Vehicles and their twin-boost control methods, devices and storage media

Abstract

This invention discloses a vehicle and its dual-boost control method, device, and storage medium. The vehicle includes a dual-ECU electronic control system. The method includes: controlling the primary and secondary ECUs of the dual-ECU electronic control system to transmit information; when the primary and secondary ECUs meet the boost pressure detection conditions based on the transmitted information, activating the boost pressure deviation detection function of the primary and secondary ECUs; and performing corresponding boost control on the vehicle based on the detection results of the boost pressure deviation detection of the primary and secondary ECUs. Thus, when the primary and secondary ECUs meet the boost pressure detection conditions based on the transmitted information, the boost pressure deviation of the primary and secondary ECUs is detected. Based on the detection results of the boost pressure deviation detection, precise boost control of the vehicle is achieved, thereby improving torque response and torque accuracy, and ultimately enhancing the reliability and stability of the vehicle, ensuring a better driving experience for the user.

Description

Technical Field

[0001] This invention relates to the field of vehicle boost control technology, and more particularly to a dual boost control method for a vehicle, a computer-readable storage medium, a dual boost control device for a vehicle, and a vehicle. Background Technology

[0002] Currently, there is little discussion about boost control strategies related to dual-ECU boost control systems with dual boost pressure sensors. The pain point of this technology lies in the relatively simple boost control function and weak system robustness in V-type engine structures with connecting pipes. It fails to consider the issue of significant deviations in actual boost pressure between the main and auxiliary ECUs due to manufacturing tolerances of parts, differences in the intake system, or long-term use leading to decreased efficiency of the single-sided turbocharger. This is especially problematic in hybrid vehicles, where torque accuracy and response speed are significantly higher than in traditional gasoline vehicles. When problems arise, the user experience deteriorates, leading to issues such as inaccurate charge retention and vehicle shock. Summary of the Invention

[0003] This invention aims to at least partially solve one of the technical problems in related technologies. Therefore, the first objective of this invention is to propose a dual-boost control method for vehicles. This method detects the boost pressure deviation between the main and auxiliary ECUs when the boost pressure detection conditions are met based on the information transmitted. Based on the detection results of the boost pressure deviation, precise boost control of the vehicle is achieved, thereby improving torque response and torque accuracy. This, in turn, enhances the reliability and stability of the vehicle, ensuring a superior driving experience for the user.

[0004] A second objective of this invention is to provide a computer-readable storage medium.

[0005] The third objective of this invention is to provide a dual-boost control system for vehicles.

[0006] The fourth objective of this invention is to provide a vehicle.

[0007] To achieve the above objectives, a first aspect of the present invention provides a dual-boost control method for a vehicle, wherein the vehicle includes a dual-ECU electronic control system, and the method includes: controlling the primary and secondary ECUs of the dual-ECU electronic control system to transmit information; when it is determined from the content of the transmitted information that the primary and secondary ECUs meet the boost pressure detection conditions, activating the boost pressure deviation detection function of the primary and secondary ECUs; and performing corresponding boost control on the vehicle based on the detection result of the boost pressure deviation detection of the primary and secondary ECUs.

[0008] According to the dual-boost control method for vehicles of this invention, the primary and secondary ECUs of a dual-ECU electronic control system transmit information. Then, when it is determined from the transmitted information that the primary and secondary ECUs meet the boost pressure detection conditions, the boost pressure deviation detection function of the primary and secondary ECUs is activated. Furthermore, based on the detection results of the boost pressure deviation detection by the primary and secondary ECUs, corresponding boost control is performed on the vehicle. Thus, when it is determined from the transmitted information that the primary and secondary ECUs meet the boost pressure detection conditions, the boost pressure deviation between the primary and secondary ECUs is detected. Based on the detection results of the boost pressure deviation detection, precise boost control of the vehicle is achieved, thereby improving torque response and torque accuracy, and ultimately enhancing the reliability and stability of the vehicle, ensuring a superior driving experience for the user.

