A method and apparatus for controlling the boost pressure of a non-uniform work engine

Abstract

The application discloses a kind of non-uniform engine supercharging pressure control method and device, belong to automobile engine technical field, method includes: according to engine operating condition, intake fraction and engine operating mode obtains target supercharging pressure value;Actual supercharging pressure value and the back front pressure ratio of supercharger are calculated, according to target supercharging pressure value and actual supercharging pressure value obtains supercharging pressure controller output value;Obtain the protection critical flow value of supercharger and noise control critical flow value;According to supercharging pressure controller output value, actual intake flow value, the protection critical flow value of supercharger, noise control critical flow value, and actual supercharging pressure actuator and electronic anti-surge valve actuator type determine actual supercharging pressure actuator and electronic anti-surge valve actuator executed control command.Actual supercharging pressure actuator and electronic anti-surge valve are coordinated and controlled to realize supercharger, to optimize the response and operating range of supercharger in the scene such as cylinder cut-off operating condition, sudden deceleration operating condition.

Description

Technical Field

[0001] This invention relates to the field of automotive engine technology, and more particularly to a method and device for controlling boost pressure in a non-uniform power engine. Background Technology

[0002] With increasingly stringent carbon emission regulations, more and more manufacturers are using turbochargers with higher boosting capabilities to maximize the potential of internal combustion engines. This significantly increases the pressure ratio before and after the turbocharger, thus increasing the risk of surge. Furthermore, more and more manufacturers are incorporating cylinder deactivation technology into their products due to its benefits: firstly, proper cylinder deactivation can reduce fuel consumption; secondly, it can reduce engine exhaust pollutants; and thirdly, under certain operating conditions, cylinder deactivation can significantly increase engine exhaust temperature without increasing fuel consumption. However, cylinder deactivation mode leads to a drastic change in intake airflow and less exhaust gas driving the turbocharger, making the turbocharger more susceptible to surge and slowing its response. Overcoming these boost pressure control issues has become a very challenging task.

[0003] Chinese patent CN113931732A discloses an intake supercharging system and control method suitable for cylinder deactivation technology, relating to the field of engine control. The system includes a first supercharging component and a second supercharging component. The first supercharging component includes a supercharger disposed on the engine intake manifold, driven by exhaust gas to compress air entering the engine. The second supercharging component includes an electric supercharger and an air reservoir. The electric supercharger is disposed at the front end of the supercharger to compress air in front of the supercharger. The air reservoir is disposed on the intake manifold between the supercharger and the engine to introduce stored air into the intake manifold. This invention effectively avoids phenomena such as slow boost response, insufficient intake air volume, and supercharger surge and overspeed, ensuring normal engine operation during cylinder deactivation or cylinder boosting processes.

[0004] Chinese patent CN107587947A discloses a method for controlling a vehicle turbocharger, comprising: determining, at a first determining step, whether the engine is operating in cylinder deactivation (CDA) mode; at a second determining step, calculating, the difference between the target boost pressure of the turbocharger and the current boost pressure of the intake air increased by the turbocharger, and determining whether the difference is equal to or greater than a reference difference; at a third determining step, determining whether the turbocharger is allowed to operate based on the current operating state of the engine; at a fourth determining step, determining, the target rpm of the turbocharger, and determining whether the target rpm is equal to or greater than a reference rpm; and at an operating step, operating the turbocharger.

[0005] Chinese patent CN104879207A discloses a two-stage turbocharger system for an internal combustion engine with cylinder deactivation features. An internal combustion engine includes an engine defining a plurality of cylinders, including a continuously operating cylinder and a cylinder capable of being deactivated. The turbocharger system has a high-pressure turbocharger communicating with an exhaust port from the continuously operating cylinder and a low-pressure turbocharger communicating with an exhaust port from the cylinder capable of being deactivated. A control valve is configured to communicate with the exhaust port from the continuously operating cylinder and is operable in an open position to allow exhaust from the continuously operating cylinder to pass through a second turbocharger together with exhaust from the cylinder capable of being deactivated, and is operable in a closed position to direct exhaust from the continuously operating cylinder through a first turbocharger.

