Engine supercharging control method and device and vehicle

Abstract

The invention is suitable for the technical field of vehicles, and provides an engine supercharging control method and device and a vehicle. The method comprises the steps that the clamping stagnation opening degree of an active valve of the exhaust silencer and the corresponding target opening degree under the current engine operation working condition are obtained; according to the current engine operation condition, a first target supercharging pre-control parameter is determined from the first corresponding relation, and a second target supercharging pre-control parameter is determined from the second corresponding relation or the third corresponding relation based on the clamping stagnation opening degree and the target opening degree; determining a final supercharging pre-control parameter according to the first target supercharging pre-control parameter and the second target supercharging pre-control parameter; and performing supercharging control on the engine according to the final supercharging pre-control parameter. According to the method, the accuracy of the corresponding supercharging pre-control parameters when the active valve is blocked can be improved, so that supercharging control is performed according to the supercharging pre-control parameters when the active valve is blocked, the actual supercharging pressure of the engine can reach the target supercharging pressure, and the dynamic property of the whole vehicle is ensured.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to an engine boost control method, device, and vehicle. Background Technology

[0002] To ensure the vehicle's power, boost control methods are typically used to ensure that the engine's actual boost pressure reaches the target boost pressure under various operating conditions. To improve the exhaust sound of the vehicle under various operating conditions, the structure of the exhaust muffler is usually modified, such as by installing an exhaust active valve at the exhaust muffler outlet and controlling the opening position of the active valve according to the engine's operating conditions.

[0003] However, the active valve may malfunction and become stuck, leading to a significant increase in exhaust back pressure. Under high-speed, high-load conditions, the active valve should normally be open. If it becomes stuck, it will increase exhaust back pressure. Increased exhaust back pressure increases exhaust resistance, potentially causing the engine's actual boost pressure to fall short of the target boost pressure. This results in insufficient intake air volume, preventing the engine from reaching its target output torque and ultimately causing a decrease in overall vehicle power. Summary of the Invention

[0004] In view of this, embodiments of this application provide an engine boost control method, device, and vehicle to solve the technical problem that when the active valve is stuck, the actual boost pressure of the engine cannot reach the target boost pressure, ultimately leading to a decrease in the power of the entire vehicle.

[0005] In a first aspect, embodiments of this application provide an engine boost control method, including:

[0006] Obtain the sticking opening degree and the corresponding target opening degree of the active valve of the exhaust muffler under the current engine operating conditions;

[0007] Based on the current engine operating condition, a first target boost pressure pre-control parameter is determined from the first correspondence, and based on the sticking opening degree and the target opening degree, a second target boost pressure pre-control parameter is determined from the second or third correspondence; wherein, the first correspondence includes boost pressure pre-control parameters corresponding to the engine under normal operating conditions when the active valve is in different engine operating conditions, the second correspondence includes boost pressure pre-control parameters corresponding to the engine when the active valve is fully open under different engine operating conditions, and the third correspondence includes boost pressure pre-control parameters corresponding to the engine when the active valve is fully closed under different engine operating conditions;

[0008] Based on the first target boost pre-control parameter and the second target boost pre-control parameter, the final boost pre-control parameter is determined;

[0009] The engine is boosted based on the final boost pre-control parameters.

[0010] In one possible implementation of the first aspect, determining the second target boost pre-control parameter from a second or third correspondence based on the sticking opening degree and the target opening degree includes:

[0011] Determine whether the stuck opening is greater than the target opening;

[0012] If the stuck opening is greater than the target opening, then the second target boost pre-control parameter is determined from the second correspondence.

[0013] If the stuck opening is not greater than the target opening, then the second target boost pre-control parameter is determined from the third correspondence.

[0014] In one possible implementation of the first aspect, the boost pre-control parameter is the turbocharger exhaust valve opening, and the second correspondence includes the turbocharger exhaust valve opening of the engine when the active valve is fully open under different gas flow rates and gas pressure ratios.

[0015] Determining the second target boost pre-control parameter from the second correspondence includes:

[0016] Under the current engine operating conditions, obtain the real-time gas flow rate of the turbocharger compressor and the real-time gas pressure ratio between the turbocharger compressor outlet and inlet;

[0017] The opening degree of the second target booster exhaust valve is determined from the second correspondence based on the real-time gas flow rate and the real-time gas pressure ratio.

[0018] In one possible implementation of the first aspect, determining the final boost control parameter based on the first target boost control parameter and the second target boost control parameter includes:

[0019] Determine whether the stuck opening is greater than the target opening;

[0020] If the stuck opening is greater than the target opening, then the first target pressure boosting pre-control parameter and the second target pressure boosting pre-control parameter are interpolated based on the stuck opening, the target opening, and the opening when the active valve is fully open, to obtain the final pressure boosting pre-control parameter.

[0021] If the stuck opening is not greater than the target opening, then the first target pressure boosting pre-control parameter and the second target pressure boosting pre-control parameter are interpolated based on the stuck opening, the target opening, and the opening when the active valve is fully closed, to obtain the final pressure boosting pre-control parameter.

[0022] In one possible implementation of the first aspect, the boost pre-control parameter is the turbocharger exhaust valve opening, and the first correspondence includes the turbocharger exhaust valve opening of the active valve in the engine under normal conditions under different gas flow rates and gas pressure ratios.

