Engine supercharger cooling control method, system, program and electronic equipment

Abstract

The invention relates to an engine supercharger cooling control method and system, a program and electronic equipment, current operation parameters of an engine are obtained, and the operation parameters at least comprise the engine rotating speed and the load; when an engine stop request is received, the current temperature of the turbocharger is determined based on the current operation parameters and compared with a preset safe temperature threshold value; if the current temperature of the turbocharger is larger than the safe temperature threshold value, the engine is controlled to enter a reverse towing cooling mode; and the reverse dragging cooling mode specifically comprises the steps that oil supply to the engine is stopped, the driving motor is controlled to reversely drag the engine to run at the set rotating speed, and after the set time is continued, a complete shutdown instruction is executed. An existing motor of the hybrid engine is utilized, and an expensive hardware transformation scheme is replaced through a zero-cost strategy of reverse towing cooling.

Description

Technical Field

[0001] This invention relates to the field of engine control technology, specifically to an engine turbocharger cooling control method, system, program, and electronic equipment. Background Technology

[0002] The statements in this section are merely background information related to the present invention and do not necessarily constitute prior art.

[0003] In pursuit of ultimate fuel economy, hybrid engines typically operate at preset optimal fuel consumption points, which are usually one or more fixed high-speed, full-load conditions.

[0004] Because hybrid engines do not require a traditional warm-up process, users frequently start and stop the engine to reduce fuel consumption. When the engine is immediately shut down after operating at full load and high power output (i.e., "emergency stop"), the turbine end of the turbocharger is still in an extremely high exhaust temperature environment of 600-900°C, where a large amount of heat has accumulated. The sudden stop of the engine causes the mechanical water pump and oil pump driven by its crankshaft to stop working immediately, interrupting coolant circulation and oil supply. This causes the core components of the turbocharger (such as the rotor shaft and bearings) to undergo severe "heat immersion" (meaning that the heat in the coolant cannot dissipate in time and affects surrounding components) due to ineffective cooling, and the temperature rises instead of falling, far exceeding the allowable limits of the materials. Long-term exposure to this kind of rapid thermal cycling shock can easily lead to serious failures such as fatigue fracture of the turbocharger intermediate shaft and impeller damage, severely damaging the reliability of the engine.

[0005] To address this issue, a common solution in existing technologies is to use an electric water pump or add an additional cooling pump. This solution uses a separate electric water pump to continue circulating coolant after the engine is stopped, thus achieving delayed cooling of the turbocharger.

[0006] This solution has obvious drawbacks: adding an electronic water pump and its control system significantly increases hardware costs and structural complexity; for existing engine platforms that already use mechanical water pumps, this solution cannot be directly applied, has poor compatibility, and has high modification costs. Summary of the Invention

[0007] To address the technical problems mentioned above, this invention provides an engine turbocharger cooling control method, system, program, and electronic equipment that utilizes the existing motor of the hybrid engine and replaces expensive hardware modification solutions through a zero-cost strategy of "reverse cooling".

[0008] To achieve the above objectives, the present invention adopts the following technical solution: The first aspect of the present invention provides a method for controlling the cooling of an engine turbocharger, comprising the following steps: Obtain the engine's current operating parameters, which include at least engine speed and load; When an engine shutdown request is received, the current temperature of the turbocharger is determined based on the current operating parameters and compared with a preset safe temperature threshold. If the current temperature of the turbocharger is greater than the safe temperature threshold, the engine will be controlled to enter the reverse cooling mode. The reverse cooling mode is as follows: stop supplying oil to the engine, control the drive motor to reverse the engine to the set speed, continue for a set time, and then execute the complete shutdown command.

[0009] Furthermore, the engine is a hybrid engine, including at least one drive motor connected to the engine output shaft. In reverse cooling mode, the drive motor drives the engine and maintains a set speed, while the engine drives the mechanical cooling pump.

[0010] Furthermore, the current temperature of the turbocharger is determined based on the current operating parameters. Specifically, the current temperature of the turbocharger is estimated using a pre-stored mapping table, with the current operating parameters of the engine as input, based on a lookup table method.

[0011] Furthermore, the set time in the reverse cooling mode is determined by querying a pre-stored mapping table.