[0006] Chinese patent CN214577356U proposes a multi-cylinder engine with cylinder deactivation capability to improve the response speed when cylinders in the deactivated cylinder group resume operation and enhance the efficiency of the supercharging system after cylinder deactivation. It includes: an intercooler, an intake manifold, a first valve stop mechanism, a second valve stop mechanism, a first cylinder group, a second cylinder group, a first turbocharger, and a second turbocharger; the first turbocharger has a first turbine and a first compressor; the second turbocharger has a second turbine and a second compressor; the intake end of the intercooler is connected to the outlet ends of the first and second compressors; the outlet end of the intercooler is connected to the intake manifold; the intake manifold is connected to the intake valves of the first cylinder group via the first valve stop mechanism; the intake manifold is connected to the intake valves of the second cylinder group via the second valve stop mechanism; the exhaust valve of the first cylinder group is connected to the intake end of the first turbine; the exhaust valve of the second cylinder group is connected in series to the intake end of the second turbine.

[0007] Chinese patent CN107288742A discloses a boost control method and system for an engine with cylinder deactivation. The method includes the following steps: a CDA (Cylinder Cancellation Authority) operability zone confirmation step, whereby the controller determines whether the CDA is in the operability zone after engine start-up based on the engine's drive state; an actual boost derivation step, whereby the controller derives the total target boost and calculates the desired actual boost; a supercharger operability zone confirmation step, where the controller determines whether the supercharger is in the operability zone; a supercharger target speed derivation step, where the controller derives the target speed of the supercharger; and a supercharger access opening step, whereby the bypass valve is closed to open the supercharger access.

[0008] Current patents concerning boost pressure control in cylinder deactivation engines mainly suffer from the following problems: 1. They require the use of a two-stage turbocharger to avoid the adverse effects of cylinder deactivation on boost pressure response and operating range, which significantly increases system costs; 2. They require obtaining and controlling the turbocharger's speed, which limits the application scenarios; 3. They cannot coordinate the control of the turbocharger with the electronic anti-surge valve to optimize the turbocharger's response and operating range in cylinder deactivation scenarios. Summary of the Invention

[0009] The purpose of this invention is to provide a method and device for controlling the boost pressure of a non-uniform power engine. This method generates control commands for the boost pressure actuator and the anti-surge valve. After the anti-surge valve is opened, high-pressure air after the booster can enter the booster inlet through a pipeline. This reduces the pressure after the booster and increases the pressure before the booster, significantly reducing the boost pressure ratio. This avoids boost pressure and achieves coordinated control between the booster and the electronic anti-surge valve, thereby optimizing the booster's response and operating range under scenarios such as cylinder deactivation and rapid deceleration.

[0010] This invention provides the following solution:

[0011] In a first aspect, this application discloses a method for controlling the boost pressure of a non-uniform power engine, comprising the following steps:

[0012] The target boost pressure value is obtained based on engine operating conditions, intake air fraction, and engine operating mode.

[0013] Calculate the actual boost pressure value and the front-to-rear pressure ratio of the booster;

[0014] Based on the turbocharger's front-to-rear pressure ratio, the turbocharger's overall aging coefficient, and the intake air fraction, the turbocharger's critical protection flow rate and noise control flow rate are obtained.

[0015] The output value of the boost pressure controller is obtained based on the target boost pressure value and the actual boost pressure value.

[0016] The control commands executed by the actual booster pressure actuator and the electronic anti-surge valve actuator are determined based on the output value of the booster pressure controller, the actual intake flow rate, the booster's protection critical flow rate, the noise control critical flow rate, and the types of the actual booster pressure actuator and the electronic anti-surge valve actuator.

[0017] Preferably, obtaining the target boost pressure value based on engine operating conditions, intake air fraction, and engine operating mode specifically includes:

[0018] The target boost pressure is obtained by mapping based on engine speed, required torque, intake air fraction, and engine operating mode.

[0019] The target boost pressure value is obtained by adjusting for environmental pressure and temperature.

[0020] Preferably, the calculation of the actual boost pressure value and the pre-rear pressure ratio of the booster specifically includes:

[0021] If the pressure sensor is not faulty, the actual boost pressure value and the pressure ratio between the booster and the inflator can be obtained directly by sampling and calculating the pressure sensor.

[0022] If no pressure sensor is installed or the pressure sensor is faulty, the actual boost pressure value and the front-to-back pressure ratio of the turbocharger are calculated based on the intake manifold pressure, throttle opening, and actual intake airflow.