[0009] In addition, the dual-boost control method for vehicles according to the above embodiments of the present invention may also have the following additional technical features: According to one embodiment of the present invention, the information transmission includes: transmission of boost control enable flag information, transmission of boost pressure sensor fault status information, and transmission of actual boost pressure information.

[0010] According to one embodiment of the present invention, the boost pressure detection conditions include: no fault in the private CAN bus, no fault in the boost pressure sensor of the local ECU and no fault in the boost pressure sensor of the other ECU, the boost control function of the local ECU is activated and the boost control function of the other ECU is activated, the HCU requires a first set threshold torque, the main and auxiliary ECUs require the same boost pressure, the engine speed is stable, the actual boost pressure value is stable, and the electronic exhaust bypass valve reaches the target opening degree.

[0011] According to an embodiment of the present invention, the boost pressure deviation detection function includes: setting a counter; when the absolute value of the deviation between the actual boost pressure collected by the local ECU and the actual boost pressure collected by the other ECU is greater than a first preset deviation threshold, incrementing the counter; when the absolute value of the deviation between the actual boost pressure collected by the local ECU and the actual boost pressure collected by the other ECU is less than a second preset deviation threshold, decrementing the counter; and obtaining the detection result of the boost pressure deviation detection based on the count value of the counter.

[0012] According to one embodiment of the present invention, the step of performing corresponding boost control on the vehicle based on the detection result of boost pressure deviation detection includes: when the detection result of boost pressure deviation detection shows that the boost pressure of the main and auxiliary ECUs is consistent, a joint control mode is adopted.

[0013] According to one embodiment of the present invention, the step of performing corresponding boost control on the vehicle based on the detection result of boost pressure deviation detection includes: when the detection result of boost pressure deviation detection shows that the boost pressure of the main and auxiliary ECUs is inconsistent, an independent control mode is adopted.

[0014] According to one embodiment of the present invention, the method further includes: if, after a preset number of driving cycles, the detection result of the boost pressure deviation detection is still inconsistent between the boost pressure of the main and auxiliary ECUs, then the boost efficiency self-learning function is activated.

[0015] To achieve the above objectives, a computer-readable storage medium is provided in a second aspect embodiment of the present invention, on which a vehicle twin-boost control program is stored, which, when executed by a processor, implements the vehicle twin-boost control method of the present invention described above.

[0016] According to embodiments of the present invention, a computer-readable storage medium, by executing a vehicle dual-boost control program stored thereon, can detect the boost pressure deviation between the main and auxiliary ECUs when it is determined, based on the content of the information transmission, that the main and auxiliary ECUs meet the boost pressure detection conditions. Based on the detection results of the boost pressure deviation detection, precise boost control of the vehicle can be achieved, thereby improving torque response and torque accuracy, and thus enhancing the reliability and stability of the vehicle, ensuring the user's driving experience.

[0017] To achieve the above objectives, a third aspect of the present invention provides a dual-boost control device for a vehicle, wherein the vehicle includes a dual-ECU electronic control system, and the device includes: an information transmission module for controlling the primary and secondary ECUs of the dual-ECU electronic control system to transmit information; a differential pressure detection module for activating the boost pressure deviation detection function of the primary and secondary ECUs when it is determined, based on the content of the information transmission, that the primary and secondary ECUs meet the boost pressure detection conditions; and a boost control module for performing corresponding boost control on the vehicle based on the detection results of the boost pressure deviation detection of the primary and secondary ECUs.

[0018] According to an embodiment of the present invention, a dual-boost control device for a vehicle controls the primary and secondary ECUs of a dual-ECU electronic control system to transmit information via an information transmission module. Then, when a differential pressure detection module determines that the primary and secondary ECUs meet the boost pressure detection conditions based on the transmitted information, it activates the boost pressure deviation detection function of the primary and secondary ECUs. Finally, a control module performs corresponding boost control on the vehicle based on the detection results of the boost pressure deviation detection of the primary and secondary ECUs. Thus, when it is determined that the primary and secondary ECUs meet the boost pressure detection conditions based on the transmitted information, the boost pressure deviation of the primary and secondary ECUs is detected. Based on the detection results of the boost pressure deviation detection, precise boost control of the vehicle is achieved, thereby improving torque response and torque accuracy, and ultimately enhancing the reliability and stability of the vehicle, ensuring a superior driving experience for the user.

