Automobile back pressure intelligent control method, device and equipment and storage medium

Abstract

The invention discloses an automobile back pressure intelligent control method, device and equipment and a storage medium, and relates to the technical field of new energy automobiles, and the method comprises the steps that engine operation parameters, exhaust system parameters, turbocharging parameters, throttle opening parameters and extreme environment parameters are obtained; based on the engine operation parameters, the exhaust system parameters, the turbocharging parameters, the throttle opening parameters and the extreme environment parameters, corresponding target back pressure is corrected, and target back pressure information is determined; adjusting at least one of an air-fuel ratio parameter, an ignition advance angle parameter, a turbocharging control parameter, an oil injection parameter and an idling rotating speed parameter in corresponding vehicle combustion control parameters based on the target back pressure information, and determining a target vehicle combustion control parameter; and controlling the vehicle to run normally based on the target vehicle combustion control parameter. Through multi-parameter dynamic collaborative optimization backpressure and combustion control, full-working-condition autonomous adaptation is achieved, and the power economy is improved.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle technology, and in particular to intelligent control methods, devices, equipment and storage media for automotive back pressure. Background Technology

[0002] In the automotive exhaust system, exhaust back pressure directly affects the engine's power output, fuel economy, emission performance, and component lifespan. Therefore, proper adjustment of exhaust back pressure is of great significance for maintaining stable engine operation, improving environmental adaptability, and enhancing the driving experience.

[0003] Currently, except for a few high-end models equipped with simple adjustment devices such as variable exhaust valves, most existing systems adopt a fixed structure design. The total back pressure of the entire exhaust system is determined by the internal structure of the exhaust manifold, catalytic converter, and muffler, as well as passive factors such as pipe diameter and number of bends. However, in existing systems, the back pressure can only passively fluctuate with the engine exhaust flow, and the local exhaust back pressure at the muffler inlet also passively changes with the resistance of the entire system. It cannot actively adapt and adjust according to complex operating conditions and lacks fault response capabilities. The problems are more prominent under extreme conditions. Fixed back pressure cannot be actively adjusted according to operating conditions such as low torque, high speed, and extreme environment, resulting in low-speed torque loss, high-speed exhaust resistance, slow warm-up under extreme conditions, excessive emissions, and component thermal overload. Moreover, high back pressure is required to drive the turbocharger at low speeds and low back pressure is required to reduce resistance at high speeds. Fixed back pressure will exacerbate turbo lag and power loss. At the same time, there is a lack of coordination calibration with ECU parameters, no sensor fault diagnosis and redundant control mechanism, which can easily lead to control disorder and even safety hazards under extreme conditions. Therefore, how to more effectively control automotive back pressure intelligently has become an urgent problem to be solved.

[0004] The above content is only used to help understand the technical solution of this application and does not represent an admission that the above content is prior art. Summary of the Invention

[0005] The main objective of this application is to provide a method, device, equipment, and storage medium for intelligent control of automotive back pressure, aiming to solve the technical problem of how to more effectively perform intelligent control of automotive back pressure.

[0006] To achieve the above objectives, this application proposes an intelligent back pressure control method for automobiles, the method comprising: Acquire engine operating parameters, exhaust system parameters, turbocharger parameters, throttle opening parameters, and extreme environment parameters; Based on the engine operating parameters, the exhaust system parameters, the turbocharger parameters, the throttle opening parameters, and the extreme environment parameters, the corresponding target back pressure is corrected to determine the target back pressure information; Based on the target back pressure information, at least one of the air-fuel ratio parameter, ignition advance angle parameter, turbocharger control parameter, fuel injection parameter and idle speed parameter in the corresponding vehicle combustion control parameters is adjusted to determine the target vehicle combustion control parameters; The vehicle is controlled to operate normally based on the target vehicle combustion control parameters.

[0007] In one embodiment, the step of correcting the target back pressure based on the engine operating parameters, the exhaust system parameters, the turbocharger parameters, the throttle opening parameters, and the extreme environment parameters to determine the target back pressure information includes: Determine the corresponding extreme operating condition information based on the aforementioned extreme environmental parameters; Based on the engine operating parameters, exhaust system parameters, turbocharger parameters, and extreme environment parameters, the corresponding fault condition information is determined; Based on the extreme operating condition information and the fault operating condition information, the extreme operating condition correction back pressure and fault operating condition correction back pressure corresponding to the engine operating parameters, the exhaust system parameters, the turbocharger parameters, the throttle opening parameters and the extreme environmental parameters are corrected to obtain the target back pressure information.

[0008] In one embodiment, the step of determining the corresponding extreme operating condition information based on the extreme environmental parameters includes: Get duration information; Based on the extreme environmental parameters, at least one extreme working condition, namely high temperature working condition, high altitude working condition, low temperature and extreme cold working condition, and high humidity working condition, is identified, and information on high temperature working condition, high altitude working condition, low temperature and extreme cold working condition, and high humidity working condition is determined. The composite extreme working conditions that satisfy any two of the above-mentioned high-temperature working conditions, high-altitude working conditions, low-temperature extreme cold working conditions and high-humidity working conditions are identified to obtain composite extreme working condition information. Extreme operating condition information is obtained based on the high temperature operating condition information, the high altitude operating condition information, the low temperature and extreme cold operating condition information, the high humidity operating condition information, and the composite extreme operating condition information.

[0009] In one embodiment, the step of correcting the extreme operating condition back pressure and the fault operating condition back pressure corresponding to the engine operating parameters, the exhaust system parameters, the turbocharger parameters, the throttle opening parameters, and the extreme environmental parameters based on the extreme operating condition information and the fault operating condition information to obtain the target back pressure information includes: The base back pressure under different engine operating conditions is determined based on the engine operating parameters. Based on the extreme operating condition information, the fault operating condition information, and the basic back pressure, the extreme operating condition correction back pressure and fault operating condition correction back pressure corresponding to the engine operating parameters, the exhaust system parameters, the turbocharger parameters, the throttle opening parameters, and the extreme environmental parameters are calculated to determine the extreme operating condition correction back pressure and the fault operating condition correction back pressure. The target back pressure is corrected by limiting the upper and lower limits based on the extreme operating condition corrected back pressure and the fault operating condition corrected back pressure, thereby obtaining the target back pressure information.