[0012] Furthermore, the mapping table was determined through bench testing, defining the corresponding temperature values ​​of the turbocharger during emergency stop under different engine speeds and load conditions, as well as the back-drag time required to cool the turbocharger from the emergency stop temperature to the safe temperature threshold.

[0013] Furthermore, the safe temperature threshold is the maximum permissible temperature of the core components of the turbocharger.

[0014] Furthermore, if the current temperature of the turbocharger is not greater than the safe temperature threshold, the engine will be controlled to execute a shutdown command.

[0015] A second aspect of the present invention provides an engine turbocharger cooling control system for use in hybrid vehicles, comprising: The engine control unit is configured to: store safe temperature thresholds and mapping tables; receive engine operating parameters and shutdown requests; and execute the steps of the engine turbocharger cooling control method. The drive motor is connected to the engine output shaft and is configured to perform a reverse-dragging action of the engine in response to commands issued by the engine control unit.

[0016] A third aspect of the present invention provides a computer program product including computer-readable instructions that, when executed on an electronic device, cause the electronic device to implement the above-described engine turbocharger cooling control method.

[0017] A fourth aspect of the present invention provides an electronic device including at least one processor and a memory connected to the processor, the memory being used to store a computer program; the processor being used to execute the computer program, enabling the electronic device to implement the above-described engine turbocharger cooling control method.

[0018] A fifth aspect of the present invention provides a computer storage medium carrying one or more computer programs that, when executed by an electronic device, enable the electronic device to implement the above-described engine turbocharger cooling control method.

[0019] Compared with existing technologies, one or more of the above technical solutions have the following beneficial effects: 1. This solution uses an intelligent reverse cooling strategy to actively control the turbocharger temperature below a safe threshold after an emergency stop, fundamentally eliminating the serious failure of thermal fatigue fracture of core components such as the turbocharger intermediate shaft and impeller caused by the "hot immersion" effect. This greatly extends the service life of the turbocharger and ensures the long-term operational reliability of the hybrid engine.

[0020] 2. This solution utilizes the existing drive motor of the hybrid power system to reverse-drive the engine, thereby driving the original mechanical water pump. There is no need to add expensive hardware such as an electronic water pump or an external cooling circuit. It can achieve active cooling effects comparable to or even better than the solution of adding new hardware without increasing any additional parts cost, weight, or layout space, making it extremely economical.

[0021] 3. Based on bench test data, this solution establishes a precise mapping relationship between cooling time and control parameters (speed, load). The control unit (ECU) can adaptively determine cooling requirements and calculate the optimal cooling duration according to the engine's real-time operating conditions, achieving "on-demand cooling," avoiding insufficient or excessive cooling, and optimizing energy utilization efficiency.

[0022] 4. This solution can be widely applied to various hybrid power systems such as P1, P2 and P3. For engine platforms that are already in mass production or under development and use mechanical water pumps, no hardware changes are required. This function can be obtained through software upgrades, which greatly reduces the barriers to technology iteration and application. Attached Figure Description

[0023] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0024] Figure 1 This is a schematic diagram of the turbocharger cooling control process provided in one or more embodiments of the present invention; Figure 2 This is a schematic diagram of a turbocharger cooling control strategy provided in one or more embodiments of the present invention; Figure 3 This is a schematic diagram of a turbocharger cooling control process (with feedback) provided in one or more embodiments of the present invention. Detailed Implementation

[0025] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0026] It should be noted that the following detailed descriptions are exemplary and intended to provide further illustration of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0027] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. Furthermore, it should be understood that when the terms “comprising” and / or “including” are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0028] Terminology Explanation: Supercharger: A device that increases the intake pressure of an engine. By increasing the density of air entering the cylinder, more oxygen is allowed to participate in combustion, thereby increasing the engine's power and torque output.

[0029] Mechanical water pump: A water pump that is directly driven by the engine crankshaft via a belt (or chain).

[0030] Electric water pump: A water pump driven by an independent motor, directly powered and controlled by the engine control unit (ECU). The electric water pump is not connected to the engine crankshaft via a belt.