[0019] To achieve the above objectives, the vehicle proposed in the fourth aspect of the present invention includes the dual-boost control device of the vehicle described in the above-described embodiments of the present invention.

[0020] According to the vehicle of the present invention, the aforementioned dual-boost control device can detect the boost pressure deviation between the main and auxiliary ECUs when the boost pressure detection conditions are met based on the information transmitted. Based on the detection results of the boost pressure deviation detection, precise boost control of the vehicle can be achieved, thereby improving torque response and torque accuracy, thus enhancing the reliability and stability of the vehicle and ensuring the user's driving experience.

[0021] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0022] Figure 1 This is a schematic flowchart of a dual-boost control method for a vehicle according to an embodiment of the present invention; Figure 2 This is a schematic flowchart of a dual-boost control method for a vehicle according to an embodiment of the present invention; Figure 3 This is a block diagram of a dual-boost control device for a vehicle according to an embodiment of the present invention; Figure 4 This is a block diagram of a vehicle according to an embodiment of the present invention. Detailed Implementation

[0023] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0024] The following description, with reference to the accompanying drawings, describes a vehicle twin-boost control method, a computer-readable storage medium, a vehicle twin-boost control device, and a vehicle according to embodiments of the present invention.

[0025] First, the vehicle configuration of the embodiments of the present invention will be described. Specifically, in some embodiments of the present invention, the vehicle includes a dual ECU electronic control system, and the system is equipped with two independent boost pressure sensors, two independent turbochargers and two independent electronic exhaust bypass valves.

[0026] It should be noted that in the above embodiments of the present invention, the two boost pressure sensors are respectively arranged after the intake air cooler of the main and auxiliary ECUs of the engine and in front of the throttle valve to collect the actual pressure of the boost gas. In addition, the fresh air after turbocharging enters the intercooler of the main and auxiliary ECUs through two independent pipes. There is a connecting pipe on the intercooler to balance the actual boost pressure of the main and auxiliary ECUs. The two independent boost pressure sensors and the electronic exhaust bypass valve are respectively connected to two independent engine control units (ECUs) through wiring harnesses.

[0027] In the following text, the two ECUs in the aforementioned electronic control system are defined as the main ECU and the auxiliary ECU, respectively, in order to illustrate the dual-boost control method for vehicles in this embodiment of the invention.

[0028] Figure 1 This is a schematic flowchart of a dual-boost control method for a vehicle according to an embodiment of the present invention.

[0029] Specifically, in some embodiments of the present invention, such as Figure 1 As shown, the vehicle's twin-boost control method includes: S101 controls the main and auxiliary ECUs of the dual-ECU electronic control system to transmit information.

[0030] Furthermore, in some embodiments of the present invention, the information transmitted includes: pressurization control enable flag information transmission, pressurization pressure sensor fault status information transmission, and actual pressurization pressure information transmission.

[0031] It is understood that in this embodiment of the present invention, the two ECUs (main ECU and auxiliary ECU) respectively detect their respective boost control enable flag information, boost pressure sensor fault status information and actual boost pressure information, and then transmit the boost control enable flag information, boost pressure sensor fault status information and actual boost pressure information of the current side to the other side ECU, while receiving the boost control enable flag information, boost pressure sensor fault status information and actual boost pressure information of the other side ECU.

[0032] S102, when it is determined from the information transmitted that the main and auxiliary ECUs meet the boost pressure detection conditions, the boost pressure deviation detection function of the main and auxiliary ECUs is activated.

