Supercharging pressure control method for two-stage supercharging system of hydrogen internal combustion engine

Abstract

The invention discloses a supercharging pressure control method for a two-stage supercharging system of a hydrogen internal combustion engine. The supercharging pressure control method comprises the steps that S1, a supercharging pressure target is obtained; s2, acquiring a first feedback parameter; s3, generating a first pressure control scheme; s4, executing the first pressure control scheme; s5, acquiring a second feedback parameter; s6, analyzing the second feedback parameter; s7, self-learning is carried out, and a second pressure control scheme is generated; s8, executing the second pressure control scheme; and correspondingly realizing the functional modules in the steps S1 to S8. According to the invention, the optimal supercharging pressure can be accurately adjusted under different working conditions.

Description

Technical Field

[0001] The present invention relates to the field of two-stage supercharging systems for hydrogen internal combustion engines, and particularly to a method for controlling the supercharging pressure of a two-stage supercharging system for a hydrogen internal combustion engine. Background Art

[0002] With the advancement of China's "dual carbon" strategy, internal combustion engines face huge challenges in energy conservation and emission reduction. Hydrogen has the advantages of high calorific value, fast combustion speed, wide combustible concentration range, good diffusibility, etc., and has diverse sources, is clean and carbon-free, making it a very suitable alternative fuel for internal combustion engines and is considered the most promising alternative fuel and carrier of future energy. Using hydrogen as an alternative fuel to drive internal combustion engines is an effective solution to meet increasingly strict emission regulations and achieve near-zero emissions.

[0003] Due to the inherent characteristics of hydrogen fuel in hydrogen internal combustion engines, ultra-lean combustion technology is generally adopted in the development of hydrogen internal combustion engines. Compared with stoichiometric combustion, ultra-lean combustion requires higher supercharging pressure and air flow rate, posing new requirements and challenges for the matching of superchargers.

[0004] The current mainstream supercharging methods are single-stage supercharging and two-stage supercharging. Compared with two-stage supercharging, single-stage supercharging provides relatively limited supercharging pressure and cannot meet the requirements of high air flow rate at high speed and high power, thus facing the risk of power limitation and abnormal combustion and reduced economy due to the inability to provide a high air-fuel ratio. Although two-stage supercharging can provide sufficient supercharging pressure and air flow rate to meet power development, it also faces problems such as uneven pressure ratio distribution between the high-pressure stage and the low-pressure stage, and thus cannot fully utilize the potential of the two-stage supercharging system. Therefore, the prior art cannot accurately achieve the balance of the pressure of the two-stage supercharging system.

[0005] Furthermore, in the prior art, professional operators obtain the relationship parameters between independent variables and dependent variables based on looking up tables in manuals and combining experience, and then determine the system adjustment method. However, this fixed adjustment method is manually set and there are inaccurate situations; furthermore, the prior art cannot be applied to complex and variable environments and cannot calculate the change in the adjustment effect caused by the change in the properties of the air medium due to environmental changes (such as air temperature and humidity, altitude, etc.).

[0006] The information disclosed in this background art section is only intended to increase the understanding of the overall background of the present invention and should not be regarded as an admission or any form of implication that this information constitutes prior art already known to those of ordinary skill in the art. Summary of the Invention

[0007] The object of the present invention is to provide a method for controlling the supercharging pressure of a two-stage supercharging system for a hydrogen internal combustion engine, which can solve the problems existing in the background art.

[0008] To achieve the above object, the present invention provides a two-stage supercharging system for a hydrogen internal combustion engine, comprising: a first acquisition module for acquiring a supercharging pressure target, the first acquisition module including a control computer and an ECU, the control computer being electrically connected to the ECU; a second acquisition module for acquiring a first feedback parameter, the second acquisition module including: a first temperature and pressure sensor, a second temperature and pressure sensor, a third temperature and pressure sensor, a fourth temperature and pressure sensor, and a fifth temperature and pressure sensor; a first generation module for generating a first pressure control scheme; a first execution module for executing the first pressure control scheme; a third acquisition module for acquiring a second feedback parameter; a second generation module for generating a second pressure control scheme; and a second execution module for executing the second pressure control scheme.

[0009] In one or more embodiments, it further includes a CAN communication pressure regulating valve and a bypass branch. The CAN communication pressure regulating valve is connected to the pipeline between the exhaust side of the high-pressure stage supercharger and the exhaust side of the low-pressure stage supercharger. One end of the bypass branch is connected to the CAN communication pressure regulating valve, and the other end is connected to the exhaust port.