[0010] In one embodiment, the step of calculating the extreme operating condition corrected back pressure and the fault operating condition corrected back pressure corresponding to the engine operating parameters, the exhaust system parameters, the turbocharger parameters, the throttle opening parameters, and the extreme environmental parameters based on the extreme operating condition information, the fault operating condition information, and the base back pressure, and determining the extreme operating condition corrected back pressure and the fault operating condition corrected back pressure, includes: Based on the base back pressure, the turbine pressure correction factor, exhaust temperature correction factor, vehicle throttle opening correction factor, fuel quality correction factor, and humidity base correction factor corresponding to the exhaust system parameters, the turbocharger parameters, the throttle opening parameters, and the extreme environment parameters are calculated to determine the correction factor parameter set. The extreme back pressure under the extreme operating conditions is calculated based on the set of correction factor parameters to determine the extreme corrected back pressure. The fault condition back pressure under the fault condition information is calculated based on the extreme condition corrected back pressure to obtain the fault condition corrected back pressure.

[0011] In one embodiment, the step of adjusting at least one of the air-fuel ratio parameter, ignition advance angle parameter, turbocharger control parameter, fuel injection parameter, and idle speed parameter of the corresponding vehicle combustion control parameters based on the target back pressure information to determine the target vehicle combustion control parameters includes: Obtain actual back pressure information; The target valve opening corresponding to the actual back pressure information and the target back pressure information is calculated using a back pressure control algorithm. Based on the target valve opening, at least one of the corresponding vehicle combustion control parameters, namely air-fuel ratio, ignition advance angle, turbocharger control, fuel injection, and idle speed, is adjusted to obtain the target vehicle combustion control parameters.

[0012] In one embodiment, the step of calculating the target valve opening corresponding to the actual back pressure information and the target back pressure information using a back pressure control algorithm includes: Obtain information on the range of fine-tuning parameters; Based on the fine-tuning parameter range information, the proportional coefficient, integral coefficient, and derivative coefficient of the back pressure control algorithm are fine-tuned to determine the correction parameters; The target valve opening is calculated based on the correction parameters, the actual back pressure information, and the target back pressure information.

[0013] Furthermore, to achieve the above objectives, this application also proposes an intelligent back pressure control device for automobiles, the intelligent back pressure control device comprising: The acquisition module is used to acquire engine operating parameters, exhaust system parameters, turbocharger parameters, throttle opening parameters, and extreme environment parameters; The processing module is used to correct the corresponding target back pressure based on the engine operating parameters, the exhaust system parameters, the turbocharger parameters, the throttle opening parameters, and the extreme environment parameters, and to determine the target back pressure information. The processing module is also used to adjust at least one of the air-fuel ratio parameter, ignition advance angle parameter, turbocharger control parameter, fuel injection parameter and idle speed parameter in the corresponding vehicle combustion control parameters based on the target back pressure information, so as to determine the target vehicle combustion control parameters; The execution module is used to control the normal driving of the vehicle based on the target vehicle combustion control parameters.

[0014] In addition, to achieve the above objectives, this application also proposes an intelligent back pressure control device for automobiles, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the intelligent back pressure control method for automobiles as described above.

[0015] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the intelligent back pressure control method for automobiles as described above.

[0016] One or more technical solutions proposed in this application have at least the following technical effects: This embodiment proposes an intelligent back pressure control method for automobiles, which acquires engine operating parameters, exhaust system parameters, turbocharger parameters, throttle opening parameters, and extreme environmental parameters; based on the engine operating parameters, exhaust system parameters, turbocharger parameters, throttle opening parameters, and extreme environmental parameters, the corresponding target back pressure is corrected to determine the target back pressure information; based on the target back pressure information, at least one of the corresponding vehicle combustion control parameters—air-fuel ratio parameter, ignition advance angle parameter, turbocharger control parameter, fuel injection parameter, and idle speed parameter—is adjusted to determine the target vehicle combustion control parameters; and the vehicle is controlled to drive normally based on the target vehicle combustion control parameters. This application dynamically corrects the target back pressure by acquiring engine operating parameters, exhaust system parameters, turbocharger parameters, throttle opening parameters, and extreme environmental parameters in real time. This allows for coordinated adjustment of the air-fuel ratio, ignition advance angle, turbo control, fuel injection strategy, and idle speed, enabling precise vehicle control under various operating conditions. The system can autonomously adapt to back pressure and combustion state across the entire operating range, significantly improving power response and fuel economy. It also simultaneously optimizes operational stability and emission performance under extreme environments such as low-temperature start-up, high altitude, high temperature, and high humidity, enhancing the system's fault adaptability and control precision. Attached Figure Description

[0017] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0018] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a diagram showing the hardware and control signal flow of the intelligent back pressure control method system for automobiles in this application; Figure 2 This is a flowchart illustrating an embodiment of the intelligent back pressure control method for automobiles in this application. Figure 3 This is the logic diagram for sensing operating parameters of the intelligent back pressure control method for automobiles in this application; Figure 4 This is the target back pressure calculation logic diagram for the intelligent back pressure control method for automobiles in this application; Figure 5 This is a flowchart of the back pressure PID closed-loop control method for the intelligent back pressure control method for automobiles in this application; Figure 6 This is a logic diagram of the collaborative correction of engine parameters in the intelligent back pressure control method for automobiles in this application; Figure 7 This is a flowchart illustrating Embodiment 2 of the intelligent back pressure control method for automobiles in this application. Figure 8 This is a schematic diagram of the module structure of the intelligent back pressure control device for automobiles according to an embodiment of this application; Figure 9 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the intelligent back pressure control method for automobiles in the embodiments of this application.

[0020] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0021] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0022] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0023] The main solution of this application embodiment is as follows: acquiring engine operating parameters, exhaust system parameters, turbocharger parameters, throttle opening parameters, and extreme environment parameters; correcting the corresponding target back pressure based on the engine operating parameters, exhaust system parameters, turbocharger parameters, throttle opening parameters, and extreme environment parameters to determine target back pressure information; adjusting at least one of the corresponding vehicle combustion control parameters—air-fuel ratio parameter, ignition advance angle parameter, turbocharger control parameter, fuel injection parameter, and idle speed parameter—based on the target back pressure information to determine target vehicle combustion control parameters; and controlling the vehicle to drive normally based on the target vehicle combustion control parameters.

[0024] In this embodiment, for ease of description, the following description will focus on the intelligent control device for recognizing automotive back pressure.

[0025] Because the back pressure of such systems in the existing technology can only passively fluctuate with the engine exhaust flow, and the local exhaust back pressure at the muffler inlet also passively changes with the resistance of the entire link, it cannot actively adapt and adjust according to complex operating conditions, and lacks fault response capabilities. The problems are more prominent under extreme operating conditions. Fixed back pressure cannot be actively adjusted according to operating conditions such as low torque, high speed, and extreme environment, resulting in low speed torque loss, high speed exhaust resistance, slow warm-up under extreme environment, excessive emissions, and component thermal overload. Moreover, low speed requires higher back pressure to drive the turbocharger, and high speed requires lower back pressure to reduce resistance. Fixed back pressure will aggravate turbo lag and power loss. At the same time, it lacks coordination calibration with ECU parameters, lacks sensor fault diagnosis and redundant control mechanisms, and is prone to control disorder and even safety hazards under extreme operating conditions.