[0023] The step of determining the first target boost pre-control parameter from the first correspondence based on the current engine operating condition includes:

[0024] Under the current engine operating conditions, obtain the real-time gas flow rate of the turbocharger compressor and the real-time gas pressure ratio between the turbocharger compressor outlet and inlet;

[0025] The opening degree of the first target turbocharger exhaust valve is determined from the first correspondence based on the real-time gas flow rate and the real-time gas pressure ratio.

[0026] In one possible implementation of the first aspect, obtaining the sticking opening degree and the corresponding target opening degree of the active valve of the exhaust muffler under the current engine operating conditions includes:

[0027] Under the current engine operating conditions, obtain the actual opening degree and the corresponding target opening degree of the active valve of the exhaust muffler;

[0028] Based on the actual opening degree and the target opening degree, determine whether the active valve is stuck;

[0029] If the active valve becomes stuck, the actual opening degree is taken as the stuck opening degree.

[0030] In one possible implementation of the first aspect, determining whether the active valve is stuck based on the actual opening degree and the target opening degree includes:

[0031] Calculate the difference between the actual opening and the target opening;

[0032] Determine whether the difference is greater than a preset difference threshold, and whether the duration for which the difference is greater than the preset difference threshold is greater than a preset time threshold;

[0033] If the difference is greater than the preset difference threshold, and the duration of the difference being greater than the preset difference threshold is greater than the preset time threshold, then it is determined that the active valve is stuck.

[0034] In one possible implementation of the first aspect, the step of interpolating the first target boosting pre-control parameter and the second target boosting pre-control parameter based on the sticking opening degree, the target opening degree, and the opening degree when the active valve is fully open to obtain the final boosting pre-control parameter includes:

[0035] Calculate the difference between the second target boost pressure pre-control parameter and the first target boost pressure pre-control parameter, the difference between the opening degree of the active valve when it is fully open and the target opening degree, and the difference between the stuck opening degree and the target opening degree;

[0036] Based on the calculated differences, the adjustment values ​​of the boost control parameters are determined;

[0037] The adjustment value of the boost pre-control parameter is superimposed on the first target boost pre-control parameter to obtain the final boost pre-control parameter.

[0038] Secondly, embodiments of this application provide an engine boost control device, comprising:

[0039] The acquisition module is used to acquire the sticking opening degree and the corresponding target opening degree of the active valve of the exhaust muffler under the current engine operating conditions;

[0040] The first determining module is configured to determine a first target boost pressure pre-control parameter from a first correspondence based on the current engine operating condition, and to determine a second target boost pressure pre-control parameter from a second or third correspondence based on the sticking opening degree and the target opening degree; wherein, the first correspondence includes boost pressure pre-control parameters corresponding to the engine under normal operating conditions when the active valve is in different engine operating conditions, the second correspondence includes boost pressure pre-control parameters corresponding to the engine when the active valve is fully open under different engine operating conditions, and the third correspondence includes boost pressure pre-control parameters corresponding to the engine when the active valve is fully closed under different engine operating conditions;

[0041] The second determining module is used to determine the final boost control parameters based on the first target boost control parameters and the second target boost control parameters.

[0042] The control module is used to perform boost control on the engine based on the final boost pre-control parameters.

[0043] Thirdly, embodiments of this application provide a vehicle including a memory and a processor. The memory stores a computer program that can run on the processor. When the processor executes the computer program, it implements the engine boost control method as described in any of the first aspects.

[0044] Fourthly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the engine boost control method as described in any of the first aspects.

[0045] It is understood that the beneficial effects of the second to fourth aspects mentioned above can be found in the relevant descriptions in the first aspect mentioned above, and will not be repeated here.

[0046] The engine boost control method, device, and vehicle provided in this application, based on the current engine operating conditions, determine a first target boost control parameter from the boost control parameters corresponding to the engine under normal engine conditions, and determine a second target boost control parameter from the boost control parameters corresponding to the engine when the active valve is fully open or fully closed, based on the sticking opening degree of the active valve and the corresponding target opening degree when the active valve is stuck. Since the sticking opening degree of the active valve is between fully open / fully closed and the target opening degree, determining the boost control parameter corresponding to the active valve sticking condition based on the first and second target boost control parameters improves the effectiveness and accuracy of the final boost control parameter. Thus, when the active valve is stuck, effective boost control of the engine can be achieved based on the final boost control parameter, ensuring that the actual boost pressure of the engine reaches the target boost pressure and guaranteeing the vehicle's power performance.

[0047] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this specification. Attached Figure Description

[0048] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0049] Figure 1 This is a schematic diagram of an application scenario provided by an embodiment of this application;

[0050] Figure 2 This is a schematic flowchart of an engine boost control method provided in an embodiment of this application;

[0051] Figure 3 This is a schematic flowchart of an engine boost control method provided in another embodiment of this application;

[0052] Figure 4 This is a schematic diagram of the structure of an engine boost control device provided in an embodiment of this application;

[0053] Figure 5 This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application. Detailed Implementation

[0054] The present application will be described more clearly below with reference to specific embodiments. These embodiments will help those skilled in the art to further understand the function of the present application, but do not limit the present application in any way. It should be noted that those skilled in the art can make several modifications and improvements without departing from the concept of the present application. These all fall within the protection scope of the present application.