[0031] Heat soaking, also known as residual heat soaking or heat accumulation, refers to the phenomenon that after an internal combustion engine (especially a turbocharged engine) is turned off, due to continuous heating from external heat sources or the inability of internal heat to dissipate in time, the temperature of some parts of the engine rises instead of falling, and they are "soaked" at high temperatures for a period of time.

[0032] Example 1: Traditional engines require warm-up and typically idle before shutting down to allow components (especially the turbocharger) to cool. Hybrid engines, on the other hand, do not require warm-up and can operate at high loads from a cold start. Furthermore, to save fuel, hybrid engines operate only within their most efficient range and shut down immediately after power output or charging. Additionally, the engine is often directly shut down at its highest power and temperature points, without the traditional "idling cooling" process.

[0033] When the engine suddenly stops, the circulating coolant pump (mechanical water pump) stops working, and the coolant stops flowing. However, the turbocharger continues to rotate at high speed due to inertia, and its turbine end is still surrounded by high-temperature exhaust gas of 600-900°C. At this time, the heat cannot be dissipated and will accumulate in large quantities in the center of the turbocharger (bearing housing, etc.), causing the local temperature to rise sharply, far exceeding the material's tolerance limit.

[0034] While replacing mechanical water pumps with electric water pumps or adding additional cooling pumps is effective, it increases the cost, complexity, and potential points of failure of the system. Some booster platforms that have already adopted mechanical water pumps cannot force the water pumps to work through software upgrades.

[0035] This embodiment presents a turbocharger cooling control method that utilizes the existing electric motor function of the hybrid engine system. It employs a zero-cost "reverse-dragging cooling" strategy, replacing expensive hardware modifications. Upon receiving a shutdown command, the turbocharger temperature is first determined based on preset data. If it is too high, the shutdown is delayed, and the electric motor reverse-dragging the engine to idle, driving the mechanical water pump to continue operating until the temperature drops to a safe range. This fundamentally solves the turbocharger reliability problem caused by "hot immersion," achieving a high-performance, cost-effective reliability improvement.

[0036] like Figure 1 As shown, an engine turbocharger cooling control method includes the following steps: Obtain the engine's current operating parameters, which include at least engine speed and load; When an engine shutdown request is received, the current temperature of the turbocharger is determined based on the current operating parameters and compared with a preset safe temperature threshold. If the current temperature of the turbocharger is greater than the safe temperature threshold, the engine will be controlled to enter the reverse cooling mode. The reverse cooling mode is as follows: stop supplying oil to the engine, control the drive motor to reverse the engine to the set speed, continue for a set time, and then execute the complete shutdown command.

[0037] As a further implementation, the engine is a hybrid engine, including at least one drive motor connected to the engine output shaft. In the reverse cooling mode, the drive motor drives the engine and maintains a set speed, and the engine drives the mechanical cooling pump to run.

[0038] As a further implementation method, the current temperature of the turbocharger is determined based on the current operating parameters. Specifically, the current temperature of the turbocharger is estimated using a pre-stored mapping table with the current operating parameters of the engine as input, based on a lookup table method.

[0039] As a further implementation, the set time in the reverse cooling mode is determined by querying a pre-stored mapping table.

[0040] As a further implementation, the mapping table is determined through bench testing, defining the corresponding temperature values ​​of the turbocharger during emergency stop under different engine speeds and load conditions, as well as the back-drag time required to cool the turbocharger from the emergency stop temperature to the safe temperature threshold.

[0041] As a further implementation, the safe temperature threshold is the maximum permissible temperature of the core components of the turbocharger.

[0042] This embodiment uses bench tests to investigate different turbine inlet temperatures, turbocharger idling cooling time, and corresponding shutdown strategies.

[0043] Hybrid engines mainly operate at their optimal fuel consumption points, typically at full load with three or two speeds. This embodiment uses two speeds as an example (which can cover three or more speeds) to set the two most efficient operating points for the hybrid engine.

[0044] Based on the heat resistance characteristics of the turbocharger material, a maximum temperature threshold that can guarantee long-term reliable operation is determined, denoted as Tt (safe temperature).

