Engine control device, system and method

Abstract

The invention belongs to the technical field of internal combustion engines, and discloses an engine control device, system and control method.The engine control device comprises a turbocharger, an exhaust pipeline, a bypass pipeline, a bypass valve, an electric control crown valve and an engine control unit, the turbocharger comprises a turbine, and the turbine comprises a large flow channel and a small flow channel; the large flow channel and the small flow channel are communicated with an exhaust port of an engine through gas pipelines respectively, bypass pipelines are arranged on the large flow channel and the small flow channel respectively, a bypass valve is arranged on each bypass pipeline, each bypass valve is connected with an electric control Noocrown valve, and the electric control Noocrown valves are used for controlling the opening degree of the bypass valves. The engine control unit is electrically connected with the turbocharger and the electric control Noocrown valve. According to the method, flexible control over the engine is achieved by correcting the duty ratio of the electrically-controlled Noocrown valve, flexible coupling is conducted on a pressurization system and combustion of the engine, the harmful knocking phenomenon of the engine is eliminated, the adaptability to different gas quality is improved, and finally the durability and economical efficiency of the engine are improved.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of internal combustion engines, and particularly relates to a control device, system and control method of an engine. BACKGROUND

[0002] With the increasingly prominent energy and environmental problems, effective utilization of fuel-generated energy to improve engine efficiency has been a research topic. At present, turbocharging technology is generally used in the market to improve intake efficiency and thus improve the thermal efficiency of the engine. The asymmetric turbocharger is a further technical upgrade based on the currently widely used symmetric turbocharger. By designing different flow area of the volute flow channel, i.e. the so-called asymmetric degree of the asymmetric turbocharger, the problems of the traditional symmetric turbocharger are solved, such as serious exhaust interference at low speed conditions, resulting in serious loss of exhaust energy and causing response delay at low speed conditions; high exhaust back pressure of the traditional symmetric turbocharger leading to large pump loss and causing loss of thermal efficiency. On the other hand, the current national VI generally adopts the technical route of high EGR + high compression ratio, and the EGR rate of the entire engine intake system has a higher margin. Reasonable design and use of the asymmetric turbocharger can effectively improve the EGR rate margin, thereby meeting the requirements of the high EGR + high compression ratio technical route.

[0003] Patent document 1 (CN 104879211 A) discloses a control device and control method of an asymmetric flow channel turbocharger. The turbocharger includes a small flow channel and a large flow channel connected to the engine exhaust port. The EGR valve of the engine is connected to the first exhaust pipe between the small flow channel and the exhaust port. The control device includes: an electrically controlled exhaust valve provided with an inlet and an outlet, the inlet is connected to the first exhaust pipe, and the outlet can be connected to the outside; a pressure detection element for detecting the intake pressure of the small flow channel; a controller, which controls the opening and closing of the electrically controlled exhaust valve according to the intake pressure of the small flow channel. When the engine is running at high speed, the electrically controlled exhaust valve can be opened to divide part of the exhaust gas, reduce the exhaust gas flow rate of the small flow channel, avoid turbocharger stall, prolong its service life, ensure the supercharging efficiency, and accordingly reduce the engine exhaust back pressure, reduce the pump loss, and improve the engine performance.

[0004] Patent document 2 (CN 118793510 A) discloses a control method, device, system, medium, and product for an asymmetric turbocharger control system. The method includes: based on the engine speed and injection quantity of the current cycle, querying a pre-calibrated pressure difference setpoint (MAP) for the large and small flow channels to determine the large and small flow channel pressure difference setpoint; querying a pre-calibrated turbine intake pressure setpoint (MAP) to determine the turbine intake pressure setpoint; inputting the actual large and small flow channel pressure difference value, the large and small flow channel pressure difference setpoint, and the actual opening of the balance valve into the PID controller of the balance valve to output the required opening of the balance valve; inputting the actual turbine intake pressure value, the turbine intake pressure setpoint, and the actual opening of the blow-off valve into the PID controller of the blow-off valve to output the required opening of the blow-off valve; and controlling the balance valve and the blow-off valve respectively according to the required openings of the balance valve and the blow-off valve. The method in this application can reduce pumping losses.

[0005] Patent document 3 (CN 119554146 A) discloses an engine control method and related device, relating to the engine field. The engine has two EGR branches, connected to the turbine's large flow channel and small flow channel respectively. The engine controller determines the corresponding target EGR rate based on the engine's target performance parameters and controls the small flow channel EGR valve to open. If opening only the small flow channel EGR valve can achieve the target EGR rate, the controller outputs the corresponding first target small flow channel EGR valve opening degree. If the small flow channel EGR valve opening degree reaches a first set maximum opening degree but the corresponding EGR rate does not reach the target EGR rate, the controller controls the large flow channel EGR valve to open to achieve the target EGR rate, outputting the corresponding second target small flow channel EGR valve opening degree and the target large flow channel EGR valve opening degree. This application achieves dual-path EGR intake by controlling the opening degree of both EGR valves, thereby increasing the EGR rate while reducing pumping losses and turbocharger speed, thus reducing fuel consumption and NOx emissions.

[0006] Patent documents 1-3 all achieve reductions in pumping losses, fuel consumption, and NOx emissions through related systems, methods, and devices of asymmetric turbochargers. However, they fail to address the harmful phenomena of surge, efficiency reduction, and component wear caused by symmetric turbochargers under high back pressure or low flow conditions by optimizing and designing asymmetric turbocharger systems, control strategies, and devices. They also fail to dynamically adapt to transient engine conditions (such as rapid acceleration or deceleration). In particular, they fail to couple the engine's turbocharging system with the knocking phenomenon through control strategies, thus failing to eliminate knocking and improve engine reliability. Summary of the Invention

[0007] The purpose of this invention is to provide an engine control device, system, and method. By modifying the final output duty cycle of the electronically controlled Norgren valve, the final output duty cycle of the electronically controlled Norgren valve adjusts the opening of the bypass valve, thereby achieving flexible control of the turbocharger system. This flexibly couples the turbocharger system with the engine's combustion, eliminates harmful knocking phenomena in the engine, and improves the adaptability to different fuel types, ultimately enhancing the engine's durability and fuel economy.

[0008] The specific details of the plan are as follows:

[0009] An engine control device includes a turbocharger, an exhaust pipe, a bypass pipe, a bypass valve, an electronically controlled Norgren valve, and an engine control unit. The turbocharger includes a turbine, which includes a large flow channel and a small flow channel. The large flow channel and the small flow channel are respectively connected to the exhaust port of the engine through a gas pipe. A bypass pipe is provided on both the large flow channel and the small flow channel. A bypass valve is provided on each bypass pipe. Each bypass valve is connected to an electronically controlled Norgren valve. The electronically controlled Norgren valve is used to control the opening degree of the bypass valve. The turbocharger and the electronically controlled Norgren valve are respectively electrically connected to the engine control unit.