[0026] This application provides a solution, such as Figure 1 As shown, Figure 1 This is a hardware and control signal flow diagram of the automotive back pressure intelligent control method system of this application. The hardware architecture of the automotive back pressure intelligent control system can be composed of multiple collaborative modules. The sensor module integrates sensors for engine speed, throttle position, coolant temperature, exhaust back pressure (located at the muffler inlet), exhaust temperature, turbo pressure (turbocharger-specific), ambient temperature (-40℃~85℃, ±0.5℃), atmospheric pressure (50kPa~110kPa, ±0.2kPa), and humidity (0%~100%RH, ±2%RH). All sensors meet ±1% sampling accuracy, ≥10Hz frequency, and IP67 protection rating, adapting to high humidity and extremely cold environments. The control unit, as an ECU extension module, integrates signal acquisition, fault diagnosis, data preprocessing, operating condition identification (including extreme condition judgment), target back pressure calculation (including extreme correction), redundant control, PID adjustment, and parameter coordination. It supports multi-threaded parallel processing, with a response latency ≤10ms and an operating temperature range of -40℃~85℃. The actuator uses a muffler bypass electronic valve. It can achieve stepless adjustment from 0-100% (accuracy ±2%, response ≤50ms). The valve body is made of high temperature resistant (≥800℃) and low temperature resistant (≤-40℃) materials. The sealing structure is optimized to cope with high humidity environment and is equipped with valve position feedback sensor (error ≤1%, IP67 protection). The auxiliary modules include a fault alarm module connected to the instrument panel (real-time prompt) and a data storage module with low temperature resistance (can record fault codes, operating parameters and control logs, storage period ≥1 year, normal operation at -40℃). Together, they ensure the reliable operation and status traceability of the system in all weather and extreme environments. In addition, the automotive back pressure intelligent control hardware system includes ambient temperature, atmospheric pressure and humidity sensors for extreme operating condition identification. The actuator adopts high and low temperature and high humidity resistant materials and sealing structure. The control unit integrates sub-modules for handling all types of extreme operating conditions. The end-to-end signal transmission is stable and reliable, supporting long-term operation in harsh conditions (-40℃~85℃ ambient temperature, 50kPa~110kPa atmospheric pressure, 0%~100%RH humidity).

[0027] As can be seen from the above embodiments, this application dynamically corrects the target back pressure by acquiring engine operating parameters, exhaust system parameters, turbocharger parameters, throttle opening parameters, and extreme environment parameters in real time. This allows for coordinated adjustment of the air-fuel ratio, ignition advance angle, turbo control, fuel injection strategy, and idle speed, enabling precise vehicle control under various operating conditions. The system can autonomously adapt to back pressure and combustion state across the entire operating range, significantly improving power response and fuel economy. It also simultaneously optimizes operational stability and emission performance under extreme environments such as low-temperature start-up, high altitude, high temperature, and high humidity, enhancing the system's fault adaptability and control precision.

[0028] Based on this, embodiments of this application provide an intelligent back pressure control method for automobiles, referring to... Figure 2 , Figure 2 This is a flowchart illustrating the first embodiment of the intelligent back pressure control method for automobiles according to this application.

[0029] In this embodiment, the intelligent back pressure control method for automobiles includes steps S10 to S40: Step S10: Obtain engine operating parameters, exhaust system parameters, turbocharger parameters, throttle opening parameters, and extreme environment parameters; It should be noted that the engine operating parameters are the core variables of the engine's instantaneous working state and thermal state, the exhaust system parameters are the measured values ​​directly related to the exhaust airflow and exhaust system state, the turbocharger parameters are the intake pressure at the front end of the turbocharger, the throttle opening parameters are the absolute opening position of the throttle and the corresponding rate of change, and the extreme environment parameters are the parameters corresponding to the external natural environmental conditions in which the vehicle is located.

[0030] In a specific embodiment, operating parameters can be collected in real time using existing vehicle sensors and newly added ambient temperature, atmospheric pressure, and humidity sensors, simultaneously performing fault diagnosis and extreme condition identification. The sampling frequency is ≥10Hz. Engine operating parameters may include engine speed n, throttle opening θ, and coolant temperature T_coolant. Engine speed characterizes power output demand and mechanical load; throttle opening characterizes the driver's immediate power demand and engine load; and coolant temperature characterizes the engine's warm-up state, distinguishing between cold start, warm-up, and normal operation. Exhaust system parameters may include exhaust back pressure P_exh and exhaust temperature T_exh. Exhaust back pressure characterizes the local exhaust pressure at the muffler inlet, a target physical quantity directly regulated and acted upon by the control system; and exhaust temperature characterizes the thermal energy state of the exhaust gas after combustion. Turbocharging parameters may include turbine front-end pressure P_turbo, characterizing the turbine's working intensity, boost effect, and the presence of overpressure risk, thereby enabling... The back pressure adjustment takes into account both the drive and protection requirements of the turbine. For example, the drive requirement may be that a certain back pressure is needed to drive the turbine at low speeds, while the protection requirement may be to prevent high back pressure from exacerbating the pressure buildup at the turbine end, thus achieving coordinated optimization between the turbine system and the exhaust back pressure. The throttle opening parameter can be the throttle opening change rate dθ / dt, which characterizes the driver's operating intention and the transient characteristics of the operating conditions, such as rapid acceleration and coasting with the throttle released. This allows for the prediction of upcoming engine load changes and the forward-looking fine-tuning of the target back pressure to optimize power response speed or improve fuel economy. The extreme environmental parameters may include ambient temperature T_amb, atmospheric pressure P_amb, and relative humidity RH. Ambient temperature is used to determine high-temperature or low-temperature extreme cold operating conditions, atmospheric pressure is used to determine high-altitude operating conditions, and relative humidity is used to determine high-humidity operating conditions. Subsequently, corresponding special correction rules will be activated to compensate for or counteract the adverse effects of extreme environments on engine intake, combustion, heat dissipation, and sensor operation, ensuring the all-weather adaptability of the control strategy.

[0031] Step S20: Based on the engine operating parameters, the exhaust system parameters, the turbocharger parameters, the throttle opening parameters, and the extreme environment parameters, the corresponding target back pressure is corrected to determine the target back pressure information; It should be noted that the target back pressure information is the ideal back pressure value for precisely controlling the muffler bypass valve, representing the most suitable exhaust back pressure level at the muffler inlet under multiple constraints such as power demand, fuel economy, emission control, and component protection.