[0033] Furthermore, in some embodiments of the present invention, the boost pressure detection conditions include: no fault in the private CAN bus, no fault in the boost pressure sensor of the local ECU and no fault in the boost pressure sensor of the other ECU, activation of the boost control function of the local ECU and activation of the boost control function of the other ECU, HCU demand torque applied to a first set threshold, consistent boost pressure demand of the main and auxiliary ECUs, stable engine speed, stable actual boost pressure value, and the electronic exhaust bypass valve reaching the target opening degree.

[0034] It is understood that, in this embodiment of the present invention, when it is determined that the main and auxiliary ECUs meet the boost pressure detection conditions based on the content of the information transmission, the boost pressure deviation detection function of the main and auxiliary ECUs is activated, wherein the boost pressure detection conditions are as follows: A) The proprietary CAN bus is fault-free; B) The boost pressure sensor of this ECU is not faulty, and the boost pressure sensor of the other ECU is not faulty; C) The boost control function of the ECU on this side is activated, and the boost control function of the ECU on the other side is activated; D) The first threshold is set for the torque demand treatment of HCU; E) The required boost pressure of the main and auxiliary ECUs is consistent: the deviation between the required boost pressure collected by the main ECU and the required boost pressure collected by the auxiliary ECU satisfies Min < Delta_P < Max, where Min is the lower limit threshold of the deviation value, Delta_P is the deviation value between the required boost pressure of the main and auxiliary ECUs, and Max is the upper limit threshold of the deviation value. F) Stable engine speed: A first memory is set up, which can record the engine speed value at N times and update it in real time. The time of determination is taken as the 0 time point. When the absolute value of the difference between the engine speed value at the 0 time point and the engine speed value N times ago is less than the second set threshold, the engine speed is considered to be stable. G) Stable actual boost pressure value: A second memory is set up, which can record the actual boost pressure value at N times and update it in real time. The time of determination is taken as the 0 time point. When the absolute value of the difference between the actual boost pressure value at the 0 time point and the actual boost pressure value N times ago is less than the third set threshold, the actual boost pressure value is considered to be stable. H) Electronic waste gas bypass valve reaches target opening: If the absolute value of the difference between the valve target opening calculated by the booster control and the actual valve opening is less than the fourth set threshold, and the duration is greater than the minimum standard duration threshold T1, then the electronic waste gas bypass valve is considered to have reached the target opening.

[0035] S103 performs corresponding boost control on the vehicle based on the detection results of the boost pressure deviation detection between the main and auxiliary ECUs.

[0036] It is understood that in this embodiment of the present invention, the vehicle is subjected to corresponding boost control based on the detection results of different boost pressure deviations, thereby achieving precise boost control of the vehicle, improving torque response and torque accuracy, and thus enhancing the reliability and stability of the vehicle, ensuring the user's driving experience.

[0037] Furthermore, in some embodiments of the present invention, the boost pressure deviation detection function, such as... Figure 2 As shown, it includes: S201, Set the counter.

[0038] It is understood that, in this embodiment of the present invention, the counter is used to record the number of times the main and auxiliary ECUs experience boost pressure deviation when the boost pressure deviation detection function is enabled.

[0039] S2021, when the absolute value of the deviation between the actual boost pressure collected by the ECU on this side and the actual boost pressure collected by the ECU on the other side is greater than the first preset deviation threshold, the counter is incremented.

[0040] It is understood that in this embodiment of the present invention, if the absolute value of the deviation between the actual boost pressure collected by the ECU on this side and the actual boost pressure collected by the ECU on the other side is greater than the first preset deviation threshold, it is determined that the main and auxiliary ECUs have a boost pressure deviation. At this time, the count value of the counter is incremented by one.

[0041] S2022, when the absolute value of the deviation between the actual boost pressure collected by the ECU on this side and the actual boost pressure collected by the ECU on the other side is less than the second preset deviation threshold, the counter is decremented.

[0042] It is understood that in this embodiment of the present invention, if the absolute value of the deviation between the actual boost pressure collected by the ECU on this side and the actual boost pressure collected by the ECU on the other side is less than the second preset deviation threshold, it is determined that there is no boost pressure deviation between the main and auxiliary ECUs, and at this time, the count value of the counter is decremented by one.