[0010] An engine control system includes the engine control unit, and further includes an EGR cooler, an intercooler, a mixer, an intake pressure sensor, a manifold temperature and pressure sensor, a boost temperature and pressure sensor, a knock sensor, and an EGR valve. The turbocharger also includes a compressor. The exhaust port of the compressor and the intake port of the intercooler are connected via a gas pipeline. The exhaust port of the intercooler is connected to the mixer via a gas pipeline. The engine exhaust port is connected to a large flow channel, a small flow channel, and the EGR cooler via corresponding exhaust pipelines. The exhaust port of the EGR cooler is connected to the mixer via a gas pipeline. The EGR valve is located on the gas pipeline between the EGR cooler and the mixer. The exhaust port of the mixer is connected to the engine intake port through a gas pipeline. The intake pressure sensor is installed on the gas pipeline before the compressor intake port. The manifold temperature and pressure sensor is installed on the gas pipeline between the mixer and the engine. The boost temperature and pressure sensor is installed on the gas pipeline between the intercooler and the mixer. The knock sensor is installed between the engine cylinder blocks. The number of knock sensors matches the number of engine cylinders. Each knock sensor can monitor knock abnormal information of up to 3 engine cylinders. The engine control unit is electrically connected to the EGR valve, intake pressure sensor, manifold temperature and pressure sensor, boost temperature and pressure sensor and knock sensor respectively.

[0011] Furthermore, a first bypass valve and a first electronically controlled Norgren valve are provided on the bypass pipe connected to the large flow channel, and a second bypass valve and a second electronically controlled Norgren valve are provided on the bypass pipe of the small flow channel. The engine includes 6 cylinders, and the knock sensor includes a first knock sensor and a second knock sensor. The first knock sensor and the second knock sensor monitor the same number of cylinders.

[0012] A control method for an engine control system, applied to the control system of the engine, comprising the following steps:

[0013] S1. Based on the relationship between the demand boost pressure and the opening value of the electronically controlled Norgren valve, establish a MAP of the demand boost pressure and the opening value of the electronically controlled Norgren valve;

[0014] S2. The coupling control method of engine combustion parameters and turbocharging system, the specific steps of which include:

[0015] S21. Preset a first ignition angle threshold ZW01, a second ignition angle threshold ZW02, a first EGR rate threshold EGR01, and a second EGR rate threshold EGR02, wherein the first ignition angle threshold ZW01 < the second ignition angle threshold ZW02, and the first EGR rate threshold EGR01 < the second EGR threshold EGR02; and divide multiple working areas according to the relationship between the required ignition angle and the first ignition angle threshold ZW01 and the second ignition angle threshold ZW02, and the relationship between the required EGR rate and the first EGR rate threshold EGR01 and the second EGR rate threshold EGR02;

[0016] S22. Based on the defined working area, confirm that the working area matches and sets the corresponding control coupling method for the large and small flow channels of the turbocharger.

[0017] S23. Calculate the engine's required torque, boost pressure, ignition angle, and EGR rate.

[0018] S24. Determine the working area based on the required ignition angle and required EGR rate; determine the required control coupling method for the large and small flow channels of the turbocharger based on the working area;

[0019] S25. Based on the required boost pressure and the control coupling method of the booster's large and small flow channels in the working area, calculate the required output pressure of the bypass valves in the large and small flow channels.

[0020] S26. Based on the required output pressure of the bypass valve, the engine control unit calculates and finds the MAP of the required boost pressure and the opening value of the electronically controlled Norgren valve, outputs the combustion parameter correction opening value of the electronically controlled Norgren valve, and outputs the correction duty cycle of the electronically controlled Norgren valve to adjust the actual output pressure of the bypass valve.

[0021] S27. Based on the actual output pressure of the bypass valve, the combustion parameters are highly coupled with the large and small flow channels to achieve coupled control of the engine combustion parameters and the turbocharging system.

[0022] S3. A flexible coupling control method for different gas compositions and the booster system, specifically including:

[0023] S31. Obtain the boost pressure of the engine and the pressure in front of the turbocharger compressor through the boost temperature and pressure sensor and the intake pressure sensor;

[0024] S32. Calculate the boost ratio = boost pressure / boost compressor inlet pressure;

[0025] S33. Based on the calculated boost ratio, enter different boost ratio control regions. The boost ratio control regions include: high boost ratio region, medium boost ratio region and low boost ratio region. Among them, high boost ratio region: boost ratio > 2.5, medium boost ratio region: 1.5 ≤ boost ratio ≤ 2.5, low boost ratio region: boost ratio < 1.5.

[0026] S34. Under three gas atmospheres: high methane content (CH4 mass percentage > 95%), standard methane content (CH4 mass percentage = 90%), and low methane content (CH4 mass percentage < 85%), the engine control unit calculates and retrieves the required boost pressure and the MAP value of the electronically controlled Norgren valve, and calibrates the output opening value of the electronically controlled Norgren valve. Specific steps include:

[0027] S341. Under standard gas CH4=90%, the adaptive coefficient qng is 1, and the MAP of the required boost pressure and the opening value of the electronically controlled Norgren valve does not need to be corrected.

[0028] S342. After the engine is given new properties, the gas adaptive function is activated and learns an adaptive coefficient qng.

[0029] S343. Calculate the output opening degree of the gas adaptive correction of the electronically controlled Norgren valve of the turbocharger according to qng, and output the correction duty cycle of the electronically controlled Norgren valve;

[0030] S344. According to the output opening degree of the electronically controlled Norgren valve, the booster bypass valve quickly responds to the opening degree, realizing flexible coupling control between different gas components and the booster system.

[0031] S4. The coupling control method between knock angle protection and the booster system specifically includes:

[0032] S41, knock sensors monitor abnormal knocking in each cylinder of the engine;

[0033] S42. After abnormal knocking occurs in the engine, the engine control unit calculates the knocking angle value of different cylinders by identifying the signal of the corresponding knock sensor.

[0034] S43, The engine control unit calculates the thrust angle coefficient for each cylinder. =Advance angle value / Base ignition angle;

[0035] S44. The engine control unit calculates the integral value of the thrust angle coefficient of each cylinder over time. ;

[0036] S45. The engine control unit calculates the integral value of the thrust angle coefficient for each cylinder. average ;

[0037] S46. The engine control unit calculates the average value of the integral of the thrust angle coefficient of each cylinder. The engine control unit calculates the average value of the integral of the thrust angle coefficient of each cylinder. Find the MAP of the boost pressure and the opening value of the electronically controlled Norgren valve, output the opening value of the electronically controlled Norgren valve with knock adaptive correction, and output the correction duty cycle of the electronically controlled Norgren valve to realize flexible coupling control between the boost system and the knock protection.

[0038] S5. Combining the control methods of steps S2, S3 and S4, flexible control of the turbocharger system is achieved. The duty cycle of the electronically controlled Norgren valve is flexibly corrected through multiple engine control unit parameters. Based on the action coefficient of each correction obtained from the actual engine calibration, all the action coefficients of the flexible correction of the electronically controlled Norgren valve are superimposed for correction to obtain the final output opening value of the electronically controlled Norgren valve, thereby achieving flexible control of the turbocharger system.