[0055] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0056] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0057] In the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0058] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0059] Furthermore, the term "multiple" mentioned in the embodiments of this application should be interpreted as two or more.

[0060] The active valve in the exhaust muffler may malfunction and become stuck, leading to a significant increase in exhaust back pressure. Increased exhaust back pressure increases exhaust resistance, potentially causing the engine's actual boost pressure to fall short of the target boost pressure under boost control methods. This results in insufficient intake air volume, preventing the engine from reaching its target output torque and ultimately causing a decrease in vehicle power. Furthermore, when the active valve is stuck and exhaust back pressure is high, the PID control and self-learning control techniques used in boost control will become more stringent. This could lead to boost overshoot after the active valve recovers, ultimately damaging the engine.

[0061] To address the aforementioned problems, the inventors discovered through research that, based on the sticking opening degree of the active valve and the corresponding target opening degree when the active valve is stuck, a second target boost pressure pre-control parameter can be determined from the boost pressure pre-control parameters corresponding to the engine when the active valve is fully open or fully closed. Furthermore, based on the current engine operating conditions, a first target boost pressure pre-control parameter can be determined from the boost pressure pre-control parameters corresponding to the engine under normal operating conditions. The final boost pressure pre-control parameter determined based on these two target boost pressure pre-control parameters is the boost pressure pre-control parameter corresponding to the sticking of the active valve.

[0062] In this way, the determined boost pressure pre-control parameters corresponding to the active valve sticking are based on the boost pressure pre-control parameters corresponding to the active valve under normal conditions, and the boost pressure pre-control parameters corresponding to the active valve when it is fully open or fully closed. For example, the boost pressure pre-control parameters corresponding to the active valve sticking can fall between the two aforementioned boost pressure pre-control parameters, thus improving the accuracy of the boost pressure pre-control parameters corresponding to the active valve sticking. Subsequently, when the active valve sticks, boost pressure control of the engine is performed according to the determined boost pressure pre-control parameters corresponding to the active valve sticking, which can ensure that the actual boost pressure of the engine reaches the target boost pressure, thereby guaranteeing the overall vehicle power performance.

[0063] Furthermore, because the accuracy of the boost pre-control parameters corresponding to the active valve jamming is high, the intensity of PID control and self-learning control will decrease. Therefore, when the active valve recovers from jamming, there will be no boost overshoot.

[0064] To make the objectives, technical solutions, and advantages of the present invention clearer, specific embodiments will be described below in conjunction with the accompanying drawings.

[0065] First refer to Figure 1 , Figure 1 An application scenario of this application is illustrated schematically, in which an active valve of a processor, engine, and exhaust muffler is included.

[0066] The processor acquires the sticking opening degree and the corresponding target opening degree of the active valve under the current engine operating conditions. Then, based on the current engine operating conditions, it determines the first target boost pressure pre-control parameter from the first correspondence relationship, and determines the second target boost pressure pre-control parameter from the second or third correspondence relationship based on the sticking opening degree and the target opening degree. Finally, based on the final boost pressure pre-control parameter determined based on the first target boost pressure pre-control parameter and the second target boost pressure pre-control parameter, it performs boost pressure control on the engine.

[0067] The first correspondence includes the boost pressure pre-control parameters of the engine under normal operating conditions with the active valve, the second correspondence includes the boost pressure pre-control parameters of the engine under different operating conditions with the active valve fully open, and the third correspondence includes the boost pressure pre-control parameters of the engine under different operating conditions with the active valve fully closed.

[0068] Optionally, the processor can be a hardware device with data storage, processing, and analysis functions, such as an Electronic Control Unit (ECU). Furthermore, this application scenario may also include a memory connected to the processor, storing a first correspondence, a second correspondence, and a third correspondence. The processor can connect to sensors to acquire the opening degree of the active valve measured by the sensors. The processor can also connect to the engine to perform boost control on the engine.

[0069] The following is combined Figure 1 ,refer to Figures 2-3 This application describes an engine boost control method provided according to an exemplary embodiment.

[0070] Figure 2 This is a schematic flowchart of an engine boost control method provided in an embodiment of this application. Figure 2 As shown, the method in the embodiments of this application may include:

[0071] Step 201: Obtain the sticking opening degree and the corresponding target opening degree of the active valve of the exhaust muffler under the current engine operating conditions.

[0072] For example, engine operating conditions can be represented by engine speed and maximum torque; different speeds and maximum torques correspond to different engine operating conditions. In this embodiment, the opening degree of the active valve can be obtained through a sensor, and this opening degree can be expressed as a percentage; the closer the value is to 100%, the larger the opening degree of the active valve. The sticking opening degree of the active valve is the opening degree of the active valve when it becomes stuck, while the target opening degree of the active valve is the opening degree that the active valve needs to achieve under the current engine operating conditions in its normal state, i.e., when it is neither faulty nor stuck. Based on the current engine operating conditions, the target opening degree corresponding to when the active valve becomes stuck can be determined from the preset correspondence between engine operating conditions and active valve opening degrees.