[0043] S203, based on the counter's count value, obtain the detection result of the boost pressure deviation detection.

[0044] It is understood that, in this embodiment of the present invention, the detection result of boost pressure deviation detection includes whether the boost pressure of the main and auxiliary ECUs is consistent or inconsistent. Specifically, when the counter count value is greater than or equal to a preset count threshold, the detection result of boost pressure deviation detection is determined to be that the boost pressure of the main and auxiliary ECUs is inconsistent; conversely, when the counter count value is less than the preset count threshold, the detection result of boost pressure deviation detection is determined to be that the boost pressure of the main and auxiliary ECUs is consistent.

[0045] Furthermore, in some embodiments of the present invention, the vehicle is subjected to corresponding boost control based on the detection results of the boost pressure deviation detection of the main and auxiliary ECUs, including: when the detection results of the boost pressure deviation detection are consistent between the main and auxiliary ECUs, a joint control mode is adopted.

[0046] It is understood that in this embodiment of the present invention, when the detection result of the boost pressure deviation detection is consistent between the main and auxiliary ECUs, a joint control mode is adopted to ensure vehicle control stability. The joint control mode is as follows: the main ECU calculates the target opening degree of the valve, which is transmitted to the auxiliary ECU through the private CAN bus as the target opening degree for the auxiliary ECU's boost control electronic exhaust gas bypass control. The electronic exhaust gas bypass valves on both the main and auxiliary sides are respectively controlled by the ECUs on both sides to achieve closed-loop valve position control.

[0047] Furthermore, in some embodiments of the present invention, the vehicle is subjected to corresponding boost control based on the detection results of the boost pressure deviation detection between the main and auxiliary ECUs, including: when the detection results of the boost pressure deviation detection are inconsistent between the main and auxiliary ECUs, an independent control mode is adopted.

[0048] It is understood that in this embodiment of the present invention, when the detection results of the boost pressure deviation detection are inconsistent between the main and auxiliary ECUs, an independent control mode is adopted to ensure the reliability of vehicle control. The independent control mode is as follows: the main and auxiliary ECUs calculate the target opening degree of the valves respectively, and the electronic exhaust bypass valves on both the main and auxiliary sides are respectively controlled by the ECUs on both the main and auxiliary sides to achieve closed-loop position control of the valves.

[0049] Furthermore, in some embodiments of the present invention, the dual-boost control method for vehicles further includes: if, after a preset number of driving cycles, the detection result of the boost pressure deviation detection is still inconsistent between the boost pressure of the main and auxiliary ECUs, the boost efficiency self-learning function is activated.

[0050] It is understood that in this embodiment of the present invention, if the boost pressure deviation detection result is still inconsistent between the main and auxiliary ECUs after using the independent control mode and experiencing a preset number of driving cycles, the boost efficiency self-learning function is activated. The method for determining the activation of the boost efficiency self-learning function is as follows: a) Set a second counter at the ECU; b) When the vehicle engine start-up time exceeds the preset time threshold, and the difference in actual boost pressure between the main and auxiliary ECUs is detected to be large after the vehicle enters the boost condition, the count value of the second counter is incremented and the updated count value is stored in the ECU. c) When the vehicle engine start-up time exceeds the preset time threshold, and no significant difference in actual boost pressure is detected between the main and auxiliary ECUs after the vehicle enters the boost condition, the count value of the second counter is decremented, and the updated count value is stored in the ECU. d) After each vehicle power-on, check the count value of the second counter. Starting from the current power-on, if the count value within the preset number of driving cycles is greater than the function activation threshold, it can be considered that the boost pressure deviation fault has not been eliminated within the preset number of driving cycles. In this case, while using independent control, the booster efficiency self-learning function will be activated.