[0039] Furthermore, in step S21, the specific partitioning is as follows:

[0040] Working area 1: Required ignition angle ≤ ZW01 and required EGR rate ≤ EGR01;

[0041] Working area 2: ZW01 < required ignition angle ≤ ZW02 and required EGR rate ≤ EGR01;

[0042] Working area 3: ZW02 ≤ required ignition angle and required EGR rate ≤ EGR01;

[0043] Working area 4: Required ignition angle ≤ ZW01 and EGR01 < Required EGR rate ≤ EGR02;

[0044] Working area 5: ZW01 < required ignition angle ≤ ZW02 and EGR01 < required EGR rate ≤ EGR02;

[0045] Working area 6: ZW02 ≤ required ignition angle and EGR01 < required EGR rate ≤ EGR02;

[0046] Working area 7: Required ignition angle ≤ ZW01 and EGR02 ≤ required EGR rate;

[0047] Working area 8: ZW01 < required ignition angle ≤ ZW02 and EGR02 ≤ required EGR rate;

[0048] Working area 9: ZW02 ≤ required ignition angle and EGR02 ≤ required EGR rate.

[0049] Furthermore, the control methods for the size of the flow channels in different regions in step S22 are as follows:

[0050] First flexible control strategy: The knocking tendency of the first working area is minimal, and both the large and small flow channels participate in the pressurization closed-loop control.

[0051] The second flexible control strategy is as follows: the knocking tendency is greatest in the 9th working area. The large flow channel participates in the pressurization pressure closed-loop control, while the small flow channel is completely closed and only participates in the control of the EGR rate.

[0052] The third flexible control strategy: the knocking tendency in the second and fourth regions is relatively small. The large flow channel participates in the closed-loop control of the boost pressure, while the small flow channel adopts an open loop with a fixed 1 / 4 opening, and partially participates in the control of the EGR rate; the remaining 3 / 4 opening is used to supplement and adjust the boost pressure in a closed loop when the boost pressure is insufficient.

[0053] The fourth flexible control strategy: the knocking tendency in regions 3, 5 and 7 is moderate. The large flow channel participates in the closed-loop control of the boost pressure, while the small flow channel adopts an open loop with a fixed 2 / 4 opening, and partially participates in the control of the EGR rate; the remaining 2 / 4 opening is used to supplement and adjust the boost pressure in a closed loop when the boost pressure is insufficient.

[0054] Fifth flexible control strategy: The knocking tendency is relatively large in the 6th and 8th regions. The large flow channel participates in the closed-loop control of the boost pressure, while the small flow channel adopts an open loop with a fixed 3 / 4 opening, which partially participates in the control of the EGR rate. The remaining 1 / 4 opening is used to supplement and adjust the boost pressure in a closed loop when the boost pressure is insufficient.

[0055] Furthermore, in step S34, the output opening degrees of the first and second electrically controlled Norgren valves of the booster are as follows under high methane number, standard gas quality, and low methane number conditions:

[0056] High boost ratio region: The output opening of the first electrically controlled Norgren valve is WSG_HNG01, and the output opening of the second electrically controlled Norgren valve is WSG_HNG02;

[0057] Medium boost ratio range: The output opening of the first electrically controlled Norgren valve is WSG_NNG01, and the output opening of the second electrically controlled Norgren valve is WSG_NNG02;

[0058] Low boost ratio region: The output opening of the first electrically controlled Norgren valve is WSG_LNG01, and the output opening of the second electrically controlled Norgren valve is WSG_LNG02.

[0059] After the engine is equipped with the new fuel, the output opening of the first and second electronically controlled Norgren valves of the turbocharger is calculated based on qng:

[0060] If qng > 1, then

[0061] The output opening degree of the first electrically controlled Norgren valve of the booster is (qng-1) WSG_HNG01 + WSG_NNG01;

[0062] The output opening degree of the second electrically controlled Norgren valve of the booster is (qng-1) WSG_HNG01 + WSG_NNG01;

[0063] If qng < 1, then

[0064] The output opening degree of the first electrically controlled Norgren valve of the turbocharger = (1-qng) WSG_LNG01 + WSG_NNG01;

[0065] The output opening degree of the second electrically controlled Norgren valve of the booster is (1-qng) WSG_LNG01+ WSG_NNG01.

[0066] Furthermore, in step S44, The calculation formula is: ,in, The number of engine cylinders. The set working time range, This is the coefficient of action of the thrust angle.

[0067] Furthermore, in step S45, The calculation formula is: .

[0068] Furthermore, in step S5, flexible control of the turbocharger system is achieved by combining steps S2, S3, and S4. The duty cycles of the first and second electronically controlled Norgren valves are flexibly corrected using parameters from multiple engine control units. Based on the effect coefficient of each correction in the actual engine calibration, all the flexible correction effect coefficients of the electronically controlled Norgren valves are superimposed to output the final corrected duty cycle of the electronically controlled Norgren valve. The specific method is as follows:

[0069] In step S2, the combustion parameters are controlled according to the actual output pressure of the first bypass valve and the second bypass valve. The combustion parameter correction opening value of the first electronically controlled Norgren valve and the second electronically controlled Norgren valve is output, and the correction duty cycle LDTVM1_1 and LDTVM2_1 of the first electronically controlled Norgren valve and the second electronically controlled Norgren valve are output.

[0070] In step S3, the output opening degree of the first and second electronically controlled Norgren valves of the turbocharger is calculated according to qng, and the corrected duty cycles LDTVM1_2 and LDTVM2_2 of the first and second electronically controlled Norgren valves are output.

[0071] In step S4, the engine control unit calculates the average value of the integral of the thrust angle coefficient of each cylinder. Find the MAP values ​​for boost pressure and the opening degree of the electrically controlled Norgren valve, output the knock adaptive correction opening degree values ​​for the first and second electrically controlled Norgren valves, and output the correction duty cycles LDTVM1_3 and LDTVM2_3 for the first and second electrically controlled Norgren valves; calculate...

[0072] The corrected duty cycle of the first electrically controlled Norgren valve is: LDTVM01 = LDTVM1_1*F01 + LDTVM1_2*F02 + LDTVM1_3*F03;

[0073] The corrected duty cycle of the second electrically controlled Norgren valve is: LDTVM02 = LDTVM1_1*F04 + LDTVM1_2*F05 + LDTVM1_3*F06;

[0074] The final output duty cycle of the first electronically controlled Norgren valve = basic duty cycle + LDTVM01;

[0075] The final output duty cycle of the first electronically controlled Norgren valve = basic duty cycle + LDTVM02;

[0076] Where F01+F02+F03=1, F04+F05+F06=1, the basic duty cycle is the uncorrected duty cycle of the corresponding electronically controlled Norgren valve.

[0077] Compared with the prior art, the present invention has the following advantages:

[0078] This invention corrects the final output duty cycle of the electronically controlled Norgren valve through the turbocharger control device and control method. The final output duty cycle of the electronically controlled Norgren valve adjusts the opening of the bypass valve, thereby achieving flexible control of the turbocharger system. This flexibly couples the turbocharger system with the engine combustion, eliminates harmful knocking phenomena in the engine, and improves the adaptability to different fuel types, ultimately improving the engine's durability and fuel economy. Attached Figure Description

[0079] Figure 1 This is a connection diagram of the control system of the present invention.

[0080] Figure 2 This is a partition diagram of the engine working area according to the present invention.

[0081] Figure 3 This diagram illustrates the coupling control method of engine combustion parameters and turbocharging system according to the present invention.

[0082] Figure 4 This is a preset opening diagram of the electrically controlled Norgren valve with different pressure ratios according to the present invention.

