer device 600 further includes one or more sensors 609. The one or more sensors 609 include but are not limited to an acceleration sensor 610, a gyroscope sensor 611, a pressure sensor 612, an optical sensor 613 and a proximity sensor 614.

[0181] The acceleration sensor 610 can detect the acceleration in three coordinate axes of the coordinate system established by the computer device 600. For example, the acceleration sensor 610 can be used to detect the components of the gravitational acceleration in three coordinate axes. The processor 601 can control the display screen 605 to display the user interface in a landscape view or a portrait view according to the gravitational acceleration signal collected by the acceleration sensor 610. The acceleration sensor 610 can also be used for game or user motion data collection.

[0182] The gyroscope sensor 611 can detect the body direction and rotation angle of the computer device 600, and the gyroscope sensor 611 can cooperate with the acceleration sensor 610 to collect the 3D action of the user on the computer device 600. According to the data collected by the gyroscope sensor 611, the processor 601 can realize the following functions: action sensing (such as changing the UI according to the user's tilt operation), image stabilization during shooting, game control, and inertial navigation.

[0183] The pressure sensor 612 can be arranged on the side frame of the computer device 600 and / or the lower layer of the display screen 605. When the pressure sensor 612 is arranged on the side frame of the computer device 600, the user's holding signal on the computer device 600 can be detected, and the left and right hand recognition or shortcut operation can be performed by the processor 601 according to the holding signal collected by the pressure sensor 612. When the pressure sensor 612 is arranged on the lower layer of the display screen 605, the controllable control on the UI interface can be controlled by the processor 601 according to the pressure operation of the user on the display screen 605. The controllable control includes at least one of a button control, a scroll bar control, an icon control, and a menu control.

[0184] The optical sensor 613 is used to collect the ambient light intensity. In an embodiment, the processor 601 can control the display brightness of the display screen 605 according to the ambient light intensity collected by the optical sensor 613. For example, when the ambient light intensity is high, the display brightness of the display screen 605 is increased; when the ambient light intensity is low, the display brightness of the display screen 605 is decreased. In another embodiment, the processor 601 can also dynamically adjust the shooting parameters of the camera assembly 606 according to the ambient light intensity collected by the optical sensor 613.

[0185] The proximity sensor 614, also known as a distance sensor, is usually arranged on the front panel of the computer device 600. The proximity sensor 614 is used to collect the distance between the user and the front of the computer device 600. In an embodiment, when the proximity sensor 614 detects that the distance between the user and the front of the computer device 600 gradually decreases, the display screen 605 is switched from the bright screen state to the screen-off state by the processor 601; when the proximity sensor 614 detects that the distance between the user and the front of the computer device 600 gradually increases, the display screen 605 is switched from the screen-off state to the bright screen state by the processor 601.

[0186] Those skilled in the art can understand that Figure 6 The structure shown in the above description does not constitute a limitation on the computer device 600, and can include more or fewer components than the drawings, or combine certain components, or use different component arrangements.

[0187] The application further provides a computer readable storage medium, wherein at least one instruction, at least one program, a code set or an instruction set are stored in the storage medium, and the at least one instruction, the at least one program, the code set or the instruction set are loaded and executed by a processor to implement the control method of the turbocharger provided in the above method embodiment.

[0188] The application provides a computer program product or a computer program, which comprises computer instructions stored in a computer readable storage medium. A processor of a computer device reads the computer instructions from the computer readable storage medium, and the processor executes the computer instructions, so that the computer device executes the control method of the turbocharger provided in the above method embodiment.

[0189] Those skilled in the art can understand that all or part of the steps of the above-mentioned embodiments can be completed by hardware, or by a program instructing related hardware, and the program can be stored in a computer readable storage medium. The storage medium mentioned above can be a read-only memory, a magnetic disk or an optical disk.

[0190] The above only describes the preferred embodiments of the application and is not intended to limit the application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the application shall be included in the protection scope of the application.

Claims

1. A control method of a turbocharger, characterized by, The method comprises: acquiring a running condition corresponding to a vehicle, the running condition being used to indicate a working state of an internal component of the vehicle during driving, the running condition comprising a working state of a turbocharger, the turbocharger comprising a compressor and a wastegate valve; determining a surge line corresponding to the turbocharger, the surge line being used to represent a gas flow oscillation phenomenon of gas along an axial direction of the compressor, the surge line being determined from a boost characteristic curve, the boost characteristic curve being used to represent a relationship between a gas flow and a boost ratio in the compressor; in a case where a preset relationship is met between the running condition and the surge line, determining a target intake amount of an engine corresponding to the vehicle in the running condition; based on the target intake amount, determining a target rotating speed of the turbocharger; based on the target rotating speed, adjusting a first opening / closing angle of the wastegate valve, and controlling the turbocharger to rotate at the target rotating speed.