[0045] like Figure 2 As shown, through bench testing, the engine is made to run stably under a certain operating condition (such as n1). During operation, the engine is suddenly stopped, and the temperature of the turbocharger at the time of emergency stop is obtained and recorded as T1 (emergency stop temperature under operating condition n1). After an emergency stop, immediately perform reverse towing (fuel cut-off, driven to idle speed by electric motor), and monitor the time required for the turbocharger temperature to drop from T1 to Tt, which is recorded as t1.

[0046] Repeat this operation for all operating conditions involved in the bench test to obtain a mapping table of emergency stop temperature and reverse drag time corresponding to different operating conditions, as shown in Table 1.

[0047] Table 1. Mapping table of emergency stop temperature and reverse drag time for different operating conditions.

[0048] The resulting mapping table is loaded into the vehicle's electronic control unit (ECU).

[0049] The exhaust temperature is obtained by reading the temperature sensor, and the reverse drag time is corrected through self-learning (when a temperature sensor is present), forming a result such as... Figure 3 The feedback mechanism shown will proceed as follows if there is no temperature sensor: Figure 1 . During vehicle operation, the ECU constantly monitors the engine speed, load, and the duration of continuous operation under the current load.

[0050] When the hybrid control system or the driver issues a shutdown request, the ECU triggers a control strategy based on the shutdown request. Specifically, the ECU queries a pre-stored mapping table based on the engine speed and load just before shutdown to obtain the reference temperature T_emergency stop corresponding to the engine speed and load just before shutdown. Combining factors such as running time, the ECU comprehensively estimates the current real-time temperature T_current of the turbocharger.

[0051] The estimated real-time temperature T_current is compared with the safety threshold Tt: If T_current is not greater than Tt, it means the temperature is safe and there is no risk of overheating. The ECU will execute the "immediate shutdown strategy". If T_current is greater than Tt, it indicates a high risk of overheating, and the ECU will execute a "cooling shutdown strategy".

[0052] If cooling is not required during the execution of the "cooling shutdown strategy" by the ECU, it will shut down immediately. The immediate shutdown strategy is as follows: the ECU immediately cuts off the fuel supply to the engine and controls the clutch to disengage, so that the engine shuts down normally.

[0053] If cooling is required, then according to Figure 1 , Figure 3 The strategy in the middle is to cool down.

[0054] The cooling shutdown strategy is as follows: The ECU temporarily suspends the shutdown command, cuts off the engine fuel supply, and controls the electric motor to reverse-drive the engine, keeping it at the engine's idle speed (e.g., 800 rpm) for a period of time. The engine rotation drives the mechanical water pump and oil pump to continue working, maintaining the cooling cycle. The reverse dragging process lasts for t_cool seconds (the time obtained from the mapping table, for example, t1). After the timer ends, it is assumed that the temperature has dropped below Tt, all power is cut off, and the machine is shut down.

[0055] When a hybrid engine comes to an emergency stop, since the engine has stopped, it can no longer drive the mechanical water pump to maintain the cooling cycle. The additional electronic water pump, along with sensors, wiring harnesses, and controllers, would incur hardware costs.

[0056] This solution utilizes the existing electric motor of the hybrid engine as an "active cooling actuator," using the motor to reverse-drive the engine to maintain a certain speed, allowing the mechanical water pump to maintain a cooling cycle for a period of time. Combined with the control parameters determined by bench testing, it can solve the cooling problem of the turbocharger during emergency stops of the hybrid engine without increasing additional hardware costs.

[0057] Instead of using a fixed-duration delayed cooling, the control parameters (such as the turbocharger temperature during emergency stop and the duration of back-dragging) are determined in advance based on bench tests to determine the emergency stop temperature and back-dragging duration corresponding to different operating conditions. This allows for adaptive adjustment of the duration of the motor back-dragging the engine according to the actual operating conditions.

[0058] This solution employs an intelligent reverse cooling strategy to proactively control the turbocharger temperature below the material safety threshold after an emergency stop. This fundamentally eliminates the serious failure caused by thermal fatigue fracture of core components such as the turbocharger intermediate shaft and impeller due to the "hot immersion" effect, greatly extending the turbocharger's service life and ensuring the long-term operational reliability of the hybrid engine.