[0073] In some embodiments, the sticking of the active valve can be determined by comparing the actual opening degree of the active valve with the corresponding target opening degree. If the deviation between the actual opening degree and the corresponding target opening degree exceeds a preset deviation threshold, it is determined that the active valve is stuck at this time, and the actual opening degree at this time is the stuck opening degree.

[0074] Step 202: Based on the current engine operating conditions, determine the first target boost pre-control parameter from the first correspondence relationship, and based on the jamming opening degree and the target opening degree, determine the second target boost pre-control parameter from the second or third correspondence relationship.

[0075] The first correspondence includes the boost pressure pre-control parameters of the engine under normal operating conditions with the active valve, the second correspondence includes the boost pressure pre-control parameters of the engine under different operating conditions with the active valve fully open, and the third correspondence includes the boost pressure pre-control parameters of the engine under different operating conditions with the active valve fully closed.

[0076] Optionally, the boost control parameter can be the turbocharger exhaust valve opening. The first correspondence can include the turbocharger exhaust valve opening of the active valve under normal engine conditions for different gas flow rates and gas pressure ratios. Here, the gas flow rate is the gas flow rate of the turbocharger compressor, and the gas pressure ratio is the ratio of the gas pressure at the turbocharger compressor outlet to the gas pressure at the inlet. Alternatively, it can be normalized gas flow rate and normalized gas pressure ratio. Here, the engine operating condition can be represented by the aforementioned gas flow rate and gas pressure ratio; that is, different gas flow rates and gas pressure ratios correspond to different engine operating conditions. In other words, the first correspondence can be a three-dimensional table indicating the relationship between gas flow rate, gas pressure ratio, and turbocharger exhaust valve opening.

[0077] In practical applications, when establishing the first correspondence, a preset correspondence between engine operating conditions and active valve opening can be established. By adjusting the active valve opening to the target opening, the engine is operated under various engine operating conditions. Then, the turbocharger exhaust valve opening is adjusted so that the actual boost pressure of the engine reaches the corresponding target boost pressure. The adjusted turbocharger exhaust valve opening, along with the current gas flow rate and gas pressure ratio, are entered into a three-dimensional table, thus obtaining the first correspondence. It can be seen that the target opening of the active valve corresponds to the engine operating condition, which in turn corresponds to the gas flow rate and gas pressure. Therefore, the target opening of the active valve also corresponds to the gas flow rate and gas pressure.

[0078] In one possible implementation, when determining the first target boosting pre-control parameter from the first correspondence, this embodiment can obtain the real-time gas flow rate of the turbocharger compressor and the real-time gas pressure ratio between the turbocharger compressor outlet and inlet under the current engine operating conditions. Then, based on the real-time gas flow rate and the real-time gas pressure ratio, the opening degree of the first target turbocharger exhaust valve is determined from the first correspondence.

[0079] Optionally, in this embodiment, the first target turbocharger exhaust valve opening is determined from the first correspondence based on the real-time gas flow rate and real-time gas pressure ratio under the current engine operating conditions. The first target turbocharger exhaust valve opening corresponds to the target opening of the active valve. In other words, under the current engine operating conditions, the target opening of the active valve in its normal state corresponds to the turbocharger exhaust valve opening, which is the first target turbocharger exhaust valve opening.

[0080] Similarly, the second correspondence may include the turbocharger exhaust valve opening degree of the engine when the active valve is fully open under different gas flow rates and gas pressure ratios, and the third correspondence may include the turbocharger exhaust valve opening degree of the engine when the active valve is fully closed under different gas flow rates and gas pressure ratios. The descriptions of the second and third correspondences can refer to the descriptions of the first correspondences in the foregoing embodiments, and will not be repeated here.

[0081] In practical applications, when constructing the second correspondence, the opening of the active valve can be adjusted to be fully open, and the engine can be adjusted to various engine operating conditions. Then, the opening of the turbocharger exhaust valve can be adjusted so that the actual boost pressure of the engine can reach the corresponding target boost pressure. The adjusted turbocharger exhaust valve opening, as well as the gas flow rate and gas pressure ratio at this time, are filled into a three-dimensional table to obtain the second correspondence. The construction of the third correspondence is similar to that of the second correspondence, and will not be described in detail here.

[0082] In one possible implementation, when determining the second target boost pre-control parameter from the second or third correspondence relationship, this embodiment can determine whether the jamming opening is greater than the target opening. If the jamming opening is greater than the target opening, the second target boost pre-control parameter is determined from the second correspondence relationship. If the jamming opening is not greater than the target opening, the second target boost pre-control parameter is determined from the third correspondence relationship.

[0083] For example, in this embodiment, it is determined whether the stuck opening is between the target opening and 100% opening (corresponding to the active valve being fully open), or between 0 opening (corresponding to the active valve being fully closed) and the target opening. If the stuck opening is between the target opening and 100% opening, the second target boosting pre-control parameter is determined from the second relationship; otherwise, the second target boosting pre-control parameter is determined from the third relationship.