[0010] In one or more embodiments, the first temperature and pressure sensor is connected to the pipeline between the intercooler and the throttle valve; the second temperature and pressure sensor is connected to the pipeline between the intake side of the high-pressure stage supercharger and the intake side of the low-pressure stage supercharger; the third temperature and pressure sensor is connected to the pipeline between the CAN communication pressure regulating valve and the exhaust side of the high-pressure stage supercharger; the fourth temperature and pressure sensor is connected to the pipeline between the CAN communication pressure regulating valve and the exhaust side of the low-pressure stage supercharger; and the fifth temperature and pressure sensor is connected to the pipeline between the air filter and the intake side of the low-pressure stage supercharger.

[0011] In a second aspect, the present invention provides a method for controlling the supercharging pressure of a two-stage supercharging system for a hydrogen internal combustion engine. Based on the above two-stage supercharging system for a hydrogen internal combustion engine, it is characterized by including the following steps: S1: Acquire a supercharging pressure target; S2: Acquire a first feedback parameter; S3: Generate a first pressure control scheme; S4: Execute the first pressure control scheme; S5: Acquire a second feedback parameter; S6: Analyze the second feedback parameter; S7: Perform self-learning and generate a second pressure control scheme; S8: Execute the second pressure control scheme; wherein, the first feedback parameter includes: T1, T2, P1, P2, P3, P4, P5; T1 is the temperature parameter of the first temperature and pressure sensor; T2 is the temperature parameter of the second temperature and pressure sensor; P1 is the air pressure parameter of the first temperature and pressure sensor; P2 is the air pressure parameter of the second temperature and pressure sensor; P3 is the air pressure parameter of the third temperature and pressure sensor; P4 is the air pressure parameter of the fourth temperature and pressure sensor; and P5 is the air pressure parameter of the fifth temperature and pressure sensor.

[0012] In one or more embodiments, step S3 includes: S31: obtaining an ideal first feedback parameter according to the supercharging pressure target; S32: comparing the ideal first feedback parameter with the current first feedback parameter to obtain a difference; S33: obtaining the opening change direction of the CAN communication pressure regulating valve according to the positive or negative of the difference; S34: obtaining the opening change amount of the CAN communication pressure regulating valve according to the magnitude of the difference; S35: combining the opening change direction and the opening change amount to generate a first pressure control scheme.

[0013] In one or more embodiments, step S4 includes: S41: the CAN communication pressure regulating valve adjusts its opening according to the opening change direction and the opening change amount; step S5 includes: S51: the second acquisition module waits for the parameters to stabilize; S52: acquiring the second feedback parameter; wherein, the second feedback parameter includes T1', T2', P1', P2', P3', P4', P5'.

[0014] In one or more embodiments, step S6 includes: S61: combining the first feedback parameter and the second feedback parameter to obtain an actual supercharging change rate; S62: obtaining a supercharging pressure achievement rate from the actual supercharging change rate and the difference.

[0015] In one or more embodiments, the hydrogen internal combustion engine two-stage supercharging system further includes a memory module for storing countermeasures. Step S7 includes: S71: reading the memory module; S72: inputting data into the memory module to retrieve the countermeasures; S73: if there is a countermeasure with similar conditions, using the countermeasure with similar conditions as the second pressure control scheme and ending step S7; S74: if there is no countermeasure with similar conditions, obtaining the second pressure control scheme based on the first pressure control scheme through conversion according to the supercharging pressure achievement rate; S75: the memory module memorizes the second pressure control scheme and enters the first feedback parameter, the first pressure control scheme, the second feedback parameter, the supercharging pressure achievement rate, and the first pressure control scheme as retrieval conditions.

[0016] In one or more embodiments, step S8 includes: S81: executing the second pressure control scheme; S82: acquiring a third feedback parameter; S83: if the supercharging pressure target is not achieved, returning to step S7; S83: if the supercharging pressure target is achieved, ending step S8.

[0017] Compared with the prior art, the multiple technical solutions and embodiments provided by the present invention at least include the following technical effects or advantages:

[0018] 1. The first pressure control scheme is mainly premised on the actual supercharging pressure and target supercharging follow-up, making the most efficient use of two-stage supercharging as much as possible, effectively improving problems such as insufficient low-speed supercharging pressure and overshoot of high-speed supercharging pressure, effectively improving the operating efficiency of two-stage supercharging, and thus improving the fuel economy of the engine.