[0083] Figure 5 This invention relates to a method for coupling control of different gases with a booster system.

[0084] Figure 6 This is the flexible control process of the knock protection and pressurization system of the present invention.

[0085] In the picture:

[0086] 1. Turbocharger; 1.1. Turbine; 1.2. Large flow channel; 1.3. Small flow channel; 1.4. Compressor; 2. Bypass valve; 2.1. First bypass valve; 2.2. Second bypass valve; 3. Electronic Norgren valve; 3.1. First electronic Norgren valve; 3.2. Second electronic Norgren valve; 4. Engine control unit; 5. Engine; 6. EGR cooler; 7. Intercooler; 8. Mixer; 9. Intake pressure sensor; 10. Manifold temperature and pressure sensor; 11. Boost temperature and pressure sensor; 12. Knock sensor; 12.1. First knock sensor; 12.2. Second knock sensor; 13. EGR valve; 14. Air rail; 15. Venturi tube; 16. Check valve; 17. Throttle valve.

[0087] Detailed Description of Embodiments To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this invention, and not all of them. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0088] The terminology used in this invention is for the purpose of describing particular embodiments only and is not intended to limit the invention. The singular forms “a,” “the,” and “the” as used in this invention 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.

[0089] It should be noted that the terms "front", "rear", "inner", "outer", "left", "right", etc., used in this invention to indicate the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings. They are 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.

[0090] 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.

[0091] The following examples illustrate this. Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 and Figure 6 The present invention will be described in detail below.

[0092] Example 1:

[0093] An engine control device includes a turbocharger 1, an exhaust pipe, a bypass pipe, a bypass valve 2, an electronically controlled Norgren valve 3, and an engine control unit 4. The turbocharger 1 includes a turbine 1.1, which includes a large flow channel 1.2 and a small flow channel 1.3. The large flow channel 1.2 and the small flow channel 1.3 are respectively connected to the exhaust port of the engine through gas pipes. A bypass pipe is provided on both the large flow channel 1.2 and the small flow channel 1.3. A bypass valve 2 is provided on each bypass pipe. Each bypass valve 2 is connected to the electronically controlled Norgren valve 3. The electronically controlled Norgren valve 3 is used to control the opening degree of the bypass valve 2. The engine control unit 4 is electrically connected to the turbocharger 1 and the electronically controlled Norgren valve 3.

[0094] This invention applies to both asymmetric and symmetric turbochargers. When turbocharger 1 is a symmetric turbocharger, the large and small flow channels are completely identical and symmetrical, but this is not the optimal solution. The optimal solution is to use a symmetric turbocharger, which achieves better technical performance than a symmetric turbocharger. In this embodiment, the turbocharger 1 is an asymmetric turbocharger. The turbine 1.1 of the turbocharger 1 includes a large flow channel 1.2 and a small flow channel 1.3. The large flow channel 1.2 and the small flow channel 1.3 are connected to the two exhaust ports of the engine through two gas pipelines. Both the large flow channel 1.2 and the small flow channel 1.3 are provided with bypass pipelines. Each bypass pipeline is equipped with a bypass valve 2. The bypass valve 2 and the electronically controlled Norgren valve 3 are fixedly connected. The bypass valve 2 includes a push rod. The electronically controlled Norgren valve 3 is connected to external compressed air. The electronically controlled Norgren valve 3 controls its own opening degree through the duty cycle. The incoming compressed air pushes the push rod of the bypass valve 2 to open the bypass valve 2. The opening degree of the bypass valve 2 matches the pressure of the compressed air. The electronically controlled Norgren valve 3 is electrically connected to the engine control unit 4, i.e., the ECU. The ECU calculates and outputs the duty cycle of the electronically controlled Norgren valve 3 to adjust its own opening degree. The control device in this embodiment is used for the control method of the engine control system.

[0095] Example 2:

[0096] The present invention also provides an engine control system, see Figure 1 As shown, the control device for the engine includes an EGR cooler 6, an intercooler 7, a mixer 8, an intake pressure sensor 9, a manifold temperature and pressure sensor 10, a boost temperature and pressure sensor 11, a knock sensor 12, and an EGR valve 13. The turbocharger 1 also includes a compressor 1.4. The exhaust port of the compressor 1.4 and the intake port of the intercooler 7 are connected via a gas pipeline. The exhaust port of the intercooler 7 is connected to the mixer 8 via a gas pipeline. The engine exhaust port is connected to the large flow channel 1.2, the small flow channel 1.3, and the EGR cooler 6 via corresponding exhaust pipelines. The exhaust port of the EGR cooler 6 is connected to the mixer 8 via a gas pipeline. The EGR valve 13 is located on the gas pipeline between the EGR cooler 6 and the mixer 8. The exhaust port of the mixer 8 is connected to the engine intake port through a gas pipeline. The intake pressure sensor 9 is installed on the gas pipeline before the intake port of the compressor 1.4. The manifold temperature and pressure sensor 10 is installed on the gas pipeline between the mixer 8 and the engine 5. The boost temperature and pressure sensor 11 is installed on the gas pipeline between the intercooler 7 and the mixer 8. The knock sensor 12 is installed between the engine cylinder blocks. The number of knock sensors 12 matches the number of cylinders in the engine 5. Each knock sensor 12 can monitor knock abnormal information of up to 3 engine cylinders. The engine control unit 4 is electrically connected to the EGR valve 13, the intake pressure sensor 9, the manifold temperature and pressure sensor 10, the boost temperature and pressure sensor 11, and the knock sensor 12, respectively.

[0097] The bypass pipe connected to the large flow channel 1.2 is equipped with a first bypass valve 2.1 and a first electronically controlled Norgren valve 3.1. The bypass pipe of the small flow channel 1.3 is equipped with a second bypass valve 2.2 and a second electronically controlled Norgren valve 3.2. The engine 5 includes 6 cylinders. The knock sensor 12 includes a first knock sensor 12.1 and a second knock sensor 12.2. The first knock sensor 12.1 and the second knock sensor 12.2 monitor the same number of cylinders.

[0098] In this embodiment, a one-way valve 16 is also provided on the exhaust pipe of the EGR cooler 6. A venturi tube 15 is provided between the one-way valve 16 and the EGR valve. The mixer 8 is connected to the air rail 14. A throttle valve 17 is provided on the gas pipeline between the intercooler 7 and the mixer 8. The engine control unit 4, i.e., the ECU, is electrically connected to the air rail 14, the venturi tube 15 and the throttle valve 17 respectively.

[0099] Example 3:

[0100] This invention also provides a control method for an engine control system, see [link to relevant documentation]. Figure 2 , Figure 3 , Figure 4 , Figure 5 and Figure 6 As shown, the control system applied to the engine includes the following steps:

[0101] S1. Based on the relationship between the demand boost pressure and the opening value of the electronically controlled Norgren valve 3, establish a MAP between the demand boost pressure and the opening value of the electronically controlled Norgren valve 3.

[0102] The control method of the present invention includes three control methods, all of which use the preset required boost pressure and the MAP value of the electrically controlled Norgren valve 3 opening.