[0023] Preferably, obtaining the boost pressure controller output value based on the target boost pressure value and the actual boost pressure value specifically includes:

[0024] In open-loop mode, the basic boost pressure open-loop control value is obtained by mapping the engine speed, required torque, intake air fraction, and engine operating mode. Then, the basic boost pressure open-loop control value is corrected according to the ambient pressure and temperature to obtain the boost pressure open-loop control value.

[0025] In closed-loop mode, the boost pressure closed-loop control value is obtained based on the target boost pressure value and the actual boost pressure value;

[0026] The output value of the boost pressure controller is obtained by adding the open-loop control value and the closed-loop control value.

[0027] Preferably, in the step of determining the control commands executed by the actual booster pressure actuator and the electronic anti-surge valve actuator based on the output value of the booster pressure controller, the actual intake flow rate, the booster's protection critical flow rate, the noise control critical flow rate, and the types of the actual booster pressure actuator and the electronic anti-surge valve actuator,

[0028] After determining the relationship between the actual intake flow rate and the booster's protection critical flow rate and noise control critical flow rate, the control commands of the booster pressure actuator and the electronic anti-surge valve are obtained by mapping the corresponding booster pressure controller output value.

[0029] Preferably, the relationship between the actual intake air flow rate and the turbocharger's protection critical flow rate and noise control critical flow rate specifically includes:

[0030] The actual intake flow rate is greater than the turbocharger's noise control critical flow rate; the actual intake flow rate is between the turbocharger's protection critical flow rate and the noise control critical flow rate; and the actual intake flow rate is less than the turbocharger's protection critical flow rate.

[0031] Preferably, the intake fraction is equal to the number of cylinders in the current engine cycle with the intake and exhaust valves functioning normally, divided by the total number of engine cylinders.

[0032] Preferably, the overall aging coefficient of the turbocharger is obtained by mapping the cumulative number of surges that occur in the turbocharger and the cumulative operating time of the turbocharger.

[0033] Secondly, this application also describes a boost pressure control device for a non-uniform power engine, comprising: a target boost pressure calculation module, used to obtain a target boost pressure value based on engine operating conditions, intake fraction and engine operating mode;

[0034] The actual boost pressure and pressure ratio calculation module is used to calculate the actual boost pressure value and the front-rear pressure ratio of the turbocharger based on the engine's actual pressure sensor data.

[0035] The turbocharger mechanical protection parameter calculation module is used to obtain the turbocharger's protection critical flow value and noise control critical flow value based on the turbocharger's front-to-rear pressure ratio, the turbocharger's comprehensive aging coefficient, and the intake air fraction.

[0036] The boost pressure controller output value calculation module is used to obtain the boost pressure controller output value based on the target boost pressure value and the actual boost pressure value.

[0037] The actuator control module is used to determine the control commands executed by the actual booster pressure actuator and the electronic anti-surge valve actuator based on the output value of the booster pressure controller, the actual intake flow rate, the booster's protection critical flow rate, the noise control critical flow rate, and the types of the actual booster pressure actuator and the electronic anti-surge valve actuator.

[0038] Preferably, it further includes:

[0039] The boost pressure core control module includes an open-loop boost pressure control module and a closed-loop boost pressure control module, which are used for open-loop and closed-loop state control, respectively.

[0040] Thirdly, the present invention also provides an electronic device, including a memory and a processor, wherein the memory stores a computer program that can run on the processor, and the processor executes the program to implement the steps in the above-described non-uniform power engine boost pressure control method.

[0041] Fourthly, the present invention also provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps of the non-uniform power engine boost pressure control method according to any one of the first aspects.

[0042] Compared with the prior art, the present invention has the following advantages:

[0043] 1. This method generates control commands for the booster pressure actuator and the anti-surge valve. After the anti-surge valve is opened, the high-pressure air after the booster can enter the booster inlet through the pipeline. This reduces the pressure after the booster and increases the pressure before the booster, significantly reducing the booster pressure ratio. This can prevent surge and reduce boost pressure, thus enabling coordinated control of the booster and the electronic anti-surge valve. This optimizes the booster's response and operating range in scenarios such as cylinder deactivation and rapid deceleration.