[0019] 2. By adjusting the supercharging scheme multiple times and continuously approaching until the supercharging pressure target is reached, it is possible to accurately adjust to the optimal supercharging pressure under different working conditions.

[0020] 3. Perform self-learning and memorize the supercharging sensitivity so as to provide relevant guidance when encountering similar road conditions subsequently. Description of the Drawings

[0021] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The schematic embodiments of the present invention and their descriptions are used to explain the present invention, and can be considered as a schematic of the results of various combinations of preferred embodiments, and do not constitute an improper limitation of the present invention. In the drawings:

[0022] Figure 1 It is a schematic diagram of the overall process of a method for controlling the supercharging pressure of a two-stage supercharging system for a hydrogen internal combustion engine provided by the present invention;

[0023] Figure 2 It is a schematic diagram of the overall structure of a two-stage supercharging system for a hydrogen internal combustion engine provided by the present invention;

[0024] The reference numerals in the drawings respectively represent: 1 - high-pressure stage supercharger, 2 - low-pressure stage supercharger, 3 - CAN communication pressure regulating valve. Detailed Embodiments

[0025] Unless otherwise clearly stated, throughout the specification and claims, the term "comprising" or its variations such as "including" or "including having" or "made of..." etc. will be understood to include the stated elements or components, without excluding other elements or other components.

[0026] The object of the present invention is to provide a two-stage supercharging system for a hydrogen internal combustion engine and a method for controlling the supercharging pressure of a two-stage supercharging system for a hydrogen internal combustion engine, so as to achieve the effect of accurately adjusting to the optimal supercharging pressure under various working conditions.

[0027] Example 1:

[0028] This embodiment provides a two-stage supercharging system for a hydrogen internal combustion engine, including: a first acquisition module for acquiring a supercharging pressure target, where the first acquisition module includes a control computer and an ECU, and the control computer is electrically connected to the ECU; a second acquisition module for acquiring a first feedback parameter, where the second acquisition module includes: a first temperature and pressure sensor, a second temperature and pressure sensor, a third temperature and pressure sensor, a fourth temperature and pressure sensor, and a fifth temperature and pressure sensor; a first generation module for generating a first pressure control scheme; a first execution module for executing the first pressure control scheme; a third acquisition module for acquiring a second feedback parameter; a second generation module for generating a second pressure control scheme; and a second execution module for executing the second pressure control scheme.

[0029] Specifically, in order to be able to adjust to the optimal supercharging pressure under different working conditions, as shown in the attached drawings, this application provides the two-stage supercharging system for a hydrogen internal combustion engine, which further includes a high-pressure stage supercharger 1 and a low-pressure stage supercharger 2. Turbines are provided on both the exhaust side and the intake side of the high-pressure stage supercharger 1 and the low-pressure stage supercharger 2. The two-stage supercharging system for a hydrogen internal combustion engine can achieve multiple functions through different modules, thereby implementing an electronically controlled pressure regulation method.

[0030] A two-stage supercharging system for a hydrogen internal combustion engine outputs a matching torque percentage according to the engine speed and throttle signal, and calculates the corresponding required air volume (corresponding air charge pressure) according to the torque percentage; the air charge pressure is controlled by a throttle valve, and there is a pressure drop in the throttle valve. The supercharging pressure target is the sum of the air charge pressure target and the throttle valve pressure drop target.

[0031] After combustion, the exhaust gas is discharged from the cylinder, driving the high-pressure stage supercharger 1, the CAN communication pressure regulating valve 3, and the low-pressure stage supercharger 2 to work in sequence; the fresh air is controlled by the low-pressure stage supercharger 2 (primary supercharging) and the high-pressure stage supercharger (secondary supercharging), and the actual supercharging pressure is output.

[0032] When the high-temperature and high-pressure exhaust gas flows through the low-pressure stage supercharger 2, the exhaust gas energy is controlled by the CAN communication pressure regulating valve 3. The exhaust gas bypass valve can bypass the exhaust gas to control the exhaust gas flow rate entering the turbine end of the low-pressure stage supercharger 2, thereby controlling the supercharging pressure of the fresh air; after the fresh air is supercharged at the primary stage, it enters the intercooler between the two stages for cooling, and then is supercharged a second time by the high-pressure stage supercharger 1. At this time, the exhaust gas flow rate flowing through the high-pressure stage supercharger 1 is controlled by the exhaust gas bypass valve. The exhaust gas bypass control valve is regulated by a PID closed loop to output a duty cycle to control the opening of the bypass control valve, thereby controlling the secondary supercharging pressure of the fresh air, which is the actual supercharging pressure.