[0059] This solution utilizes the existing drive motor of the hybrid system to reverse-drive the engine, thereby powering the existing mechanical water pump. This eliminates the need for expensive hardware such as an additional electric water pump or external cooling circuit. Without increasing the cost, weight, or space required for any additional parts, it achieves active cooling performance comparable to, or even better than, solutions requiring new hardware, making it extremely cost-effective.

[0060] Based on bench test data, this solution establishes a precise mapping relationship between cooling time and control parameters (speed, load). The control unit (ECU) can adaptively determine cooling requirements and calculate the optimal cooling duration according to the engine's real-time operating conditions, achieving "on-demand cooling," avoiding insufficient or excessive cooling, and optimizing energy utilization efficiency.

[0061] This solution can be widely applied to various hybrid power systems, including P1, P2, P3, and power split configurations. For engine platforms that are already in mass production or under development and use mechanical water pumps, this function can be obtained through software upgrades without hardware changes, greatly reducing the barriers to technology iteration and application.

[0062] The entire cooling process is automatically completed by the engine system under ECU control, requiring no manual intervention from the driver. Users can enjoy the long-term benefits of improved vehicle reliability without changing their driving habits, thus increasing user satisfaction.

[0063] The hybrid engines applicable to this embodiment include, but are not limited to, the following types: The P1 structure (with the motor located between the engine and the clutch) has the motor rigidly connected to the crankshaft, allowing it to reverse-drag the engine under any circumstances.

[0064] The P2 structure (with the motor located between the clutch and the gearbox) allows the motor to counter-drag the engine when a cooling strategy is required. The P2 structure can maintain or re-engage the clutch.

[0065] The P3 structure (with the motor located at the gearbox output) allows the engine to be reverse-driven by the power from the wheels through the gearbox and clutch when a stop is requested while the vehicle is in motion, as long as the clutch is engaged (similar to coasting in gear in a traditional manual transmission vehicle). However, the P3 structure cannot reverse-drive the engine when the vehicle is stationary.

[0066] In range-extended electric vehicles (EREVs), the engine does not directly drive the wheels at all; it only serves as the power source for the generator (range extender), operating near a fixed point or curve. The range extender itself is driven by the generator. When it needs to be stopped, the generator continues to drive the engine to idle for a period of time to cool it down before it is completely stopped.

[0067] Example 2: An engine turbocharger cooling control system, comprising: The engine control unit is configured to: store safe temperature thresholds and mapping tables; receive engine operating parameters and shutdown requests; and execute the steps of the engine turbocharger cooling control method. The drive motor is connected to the engine output shaft and is configured to perform a reverse-dragging action of the engine in response to commands issued by the engine control unit.

[0068] As a further implementation, the engine turbocharger cooling control method includes the following steps: Obtain the engine's current operating parameters, which include at least engine speed and load; When an engine shutdown request is received, the current temperature of the turbocharger is determined based on the current operating parameters and compared with a preset safe temperature threshold. If the current temperature of the turbocharger is greater than the safe temperature threshold, the engine is controlled to enter the reverse cooling mode. The reverse cooling mode is as follows: the fuel supply to the engine is stopped, and the drive motor is controlled to reverse the engine to run at the set speed. After a set time, the complete shutdown command is executed.

[0069] As a further implementation, the engine is a hybrid engine, including at least one drive motor connected to the engine output shaft. In the reverse cooling mode, the drive motor drives the engine and maintains a set speed, and the engine drives the mechanical cooling pump to run.

[0070] As a further implementation method, the current temperature of the turbocharger is determined based on the current operating parameters. Specifically, the current temperature of the turbocharger is estimated using a pre-stored mapping table with the current operating parameters of the engine as input, based on a lookup table method.

[0071] As a further implementation, the set time in the reverse cooling mode is determined by querying a pre-stored mapping table.

[0072] As a further implementation, the mapping table is determined through bench testing, defining the corresponding temperature values ​​of the turbocharger during emergency stop under different engine speeds and load conditions, as well as the back-drag time required to cool the turbocharger from the emergency stop temperature to the safe temperature threshold.

[0073] As a further implementation, the safe temperature threshold is the maximum permissible temperature of the core components of the turbocharger.