[0103] S2. Coupling control method of engine combustion parameters and turbocharging system, see Figure 2 , Figure 3 As shown, the specific steps include:

[0104] S21. Preset a first ignition angle threshold ZW01, a second ignition angle threshold ZW02, a first EGR rate threshold EGR01, and a second EGR rate threshold EGR02, wherein the first ignition angle threshold ZW01 < the second ignition angle threshold ZW02, and the first EGR rate threshold EGR01 < the second EGR threshold EGR02; and divide the work area into multiple regions based on the relationship between the required ignition angle and the first ignition angle thresholds ZW01 and ZW02, and the relationship between the required EGR rate and the first EGR rate thresholds EGR01 and EGR rate thresholds EGR02; the specific partitioning in step S21 is as follows:

[0105] Working area 1: Required ignition angle ≤ ZW01 and required EGR rate ≤ EGR01;

[0106] Working area 2: ZW01 < required ignition angle ≤ ZW02 and required EGR rate ≤ EGR01;

[0107] Working area 3: ZW02 ≤ required ignition angle and required EGR rate ≤ EGR01;

[0108] Working area 4: Required ignition angle ≤ ZW01 and EGR01 < Required EGR rate ≤ EGR02;

[0109] Working area 5: ZW01 < required ignition angle ≤ ZW02 and EGR01 < required EGR rate ≤ EGR02;

[0110] Working area 6: ZW02 ≤ required ignition angle and EGR01 < required EGR rate ≤ EGR02;

[0111] Working area 7: Required ignition angle ≤ ZW01 and EGR02 ≤ required EGR rate;

[0112] Working area 8: ZW01 < required ignition angle ≤ ZW02 and EGR02 ≤ required EGR rate;

[0113] Working area 9: ZW02 ≤ required ignition angle and EGR02 ≤ required EGR rate.

[0114] S22. Based on the defined working area, confirm the control coupling method for matching the working area with the corresponding large flow channel 1.2 and small flow channel 1.3 of the turbocharger:

[0115] The control methods for the large and small flow channels in different regions in step S22 are as follows:

[0116] First flexible control strategy: The knocking tendency is minimal in the first working area, and both the large flow channel 1.2 and the small flow channel 1.3 participate in the pressurization closed-loop control;

[0117] The second flexible control strategy: The knocking tendency is greatest in the 9th working area. The large flow channel 1.2 participates in the pressurization pressure closed-loop control, while the small flow channel 1.3 is completely closed and only participates in the control of the EGR rate.

[0118] The third flexible control strategy: the knocking tendency in the second and fourth regions is relatively small. The large flow channel 1.2 participates in the closed-loop control of the boost pressure, while the small flow channel 1.3 adopts an open loop with a fixed 1 / 4 opening, and partially participates in the control of the EGR rate; the remaining 3 / 4 opening is used to supplement and adjust the boost pressure in a closed loop when the boost pressure is insufficient.

[0119] The fourth flexible control strategy: the knocking tendency in regions 3, 5 and 7 is moderate. The large flow channel 1.2 participates in the closed-loop control of the boost pressure, while the small flow channel 1.3 adopts an open loop with a fixed 2 / 4 opening, and partially participates in the control of the EGR rate; the remaining 2 / 4 opening is used to supplement and adjust the boost pressure in a closed loop when the boost pressure is insufficient.

[0120] Fifth flexible control strategy: The knocking tendency is relatively large in regions 6 and 8. The large flow channel 1.2 participates in the closed-loop control of the boost pressure, while the small flow channel 1.3 adopts an open loop with a fixed 3 / 4 opening, and partially participates in the control of the EGR rate; the remaining 1 / 4 opening is used to supplement and adjust the boost pressure in a closed loop when the boost pressure is insufficient.

[0121] S23, Engine 5 requires torque calculation, boost pressure, ignition angle, and EGR rate;

[0122] S24. Determine the working area based on the required ignition angle and required EGR rate; determine the required control coupling method for the large flow channel 1.2 and small flow channel 1.3 of the turbocharger based on the working area;

[0123] S25. Based on the required boost pressure and the control coupling method of the booster's large flow channel 1.2 and small flow channel 1.3 in the working area, calculate the required output pressure of the bypass valves of the large flow channel 1.2 and small flow channel 1.3.

[0124] S26. Based on the required output pressure of the bypass valve, the engine control unit 4 calculates and finds the MAP of the required boost pressure and the opening value of the electronically controlled Norgren valve 3, outputs the combustion parameter correction opening value of the electronically controlled Norgren valve 3, and outputs the correction duty cycle of the electronically controlled Norgren valve to adjust the actual output pressure of the bypass valve.

[0125] S27. Based on the actual output pressure of the bypass valve, the combustion parameters are highly coupled with the large and small flow channels 1.3 to achieve coupled control of engine combustion parameters and the turbocharging system;

[0126] S3. Flexible coupling control method for different gas compositions and boosting system, see Figure 4 , Figure 5 As shown, it specifically includes:

[0127] S31. The boost pressure of engine 5 and the pressure in front of the turbocharger compressor are obtained through the boost temperature and pressure sensor 11 and the intake pressure sensor 9.

[0128] S32. Calculate the boost ratio = boost pressure / boost compressor inlet pressure;

[0129] S33. Based on the calculated boost ratio, enter different boost ratio control regions. The boost ratio control regions include: high boost ratio region, medium boost ratio region and low boost ratio region. Among them, high boost ratio region: boost ratio > 2.5, medium boost ratio region: 1.5 ≤ boost ratio ≤ 2.5, low boost ratio region: boost ratio < 1.5.

[0130] S34. Under three gaseous conditions: high methane content (CH4 mass percentage > 95%), standard methane content (CH4 mass percentage = 90%), and low methane content (CH4 mass percentage < 85%), the engine control unit 4 calculates and retrieves the required boost pressure and the MAP value of the electronically controlled Norgren valve 3, and calibrates the output opening value of the electronically controlled Norgren valve 3. Specific steps include:

[0131] Under high methane number, standard gas quality, and low methane number conditions, the output opening degrees of the first electrically controlled Norgren valve 3.1 and the second electrically controlled Norgren valve 3.2 of the booster are:

[0132] High boost ratio region: The output opening degree of the first electrically controlled Norgren valve 3.1 is WSG_HNG01, and the output opening degree of the second electrically controlled Norgren valve 3.2 is WSG_HNG02;

[0133] Medium boost ratio range: the output opening of the first electrically controlled Norgren valve 3.1 is WSG_NNG01, and the output opening of the second electrically controlled Norgren valve 3.2 is WSG_NNG02;

[0134] Low boost ratio region: The output opening of the first electrically controlled Norgren valve 3.1 is WSG_LNG01, and the output opening of the second electrically controlled Norgren valve 3.2 is WSG_LNG02.

[0135] S341. Under standard gas CH4=90%, the adaptive coefficient qng is 1, and the MAP of the required boost pressure and the opening value of the electronically controlled Norgren valve 3 does not need to be corrected.

[0136] After the S342 engine 5 incorporates the new properties, the gas adaptive function is activated, and it learns an adaptive coefficient qng.

[0137] S343. Calculate the output opening of the first electrically controlled Norgren valve 3.1 and the second electrically controlled Norgren valve 3.2 of the booster based on qng:

[0138] If qng > 1, then

[0139] The output opening degree of the first electrically controlled Norgren valve 3.1 of the booster is equal to qng-1 WSG_HNG01 + WSG_NNG01.