[0033] As a preferred embodiment of this embodiment, it further includes a CAN communication pressure regulating valve 3 and a bypass branch. The CAN communication pressure regulating valve 3 is connected to the pipeline between the exhaust side of the high-pressure stage supercharger 1 and the exhaust side of the low-pressure stage supercharger 2. One end of the bypass branch is connected to the CAN communication pressure regulating valve 3, and the other end is connected to the exhaust port.

[0034] Specifically, the CAN communication pressure regulating valve 3 bypasses and diverts the gas flowing from the exhaust side of the high-pressure stage supercharger 1 to the exhaust side of the low-pressure stage supercharger 2. The target opening of the CAN communication pressure regulating valve 3 mainly has two states: intermediate interpolation and 100% (partial bypass, full bypass), and the driving pressure has three states: 0, intermediate interpolation, and maximum driving pressure. When the driving pressure of the CAN communication pressure regulating valve 3 is 0, the high-pressure stage supercharger 1 is in the full supercharging state; when the driving pressure of the bypass control valve of the high-pressure stage supercharger 1 is the maximum driving pressure, the entire supercharging system is in the full deflation state.

[0035] As a preferred embodiment of this embodiment, the first temperature and pressure sensor is connected to the pipeline between the intercooler and the throttle valve; the second temperature and pressure sensor is connected to the pipeline between the intake side of the high-pressure stage supercharger 1 and the intake side of the low-pressure stage supercharger 2; the third temperature and pressure sensor is connected to the pipeline between the CAN communication pressure regulating valve 3 and the exhaust side of the high-pressure stage supercharger 1; the fourth temperature and pressure sensor is connected to the pipeline between the CAN communication pressure regulating valve 3 and the exhaust side of the low-pressure stage supercharger 2; the fifth temperature and pressure sensor is connected to the pipeline between the air filter and the intake side of the low-pressure stage supercharger 2.

[0036] Embodiment 2:

[0037] This embodiment provides a method for controlling the supercharging pressure of a two-stage supercharging system for a hydrogen internal combustion engine. Based on the same concept, this embodiment is based on a two-stage supercharging system for a hydrogen internal combustion engine as described in Embodiment 1, and includes the following steps: The supercharging pressure target S1: Obtain the supercharging pressure target; The supercharging pressure target S2: Obtain the first feedback parameter; The supercharging pressure target S3: Generate the first pressure control scheme; The supercharging pressure target S4: Execute the first pressure control scheme; The supercharging pressure target S5: Obtain the second feedback parameter; The supercharging pressure target S6: Analyze the second feedback parameter; The supercharging pressure target S7: Perform self-learning and generate the second pressure control scheme; The supercharging pressure target S8: Execute the second pressure control scheme; The supercharging pressure target; wherein, the first feedback parameter includes: T1, T2, P1, P2, P3, P4, P5; the T1 is the temperature parameter of the first temperature and pressure sensor; the T2 is the temperature parameter of the second temperature and pressure sensor; the P1 is the air pressure parameter of the first temperature and pressure sensor; the P2 is the air pressure parameter of the second temperature and pressure sensor; the P3 is the air pressure parameter of the third temperature and pressure sensor; the P4 is the air pressure parameter of the fourth temperature and pressure sensor; the P5 is the air pressure parameter of the fifth temperature and pressure sensor.

[0038] Specifically, when the vehicle is in motion, changes in road conditions or the environment will cause changes in the properties of the air entering the supercharging system, thus resulting in changes in the sensitivity of the supercharger to adjust the air pressure, and further resulting in different pressure regulation results according to the original pressure regulation strategy. The prior art has not improved this problem, while in this embodiment, the supercharging scheme is adjusted multiple times, approaching continuously until the supercharging pressure target is reached. And self-learning is performed to memorize the supercharging sensitivity, so as to provide relevant guidance when encountering similar road conditions subsequently.