[0044] 2. This application does not require a two-stage turbocharger to avoid the adverse effects of cylinder deactivation on boost pressure response and operating range, resulting in lower system cost. It also does not require obtaining the turbocharger's speed, thus expanding its application scenarios. Attached Figure Description

[0045] Figure 1 This is a structural diagram of a four-cylinder hydrogen fuel cell engine to which this invention applies;

[0046] Figure 2 This is a flowchart of a non-uniform power engine boost pressure control method provided in an embodiment of the present invention;

[0047] Figure 3 This is a schematic diagram of the target boost pressure calculation module provided in an embodiment of the present invention;

[0048] Figure 4 This is a schematic diagram of the calculation process of the downstream pressure 310 of the booster provided in an embodiment of the present invention;

[0049] Figure 5 This is a schematic diagram of the turbocharger mechanical protection parameter calculation module provided in an embodiment of the present invention;

[0050] Figure 6 This is a schematic diagram of the booster pressure core control module provided in an embodiment of the present invention;

[0051] Figure 7 This is a schematic diagram of the actuator control module outputting control command 380 for the booster pressure actuator provided in an embodiment of the present invention;

[0052] Figure 8 This is a schematic diagram of the control command 390 of the electronic anti-surge valve output by the actuator co-control module provided in an embodiment of the present invention;

[0053] Figure 9 This is a schematic diagram that divides the boost pressure control area into a normal control area, a noise suppression area, and a surge suppression area.

[0054] Figure 10 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0055] To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0056] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to limit the application. The singular forms “a,” “said,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms, and “multiple” generally includes at least two unless the context clearly indicates otherwise.

[0057] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0058] It should be understood that although the terms first, second, third, etc., may be used in the embodiments of this application, these descriptions should not be limited to these terms. These terms are only used to distinguish the descriptions. For example, first may also be referred to as second without departing from the scope of the embodiments of this application, and similarly, second may also be referred to as first.

[0059] Depending on the context, the words “if” or “suppose” as used here can be interpreted as “when” or “in response to determination” or “in response to detection.” Similarly, depending on the context, the phrases “if determination” or “if detection (of the stated condition or event)” can be interpreted as “when determination” or “in response to determination” or “when detection (of the stated condition or event)” or “in response to detection (of the stated condition or event).”

[0060] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that an article or device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such an article or device. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the article or device that includes said element.

[0061] It should be noted that any symbols and / or numbers present in the specification that are not marked in the accompanying drawings are not reference numerals.

[0062] This invention is applicable to various types of engines, including spark-ignition engines and compression-ignition engines, including single-fuel engines and multi-fuel engines, including diesel engines, gasoline engines, hydrogen engines and other alternative fuel engines, etc.

[0063] Figure 1 This is a structural diagram of a four-cylinder hydrogen fuel cell engine to which this invention applies. Figure 1 As shown, ambient air passes through the upstream temperature and pressure sensor 110 and intake flow sensor 120 of the turbocharger, then through the turbocharger 010, and is cooled by the intake intercooler 015. It then flows downstream through the intercooler pressure sensor 130 and intake throttle valve 013, mixing with the cooled exhaust gas from the engine that has passed through the exhaust gas intercooler 016 and exhaust gas recirculation valve 014. After passing through the intake TMAP sensor 140, it mixes again with the hydrogen injected by the hydrogen fuel injector 020, and enters the engine cylinder through the intake valve 019 during the intake stroke. Simultaneously, the ignition device 018 ignites the mixture in the cylinder when the piston reaches near top dead center during the engine compression stroke, igniting the mixture to generate power and drive the crankshaft to output torque. During the exhaust stroke, the gas in the cylinder enters the exhaust pipe through the exhaust valve 017, and its temperature can be measured by the exhaust temperature sensor 150. The gas in the exhaust pipe continues forward, part of which enters the EGR pipe, and the remainder continues forward; part of it drives the turbine and continues forward, while part of it bypasses directly through the waste gas bypass valve 021. The boost pressure can be controlled by adjusting the opening of the waste gas bypass valve 021. During engine cylinder deactivation: during the intake stroke of the cylinder that is not performing work, the intake valve 019 will close to prevent the air-fuel mixture in the intake manifold from entering the cylinder; during its exhaust stroke, the exhaust valve 017 remains closed. For the above-mentioned intake manifold injection hydrogen fuel cell engine, the following operating conditions: 1) During rapid deceleration, the intake throttle valve 013 will close quickly; 2) During simultaneous cylinder deactivation, the intake air volume will decrease sharply. Both of these situations will cause the ratio of downstream pressure to upstream pressure of the turbocharger to increase rapidly, and the intake air flow to decrease rapidly, causing the turbocharger to enter the surge region and making it highly susceptible to surge.