[0032] In a specific embodiment, such as Figure 3 As shown, Figure 3This is the logic diagram for sensing operating condition parameters of the intelligent back pressure control method for automobiles in this application. The sensor layer includes a humidity sensor to collect extreme humidity parameters, and the control unit layer completes the extreme operating condition identification logic, covering low temperature and extreme cold, high humidity types. Under normal operating conditions, the data is preprocessed, redundant data is called up under fault conditions, and special corrections are superimposed under extreme operating conditions to ensure the continuity, reliability and adaptability of operating condition identification to all extreme environments. The system determines the corresponding extreme operating condition information based on the aforementioned extreme environmental parameters. Specifically, the system defines extreme operating conditions based on continuously monitored environmental parameters and sets clear judgment thresholds and duration conditions. For example, when the ambient temperature T_amb remains above 40°C for more than 5 minutes, it is determined to be a high-temperature operating condition; when the atmospheric pressure P_amb remains above 60 kPa for more than 5 minutes (approximately corresponding to an altitude of 4500 meters), it is determined to be a high-altitude operating condition; when the ambient temperature remains below -30°C for more than 5 minutes, it is determined to be a low-temperature extreme cold operating condition; and when the relative humidity RH remains above 90% for more than 5 minutes, it is determined to be a high-humidity operating condition. Furthermore, if any two or more of the above conditions are simultaneously met, the system identifies it as a composite extreme operating condition and activates a corresponding superposition correction strategy. Extreme operating condition information is obtained based on the high-temperature operating condition information, the high-altitude operating condition information, the low-temperature extreme cold operating condition information, the high-humidity operating condition information, and the composite extreme operating condition information. The corresponding fault operating condition information is then determined based on the engine operating parameters, exhaust system parameters, turbocharger parameters, and extreme environmental parameters. The system employs a hierarchical fault diagnosis logic to monitor and classify sensor anomalies in real time. Fault determination conditions can include signal out-of-range, signal abrupt change, and signal loss. Signal out-of-range means the monitored value exceeds a reasonable physical range, such as exhaust back pressure P_exh < 0 or P_exh > 50 kPa, coolant temperature T_coolant < -40 or T_coolant > 130℃, etc. Signal abrupt change is a non-physical drastic change in value within a very short time, such as engine speed n > 1000 r / min. Signal loss means that no valid data is obtained for three consecutive sampling cycles. Based on the degree of fault impact, the system can divide faults into two levels. Level 1 faults are critical sensor faults, such as speed and exhaust back pressure sensors, atmospheric pressure sensors under high-altitude conditions, and ambient temperature sensors under high-temperature / low-temperature extreme cold conditions. Their failure will directly affect the back pressure control main logic. Level 2 faults are auxiliary sensor faults, such as exhaust temperature, turbine pressure, and humidity sensors. Their failure mainly affects local correction logic, and the system can maintain core control functions through redundancy strategies.

[0033] Based on the extreme operating condition information and the fault operating condition information, the extreme operating condition corrected back pressure and fault operating condition corrected back pressure corresponding to the engine operating parameters, the exhaust system parameters, the turbocharger parameters, the throttle opening parameters, and the extreme environmental parameters are corrected to obtain the target back pressure information, i.e., as shown below. Figure 4As shown, Figure 4 This is the target back pressure calculation logic diagram of the intelligent back pressure control method for automobiles in this application. The diagram includes branches for judging and specifically correcting extreme conditions such as low temperature extreme cold, high humidity, and combined extreme conditions. Back pressure is calculated for normal and extreme conditions using a logic of basic mapping, dynamic correction, and extreme adaptation. For faults and extreme conditions, corresponding extreme adjustments are superimposed in the redundancy strategy to ensure the safety, continuity, and adaptability of the target back pressure output to all extreme environments. Therefore, the system's target back pressure calculation adopts a hierarchical architecture, using a basic mapping table as a reference, superimposing dynamic real-time correction factors, and performing specific compensation for identified extreme conditions, collectively forming the core algorithm. If the system diagnoses a fault, this algorithm path will be bypassed, directly triggering the corresponding redundancy safety strategy. The basic mapping table can be represented as follows:

[0034] The dynamic correction of the target back pressure is based on correction factors with clear priorities, performed sequentially. The order is: turbo protection takes precedence over temperature protection, temperature protection takes precedence over dynamic operating condition adaptation, dynamic operating condition adaptation takes precedence over fuel quality adaptation, and humidity adaptation is performed last. For example, when the turbo pressure P_turbo exceeds 180 kPa, turbo protection correction is initiated, reducing the back pressure according to the formula P_corr1 = P_base - min[(P_turbo - 180) × 0.1, 3 kPa] to prevent turbo overload. Exhaust temperature protection correction is then performed; if the exhaust temperature T_exh is higher than 620℃, then P_corr2 = P_corr1 - (2~3) kPa to enhance heat dissipation; if it is lower than 250℃, then P_corr2 = P_corr1 + (1~2) kPa. Pa is used to facilitate engine warm-up. Based on dynamic operating condition adaptation, when the throttle opening change rate dθ / dt>10% / s, i.e. during rapid acceleration, P_corr3=P_corr2-(1~2)kPa is used to improve responsiveness. Under the condition of small opening and high speed (θ<5% and n>2500r / min), P_corr3=P_corr2+(2~3)kPa is used to optimize cruise stability. Then, optional fuel quality correction is performed. If low-grade fuel is used, P_corr4=P_corr3-(1~2)kPa is used. Then, humidity base correction is performed. When the relative humidity RH≥80%, P_corr4=P_corr3+(0.5~1)kPa is used to accelerate the exhaust flow rate by moderately increasing the back pressure, thereby reducing water vapor retention and its impact on the system.

[0035] After obtaining P_corr4 through dynamic correction, the system further applies specific corrections based on the identified extreme operating conditions. Each condition has a clear optimization objective, directional logic, and safety boundary. For high-temperature conditions (T_amb≥40℃), the core focus is on reducing exhaust temperature and avoiding thermal overload. This is achieved by reducing P_corr4 by 3-5 kPa to increase exhaust flow and accelerate heat dissipation, while limiting the result to no less than 5 kPa to prevent low-end torque loss. For high-altitude conditions (P_amb≤60 kPa), the system compensates for the decrease in exhaust efficiency caused by low air pressure. For turbocharged vehicles, P_corr4 is increased by 2-4 kPa to enhance turbo drive power, while for naturally aspirated vehicles it is increased by 1-2 kPa to optimize airflow organization, while limiting the result to no more than 30 kPa. For extremely cold conditions (T_amb≤-30℃), the focus is on accelerating warm-up and ensuring low-end torque. During the warm-up phase (T_coo... For temperatures ≤ 60℃, P_corr4 is increased by 4-6 kPa to utilize exhaust waste heat. After warm-up, a moderate increment of 1-2 kPa is maintained, with an upper limit of 35 kPa. In high humidity conditions (RH ≥ 90%), to reduce the impact of water vapor, the back pressure is increased by 1-2 kPa at low and medium loads to accelerate the flow rate, and increased by 0.5-1 kPa at high loads for balance, with its value limited to no more than 32 kPa. For combined extreme conditions, the system executes the correction logic of the corresponding single condition in priority order. For example, when low temperature and high humidity are combined: P_corr5 = (P_corr4 + low temperature correction value) + high humidity correction value. The back pressure value P_corr5 after all corrections will be constrained within the preset safety window, and the output is the final target back pressure: P_target = max(5 kPa, min(P_corr5, 35 kPa)).