[0084] In some embodiments, as can be seen from the foregoing, the boost pre-control parameter can be the opening degree of the turbocharger exhaust valve. When determining the second target boost pre-control parameter from the second correspondence, the real-time gas flow rate of the turbocharger compressor and the real-time gas pressure ratio between the turbocharger compressor outlet and inlet under the current engine operating conditions can be obtained. Then, based on the real-time gas flow rate and the real-time gas pressure ratio, the second target turbocharger exhaust valve opening degree is determined from the second correspondence.

[0085] Optionally, in this embodiment, the opening degree of the second target turbocharger exhaust valve is determined from the second correspondence based on the real-time gas flow rate and real-time gas pressure ratio under the current engine operating conditions. The opening degree of the second target turbocharger exhaust valve then corresponds to the fully open active valve. Similarly, the opening degree of the second target turbocharger exhaust valve is determined from the third correspondence, and the opening degree of the second target turbocharger exhaust valve then corresponds to the fully closed active valve.

[0086] Step 203: Determine the final boost control parameters based on the first target boost control parameters and the second target boost control parameters.

[0087] As mentioned above, the determined first target boost pressure pre-control parameter corresponds to the target opening degree of the active valve, and the determined second target boost pressure pre-control parameter corresponds to the active valve being fully open or fully closed. For example, when the sticking opening degree of the active valve is greater than the corresponding target opening degree, the determined second target boost pressure pre-control parameter corresponds to the active valve being fully open. Since the sticking opening degree of the active valve is between the target opening degree and 100% opening degree, the boost pressure pre-control parameter corresponding to the sticking of the active valve can also be accurately determined by the first and second target boost pressure pre-control parameters. For example, the final boost pressure pre-control parameter can be determined based on the average value of the first and second target boost pressure pre-control parameters, thus improving the effectiveness and accuracy of the boost pressure pre-control parameter corresponding to the sticking of the active valve. Subsequently, when adjusting the engine with the final boost pressure pre-control parameter, the actual boost pressure of the engine can reach the target boost pressure, ensuring the overall vehicle power performance.

[0088] Meanwhile, due to the high accuracy of the final boost pre-control parameters, the intensity of PID control and self-learning control will be reduced. Therefore, when the active valve recovers from jamming, there will be no boost overshoot.

[0089] Step 204: Perform boost control on the engine based on the final boost pre-control parameters.

[0090] As mentioned above, the boost pre-control parameter can be the opening degree of the turbocharger exhaust valve. In this embodiment, the turbocharger exhaust valve of the engine is adjusted according to the opening degree of the turbocharger exhaust valve so that the actual boost pressure of the engine can reach the target boost pressure, thereby ensuring that the intake air volume of the engine is sufficient and the engine can reach the target output torque, thus ensuring the overall vehicle power performance of the engine.

[0091] The engine boost control method provided in this application determines a first target boost control parameter from the boost control parameters corresponding to the engine under normal operating conditions, based on the current engine operating conditions. It also determines a second target boost control parameter from the boost control parameters corresponding to the engine when the active valve is fully open or fully closed, based on the sticking opening degree of the active valve and the corresponding target opening degree when the active valve is stuck. Since the sticking opening degree of the active valve is between fully open / fully closed and the target opening degree, determining the boost control parameter corresponding to the active valve sticking condition based on the first and second target boost control parameters improves the effectiveness and accuracy of the final boost control parameter. Therefore, when the active valve is stuck, effective boost control of the engine can be achieved based on the final boost control parameter, ensuring that the actual boost pressure of the engine reaches the target boost pressure and guaranteeing the vehicle's power performance.

[0092] To further ensure that the actual boost pressure of the engine can reach the target boost pressure under the boost control of the final boost control parameters, interpolation calculations can be performed on the first target boost control parameters and the second target boost control parameters to improve the effectiveness and accuracy of the final boost control parameters.

[0093] Figure 3 This is a schematic flowchart of an engine boost control method provided in another embodiment of this application. Figure 3 As shown, the method in the embodiments of this application may include:

[0094] Step 301: Obtain the actual opening degree and the corresponding target opening degree of the active valve of the exhaust muffler under the current engine operating conditions. Based on the actual opening degree and the target opening degree, determine whether the active valve is stuck. If the active valve is stuck, take the actual opening degree as the stuck opening degree.

[0095] In some embodiments, when determining whether the active valve is stuck, the difference between the actual opening degree and the target opening degree can be calculated, and it can be determined whether the difference is greater than a preset difference threshold, and whether the duration of the difference being greater than the preset difference threshold is greater than a preset time threshold. If the difference is greater than the preset difference threshold, and the duration of the difference being greater than the preset difference threshold is greater than the preset time threshold, then it is determined that the active valve is stuck.

[0096] For example, the preset difference threshold and preset time threshold can be set as needed. For instance, when determining whether the active valve is stuck, if the difference between the actual opening degree and the target opening degree of the active valve is greater than 20% and the duration exceeds 2 seconds, then the active valve is determined to be stuck.

[0097] Step 302: Based on the current engine operating conditions, determine the first target boost pre-control parameter from the first correspondence relationship, and based on the jamming opening degree and the target opening degree, determine the second target boost pre-control parameter from the second or third correspondence relationship.

[0098] The specific implementation process and principle of steps 301 to 302 in this embodiment can be referred to the relevant description in the foregoing embodiments, and will not be repeated here.