[0064] To prevent the aforementioned issues, the anti-surge valve 012 can be opened when the turbocharger is about to enter the surge region, rapidly reducing the turbocharger pressure ratio. This effectively prevents surge. Furthermore, in situations where multiple cylinders are simultaneously deactivated, the target boost pressure setting is generally lower to ensure the turbocharger operates within the appropriate range. Additionally, the exhaust gas energy capable of driving the turbine is relatively small at this time, leading to a slower boost pressure response when suddenly switching to non-deactivated operation, failing to quickly follow the target pressure increase. Therefore, coordinated control of the turbocharger and electronic anti-surge valve is necessary to optimize the turbocharger's response and operating range in scenarios such as cylinder deactivation and rapid deceleration.

[0065] Example 1

[0066] See Figure 2 As shown in the figure, an embodiment of the present invention provides a method for controlling the boost pressure of a non-uniform power engine, comprising:

[0067] S1: Based on engine operating conditions (engine speed 201, required torque 202), intake air fraction 203, engine operating mode 204, etc., relevant mapping is performed to obtain the basic value of target boost pressure 301. Then, it is corrected by ambient pressure 205, ambient temperature 206, etc. to obtain the target boost pressure value 302.

[0068] S2: Based on the actual sensor configuration and fault conditions of the engine, the actual boost pressure value 303 and the turbocharger front-rear pressure ratio value 304 are obtained.

[0069] S3: Based on the turbocharger's front-to-rear pressure ratio of 304, the turbocharger's comprehensive aging coefficient of 305, and the intake fraction of 203, mapping is performed to obtain the turbocharger's protection critical flow value of 306 and noise control critical flow value of 307.

[0070] S4: Based on the target boost pressure 302, the actual boost pressure 303, and the engine operating conditions (engine speed 201, required torque 202), open-loop and closed-loop control are performed to obtain the boost pressure controller output value 308.

[0071] S5: Based on the relationship between the actual intake flow rate 207 and the protection critical flow rate 306 and noise control critical flow rate 307 of the booster, relevant mapping is performed according to the output value 308 of the booster pressure controller to obtain the control command 380 of the booster pressure actuator and the control command 390 of the electronic anti-surge valve.

[0072] The target boost pressure value is obtained based on engine operating conditions, intake air fraction, and engine operating mode, specifically including:

[0073] The target boost pressure is obtained by mapping based on engine speed, required torque, intake air fraction, and engine operating mode.

[0074] The target boost pressure value is obtained by adjusting for environmental pressure and temperature.

[0075] The actual boost pressure value and the turbocharger's front-to-rear pressure ratio are calculated based on the engine's actual pressure sensor data, specifically including:

[0076] If the pressure sensor is not faulty, the actual boost pressure value and the pressure ratio between the booster and the inflator can be obtained directly by sampling and calculating the pressure sensor.

[0077] If no pressure sensor is installed or the pressure sensor is faulty, the actual boost pressure value and the front-to-back pressure ratio of the turbocharger are calculated based on the intake manifold pressure, throttle opening, and actual intake airflow.

[0078] The boost pressure controller outputs the values ​​based on the target boost pressure and the actual boost pressure. Specifically, this includes:

[0079] In open-loop mode, the basic boost pressure open-loop control value is obtained by mapping the engine speed, required torque, intake air fraction, and engine operating mode. Then, the basic boost pressure open-loop control value is corrected according to the ambient pressure and temperature to obtain the boost pressure open-loop control value.

[0080] In closed-loop mode, the boost pressure closed-loop control value is obtained based on the target boost pressure value and the actual boost pressure value;

[0081] The output value of the boost pressure controller is obtained by adding the open-loop control value and the closed-loop control value.

[0082] The control commands executed by the actual booster pressure controller and the electronic anti-surge valve actuator are determined based on the output value of the booster pressure controller, the actual intake air flow rate, the booster's protection critical flow rate, the noise control critical flow rate, and the types of the actual booster pressure actuator and the electronic anti-surge valve actuator.