[0039] The first pressure control scheme is used as the initial control strategy, and its specific determination method is as follows: By sweeping points with different bypass ratios and referring to the engine performance, the optimal bypass full-condition map is determined, and the target opening of the CAN communication pressure regulating valve 3 is output. When the engine is in different working conditions, the first pressure control scheme provides an adapted control method: When the engine is in a low-speed load working condition with low exhaust gas energy, the target opening of the CAN communication pressure regulating valve 3 is basically 0, the low-pressure stage supercharger 2 performs full supercharging, and the driving pressure of the bypass control valve of the high-pressure stage supercharger 1 has two states: 0 and an intermediate interpolation. When the driving pressure of the bypass control valve of the high-pressure stage supercharger 1 is 0, the entire supercharging system is in a full supercharging state; When the engine is in a medium-high speed load working condition, the target opening of the CAN communication pressure regulating valve 3 mainly has two states: intermediate interpolation and 100% (partial bypass, full bypass), and the driving pressure of the bypass control valve of the high-pressure stage supercharger 1 has three states: 0, intermediate interpolation, and maximum driving pressure. When the driving pressure of the bypass control valve of the high-pressure stage supercharger 1 is 0, the high-pressure stage supercharger 1 is in a full supercharging state; When the driving pressure of the bypass control valve of the high-pressure stage supercharger 1 is the maximum driving pressure, the entire supercharging system is in a full deflation state.

[0040] The above is mainly based on the premise of actual supercharging pressure and target supercharging following, making the most efficient use of two-stage supercharging as possible, effectively improving problems such as insufficient low-speed supercharging pressure and overshoot of high-speed supercharging pressure, effectively improving the operating efficiency of two-stage supercharging, and further improving the economy of the engine.

[0041] The bypass ratio is the ratio of the bypassed exhaust gas flow rate (obtained by the ECU based on the differential pressure model from the data of P3, T3 and P4, T4) to the exhaust gas flow rate (the sum of the air flow rate and the gas flow rate); bypass ratio = bypass flow rate / exhaust gas flow rate. When the self-learning of this embodiment is carried out, the system records the final data of each pressure regulation, sweeps the bypass ratio points, and can obtain the optimal bypass full-condition map, providing a basis for the CAN communication pressure regulating valve 3 to adjust the bypass ratio.

[0042] As a preferred embodiment of this embodiment, the step S3 includes: S31: Obtain the ideal first feedback parameter according to the supercharging pressure target; S32: Compare the ideal first feedback parameter with the current first feedback parameter to obtain a difference; S33: Obtain the opening change direction of the CAN communication pressure regulating valve 3 according to the positive or negative of the difference; S34: Obtain the opening change amount of the CAN communication pressure regulating valve 3 according to the magnitude of the difference; S35: Combine the opening change direction and the opening change amount to generate the first pressure control scheme.

[0043] Specifically, the ideal first feedback parameter refers to the specific target pressure parameters of multiple pressure and temperature sensors obtained by disassembling the supercharging pressure target; the current first feedback parameter refers to the parameters of multiple pressure and temperature sensors measured in real time; when the engine is running, a two-stage supercharging system for a hydrogen internal combustion engine outputs a supercharging pressure target according to the rotational speed and load conditions, and obtains the ideal first feedback parameter. By subtracting the current first feedback parameter from the ideal first feedback parameter, a difference is obtained, and this difference is used by the system to calculate how to adjust the pressure and form a first pressure control scheme.

[0044] As a preferred implementation manner of this embodiment, step S4 includes: S41: The CAN communication pressure regulating valve 3 adjusts the opening according to the opening change direction and the opening change amount; step S5 includes: S51: The second acquisition module waits for the parameters to stabilize; S52: Acquire the second feedback parameter; wherein, the second feedback parameter includes T1', T2', P1', P2', P3', P4', P5'.

[0045] Specifically, since the exhaust side pressure of the two-stage supercharging system acts on the intake side, and the change in the intake side pressure in turn acts on the exhaust side, within a short period when the system adjusts according to the pressure control scheme, the intake side pressure and the exhaust side pressure interact with each other, resulting in parameter fluctuations. Based on this discovery, in this embodiment, after waiting for the parameters to stabilize in step S51 and then performing the measurement, the most accurate second feedback parameter can be obtained. The second feedback parameter is the measured value of the corresponding parameter of the first feedback parameter after the execution of step S4, so as to further correct the pressure.

[0046] As a preferred implementation manner of this embodiment, step S6 includes: S61: Combine the first feedback parameter and the second feedback parameter to obtain the actual supercharging change rate; S62: Combine the actual supercharging change rate with the difference to obtain the supercharging pressure achievement rate.