2. The method of claim 1, wherein, The method further comprises: determining a target region corresponding to the surge line in the boost characteristic curve, the target region meeting a preset positional relationship with the surge line; in response to the running condition existing in the target region, adjusting the first opening / closing angle.

3. The method of claim 2, wherein, The turbocharger further comprises an actuator; The adjusting of the first opening / closing angle comprises: adjusting the first opening / closing angle by adjusting a rotating angle of an output shaft of the actuator; wherein a correlation relationship exists between the rotating angle and the first opening / closing angle.

4. The method of claim 3, wherein, The adjusting of the first opening / closing angle by adjusting the rotating angle of the output shaft of the actuator comprises: controlling the rotating angle of the output shaft of the actuator by adjusting an input voltage of the actuator, a correlation relationship existing between the input voltage and the rotating angle; adjusting the first opening / closing angle by adjusting the rotating angle of the output shaft of the actuator.

5. The method of claim 4, wherein, The determining of the target intake amount of the engine corresponding to the vehicle in the running condition comprises: acquiring air-fuel ratio, running power and fuel consumption information of the engine, the air-fuel ratio being used to indicate a mixing ratio of air and fuel in a combustion chamber of the engine, the running power being used to indicate a power generated by the engine within a preset time, and the fuel consumption information being used to indicate an amount of fuel consumed by the engine within the preset time; based on the air-fuel ratio, the running power and the fuel consumption information, determining the target intake amount; The determining of the target rotating speed of the turbocharger based on the target intake amount comprises: acquiring a compressor pressure ratio of the engine, the compressor pressure ratio being used to describe a change process of pressure of gas in a compression process; based on the compressor pressure ratio and the target intake amount, determining the target rotating speed.

6. The method of claim 5, wherein, The acquiring of the compressor pressure ratio of the engine comprises: acquiring a first pressure value, a first temperature value and a first air flow of air before compression of the engine within a preset time period; acquiring a second pressure value, a second temperature value and a second air flow of air after compression of the engine within a preset time period; The first pressure value is processed according to the first weight coefficient to obtain a third pressure value, and the second pressure value is processed according to the second weight coefficient to obtain a fourth pressure value; obtain a temperature coefficient table and an air flow coefficient table, the temperature coefficient table records the corresponding relationship between the temperature value and the conversion coefficient, and the air flow coefficient table records the corresponding relationship between the air flow value and the conversion coefficient; determine the first coefficient corresponding to the first temperature value from the temperature coefficient table, and determine the second coefficient corresponding to the second temperature value; determine the third coefficient corresponding to the first air flow from the air flow coefficient table, and determine the fourth coefficient corresponding to the second air flow; process the third pressure value based on the first coefficient and the third coefficient to obtain a fifth pressure value; process the fourth pressure value based on the second coefficient and the fourth coefficient to obtain a sixth pressure value; determine the ratio between the fifth pressure value and the sixth pressure value as the compressor pressure ratio.

7. A control device for a turbocharger, characterized by The device comprises: an acquisition module configured to acquire an operating condition corresponding to a vehicle, the operating condition being used to indicate a working state of an internal component of the vehicle during driving, and the operating condition comprising a working state of a turbocharger, the turbocharger comprising a compressor and a wastegate valve; a determination module configured to determine a surge line corresponding to the turbocharger, the surge line being used to represent a gas flow oscillation phenomenon of gas along an axial direction of the compressor, and the surge line being determined from a boost characteristic curve, the boost characteristic curve being used to represent a relationship between the gas flow and a boost ratio in the compressor; the determination module is configured to determine a target intake amount of an engine corresponding to the vehicle in the operating condition when a preset relationship is met between the operating condition and the surge line; the determination module is configured to determine a target rotational speed of the turbocharger based on the target intake amount; an adjustment module configured to adjust a first opening angle of the wastegate valve based on the target rotational speed, and control the turbocharger to rotate at the target rotational speed.

8. A computer device, comprising: The computer device comprises a processor and a memory, and the memory stores at least one program, which is loaded and executed by the processor to implement the turbocharger control method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The storage medium stores at least one program, which is loaded and executed by the processor to implement the turbocharger control method according to any one of claims 1 to 6.

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