[0083] After determining the relationship between the actual intake flow rate and the booster's protection critical flow rate and noise control critical flow rate, the control commands of the booster pressure actuator and the electronic anti-surge valve are obtained by mapping the corresponding booster pressure controller output value.

[0084] The relationship between the actual intake air flow rate and the turbocharger's protection critical flow rate and noise control critical flow rate includes:

[0085] The actual intake flow rate is greater than the turbocharger's noise control critical flow rate; the actual intake flow rate is between the turbocharger's protection critical flow rate and the noise control critical flow rate; and the actual intake flow rate is less than the turbocharger's protection critical flow rate.

[0086] Intake fraction = the number of cylinders in the current engine cycle with the intake and exhaust valves working normally divided by the total number of engine cylinders.

[0087] The overall aging coefficient of the turbocharger is obtained by mapping the cumulative number of surges that occur in the turbocharger and the cumulative operating time of the turbocharger.

[0088] This method generates control commands for the booster pressure actuator and the anti-surge valve. After the anti-surge valve is opened, the high-pressure air after the booster can enter the booster inlet through the pipeline. This reduces the pressure after the booster and increases the pressure before the booster, significantly reducing the booster pressure ratio. This can prevent surge and reduce boost pressure, thus enabling coordinated control of the booster and the electronic anti-surge valve. This optimizes the booster's response and operating range in scenarios such as cylinder deactivation and rapid deceleration.

[0089] Example 2

[0090] This application provides a boost pressure control device for a non-uniform power engine:

[0091] Figure 3 This is one implementation of the target boost pressure calculation module: The target boost pressure base value 301 is calculated by looking up table 401 based on engine speed 201, required torque 202, intake air fraction 203, and engine operating mode 204. The above multi-dimensional lookup table can be decomposed into multiple two-dimensional or three-dimensional lookup tables grouped according to 203 and 204. Alternatively, it can be implemented using trained neural networks, support vector machines (SVM), gradient boosting trees, or other typical nonlinear mapping methods. The multi-dimensional lookup tables involved in the following implementation can also be operated in this way, and will not be elaborated further. The target boost pressure value 302 is calculated by multiplying 301 by the correction value obtained from looking up table 402 based on ambient pressure 205, and then multiplying it by the correction value obtained from looking up table 403 based on ambient temperature 206.

[0092] For the four-cylinder hydrogen fuel cell engine configuration, assuming all sensors are functioning correctly, the actual boost pressure value 303 can be directly calculated by sampling from the intercooler downstream pressure sensor 130, and the boost pressure 309 upstream of the turbocharger can be calculated by sampling from the upstream temperature and pressure sensor 110; the calculation method for the boost pressure 310 downstream of the turbocharger is as follows: Figure 4The actual boost pressure 303 is obtained by adding the actual intake flow rate 207 measured by the intake flow sensor 120 to the value in Table 404. The turbocharger's front-to-rear pressure ratio 304 is equal to the downstream pressure 310 of the turbocharger divided by the upstream pressure 309. If the intercooler downstream pressure sensor 130 is faulty or not configured, the actual boost pressure 303 can be calculated using the intake manifold pressure 311, throttle opening 312, and actual intake flow rate 207 obtained from the intake TMAP sensor 140, through relevant models or neural networks.

[0093] Figure 5 This is one implementation method of the turbocharger mechanical protection parameter calculation module. The comprehensive aging coefficient 313 of the turbocharger is obtained by referring to Table 405 based on the cumulative number of surge occurrences 208 and the cumulative working time of the turbocharger 209. The protection critical flow value 306 of the turbocharger is obtained by referring to Table 406 based on the comprehensive aging coefficient 313 of the turbocharger, the intake air fraction 203 and the front-rear pressure ratio of the turbocharger 304. The noise control critical flow value 307 of the turbocharger is obtained by referring to Table 407 based on the comprehensive aging coefficient 313 of the turbocharger, the intake air fraction 203 and the front-rear pressure ratio of the turbocharger 304.