[0047] Specifically, after executing step S4, by calculating the ratio of the differences among the first feedback parameter, the second feedback parameter, and the supercharging pressure target, the supercharging pressure achievement rate can be calculated, that is, the ratio actually achieved after one pressure regulation. For example: if the actual supercharging change rate of P1 is 70 Pa, and the difference is 100 Pa, the actual supercharging pressure achievement rate can be obtained as 70%, and the system can obtain the supercharging sensitivity of P1 according to the supercharging pressure achievement rate, and infer the subsequent scheme for further achieving the supercharging pressure target based on the first pressure control scheme and its sensitivity.

[0048] As a preferred implementation of this embodiment, the two-stage supercharging system of a hydrogen internal combustion engine also includes a memory module, which is used to store response plans, and the step S7 includes: S71: reading the memory module; S72: inputting data into the memory module and retrieving the response plan; S73: if there is a response plan with similar conditions, use the response plan with similar conditions as the second pressure control plan, and end step S7; S74: if there is no response plan with similar conditions, based on the first pressure control plan, the second pressure control plan is obtained according to the boost pressure realization rate conversion; S75: the memory module memorizes the second pressure control plan, and enters the first feedback parameter, the first pressure control plan, the second feedback parameter, the boost pressure realization rate and the first pressure control plan as retrieval conditions.

[0049] Specifically, the step S7 determines whether there is a response strategy in the memory module, which is further divided into two response plans; first, when there is an existing response plan (from previously recorded data) in the memory module, the response plan is directly used as the second pressure control plan; second, when there is no response plan in the memory module, the pressure adjustment range required for the unrealized part of the boost pressure is converted and inferred according to the boost pressure realization rate; for example: when the boost pressure realization rate is 70%, the system calculates the required adjustment range for the unrealized 30%, generates the second pressure control plan, and memorizes this plan and conditions. Therefore, the present application recognizes that the first boost pressure adjustment may not be able to fully achieve the boost pressure target according to the actual situation, so a further revised plan is proposed in the follow-up and memorized.

[0050] As a preferred implementation of this embodiment, the two-stage boosting system of a hydrogen internal combustion engine also includes a memory module, which is used to store response plans, and the step S8 includes: S81: executing the second pressure control plan; S82: obtaining a third feedback parameter; S83: if the boost pressure target is not achieved, return to step S7; S83: if the boost pressure target is achieved, end step S8.

[0051] Specifically, when the driving environment changes further and causes the boost pressure realization rate to be unable to reach 100%, the present embodiment achieves the boost pressure target by cyclically repeating steps S7 and S8.

[0052] The foregoing description of specific exemplary embodiments of the present invention is for purposes of illustration and exemplification. These descriptions are not intended to limit the invention to the precise forms disclosed, and it is apparent that many modifications and variations are possible in light of the above teachings. The purpose of selecting and describing the exemplary embodiments is to explain the specific principles of the invention and its practical applications, so that those skilled in the art can implement and utilize the various different exemplary embodiments of the invention, as well as various different selections and modifications. The scope of the present invention is intended to be defined by the claims and their equivalents.

Claims

1. A two-stage supercharging system for a hydrogen internal combustion engine, characterized in that: include: A first acquisition module, used for acquiring a boost pressure target, wherein the first acquisition module comprises a control computer and an ECU, wherein the control computer is electrically connected to the ECU; A second acquisition module, used to acquire the first feedback parameter, the second acquisition module comprising: a first temperature and pressure sensor, a second temperature and pressure sensor, a third temperature and pressure sensor, a fourth temperature and pressure sensor, and a fifth temperature and pressure sensor; A first generating module, used for generating a first pressure control scheme; A first execution module, configured to execute the first pressure control scheme; A third acquisition module, used to acquire a second feedback parameter; A second generating module, used for generating a second pressure control scheme; The second execution module is used to execute the second pressure control scheme.

2. A two-stage supercharging system for a hydrogen internal combustion engine as claimed in claim 1, characterized in that: It also includes a CAN communication pressure regulating valve and a bypass branch. The CAN communication pressure regulating valve is connected to the pipeline between the exhaust side of the high-pressure stage supercharger and the exhaust side of the low-pressure stage supercharger. One end of the bypass branch is connected to the CAN communication pressure regulating valve, and the other end is connected to the exhaust port.