[0140] The output opening degree of the second electrically controlled Norgren valve 3.2 of the booster is equal to qng-1 WSG_HNG01 + WSG_NNG01.

[0141] If qng < 1, then

[0142] The output opening degree of the first electrically controlled Norgren valve 3.1 of the turbocharger = 1 - qng WSG_LNG01 + WSG_NNG01;

[0143] The output opening degree of the second electrically controlled Norgren valve 3.2 of the turbocharger is 1-qng WSG_LNG01+ WSG_NNG01.

[0144] S344. According to the output opening of the electronically controlled Norgren valve 3, the booster bypass valve quickly responds to the opening, realizing flexible coupling control between different gas components and the booster system.

[0145] S4. Coupling control method of knock angle protection and booster system, see Figure 6 As shown, it specifically includes:

[0146] S41 and knock sensor 12 respectively monitor abnormal knocking in each cylinder of engine 5;

[0147] S42. After abnormal knocking occurs in engine 5, engine control unit 4 calculates the knocking angle value of different cylinders by identifying the signal of the corresponding knock sensor 12.

[0148] S43, Engine Control Unit 4 calculates the thrust angle coefficient for each cylinder. = Push angle value / Base ignition angle;

[0149] S44, Engine Control Unit 4 calculates the integral value of the thrust angle coefficient of each cylinder over time. ;

[0150] The calculation formula is: ,in, The number of engine cylinders. The set working time range, This is the coefficient of action of the thrust angle.

[0151] In step S45, the formula for the average value of the integral of the thrust angle action coefficient of each cylinder is as follows.

[0152] S45, Engine Control Unit 4 calculates the integral value of the thrust angle coefficient for each cylinder. average ; .

[0153] S46, Engine Control Unit 4 calculates the average value of the integral of the thrust angle coefficient of each cylinder. The engine control unit 4 calculates the average value of the integral of the thrust angle coefficient of each cylinder. Find the MAP of the boost pressure and the opening value of the electronically controlled Norgren valve 3, output the opening value of the electronically controlled Norgren valve 3 with knock adaptive correction, and output the correction duty cycle of the electronically controlled Norgren valve 3 to realize flexible coupling control between the boost system and the knock protection.

[0154] S5. Combining the results of the control methods in steps S2, S3 and S4, flexible control of the turbocharger system is achieved. The duty cycle of the electronically controlled Norgren valve 3 is flexibly corrected by multiple engine control unit parameters. Based on the action coefficient of each correction obtained from the actual calibration of engine 5, all the action coefficients of the flexible correction of the electronically controlled Norgren valve 3 are superimposed for correction to obtain the final output opening value of the electronically controlled Norgren valve 3, thereby achieving flexible control of the turbocharger system.

[0155] In step S5, combined with steps S2, S3, and S4, flexible control of the control system of the present invention is achieved. The duty cycles of the first electronically controlled Norgren valve 3.1 and the second electronically controlled Norgren valve 3.2 are flexibly corrected using parameters from multiple engine control units 4. Based on the action coefficient of each correction in the actual calibration of the engine 5, all the flexible correction action coefficients of the electronically controlled Norgren valve 3 are superimposed to output the final output duty cycle of the first electronically controlled Norgren valve 3.1 and the second electronically controlled Norgren valve 3.2. The opening degree of the bypass valve 2 is adjusted according to the final output duty cycle of the electronically controlled Norgren valve 3 to achieve control of the control system of the present invention. The specific method is as follows:

[0156] In step S2, the combustion parameters are controlled according to the actual output pressure of the first bypass valve 2.1 and the second bypass valve 2.2. The combustion parameter correction opening value of the first electronically controlled Norgren valve 3.1 and the second electronically controlled Norgren valve 3.2 is output, and the correction duty cycles LDTVM1_1 and LDTVM2_1 of the first electronically controlled Norgren valve 3.1 and the second electronically controlled Norgren valve 3.2 are output.

[0157] In step S3, the output opening degree of the first electronically controlled Norgren valve 3.1 and the second electronically controlled Norgren valve 3.2 of the turbocharger is calculated according to qng, and the corrected duty cycles LDTVM1_2 and LDTVM2_2 of the first electronically controlled Norgren valve 3.1 and the second electronically controlled Norgren valve 3.2 are output.

[0158] In step S4, the engine control unit 4 searches for the boost pressure and the MAP of the electronically controlled Norgren valve opening value based on the average value of the integral value of the thrust angle coefficient of each cylinder, outputs the knock adaptive correction opening value of the first electronically controlled Norgren valve 3.1 and the second electronically controlled Norgren valve 3.2, and outputs the correction duty cycle LDTVM1_3 and LDTVM2_3 of the first electronically controlled Norgren valve 3.1 and the second electronically controlled Norgren valve 3.2; calculates...

[0159] The corrected duty cycle of the first electronically controlled Norgren valve 3.1: LDTVM01 = LDTVM1_1*F01 + LDTVM1_2*F02 + LDTVM1_3*F03;

[0160] The corrected duty cycle of the second electrically controlled Norgren valve 3.2: LDTVM02 = LDTVM1_1*F04 + LDTVM1_2*F05 + LDTVM1_3*F06;

[0161] The final output duty cycle of the first electronically controlled Norgren valve 3.1 = basic duty cycle + LDTVM01;

[0162] The final output duty cycle of the first electronically controlled Norgren valve 3.1 = basic duty cycle + LDTVM02;

[0163] Where F01+F02+F03=1, F04+F05+F06=1, the basic duty cycle is the uncorrected duty cycle of the corresponding electronically controlled Norgren valve.

[0164] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A control device for an engine, characterized in that, The system includes a turbocharger (1), an exhaust pipe, a bypass pipe, a bypass valve (2), and an electronically controlled Norgren valve (3). The turbocharger (1) includes a turbine (1.1), which includes a large flow channel (1.2) and a small flow channel (1.3). The large flow channel (1.2) and the small flow channel (1.3) are connected to the exhaust port of the engine through gas pipes. A bypass pipe is provided on both the large flow channel (1.2) and the small flow channel (1.3). A bypass valve (2) is provided on each bypass pipe. Each bypass valve (2) is connected to an electronically controlled Norgren valve (3). The electronically controlled Norgren valve (3) is used to control the opening degree of the bypass valve (2). The turbocharger (1) and the electronically controlled Norgren valve (3) are electrically connected to the engine control unit (4).