[0094] Figure 6 This is one implementation method when the boost pressure core control module and the boost pressure controller output value calculation module work together. The boost pressure open-loop control value 314 is obtained by looking up the value in Table 408 based on engine speed 201, required torque 202, intake air fraction 203, and engine operating mode 204, multiplied by the value in Table 409 based on ambient pressure 205, and then multiplied by the value in Table 410 based on ambient temperature 206. The boost pressure closed-loop control value 315 is calculated and output by a closed-loop controller based on the target boost pressure value 302 and the actual boost pressure value 303. The aforementioned controller can be a PID controller, an ADRC controller, a fuzzy controller, etc. The boost pressure controller output value 308 is equal to the sum of the boost pressure open-loop control value 314 and the boost pressure closed-loop control value 315, and is obtained through the corresponding limit module.

[0095] Figure 7 , 8 This is one implementation method of the actuator co-control module. The relationship between the actual intake flow rate 207 and the turbocharger's protection critical flow rate 306 and noise control critical flow rate 307 is as follows: Figure 9The boost pressure control area can be divided into a normal control area, a noise suppression area, and a surge suppression area, corresponding to areas 0, 1, and 2, respectively. The area in the middle of the dashed line in the diagram is the hysteresis area, where hysteresis logic can be determined. First, determine the current boost pressure control area; then, based on the boost pressure controller output value 308, look up tables 411, 412, and 413 to obtain the control commands of the boost pressure actuators corresponding to areas 0, 1, and 2, respectively. The boost pressure actuator control command 380 is equal to the control command of the boost pressure actuator corresponding to the current boost pressure control area. Next, based on the boost pressure controller output value 308, look up tables 414, 415, and 416 to obtain the control commands of the electronic anti-surge valves corresponding to areas 0, 1, and 2, respectively. The electronic anti-surge valve control command 390 is equal to the control command of the electronic anti-surge valve corresponding to the current boost pressure control area. The above table lookup operation based on 308 is only one implementation scheme. To achieve a more significant control effect, multi-dimensional table lookup operations can be added using variables such as engine operating condition, intake air fraction 203, and engine operating mode 204. Meanwhile, the control commands for the aforementioned electronic anti-surge valve can be either on / off commands or position opening commands, corresponding to different types of electronic anti-surge valves.

[0096] Example 3

[0097] This embodiment provides an electronic device. Figure 10 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. See also: Figure 10 The electronic device 1000 includes a processor 1001 and a memory 1002. The memory 1002 stores computer-readable instructions. When the computer-readable instructions are executed by the processor 1001, the steps in any of the above-described non-uniform work engine boost pressure control methods are performed. Through the above technical solution, the processor 1001 and the memory 1002 are interconnected and communicate with each other via a communication bus and / or other forms of connection mechanisms (not shown). The memory 1002 stores a processor-executable computer program. When the electronic device 1000 is running, the processor 1001 executes the computer program to perform the non-uniform work engine boost pressure control method in any optional implementation of the above embodiments.

[0098] Example 4

[0099] This embodiment provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements a non-uniform power engine boost pressure control method as provided in all embodiments of this application.

[0100] Any combination of one or more computer-readable media may be used. A computer-readable medium can be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium can be, for example—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in connection with an instruction execution system, apparatus, or device.

[0101] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including—but not limited to—electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, capable of transmitting, propagating, or transmitting programs for use by or in connection with an instruction execution system, apparatus, or device.

[0102] The program code contained on a computer-readable medium may be transmitted using any suitable medium, including—but not limited to—wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

[0103] Computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof. Programming languages ​​include object-oriented programming languages—such as Java, Smalltalk, and C++—as well as conventional procedural programming languages—such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0104] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; 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 or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for controlling the boost pressure of a non-uniform power engine, characterized in that, include: The target boost pressure value is obtained based on engine operating conditions, intake air fraction, and engine operating mode. Calculate the actual boost pressure value and the booster's front-to-rear pressure ratio; Based on the turbocharger's front-to-rear pressure ratio, the turbocharger's overall aging coefficient, and the intake air fraction, the turbocharger's critical protection flow rate and noise control flow rate are obtained. The boost pressure controller output value is obtained based on the target boost pressure value and the actual boost pressure value. In the open-loop state, the basic boost pressure open-loop control value is obtained by mapping the engine speed, required torque, intake air fraction, and engine operating mode. Then, the basic boost pressure open-loop control value is corrected based on the ambient pressure and temperature to obtain the boost pressure open-loop control value. In closed-loop mode, the boost pressure closed-loop control value is obtained based on the target boost pressure value and the actual boost pressure value; The output value of the boost pressure controller is obtained by adding the open-loop control value and the closed-loop control value. The control commands executed by the actual booster pressure actuator and the electronic anti-surge valve actuator are determined based on the output value of the booster pressure controller, the actual intake air flow rate, the booster's protection critical flow rate, the noise control critical flow rate, and the types of the actual booster pressure actuator and the electronic anti-surge valve actuator. Specifically, after determining the relationship between the actual intake air flow rate and the booster's protection critical flow rate and noise control critical flow rate, the control commands of the booster pressure actuator and the electronic anti-surge valve are obtained by mapping the corresponding booster pressure controller output value.