[0099] Step 303: Determine whether the stuck opening is greater than the target opening.

[0100] Step 304: If the stuck opening is greater than the target opening, then based on the stuck opening, the target opening and the opening when the active valve is fully open, the first target pressure boosting pre-control parameter and the second target pressure boosting pre-control parameter are interpolated to obtain the final pressure boosting pre-control parameter.

[0101] Step 305: If the stuck opening is not greater than the target opening, then based on the stuck opening, the target opening and the opening when the active valve is fully closed, the first target pressure boosting pre-control parameter and the second target pressure boosting pre-control parameter are interpolated to obtain the final pressure boosting pre-control parameter.

[0102] Steps 303 to 305 above define how to determine the final boost control parameters.

[0103] For example, in step 304, when the sticking opening of the active valve is greater than the target opening, it indicates that the sticking opening of the active valve is between the target opening and 100% opening. At this time, the second target pressure boosting pre-control parameter corresponds to the active valve being fully open, and the first target pressure boosting pre-control parameter corresponds to the target opening of the active valve. Therefore, the pressure boosting pre-control parameter corresponding to the sticking of the active valve can be made to be between the first target pressure boosting pre-control parameter and the second target pressure boosting pre-control parameter, not exceeding the range of the first target pressure boosting pre-control parameter and the second target pressure boosting pre-control parameter. That is, the first target pressure boosting pre-control parameter and the second target pressure boosting pre-control parameter can be interpolated to obtain the final pressure boosting pre-control parameter, thereby improving the accuracy and effectiveness of the final pressure boosting pre-control parameter.

[0104] The above interpolation calculation can be a linear interpolation calculation. In some embodiments, the first difference between the second target boost pressure pre-control parameter and the first target boost pressure pre-control parameter, the second difference between the opening degree when the active valve is fully open and the target opening degree, and the third difference between the stuck opening degree and the target opening degree can be calculated. Then, based on the calculated differences, the adjustment value of the boost pressure pre-control parameter is determined, and the adjustment value of the boost pressure pre-control parameter is superimposed on the first target boost pressure pre-control parameter to obtain the final boost pressure pre-control parameter.

[0105] For example, in this embodiment, the ratio of the first difference to the second difference is calculated, and the ratio is multiplied by the third difference to obtain the adjustment value of the boost pressure pre-control parameter. Then, the adjustment value of the boost pressure pre-control parameter is added to the first target boost pressure pre-control parameter to obtain the boost pressure pre-control parameter corresponding to the active valve jamming.

[0106] Similarly, the process and principle of calculating the final boost control parameters using linear interpolation in step 305 can be referred to the relevant description in the foregoing embodiments, and will not be repeated here.

[0107] Step 306: Perform boost control on the engine based on the final boost pre-control parameters.

[0108] The specific implementation process and principle of step 306 in this embodiment can be referred to the relevant description in the foregoing embodiments, and will not be repeated here.

[0109] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0110] Figure 4 This is a schematic diagram of the structure of an engine boost control device provided in one embodiment of this application. Figure 4 As shown, the engine boost control device provided in this embodiment may include: an acquisition module 401, a first determination module 402, a second determination module 403, and a control module 404.

[0111] The acquisition module 401 is used to acquire the sticking opening degree and the corresponding target opening degree of the active valve of the exhaust muffler under the current engine operating conditions.

[0112] The first determining module 402 is used to determine a first target boost pressure pre-control parameter from a first correspondence based on the current engine operating condition, and to determine a second target boost pressure pre-control parameter from a second or third correspondence based on the sticking opening degree and the target opening degree; wherein, the first correspondence includes boost pressure pre-control parameters corresponding to the engine under normal engine operating conditions when the active valve is in a different engine operating condition, the second correspondence includes boost pressure pre-control parameters corresponding to the engine when the active valve is fully open under different engine operating conditions, and the third correspondence includes boost pressure pre-control parameters corresponding to the engine when the active valve is fully closed under different engine operating conditions.

[0113] The second determining module 403 is used to determine the final boost pressure pre-control parameters based on the first target boost pressure pre-control parameters and the second target boost pressure pre-control parameters.

[0114] The control module 404 is used to perform boost control on the engine according to the final boost pre-control parameters.

[0115] Optionally, the first determining module 402 is specifically used for:

[0116] Determine whether the stuck opening is greater than the target opening;

[0117] If the stuck opening is greater than the target opening, then the second target boost pre-control parameter is determined from the second correspondence.

[0118] If the stuck opening is not greater than the target opening, then the second target boost pre-control parameter is determined from the third correspondence.

[0119] Optionally, the boost pre-control parameter is the turbocharger exhaust valve opening, and the second correspondence includes the turbocharger exhaust valve opening corresponding to the engine when the active valve is fully open under different gas flow rates and gas pressure ratios; the first determining module 402 is also specifically used for:

[0120] Under the current engine operating conditions, obtain the real-time gas flow rate of the turbocharger compressor and the real-time gas pressure ratio between the turbocharger compressor outlet and inlet;

[0121] The opening degree of the second target booster exhaust valve is determined from the second correspondence based on the real-time gas flow rate and the real-time gas pressure ratio.