2. A control system for an engine, characterized in that, The engine control unit as described in claim 1 further includes an EGR cooler (6), an intercooler (7), a mixer (8), an intake pressure sensor (9), a manifold temperature and pressure sensor (10), a boost temperature and pressure sensor (11), a knock sensor (12), and an EGR valve (13). The turbocharger (1) also includes a compressor (1.4). The exhaust port of the compressor (1.4) and the intake port of the intercooler (7) are connected by a gas pipeline. The exhaust port of the intercooler (7) is connected to the mixer (8) by a gas pipeline. The engine exhaust port is connected to the large flow channel (1.2), the small flow channel (1.3), and the EGR cooler (6) by corresponding exhaust pipelines. The exhaust port of the EGR cooler (6) is connected to the mixer (8) by a gas pipeline. The EGR valve (13) is located on the gas pipeline between the EGR cooler (6) and the mixer (8). On the road, the exhaust port of the mixer (8) is connected to the engine intake port through a gas pipeline. The intake pressure sensor (9) is set on the gas pipeline before the intake port of the compressor (1.4). The manifold temperature and pressure sensor (10) is set on the gas pipeline between the mixer (8) and the engine (5). The boost temperature and pressure sensor (11) is set on the gas pipeline between the intercooler (7) and the mixer (8). The knock sensor (12) is set between the engine cylinder blocks. The number of knock sensors (12) matches the number of cylinders in the engine (5). Each knock sensor (12) can monitor knock abnormal information of up to 3 engine cylinders. The engine control unit (4) is electrically connected to the EGR valve (13), the intake pressure sensor (9), the manifold temperature and pressure sensor (10), the boost temperature and pressure sensor (11), and the knock sensor (12).

3. The engine control system according to claim 2, characterized in that, The bypass pipe connected to the large flow channel (1.2) is equipped with a first bypass valve (2.1) and a first electronically controlled Norgren valve (3.1). The bypass pipe of the small flow channel (1.3) is equipped with a second bypass valve (2.2) and a second electronically controlled Norgren valve (3.2). The engine (5) includes 6 cylinders. The knock sensor (12) includes a first knock sensor (12.1) and a second knock sensor (12.2). The first knock sensor (12.1) and the second knock sensor (12.2) monitor the same number of cylinders.

4. A control method for an engine control system, characterized in that, The control system applied to the engine as described in claim 2 or 3 includes the following steps: S1. Based on the relationship between the demand boost pressure and the opening value of the electrically controlled Norgren valve (3), establish a MAP of the demand boost pressure and the opening value of the electrically controlled Norgren valve (3); S2. The coupling control method of engine combustion parameters and turbocharging system, the specific steps of which include: S21. Preset a first ignition angle threshold ZW01, a second ignition angle threshold ZW02, a first EGR rate threshold EGR01, and a second EGR rate threshold EGR02, wherein the first ignition angle threshold ZW01 < the second ignition angle threshold ZW02, and the first EGR rate threshold EGR01 < the second EGR threshold EGR02; and divide multiple working areas according to the relationship between the required ignition angle and the first ignition angle threshold ZW01 and the second ignition angle threshold ZW02, and the relationship between the required EGR rate and the first EGR rate threshold EGR01 and the second EGR rate threshold EGR02; S22. Based on the divided working area, confirm the control coupling method of matching the working area with the corresponding turbocharger large flow channel (1.2) and small flow channel (1.3); S23, Engine (5) Required torque calculation: Required boost pressure, required ignition angle, required EGR rate; S24. Determine the working area based on the required ignition angle and required EGR rate; determine the control coupling method of the required turbocharger large flow channel (1.2) and small flow channel (1.3) based on the working area; S25. Based on the required boost pressure and the control coupling method of the booster's large flow channel (1.2) and small flow channel (1.3) in the working area, calculate the required output pressure of the bypass valves of the large flow channel (1.2) and small flow channel (1.3); S26. Based on the required output pressure of the bypass valve, the engine control unit (4) calculates and finds the required boost pressure and the opening value of the electronically controlled Norgren valve (3), outputs the combustion parameter correction opening value of the electronically controlled Norgren valve (3), and outputs the correction duty cycle of the electronically controlled Norgren valve to adjust the actual output pressure of the bypass valve. S27. Based on the actual output pressure of the bypass valve, the combustion parameters are highly coupled with the large and small flow channels (1.3) to achieve coupled control of engine combustion parameters and the turbocharging system; S3. A flexible coupling control method for different gas compositions and the booster system, specifically including: S31. The boost pressure of the engine (5) and the pressure in front of the turbocharger compressor are obtained by the boost temperature and pressure sensor (11) and the intake pressure sensor (9); S32. Calculate the boost ratio = boost pressure / boost compressor inlet pressure; S33. Based on the calculated boost ratio, enter different boost ratio control regions. The boost ratio control regions include: high boost ratio region, medium boost ratio region and low boost ratio region. Among them, high boost ratio region: boost ratio > 2.5, medium boost ratio region: 1.5 ≤ boost ratio ≤ 2.5, low boost ratio region: boost ratio < 1.

5. S34. Under three gaseous conditions: high methane number gaseous condition (CH4 mass percentage > 95%), standard gaseous condition (CH4 mass percentage = 90%), and low methane number gaseous condition (CH4 mass percentage < 85%), the engine control unit (4) calculates and searches the MAP of the required boost pressure and the opening value of the electronically controlled Norgren valve (3), and calibrates the output opening value of the electronically controlled Norgren valve (3). The specific steps include: S341. Under standard gas CH4=90%, the adaptive coefficient qng is 1, and the required boost pressure and the MAP of the opening value of the electrically controlled Norgren valve (3) do not need to be corrected. S342, Engine (5) After the new gas is added, the gas adaptive function is activated and an adaptive coefficient qng is learned; S343. Calculate the gas adaptive correction output opening of the turbocharger electronically controlled Norgren valve (3) according to qng, and output the correction duty cycle of the electronically controlled Norgren valve (3); S344. According to the output opening degree of the electronically controlled Norgren valve (3), the booster bypass valve responds quickly to the opening degree, so as to realize flexible coupling control between different gas components and the booster system. S4. The coupling control method between knock angle protection and the booster system specifically includes: S41, knock sensor (12) monitors abnormal knocking in each cylinder of engine (5); S42. After abnormal knocking occurs in the engine (5), the engine control unit (4) calculates the push angle value of abnormal knocking in different cylinders by identifying the signal of the corresponding knock sensor (12). S43, Engine Control Unit (4) calculates the thrust angle coefficient of each cylinder. =Advance angle value / Base ignition angle; S44, Engine Control Unit (4) calculates the values ​​of each cylinder in... integral value of the angular action coefficient over time ; S45, Engine Control Unit (4) calculates the integral value of the thrust angle coefficient for each cylinder. average ; S46, Engine Control Unit (4) calculates the average value of the integral of the thrust angle coefficient of each cylinder. The engine control unit (4) calculates the average value of the integral of the thrust angle coefficient of each cylinder. Find the MAP of the boost pressure and the opening value of the electronically controlled Norgren valve (3), output the opening value of the electronically controlled Norgren valve (3) with knock adaptive correction, and output the correction duty cycle of the electronically controlled Norgren valve (3) to realize the flexible coupling control of the boost system and the knock protection. S5. Combine the control methods of steps S2, S3 and S4 to realize flexible control of the booster system. The duty cycle of the electronically controlled Norgren valve (3) is flexibly corrected by multiple engine control unit (4) parameters. Based on the action coefficient of each correction obtained in the actual calibration of the engine (5), all the sub-action coefficients of the flexible correction of the electronically controlled Norgren valve (3) are superimposed for correction to obtain the final output opening value of the electronically controlled Norgren valve (3) and realize flexible control of the booster system.