2. The method for controlling the boost pressure of a non-uniform power-operating engine according to claim 1, characterized in that, The process of obtaining the target boost pressure value based on engine operating conditions, intake air fraction, and engine operating mode specifically includes: The target boost pressure is obtained by mapping based on engine speed, required torque, intake air fraction, and engine operating mode. The target boost pressure value is obtained by adjusting for environmental pressure and temperature.

3. The method for controlling the boost pressure of a non-uniform power-operating engine according to claim 2, characterized in that, The calculation of the actual boost pressure value and the booster's front-to-rear pressure ratio specifically includes: If the pressure sensor is not faulty, the actual boost pressure value and the pressure ratio between the booster and the inflator can be obtained directly by sampling and calculating the pressure sensor. If no pressure sensor is installed or the pressure sensor is faulty, the actual boost pressure value and the front-to-back pressure ratio of the turbocharger are calculated based on the intake manifold pressure, throttle opening, and actual intake airflow.

4. The method for controlling the boost pressure of a non-uniform power-operating engine according to claim 1, characterized in that, The relationship between the actual intake air flow rate and the turbocharger's protection critical flow rate and noise control critical flow rate specifically includes: The actual intake flow rate is greater than the turbocharger's noise control critical flow rate, the actual intake flow rate is between the turbocharger's protection critical flow rate and the noise control critical flow rate, and the actual intake flow rate is less than the turbocharger's protection critical flow rate.

5. The method for controlling the boost pressure of a non-uniform power-operating engine according to claim 1, characterized in that, The intake fraction is calculated by dividing the number of cylinders in the current engine cycle with the intake and exhaust valves functioning normally by the total number of engine cylinders.

6. The method for controlling the boost pressure of a non-uniform power-operating engine according to claim 1, characterized in that, The overall aging coefficient of the turbocharger is obtained by mapping the cumulative number of surges that occur in the turbocharger and the cumulative operating time of the turbocharger.

7. A boost pressure control device for a non-uniform power engine, characterized in that, include: The target boost pressure calculation module is used to obtain the target boost pressure value based on engine operating conditions, intake air fraction, and engine operating mode. The actual boost pressure and pressure ratio calculation module is used to calculate the actual boost pressure value and the front-rear pressure ratio of the turbocharger based on the engine's actual pressure sensor data. The turbocharger mechanical protection parameter calculation module is used to obtain the turbocharger's protection critical flow value and noise control critical flow value based on the turbocharger's front-to-rear pressure ratio, the turbocharger's comprehensive aging coefficient, and the intake air fraction. The boost pressure controller output value calculation module is used to obtain the boost pressure controller output value based on the target boost pressure value and the actual boost pressure value. Specifically, in the open-loop state, the basic boost pressure open-loop control value is obtained by mapping based on engine speed, required torque, intake air fraction, and engine operating mode. Then, the basic boost pressure open-loop control value is corrected based on ambient pressure and temperature to obtain the boost pressure open-loop control value. The actuator control module is used to determine the control commands executed by the actual booster pressure actuator and the electronic anti-surge valve actuator based on the output value of the booster pressure controller, the actual intake flow rate, the booster's protection critical flow rate, the noise control critical flow rate, and the types of the actual booster pressure actuator and the electronic anti-surge valve actuator. Specifically, after determining the relationship between the actual intake flow rate and the booster's protection critical flow rate and noise control critical flow rate, the control commands of the booster pressure actuator and the electronic anti-surge valve are mapped according to the corresponding booster pressure controller output value.

8. The boost pressure control device for a non-uniform power engine according to claim 7, characterized in that, Also includes: The boost pressure core control module includes an open-loop boost pressure control module and a closed-loop boost pressure control module, which are used for open-loop and closed-loop state control, respectively.

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