[0051] It should be noted that the turbocharger efficiency self-learning function works as follows: An array is set up, and the learned turbocharger efficiency is stored in the corresponding atmospheric pressure value based on the current atmospheric pressure value. Then, during boost control, the corresponding efficiency self-learning value is obtained based on the current atmospheric pressure as a feedforward for boost control, so as to learn different efficiency values ​​at different altitudes, thereby achieving more precise boost control.

[0052] In summary, the dual-boost control method for vehicles according to embodiments of the present invention controls the primary and secondary ECUs of a dual-ECU electronic control system to transmit information. Then, when it is determined, based on the transmitted information, that the primary and secondary ECUs meet the boost pressure detection conditions, the boost pressure deviation detection function of the primary and secondary ECUs is activated. Furthermore, based on the detection results of the boost pressure deviation detection by the primary and secondary ECUs, corresponding boost control is performed on the vehicle. Thus, when it is determined, based on the transmitted information, that the primary and secondary ECUs meet the boost pressure detection conditions, the boost pressure deviation between the primary and secondary ECUs is detected. Based on the detection results of the boost pressure deviation detection, precise boost control of the vehicle is achieved, thereby improving torque response and torque accuracy, ultimately enhancing the reliability and stability of the vehicle and ensuring a superior driving experience for the user.

[0053] Based on the vehicle twin-boost control method of the foregoing embodiments of the present invention, the present invention also proposes a computer-readable storage medium storing a vehicle twin-boost control program thereon, which, when executed by a processor, implements the vehicle twin-boost control method of the foregoing embodiments of the present invention.

[0054] It should be understood that specific implementations of the computer-readable storage medium in the embodiments of the present invention can be found in the specific implementations of the dual-boost control method for vehicles described in the foregoing embodiments of the present invention, and will not be repeated here to reduce redundancy.

[0055] In summary, according to the computer-readable storage medium of the present invention, by executing the dual-boost control program of the vehicle stored thereon, when it is determined from the content of the information transmission that the main and auxiliary ECUs meet the boost pressure detection conditions, the boost pressure deviation of the main and auxiliary ECUs can be detected. Based on the detection result of the boost pressure deviation detection, precise boost control of the vehicle can be achieved, thereby improving torque response and torque accuracy, thus improving the reliability and stability of the vehicle and ensuring the user's driving experience.

[0056] Figure 3 This is a block diagram of a dual-boost control device for a vehicle according to an embodiment of the present invention.

[0057] Specifically, in some embodiments of the present invention, such as Figure 3 As shown, the vehicle's dual boost control device 100 includes: an information transmission module 10, a differential pressure detection module 20, and a boost control module 30.

[0058] The information transmission module 10 is used to control the main and auxiliary ECUs of the dual ECU electronic control system to transmit information; the differential pressure detection module 20 is used to activate the boost pressure deviation detection function of the main and auxiliary ECUs when it is determined from the content of the information transmission that the main and auxiliary ECUs meet the boost pressure detection conditions; and the boost control module 30 is used to perform corresponding boost control on the vehicle based on the detection results of the boost pressure deviation detection of the main and auxiliary ECUs.

[0059] Furthermore, in some embodiments of the present invention, the information transmitted includes: pressurization control enable flag information transmission, pressurization pressure sensor fault status information transmission, and actual pressurization pressure information transmission.

[0060] Furthermore, in some embodiments of the present invention, the boost pressure detection conditions include: no fault in the private CAN bus, no fault in the boost pressure sensor of the local ECU and no fault in the boost pressure sensor of the other ECU, activation of the boost control function of the local ECU and activation of the boost control function of the other ECU, HCU demand torque applied to a first set threshold, consistent boost pressure demand of the main and auxiliary ECUs, stable engine speed, stable actual boost pressure value, and the electronic exhaust bypass valve reaching the target opening degree.

[0061] Furthermore, in some embodiments of the present invention, the boost pressure deviation detection function includes: setting a counter; when the absolute value of the deviation between the actual boost pressure collected by the local ECU and the actual boost pressure collected by the other ECU is greater than a first preset deviation threshold, incrementing the counter; when the absolute value of the deviation between the actual boost pressure collected by the local ECU and the actual boost pressure collected by the other ECU is less than a second preset deviation threshold, decrementing the counter; and obtaining the detection result of the boost pressure deviation detection based on the counter's count value.