[0036] In fault conditions, the system can activate corresponding redundant control strategies based on the diagnosed fault level. For a level 1 fault (critical sensor), if the speed sensor fails, it will use crankshaft position sensor data to estimate the speed and fix the target back pressure at 15 kPa (corresponding to the baseline value under medium operating conditions). Specific adjustments will be made when extreme operating conditions are identified (14 kPa for high temperatures, 17 kPa for high altitudes, 18 kPa for extremely cold temperatures, and 16 kPa for high humidity). If the exhaust back pressure sensor fails, it will output a preset back pressure based on the "speed-throttle opening" mapping table, and similarly, compensate for the preset values ​​of each gear according to extreme operating conditions (a uniform reduction of 3 kPa at high temperatures, and turbocharging at high altitudes). The system increases the back pressure by 2 kPa for vehicle models, 3 kPa for extremely cold conditions, and 1.5 kPa for high humidity conditions. If the ambient temperature sensor fails under extremely cold or high temperature conditions, in addition to setting a fixed back pressure according to the conventional fault settings, the maximum power limit of the engine will be further tightened to 70% of the rated power to reduce the risk caused by the lack of temperature information. For secondary faults (auxiliary sensors), the system will disable the correction item corresponding to the faulty sensor (e.g., temperature correction will be disabled if the exhaust temperature sensor fails, and the target back pressure will be calculated according to P_corr3). However, when the relevant extreme conditions are identified, a fixed correction will be forcibly added (e.g., -3 kPa under high temperature and +2 kPa under extremely cold conditions) to ensure basic environmental adaptability. Once the redundancy strategy is triggered, the system will simultaneously illuminate the instrument panel fault light and the corresponding extreme condition indicator light, record the fault code and condition label, and perform power limit management (normal fault power limit ≤ 80% of rated power, extreme condition power limit ≤ 70% when a fault is added), thereby avoiding overload of the power unit while ensuring the safe operation of the system.

[0037] Step S30: Based on the target back pressure information, at least one of the air-fuel ratio parameter, ignition advance angle parameter, turbocharger control parameter, fuel injection parameter and idle speed parameter in the corresponding vehicle combustion control parameters is adjusted to determine the target vehicle combustion control parameters; It should be noted that the target vehicle combustion control parameters are a set of core engine execution parameters calculated and output by the control system to achieve the optimal combustion state that matches the target back pressure.

[0038] In a specific embodiment, actual back pressure information is obtained; a back pressure control algorithm is used to calculate the target valve opening corresponding to the actual back pressure information and the target back pressure information; based on the target valve opening, at least one of the corresponding vehicle combustion control parameters—air-fuel ratio parameter, ignition advance angle parameter, turbocharger control parameter, fuel injection parameter, and idle speed parameter—is adjusted to obtain the target vehicle combustion control parameters, i.e., as shown below. Figure 5 As shown, Figure 5This is a flowchart of the back pressure PID closed-loop control method for intelligent back pressure control of automobiles according to this application. The system uses the target back pressure... As input, the fault diagnosis module first checks whether the valve position feedback sensor is functioning correctly. If the feedback is faulty, the fault control process is initiated, directly based on... The system calls a preset fixed valve opening and adjusts it compensatorily based on identified extreme operating conditions (e.g., increasing by 10% at high temperatures and decreasing by 10% at extremely low temperatures) to drive the electronic valve. Then, during normal control, the system checks if the current valve opening matches the target value: if it does, the current valve opening is maintained; if not, the actual back pressure is collected. And calculate the back pressure deviation. If the absolute value of the deviation The system maintains the current valve opening; if If the system encounters an extreme condition (high temperature, high altitude, extremely low temperature, or high humidity), the PID control algorithm is activated. Before calculating the PID, the system determines the current operating condition based on real-time monitored extreme environmental parameters: if the condition is extreme (high temperature, high altitude, extremely low temperature, or high humidity), the PID parameters pre-calibrated for that condition are used; otherwise, the standard PID parameters are used. The PID parameters include the proportional gain. Integral coefficient With differential coefficients The target valve opening is calculated based on the set proportional gain Kp, integral gain Ki, and derivative gain Kd coefficients. To improve control stability under different extreme environments, the PID parameters are dynamically fine-tuned. Under high-temperature conditions, the proportional gain is appropriately increased (Kp=1.1~1.3) to accelerate the response. Under high-altitude conditions, the integral action is increased (Ki=0.2~0.3) to eliminate steady-state deviation. Under extremely cold conditions, the proportional and derivative actions are reduced (Kp=0.8~1.0, Kd=0.03~0.06) and the integral action is increased (Ki=0.3~0.4) to avoid frequent valve actuation interfering with warm-up and to compensate for low-temperature characteristics. Under high-humidity conditions, the parameters balance response and anti-interference (Kp=1.0~1.2, Ki=0.15~0.25, Kd=0.07~0.10). The system is based on the selected PID parameters and deviation. The system calculates the adjustment amount, outputs the target valve opening, and drives the electronic valve to operate. A valve position feedback sensor collects the actual opening in real time, forming a closed loop to achieve precise correction of the valve opening, thereby controlling the actual back pressure. Rapidly and stably track target back pressure This process ensures the stability, accuracy, and operational safety of the system's back pressure regulation under all extreme environments by using adaptive PID parameter adjustment under operating conditions and fixed opening redundancy control under fault conditions.

[0039] In one feasible implementation, step S30 may include steps A11 to A13: Step A11: Obtain actual back pressure information; It should be noted that the actual back pressure information is the instantaneous real physical value of the exhaust pressure at that location, which is measured and fed back in real time by an exhaust back pressure sensor installed at the muffler inlet.

[0040] It is understood that the actual back pressure information can characterize the actual unobstructed state and airflow resistance of the current exhaust system. By comparing it with the target back pressure information in real time, the control deviation can be calculated, thereby driving the actuator to act and forming a closed-loop regulation.