[0122] Optionally, the second determining module 403 is specifically used for:

[0123] Determine whether the stuck opening is greater than the target opening;

[0124] If the stuck opening is greater than the target opening, then the first target pressure boosting pre-control parameter and the second target pressure boosting pre-control parameter are interpolated based on the stuck opening, the target opening, and the opening when the active valve is fully open, to obtain the final pressure boosting pre-control parameter.

[0125] If the stuck opening is not greater than the target opening, then the first target pressure boosting pre-control parameter and the second target pressure boosting pre-control parameter are interpolated based on the stuck opening, the target opening, and the opening when the active valve is fully closed, to obtain the final pressure boosting pre-control parameter.

[0126] Optionally, the boost pre-control parameter is the turbocharger exhaust valve opening, and the first correspondence includes the turbocharger exhaust valve opening corresponding to the active valve under normal engine conditions under different gas flow rates and gas pressure ratios; the first determining module 402 is specifically used for:

[0127] Under the current engine operating conditions, obtain the real-time gas flow rate of the turbocharger compressor and the real-time gas pressure ratio between the turbocharger compressor outlet and inlet;

[0128] The opening degree of the first target turbocharger exhaust valve is determined from the first correspondence based on the real-time gas flow rate and the real-time gas pressure ratio.

[0129] Optionally, module 401 is specifically used for:

[0130] Under the current engine operating conditions, obtain the actual opening degree and the corresponding target opening degree of the active valve of the exhaust muffler;

[0131] Based on the actual opening degree and the target opening degree, determine whether the active valve is stuck;

[0132] If the active valve becomes stuck, the actual opening degree is taken as the stuck opening degree.

[0133] Optionally, the acquisition module 401 is also specifically used for:

[0134] Calculate the difference between the actual opening and the target opening;

[0135] Determine whether the difference is greater than a preset difference threshold, and whether the duration for which the difference is greater than the preset difference threshold is greater than a preset time threshold;

[0136] If the difference is greater than the preset difference threshold, and the duration of the difference being greater than the preset difference threshold is greater than the preset time threshold, then it is determined that the active valve is stuck.

[0137] Optionally, the second determining module 403 is also specifically used for:

[0138] Calculate the difference between the second target boost pressure pre-control parameter and the first target boost pressure pre-control parameter, the difference between the opening degree of the active valve when it is fully open and the target opening degree, and the difference between the stuck opening degree and the target opening degree;

[0139] Based on the calculated differences, the adjustment values ​​of the boost control parameters are determined;

[0140] The adjustment value of the boost pre-control parameter is superimposed on the first target boost pre-control parameter to obtain the final boost pre-control parameter.

[0141] It should be noted that the information interaction and execution process between the above-mentioned devices / units are based on the same concept as the method embodiments of this application. For details on their specific functions and technical effects, please refer to the method embodiments section, and they will not be repeated here.

[0142] Figure 5 This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application. Figure 5 As shown, the vehicle 500 in this embodiment includes a processor 510 and a memory 520, wherein the memory 520 stores a computer program 521 that can run on the processor 510. When the processor 510 executes the computer program 521, it implements the steps in any of the above method embodiments, for example... Figure 2 Steps 201 to 204 are shown. Alternatively, when processor 510 executes computer program 521, it implements the functions of each module / unit in the above-described device embodiments, for example... Figure 4 The functions of modules 401 to 404 are shown.

[0143] For example, computer program 521 may be divided into one or more modules / units, one or more of which are stored in memory 520 and executed by processor 510 to complete this application. The one or more modules / units may be a series of computer program instruction segments capable of performing specific functions, which describe the execution process of computer program 521 in vehicle 500.

[0144] Those skilled in the art will understand that Figure 5 This is merely an example of a vehicle and does not constitute a limitation on the vehicle. It may include more or fewer components than shown, or combinations of certain components, or different components, such as input / output devices, network access devices, buses, etc.

[0145] The processor 510 can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0146] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0147] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0148] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0149] In the embodiments provided by this invention, it should be understood that the disclosed apparatus / vehicle and method can be implemented in other ways. For example, the apparatus / vehicle embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0150] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0151] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0152] If the integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments of the present invention can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium, etc.

[0153] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. An engine boost control method, characterized in that, include: Obtain the sticking opening degree and the corresponding target opening degree of the active valve of the exhaust muffler under the current engine operating conditions; Based on the current engine operating condition, a first target boost pressure pre-control parameter is determined from the first correspondence, and based on the sticking opening degree and the target opening degree, a second target boost pressure pre-control parameter is determined from the second or third correspondence; wherein, the first correspondence includes boost pressure pre-control parameters corresponding to the engine under normal operating conditions when the active valve is in different engine operating conditions, the second correspondence includes boost pressure pre-control parameters corresponding to the engine when the active valve is fully open under different engine operating conditions, and the third correspondence includes boost pressure pre-control parameters corresponding to the engine when the active valve is fully closed under different engine operating conditions; Based on the first target boost pre-control parameter and the second target boost pre-control parameter, the final boost pre-control parameter is determined; The engine is boosted based on the final boost pre-control parameters.