[0062] Furthermore, in some embodiments of the present invention, the boost control module 30 is also used to adopt a joint control mode when the detection result of the boost pressure deviation detection is consistent between the main and auxiliary ECU boost pressures.

[0063] Furthermore, in some embodiments of the present invention, the boost control module 30 is also used to adopt an independent control mode when the detection results of the boost pressure deviation detection are inconsistent between the main and auxiliary ECU boost pressures.

[0064] Furthermore, in some embodiments of the present invention, the boost control module 30 is also used to activate the boost efficiency self-learning function if the boost pressure deviation detection result is still inconsistent between the main and auxiliary ECUs after a preset number of driving cycles.

[0065] It should be understood that the specific implementation of the vehicle dual-boost control device 100 in this embodiment of the invention corresponds one-to-one with the specific implementation of the vehicle dual-boost control method in the foregoing embodiments of the invention. To reduce redundancy, it will not be described again here.

[0066] In summary, the dual-boost control device for vehicles according to embodiments of the present invention controls the primary and secondary ECUs of the dual-ECU electronic control system to transmit information via an information transmission module. Then, when the differential pressure detection module determines that the primary and secondary ECUs meet the boost pressure detection conditions based on the transmitted information, it activates the boost pressure deviation detection function of the primary and secondary ECUs. Finally, the control module performs corresponding boost control on the vehicle based on the detection results of the boost pressure deviation detection of the primary and secondary ECUs. Thus, when the primary and secondary ECUs meet the boost pressure detection conditions based on the transmitted information, the boost pressure deviation between the primary and secondary ECUs is detected. Based on the detection results of the boost pressure deviation detection, precise boost control of the vehicle is achieved, thereby improving torque response and torque accuracy, ultimately enhancing vehicle reliability and stability, and ensuring a superior driving experience for the user.

[0067] Figure 4 This is a block diagram of a vehicle according to an embodiment of the present invention.

[0068] Specifically, in some embodiments of the present invention, such as Figure 4As shown, the vehicle 1000 includes the dual-boost control device 100 of the vehicle described in the above embodiment of the present invention.

[0069] It should be understood that the specific implementation of the vehicle 1000 in the embodiments of the present invention can refer to the specific method of the dual-boost control method of the vehicle in the foregoing embodiments of the present invention. In order to reduce redundancy, it will not be described again here.

[0070] In summary, the vehicle according to the embodiments of the present invention, employing the aforementioned dual-boost control device, can detect the boost pressure deviation between the main and auxiliary ECUs when it is determined from the information transmitted that the main and auxiliary ECUs meet the boost pressure detection conditions. Based on the detection results of the boost pressure deviation detection, precise boost control of the vehicle can be achieved, thereby improving torque response and torque accuracy, thus enhancing the reliability and stability of the vehicle and ensuring the user's driving experience.

[0071] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be specifically implemented in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0072] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0073] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0074] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0075] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0076] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0077] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0078] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A dual-boost control method for a vehicle, characterized in that, The vehicle includes a dual-ECU electronic control system, which is equipped with two independent boost pressure sensors, two independent turbochargers, and two independent electronic exhaust gas bypass valves. The method includes: The main and auxiliary ECUs of the dual-ECU electronic control system transmit information. When it is determined from the information transmitted that the main and auxiliary ECUs meet the boost pressure detection conditions, the boost pressure deviation detection function of the main and auxiliary ECUs is activated. When the boost pressure deviation detection result is consistent between the main and auxiliary ECU boost pressures, a joint control mode is adopted. In the joint control mode, the main ECU calculates the target opening degree of the corresponding electronic waste gas bypass valve, and the target opening degree is transmitted to the auxiliary ECU through a private CAN bus. This target opening degree serves as the target opening degree for the auxiliary ECU to control the electronic waste gas bypass valve during boost pressure control. The electronic waste gas bypass valves on both the main and auxiliary sides are respectively controlled by the main and auxiliary ECUs to achieve closed-loop valve position control. When the boost pressure deviation detection results show that the boost pressure of the main and auxiliary ECUs are inconsistent, an independent control mode is adopted. In the independent control mode, the main and auxiliary ECUs calculate the target opening degree of the corresponding electronic waste gas bypass valves respectively, and the electronic waste gas bypass valves on both the main and auxiliary sides are respectively controlled by the main and auxiliary ECUs to achieve closed-loop control of the valve position.