[0041] Step A12: Calculate the target valve opening corresponding to the actual back pressure information and the target back pressure information using a back pressure control algorithm; It should be noted that the target valve opening is the theoretical opening command value expected to be achieved by driving the bypass electronic valve of the muffler, which is calculated by the PID algorithm based on the real-time deviation between the target back pressure and the actual back pressure.

[0042] In one feasible implementation, step A12 may include steps B11-B13: Step B11: Obtain the range information of the fine-tuning parameters; It should be noted that the fine-tuning parameter range information is a set of preset allowable boundary values ​​for the proportional coefficient Kp, integral coefficient Ki, and derivative coefficient Kd to be dynamically adjusted based on the reference values ​​for different control modes.

[0043] It is understood that the fine-tuning parameter range information is a calibrated adjustment range set for Kp, Ki, and Kd respectively under high temperature, high altitude, low temperature, extreme cold, and high humidity conditions to optimize the response speed, steady-state accuracy, and anti-interference capability of the control system. Based on the real-time identified operating conditions, the corresponding parameter range is called from this information, and the internal coefficients of the PID controller are fine-tuned in real time. Thus, without changing the core algorithm structure, the back pressure closed-loop control system can better adapt to the dynamic characteristics and control requirements of different environments.

[0044] Step B12: Fine-tune the proportional coefficient, integral coefficient, and derivative coefficient of the back pressure control algorithm according to the fine-tuning parameter range information to determine the correction parameters; It should be noted that the correction parameters are the optimal coefficient values ​​obtained by the system in real time after adjusting the basic proportional coefficient (Kp), integral coefficient (Ki), and derivative coefficient (Kd) in the PID control algorithm based on the real-time operating condition identification results and the preset fine-tuning parameter range information, for the current control cycle.

[0045] Step B13: Calculate the corresponding target valve opening based on the correction parameters, the actual back pressure information, and the target back pressure information.

[0046] It is understood that the target valve opening is precisely controlled by adjusting the valve opening to control the exhaust flow through the bypass channel, so that the actual back pressure at the muffler inlet quickly and stably approaches the target value. When the valve position feedback sensor fails, the system will also replace it with a preset fixed opening value according to the redundancy strategy.

[0047] Step A13: Adjust at least one of the air-fuel ratio parameter, ignition advance angle parameter, turbocharger control parameter, fuel injection parameter, and idle speed parameter in the corresponding vehicle combustion control parameters according to the target valve opening to obtain the target vehicle combustion control parameters.

[0048] It is understood that the target vehicle combustion control parameters are based on the real-time determined target back pressure information, and the control variables of the engine electronic control unit are adjusted in a coordinated manner. These parameters include at least one or more of the following: air-fuel ratio, ignition advance angle, turbocharger control parameters, fuel injection parameters, and idle speed. When the system is fault-free, dynamic optimization is performed based on the expected impact of back pressure changes on combustion. When a sensor failure triggers a redundancy strategy or the system is in extreme conditions such as high temperature or high altitude, corresponding adjustments are made in accordance with preset safety rules and special adaptation logic.

[0049] Step S40: Control the vehicle to drive normally based on the target vehicle combustion control parameters.

[0050] Understandably, the target vehicle's combustion control parameters can be sent in real time to the vehicle's engine electronic control unit and its associated actuators, such as fuel injectors, ignition coils, turbocharger wastegate valves, and idle air control valves. The ECU then uses these parameters to precisely adjust the engine's air-fuel ratio, ignition timing, boost pressure, injection strategy, and idle speed, translating theoretical optimization settings into actual physical control actions. This ensures that the engine's combustion process is optimally matched with the intelligently adjusted exhaust back pressure, thereby ensuring that the vehicle achieves optimization in power output, fuel economy, emissions levels, and operational stability under various operating conditions, resulting in safe, efficient, and stable driving.

[0051] In a specific embodiment, such as Figure 6 As shown, Figure 6This application presents a logic diagram for the collaborative correction of engine parameters in the intelligent back pressure control method for automobiles. The diagram includes specialized adaptation branches for low-temperature extreme cold, high humidity, and combined extreme conditions. This improves parameter adjustment across all extreme environments under fault conditions, ensuring stable combustion and preventing performance degradation and component damage under faults and extreme conditions. To match the in-cylinder combustion state affected by back pressure changes (i.e., changes caused by fault redundancy or extreme corrections), the system needs to synchronously and collaboratively correct the core control parameters of the ECU. Under normal operating conditions, the air-fuel ratio (A / F) is adjusted according to the back pressure level. When the back pressure is high, it is adjusted from the theoretical value of 14.7 to 13.5-14.0 (rich); when the back pressure is low, it is adjusted to 15.0-15.5 (lean). The ignition advance angle (IG) is advanced by 2-3°CA when the back pressure is high and delayed by 1-2°CA when the back pressure is low. For turbocharger control, the minimum turbo engagement speed is reduced by 200 rpm when the back pressure is high and the turbo pressure limit is reduced by 20 kPa when the back pressure is low. In addition, a "pre-injection + main injection" strategy is set up specifically for cold start (T_coolant<0℃) and the idle speed is increased from 800 to 1200 rpm. Under extreme conditions, the system performs special adaptation on the basis of normal correction. Under high temperature conditions, the air-fuel ratio is enriched by an additional 0.3-0.5, the ignition angle is delayed by an additional 1-2°CA, the turbo pressure limit is reduced by an additional 15 kPa, and the idle speed is increased by 100-200 rpm. Under high-altitude conditions, the air-fuel ratio is enriched by an additional 0.5-0.8, the ignition angle is advanced by an additional 1-1.5°CA, the minimum turbocharger engagement speed is reduced by an additional 150 rpm, and the pressure limit is increased by 10 kPa. A multi-pre-injection strategy is adopted, i.e., 2-3 times, each accounting for 5-8% of the total. Under extremely cold conditions, the air-fuel ratio is enriched by an additional 0.8-1.2 to compensate for poor atomization, the ignition angle is advanced by an additional 2-3°CA to improve efficiency, the turbocharger engagement speed is reduced by an additional 200 rpm, and the pressure limit is reduced by an additional 10 kPa to reduce the load. A multi-pre-injection and post-injection strategy is adopted, i.e., 3-4 pre-injections, each 3-5%; and post-injection 5-7% to improve atomization and utilize waste heat. The idle speed is increased by an additional 200-300 rpm to accelerate warm-up. Under high humidity conditions, the air-fuel ratio is enriched by an additional 0.2-0.4 to counteract mixture dilution, the ignition angle is advanced by an additional 0.5-1°CA to stabilize combustion, the turbocharger engagement speed is reduced by an additional 50 rpm, the injection duration is extended by 5-8%, and the idle speed is increased by 50-100 rpm to accelerate airflow and reduce water vapor retention. For compound extreme conditions, the system executes the above correction rules for a single condition in combination according to preset priorities, such as low temperature > high temperature > high altitude > high humidity.In fault conditions, if a Level 1 fault occurs, the system will fix the air-fuel ratio and ignition angle to specific safe values, such as 14.5 and 10°CA respectively under normal fault conditions, and adjust them according to extreme conditions, and disable turbo correction. If a Level 2 fault occurs, normal correction and corresponding extreme adaptation rules will still be executed, and only correction items directly related to the faulty sensor will be blocked.