[0074] As a further implementation, if the current temperature of the turbocharger is not greater than a safe temperature threshold, the engine is controlled to execute a shutdown command.

[0075] By leveraging the existing electric motor functionality of the hybrid engine system, a zero-cost "reverse cooling" strategy is employed, replacing expensive hardware modifications. Upon receiving a shutdown command, the turbocharger temperature is first assessed based on pre-set data. If it is too high, the shutdown is delayed, and the electric motor reverse-drives the engine to idle, driving the mechanical water pump to continue operating until the temperature drops to a safe range. This fundamentally solves the turbocharger reliability issues caused by "hot immersion," achieving a cost-effective reliability improvement.

[0076] Example 3: A computer program product includes computer-readable instructions that, when executed on an electronic device, cause the electronic device to implement the aforementioned engine turbocharger cooling control method.

[0077] Example 4: An electronic device includes at least one processor and a memory connected to the processor, the memory storing a computer program; the processor executes the computer program, enabling the electronic device to implement the above-described engine turbocharger cooling control method.

[0078] Example 5: A computer storage medium carrying one or more computer programs, which, when executed by an electronic device, enable the electronic device to implement the aforementioned engine turbocharger cooling control method.

[0079] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An engine supercharger cooling control method characterized by, The method comprises the following steps: obtaining current operating parameters of the engine, the operating parameters at least comprising engine speed and load; when receiving an engine shutdown request, determining a current temperature of the turbocharger based on the current operating parameters, and comparing the current temperature with a preset safety temperature threshold; if the current temperature of the turbocharger is greater than the safety temperature threshold, controlling the engine to enter a reverse drag cooling mode; the reverse drag cooling mode specifically comprises: stopping fuel supply to the engine, and controlling the drive motor to reverse drag the engine to run at a set speed, and after a set time, executing a complete shutdown instruction.

2. An engine supercharger cooling control method according to claim 1, characterized by, The engine is a hybrid engine, and at least one drive motor is connected to an output shaft of the engine. In the reverse drag cooling mode, the drive motor drives the engine to maintain a set speed, and the engine drives a mechanical cooling pump to run.

3. An engine supercharger cooling control method according to claim 1, characterized by, The current temperature of the turbocharger is determined based on the current operating parameters, specifically: based on a lookup table method, the current operating parameters of the engine are input, and the current temperature of the turbocharger is estimated by using a pre-stored mapping table.

4. An engine supercharger cooling control method according to claim 1, characterized by, The set time in the reverse drag cooling mode is determined by querying a pre-stored mapping table.

5. An engine supercharger cooling control method according to claim 3 or 4, characterized by, The mapping table is determined by a bench test. The bench test defines the corresponding temperature value of the turbocharger when the engine is suddenly stopped under different engine speed and load conditions, and the reverse drag time required for cooling the turbocharger from the sudden stop temperature to the safety temperature threshold.

6. An engine supercharger cooling control method as set forth in claim 1 characterized by, The safety temperature threshold is the maximum allowable temperature of the core components of the turbocharger.

7. An engine supercharger cooling control method as set forth in claim 1 wherein, If the current temperature of the turbocharger is not greater than the safety temperature threshold, the engine executes a shutdown instruction.

8. An engine supercharger cooling control system applied to a hybrid vehicle, characterized by, The engine control unit is configured to store a safety temperature threshold and a mapping table; The engine control unit is further configured to receive operating parameters of the engine and a shutdown request; The engine control unit is further configured to execute the steps of the engine turbocharger cooling control method according to any one of claims 1-7; The drive motor is connected to the output shaft of the engine, and the drive motor is configured to execute the action of reverse dragging the engine in response to the instruction issued by the engine control unit. The computer readable instructions, when executed on an electronic device, cause the electronic device to implement the steps of the engine turbocharger cooling control method according to any one of claims 1-7.

9. A computer program product, characterised in that, The electronic device comprises at least one processor and a memory connected to the processor, and the memory is used to store a computer program; the processor is used to execute the computer program, so that the electronic device can implement the steps of the engine turbocharger cooling control method according to any one of claims 1-7.

10. An electronic device, comprising: ​

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