5. The control method for the engine control system according to claim 4, characterized in that, In step S21, the specific partitions are as follows: Working area 1: Required ignition angle ≤ ZW01 and required EGR rate ≤ EGR01; Working area 2: ZW01 < required ignition angle ≤ ZW02 and required EGR rate ≤ EGR01; Working area 3: ZW02 ≤ required ignition angle and required EGR rate ≤ EGR01; Working area 4: Required ignition angle ≤ ZW01 and EGR01 < Required EGR rate ≤ EGR02; Working area 5: ZW01 < required ignition angle ≤ ZW02 and EGR01 < required EGR rate ≤ EGR02; Working area 6: ZW02 ≤ required ignition angle and EGR01 < required EGR rate ≤ EGR02; Working area 7: Required ignition angle ≤ ZW01 and EGR02 ≤ required EGR rate; Working area 8: ZW01 < required ignition angle ≤ ZW02 and EGR02 ≤ required EGR rate; Working area 9: ZW02 ≤ required ignition angle and EGR02 ≤ required EGR rate.

6. The control method for the engine control system according to claim 5, characterized in that, The control methods for the size of the flow channels (1.3) in different regions in step S22 are as follows: The first flexible control strategy is to minimize the knocking tendency in the first working area, with both the large flow channel (1.2) and the small flow channel (1.3) participating in the pressurization closed-loop control. The second flexible control strategy: The knocking tendency is greatest in the 9th working area. The large flow channel (1.2) participates in the pressurization pressure closed-loop control, while the small flow channel (1.3) is completely closed and only participates in the control of the EGR rate. The third flexible control strategy: the knocking tendency in the second and fourth regions is relatively small. The large flow channel (1.2) participates in the closed-loop control of the boost pressure, while the small flow channel (1.3) adopts an open loop with a fixed 1 / 4 opening, and partially participates in the control of the EGR rate; the remaining 3 / 4 opening is used to supplement and adjust the boost pressure in a closed loop when the boost pressure is insufficient. The fourth flexible control strategy: the knocking tendency in regions 3, 5 and 7 is moderate. The large flow channel (1.2) participates in the closed-loop control of the boost pressure, while the small flow channel (1.3) adopts an open loop with a fixed 2 / 4 opening, and partially participates in the control of the EGR rate; the remaining 2 / 4 opening is used to supplement and adjust the boost pressure in a closed loop when the boost pressure is insufficient. Fifth flexible control strategy: The knocking tendency is relatively large in the 6th and 8th regions. The large flow channel (1.2) participates in the closed-loop control of the boost pressure, while the small flow channel (1.3) adopts an open loop and is set with a fixed 3 / 4 opening, which partially participates in the control of the EGR rate; the remaining 1 / 4 opening is used to supplement and adjust the boost pressure in a closed loop when the boost pressure is insufficient.

7. The control method for the engine control system according to claim 4, characterized in that, In step S34, the output opening degrees of the first electrically controlled Norgren valve (3.1) and the second electrically controlled Norgren valve (3.2) of the booster are as follows under high methane number, standard gas quality, and low methane number conditions: High boost ratio region: The output opening degree of the first electrically controlled Norgren valve (3.1) is WSG_HNG01, and the output opening degree of the second electrically controlled Norgren valve (3.2) is WSG_HNG02; In the medium boost ratio region: the output opening degree of the first electrically controlled Norgren valve (3.1) is WSG_NNG01, and the output opening degree of the second electrically controlled Norgren valve (3.2) is WSG_NNG02; Low boost ratio region: The output opening of the first electrically controlled Norgren valve (3.1) is WSG_LNG01, and the output opening of the second electrically controlled Norgren valve (3.2) is WSG_LNG02. After the engine (5) is given new gas, the output opening of the first electronically controlled Norgren valve (3.1) and the second electronically controlled Norgren valve (3.2) of the turbocharger are calculated according to qng: If qng > 1, then The output opening degree of the first electrically controlled Norgren valve (3.1) of the booster is (qng-1) WSG_HNG01 + WSG_NNG01; The output opening degree of the second electrically controlled Norgren valve (3.2) of the booster is (qng-1) WSG_HNG01 + WSG_NNG01; If qng < 1, then The output opening degree of the first electrically controlled Norgren valve (3.1) of the booster is (1-qng) WSG_LNG01+ WSG_NNG01; The output opening degree of the second electrically controlled Norgren valve (3.2) of the booster is (1-qng) WSG_LNG01+ WSG_NNG01.

8. The control method for the engine control system according to claim 4, characterized in that, In step S44, The calculation formula is: ,in, The number of engine cylinders. The set working time range, This is the coefficient of action of the thrust angle.

9. The control method for the engine control system according to claim 4, characterized in that, In step S45, the formula for the average value of the integral of the thrust angle coefficient of each cylinder is as follows: .

10. The control method for the engine control system according to claim 4, characterized in that, In step S5, flexible control of the booster system is achieved by combining steps S2, S3 and S4. The duty cycles of the first electronically controlled Norgren valve (3.1) and the second electronically controlled Norgren valve (3.2) are flexibly corrected by using parameters from multiple engine control units (4). Based on the action coefficient of each correction in the actual calibration of the engine (5), the final corrected duty cycle of the electronically controlled Norgren valve (3) is output after all the flexible correction action coefficients of the electronically controlled Norgren valve (3) are superimposed. The specific method is as follows: In step S2, the combustion parameters are controlled according to the actual output pressure of the first bypass valve (2.1) and the second bypass valve (2.2). The combustion parameter correction opening value of the first electronically controlled Norgren valve (3.1) and the second electronically controlled Norgren valve (3.2) is output, and the correction duty cycle LDTVM1_1 and LDTVM2_1 of the first electronically controlled Norgren valve (3.1) and the second electronically controlled Norgren valve (3.2) are output. In step S3, the output opening degree of the first electronically controlled Norgren valve (3.1) and the second electronically controlled Norgren valve (3.2) of the turbocharger is calculated according to qng, and the corrected duty cycles LDTVM1_2 and LDTVM2_2 of the first electronically controlled Norgren valve (3.1) and the second electronically controlled Norgren valve (3.2) are output. In step S4, the engine control unit (4) calculates the average value of the integral of the thrust angle coefficient of each cylinder. Find the MAP values ​​for boost pressure and the opening degree of the electrically controlled Norgren valve, output the knock adaptive correction opening degree values ​​for the first electrically controlled Norgren valve (3.1) and the second electrically controlled Norgren valve (3.2), and output the correction duty cycles LDTVM1_3 and LDTVM2_3 for the first electrically controlled Norgren valve (3.1) and the second electrically controlled Norgren valve (3.2); calculate The corrected duty cycle of the first electrically controlled Norgren valve (3.1): LDTVM01 = LDTVM1_1*F01 + LDTVM1_2*F02 + LDTVM1_3*F03; The corrected duty cycle of the second electrically controlled Norgren valve (3.2) is: LDTVM02 = LDTVM1_1*F04 + LDTVM1_2*F05 + LDTVM1_3*F06; The final output duty cycle of the first electrically controlled Norgren valve (3.1) = basic duty cycle + LDTVM01; The final output duty cycle of the first electrically controlled Norgren valve (3.1) = basic duty cycle + LDTVM02; Where F01+F02+F03=1, F04+F05+F06=1, the basic duty cycle is the uncorrected duty cycle of the corresponding electronically controlled Norgren valve.

Images