[0052] This embodiment uses a 1.5T turbocharged engine (equipped in a mid-size SUV) with a rated power of 132kW, a maximum torque of 275N·m, and a maximum speed of 6000r / min as the implementation object. The implementation strictly follows the logical framework established above. The base back pressure, PID parameters, and coordination parameter corrections under normal operating conditions are calibrated according to predetermined rules. Specific calibrations are performed for extreme operating conditions. For example, in extremely cold conditions at -40℃, the system sets the back pressure correction value before warm-up to +5kPa and after warm-up to +1.5kPa. The PID parameters are adjusted to Kp=0.9, Ki=0.35, and Kd=0.05. Coordination adaptation of ECU parameters is also performed, including enriching the air-fuel ratio by 1.0, advancing the ignition angle by 3°CA, reducing the turbo engagement speed by 200r / min, adopting a three-stage pre-injection and post-injection strategy, and adjusting the idle speed. The back pressure is increased to 1100 rpm. Under high humidity conditions with RH=95%, the back pressure is increased by 1.5 kPa at low and medium loads and by 0.8 kPa at high loads. Correspondingly, PID parameters and fuel injection control strategies are adjusted. For compound extreme conditions (-40℃ and RH=95%), the system superimposes the above correction rules according to priority. At this time, in extremely cold environments, the back pressure increase and ECU parameters work together to completely solve the core pain points of traditional solutions, such as difficulty in starting, slow warm-up, and insufficient low torque. Under high altitude and low air pressure conditions, the targeted increase in back pressure and the optimization of turbo control significantly shorten turbo lag, and the power response is close to that of plain conditions. When the sensor fails, the redundant back pressure strategy and power limiting mechanism adapted to extreme conditions effectively avoid the problems of sudden power drop and emission exceedance, significantly improving driving stability and system safety.

[0053] This embodiment can also use a 2.0L naturally aspirated engine (equipped in a compact car) with a rated power of 110kW, a maximum torque of 192N·m, and a maximum speed of 6500r / min as the implementation object. Its implementation strictly follows the general framework. The conventional operating parameters (base back pressure, PID parameters, and collaborative correction) are calibrated according to the established rules, and special calibration is performed for extreme operating conditions. For example, in the extremely cold operating condition (-40℃), the back pressure correction before warm-up is set to +4.5kPa and after warm-up to +1kPa. The PID parameters are adjusted to Kp=0.85, Ki=0.32, and Kd=0.04. The collaborative adaptation of ECU parameters includes enriching the air-fuel ratio by 0.9, advancing the ignition advance angle by 2.8°CA, adopting a fuel injection strategy of three pre-injection and post-injection, and increasing the idle speed to 1050rpm. Under high humidity conditions (RH=95%), the back pressure is increased by 1.2 kPa at low and medium loads and by 0.6 kPa at high loads, with corresponding adjustments to PID parameters and fuel injection strategies. For combined extreme conditions (-40℃ and RH=95%), the system performs corresponding corrections according to rules. In this case, under high altitude and low air pressure conditions, the exhaust airflow is optimized by moderately increasing the back pressure, significantly improving climbing ability. Under extremely cold conditions, the back pressure increase and fuel injection strategy work together to effectively shorten warm-up time and reduce emissions. In high humidity environments, targeted back pressure fine-tuning accelerates the exhaust flow rate, thereby reducing the interference of water vapor on combustion.

[0054] This embodiment proposes an intelligent back pressure control method for automobiles, which acquires engine operating parameters, exhaust system parameters, turbocharger parameters, throttle opening parameters, and extreme environmental parameters; based on the engine operating parameters, exhaust system parameters, turbocharger parameters, throttle opening parameters, and extreme environmental parameters, the corresponding target back pressure is corrected to determine the target back pressure information; based on the target back pressure information, at least one of the corresponding vehicle combustion control parameters—air-fuel ratio parameter, ignition advance angle parameter, turbocharger control parameter, fuel injection parameter, and idle speed parameter—is adjusted to determine the target vehicle combustion control parameters; and the vehicle is controlled to drive normally based on the target vehicle combustion control parameters. This application solves the technical problem of how to more effectively control vehicle back pressure. Compared with existing technologies, this application dynamically corrects the target back pressure by acquiring engine operating parameters, exhaust system parameters, turbocharger parameters, throttle opening parameters, and extreme environmental parameters in real time. This allows for coordinated adjustment of the air-fuel ratio, ignition advance angle, turbo control, fuel injection strategy, and idle speed, enabling precise vehicle control under various operating conditions. It can autonomously adapt to back pressure and combustion state across the entire operating range, significantly improving power response and fuel economy. Simultaneously, it optimizes operational stability and emission performance under extreme environments such as low-temperature start-up, high altitude, high temperature, and high humidity, enhancing the system's fault adaptability and control precision.

[0055] Based on the first embodiment of this application, in the second embodiment of this application, the same or similar content as the first embodiment described above can be referred to the above description, and will not be repeated hereafter.

[0056] In this embodiment, refer to Figure 7 , Figure 7 This is a flowchart illustrating Embodiment 2 of the intelligent back pressure control method for automobiles in this application. Step S20 specifically includes steps S21 to S23: Step S21: Determine the corresponding extreme operating condition information based on the extreme environmental parameters; It should be noted that the extreme operating condition information is an operating condition label generated after real-time identification and classification of the type of harsh external environment in which the vehicle is located.