2. The engine boost control method according to claim 1, characterized in that, The step of determining the second target boost pre-control parameter from the second or third correspondence relationship based on the sticking opening degree and the target opening degree includes: Determine whether the stuck opening is greater than the target opening; If the stuck opening is greater than the target opening, then the second target boost pre-control parameter is determined from the second correspondence. If the stuck opening is not greater than the target opening, then the second target boost pre-control parameter is determined from the third correspondence.

3. The engine boost control method according to claim 2, characterized in that, The boost pre-control parameter is the turbocharger exhaust valve opening. The second correspondence includes the turbocharger exhaust valve opening of the engine when the active valve is fully open under different gas flow rates and gas pressure ratios. Determining the second target boost pre-control parameter from the second correspondence includes: Under the current engine operating conditions, obtain the real-time gas flow rate of the turbocharger compressor and the real-time gas pressure ratio between the turbocharger compressor outlet and inlet; The opening degree of the second target booster exhaust valve is determined from the second correspondence based on the real-time gas flow rate and the real-time gas pressure ratio.

4. The engine boost control method according to any one of claims 1 to 3, characterized in that, The step of determining the final boost control parameters based on the first target boost control parameters and the second target boost control parameters includes: Determine whether the stuck opening is greater than the target opening; If the stuck opening is greater than the target opening, then the first target pressure boosting pre-control parameter and the second target pressure boosting pre-control parameter are interpolated based on the stuck opening, the target opening, and the opening when the active valve is fully open, to obtain the final pressure boosting pre-control parameter. If the stuck opening is not greater than the target opening, then the first target pressure boosting pre-control parameter and the second target pressure boosting pre-control parameter are interpolated based on the stuck opening, the target opening, and the opening when the active valve is fully closed, to obtain the final pressure boosting pre-control parameter.

5. The engine boost control method according to claim 1, characterized in that, The boost control parameter is the turbocharger exhaust valve opening. The first correspondence includes the turbocharger exhaust valve opening of the active valve under normal engine conditions under different gas flow rates and gas pressure ratios. The step of determining the first target boost pre-control parameter from the first correspondence based on the current engine operating condition includes: Under the current engine operating conditions, obtain the real-time gas flow rate of the turbocharger compressor and the real-time gas pressure ratio between the turbocharger compressor outlet and inlet; The opening degree of the first target booster exhaust valve is determined from the first correspondence based on the real-time gas flow rate and the real-time gas pressure ratio.

6. The engine boost control method according to any one of claims 1 to 3, characterized in that, The process of obtaining the sticking opening degree and corresponding target opening degree of the active valve of the exhaust muffler under the current engine operating conditions includes: Under the current engine operating conditions, obtain the actual opening degree and the corresponding target opening degree of the active valve of the exhaust muffler; Based on the actual opening degree and the target opening degree, determine whether the active valve is stuck; If the active valve becomes stuck, the actual opening degree is taken as the stuck opening degree.

7. The engine boost control method according to claim 6, characterized in that, The step of determining whether the active valve is stuck based on the actual opening degree and the target opening degree includes: Calculate the difference between the actual opening and the target opening; Determine whether the difference is greater than a preset difference threshold, and whether the duration for which the difference is greater than the preset difference threshold is greater than a preset time threshold; If the difference is greater than the preset difference threshold, and the duration of the difference being greater than the preset difference threshold is greater than the preset time threshold, then it is determined that the active valve is stuck.

8. The engine boost control method according to claim 4, characterized in that, The step of interpolating the first target pressure boosting pre-control parameter and the second target pressure boosting pre-control parameter based on the stuck opening degree, the target opening degree, and the opening degree when the active valve is fully open, to obtain the final pressure boosting pre-control parameter, includes: Calculate the difference between the second target boost pressure pre-control parameter and the first target boost pressure pre-control parameter, the difference between the opening degree of the active valve when it is fully open and the target opening degree, and the difference between the stuck opening degree and the target opening degree; Based on the calculated differences, the adjustment values ​​of the boost control parameters are determined; The adjustment value of the boost pre-control parameter is superimposed on the first target boost pre-control parameter to obtain the final boost pre-control parameter.

9. An engine boost control device, characterized in that, include: The acquisition module is used to acquire the sticking opening degree and the corresponding target opening degree of the active valve of the exhaust muffler under the current engine operating conditions; The first determining module is configured to determine a first target boost pressure pre-control parameter from a first correspondence based on the current engine operating condition, and to determine a second target boost pressure pre-control parameter from a second or third correspondence based on the sticking opening degree and the target opening degree; wherein, the first correspondence includes boost pressure pre-control parameters corresponding to the engine under normal operating conditions when the active valve is in different engine operating conditions, the second correspondence includes boost pressure pre-control parameters corresponding to the engine when the active valve is fully open under different engine operating conditions, and the third correspondence includes boost pressure pre-control parameters corresponding to the engine when the active valve is fully closed under different engine operating conditions; The second determining module is used to determine the final boost control parameters based on the first target boost control parameters and the second target boost control parameters. The control module is used to perform boost control on the engine based on the final boost pre-control parameters.

10. A vehicle comprising a memory and a processor, the memory storing a computer program executable on the processor, characterized in that, When the processor executes the computer program, it implements the engine boost control method as described in any one of claims 1 to 8.

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