3. A two-stage supercharging system for a hydrogen internal combustion engine as claimed in claim 2, characterized in that: The first temperature and pressure sensor is connected to the pipeline between the intercooler and the throttle valve; The second temperature and pressure sensor is connected to a pipeline between the air intake side of the high-pressure stage supercharger and the air intake side of the low-pressure stage supercharger; The third temperature and pressure sensor is connected to the pipeline between the CAN communication pressure regulating valve and the exhaust side of the high-pressure stage supercharger; The fourth temperature and pressure sensor is connected to the pipeline between the CAN communication pressure regulating valve and the exhaust side of the low-pressure stage supercharger; The fifth temperature and pressure sensor is connected to a pipeline between the filter and the intake side of the low-pressure stage supercharger.

4. A method for controlling boost pressure of a two-stage boost system of a hydrogen internal combustion engine, based on a two-stage boost system of a hydrogen internal combustion engine as claimed in claim 1, characterized in that: The steps include: S1: obtaining a boost pressure target; S2: Obtaining a first feedback parameter; S3: generating a first pressure control scheme; S4: Execute the first pressure control scheme; S5: Obtain a second feedback parameter; S6: analyzing the second feedback parameter; S7: Perform self-learning and generate a second pressure control scheme; S8: Execute the second pressure control scheme; Among them, the first feedback parameter includes: T1, T2, P1, P2, P3, P4, P5; T1 is the temperature parameter of the first temperature and pressure sensor; T2 is the temperature parameter of the second temperature and pressure sensor; P1 is the air pressure parameter of the first temperature and pressure sensor; P2 is the air pressure parameter of the second temperature and pressure sensor; P3 is the air pressure parameter of the third temperature and pressure sensor; P4 is the air pressure parameter of the fourth temperature and pressure sensor, and P5 is the air pressure parameter of the fifth temperature and pressure sensor.

5. A method for controlling boost pressure of a two-stage boost system of a hydrogen internal combustion engine as claimed in claim 4, characterized in that: The step S3 comprises: S31: obtaining the ideal first feedback parameter according to the boost pressure target; S32: comparing the ideal first feedback parameter with the current first feedback parameter to obtain a difference; S33: Obtaining the opening change direction of the CAN communication pressure regulating valve according to the positive or negative sign of the difference; S34: obtaining the opening change of the CAN communication pressure regulating valve according to the size of the difference; S35: Generate a first pressure control scheme based on the opening change direction and the opening change amount.

6. A method for controlling boost pressure of a two-stage boost system of a hydrogen internal combustion engine as claimed in claim 4, characterized in that: The step S4 comprises: S41: the CAN communication pressure regulating valve adjusts the opening according to the opening change direction and the opening change amount; The step S5 comprises: S51: the second acquisition module waits for parameters to stabilize; S52: Acquire the second feedback parameter; The second feedback parameters include T1', T2', P1', P2', P3', P4', and P5'.

7. A method for controlling boost pressure of a two-stage boost system of a hydrogen internal combustion engine as claimed in claim 4, characterized in that: The step S6 comprises: S61: combining the first feedback parameter with the second feedback parameter to obtain an actual boost pressure change rate; S62: The actual boost pressure change rate and the difference are combined to obtain the boost pressure realization rate.

8. A method for controlling boost pressure of a two-stage boost system of a hydrogen internal combustion engine as claimed in claim 7, characterized in that: The two-stage supercharging system for a hydrogen internal combustion engine further includes a memory module, and the memory module is used to store a response plan. Step S7 includes: S71: Read the memory module; S72: inputting data into the memory module and retrieving the coping plan; S73: if there is a solution with similar conditions, use the solution with similar conditions as the second pressure control solution, and end step S7; S74: if there is no coping plan with similar conditions, based on the first pressure control plan, convert according to the boost pressure realization rate to obtain the second pressure control plan; S75: The memory module memorizes the second pressure control scheme, and enters the first feedback parameter, the first pressure control scheme, the second feedback parameter, the boost pressure realization rate and the first pressure control scheme as search conditions.

9. A method for controlling boost pressure of a two-stage boost system of a hydrogen internal combustion engine as claimed in claim 4, characterized in that: The step S8 comprises: S81: Execute the second pressure control scheme; S82: Obtain a third feedback parameter; S83: If the boost pressure target is not achieved, return to step S7; S83: If the boost pressure target is achieved, then end step S8.

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