2. The dual-boost control method for a vehicle according to claim 1, characterized in that, The information transmitted includes: pressurization control enable flag information transmission, pressurization pressure sensor fault status information transmission, and actual pressurization pressure information transmission.

3. The dual-boost control method for a vehicle according to claim 1, characterized in that, The boost pressure detection conditions include: no fault in the private CAN bus, no fault in the boost pressure sensor of the ECU on this side, and no fault in the boost pressure sensor of the ECU on the other side, the boost control function of the ECU on this side is activated, the boost control function of the ECU on the other side is activated, the required torque of the HCU is greater than the first set threshold, the required boost pressure of the main and auxiliary ECUs is consistent, the engine speed is stable, the actual boost pressure value is stable, and the electronic exhaust bypass valve reaches the target opening degree.

4. The dual-boost control method for a vehicle according to claim 1, characterized in that, The boost pressure deviation detection function includes: Set a counter; When the absolute value of the deviation between the actual boost pressure collected by the ECU on this side and the actual boost pressure collected by the ECU on the other side is greater than the first preset deviation threshold, the counter is incremented. When the absolute value of the deviation between the actual boost pressure collected by the ECU on this side and the actual boost pressure collected by the ECU on the other side is less than the second preset deviation threshold, the counter is decremented. The detection result of the boost pressure deviation detection is obtained based on the counter value.

5. The dual-boost control method for a vehicle according to claim 1, characterized in that, The method further includes: If, after a preset number of driving cycles, the boost pressure deviation detection result still indicates that the boost pressure of the main and auxiliary ECUs is inconsistent, the boost efficiency self-learning function will be activated.

6. A computer-readable storage medium, characterized in that, It stores a vehicle twin-boost control program, which, when executed by a processor, implements the vehicle twin-boost control method according to any one of claims 1-5.

7. A dual-boost control device for a vehicle, characterized in that, The vehicle includes a dual-ECU electronic control system, which is equipped with two independent boost pressure sensors, two independent turbochargers, and two independent electronic exhaust gas bypass valves. The device includes: The information transmission module is used to control the main and auxiliary ECUs of the dual ECU electronic control system to transmit information. The differential pressure detection module is used to activate the boost pressure deviation detection function of the main and auxiliary ECUs when it is determined from the information transmitted that the main and auxiliary ECUs meet the boost pressure detection conditions. The boost control module is used to employ a joint control mode when the boost pressure deviation detection results are consistent between the main and auxiliary ECUs. In this mode, the main ECU calculates the target opening degree of the corresponding electronic waste gas bypass valve, which is transmitted to the auxiliary ECU via a private CAN bus. This target opening degree serves as the target opening degree for the auxiliary ECU's boost control of the electronic waste gas bypass valve. The electronic waste gas bypass valves on both the main and auxiliary ECUs are respectively controlled in a closed-loop manner by their respective ECUs. Conversely, when the boost pressure deviation detection results are inconsistent between the main and auxiliary ECUs, an independent control mode is employed. In this mode, the main and auxiliary ECUs respectively calculate the target opening degree of their corresponding electronic waste gas bypass valves, and the electronic waste gas bypass valves on both the main and auxiliary ECUs are respectively controlled in a closed-loop manner by their respective ECUs.

8. A vehicle, characterized in that, The vehicle includes the dual-boost control device for the vehicle as described in claim 7.

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