[0057] In a specific embodiment, duration information is acquired; based on the extreme environmental parameters, at least one extreme working condition, including high-temperature working condition, high-altitude working condition, low-temperature extreme cold working condition, and high-humidity working condition, is identified to determine high-temperature working condition information, high-altitude working condition information, low-temperature extreme cold working condition information, and high-humidity working condition information; composite extreme working conditions satisfying any two of the high-temperature working condition information, high-altitude working condition information, low-temperature extreme cold working condition information, and high-humidity working condition information are identified to obtain composite extreme working condition information; extreme working condition information is obtained based on the high-temperature working condition information, high-altitude working condition information, low-temperature extreme cold working condition information, high-humidity working condition information, and composite extreme working condition information. That is, the system defines extreme working conditions based on continuously monitored environmental parameters and sets clear... The system determines the threshold and duration conditions. For example, if the ambient temperature T_amb remains above 40°C for more than 5 minutes, it is determined to be a high-temperature condition; if the atmospheric pressure P_amb remains above 60 kPa for more than 5 minutes (approximately corresponding to an altitude of 4500 meters), it is determined to be a high-altitude condition; if the ambient temperature remains below -30°C for more than 5 minutes, it is determined to be a low-temperature extreme cold condition; and if the relative humidity RH remains above 90% for more than 5 minutes, it is determined to be a high-humidity condition. Furthermore, if any two or more of the above conditions are met simultaneously, the system identifies it as a composite extreme condition and initiates a corresponding superposition correction strategy to obtain extreme condition information based on the high-temperature condition information, the high-altitude condition information, the low-temperature extreme cold condition information, the high-humidity condition information, and the composite extreme condition information.

[0058] In one feasible implementation, step S21 may include steps C11 to C14: Step C11: Obtain duration information; It should be noted that the duration information is the cumulative time data continuously collected to determine whether a specific working condition or state is met. That is, the actual duration for which parameters such as ambient temperature, atmospheric pressure, and humidity continuously meet or exceed preset thresholds. It can be calculated based on the real-time data stream of the system's internal timer and is used to distinguish between instantaneous fluctuations and stable states. For example, in extreme working condition identification, it is used to determine whether conditions such as ambient temperature ≥40℃ have been met for more than 5 minutes, thereby avoiding misjudgment caused by brief interference.

[0059] Step C12: Based on the extreme environmental parameters, identify at least one extreme working condition, such as high temperature working condition, high altitude working condition, low temperature and extreme cold working condition, and high humidity working condition, and determine the high temperature working condition information, high altitude working condition information, low temperature and extreme cold working condition information, and high humidity working condition information. It should be noted that the high-temperature operating condition information is an identifier generated when the ambient temperature is continuously not lower than 40°C for more than 5 minutes, indicating that the vehicle is in a specific operating condition that requires the activation of heat dissipation optimization and thermal protection strategies. The high-altitude operating condition information is an identifier generated when the atmospheric pressure is continuously not higher than 60 kPa for more than 5 minutes, which corresponds to an altitude of approximately 4500 meters, indicating that the vehicle is in a specific operating condition that requires compensation for the decrease in intake air density and optimization of exhaust efficiency. The high-altitude operating condition information is an identifier generated when the ambient temperature is continuously not higher than -30°C for more than 5 minutes, indicating that the vehicle is in a specific operating condition that requires focusing on warm-up acceleration, cold start optimization, and low-end torque maintenance. The high-humidity operating condition information is an identifier generated when the relative humidity is continuously not lower than 90% for more than 5 minutes, indicating that the vehicle is in a specific operating condition that requires dealing with moisture interference and optimizing airflow to prevent condensation.

[0060] Step C13: Identify the composite extreme working conditions that satisfy any two of the above-mentioned high-temperature working conditions, high-altitude working conditions, low-temperature extreme cold working conditions, and high-humidity working conditions to obtain composite extreme working condition information. It should be noted that the composite extreme working condition information is a higher-level environmental status identifier generated when the system simultaneously identifies that two or more single extreme working conditions are met. It can be executed or superimposed with the special correction logic corresponding to each single working condition according to the corresponding priority order.

[0061] Step C14: Obtain extreme working condition information based on the high temperature working condition information, the high altitude working condition information, the low temperature and extreme cold working condition information, the high humidity working condition information, and the composite extreme working condition information.

[0062] It is understood that the extreme operating condition information may include a single extreme operating condition type that is identified and activated, as well as a composite extreme operating condition composed of multiple single operating conditions. The single extreme operating condition type may be high temperature, high altitude, extreme low temperature, and high humidity, which are used for switching control strategies.

[0063] Step S22: Determine the corresponding fault condition information based on the engine operating parameters, exhaust system parameters, turbocharger parameters, and extreme environment parameters; It should be noted that the fault condition information refers to specific status information that identifies one or more sensors or components as malfunctioning.

[0064] It is understood that the fault condition information can characterize the occurrence of the fault and can be classified into levels, such as a first-level fault that directly affects the back pressure main line control, or a second-level fault that mainly affects the auxiliary correction, thereby associating it with specific fault sources, such as the speed sensor and the exhaust back pressure sensor, to ensure the safety of basic functions.

[0065] In a specific embodiment, the system employs a hierarchical fault diagnosis logic to monitor and classify sensor anomalies in real time. Fault determination conditions can include signal out-of-range, signal abrupt change, and signal loss. Signal out-of-range means that the monitored value exceeds the reasonable physical range, such as exhaust back pressure P_exh < 0 or P_exh > 50 kPa, coolant temperature T_coolant < -40 or T_coolant > 130℃, etc. Signal abrupt change is a non-physical drastic change in value within a very short time, such as engine speed n > 1000 r / min. Signal loss means that no valid data is obtained for three consecutive sampling cycles. Based on the degree of fault impact, the system can divide faults into two levels. Level 1 faults are critical sensor faults, such as speed and exhaust back pressure sensors, as well as atmospheric pressure sensors under high-altitude conditions and ambient temperature sensors under high-temperature / low-temperature extreme cold conditions. Their failure will directly affect the back pressure control main logic. Level 2 faults are auxiliary sensor faults, such as exhaust temperature, turbine pressure, and humidity sensors. Their failure mainly affects local correction logic, and the system can maintain core control functions through redundancy strategies.

[0066] Step S23: Based on the extreme operating condition information and the fault operating condition information, the extreme operating condition correction back pressure and fault operating condition correction back pressure corresponding to the engine operating parameters, the exhaust system parameters, the turbocharger parameters, the throttle opening parameters and the extreme environmental parameters are corrected to obtain the target back pressure information.

[0067] Understandably, the system can dynamically adapt to complex environments such as high temperature, high altitude, extreme low temperature and high humidity, actively compensate for the adverse effects of external conditions on exhaust efficiency and engine performance, thereby significantly improving the vehicle's power, economy and emission levels in harsh environments. Moreover, it can seamlessly switch to preset redundant safety strategies when key sensors fail, avoiding control disorder or loss of function, and ensuring basic driving safety and system reliability.

[0068] In a specific embodiment, a base back pressure under different engine operating conditions is determined based on the engine operating parameters; based on the base back pressure, the turbine pressure correction factor, exhaust temperature correction factor, vehicle throttle opening correction factor, fuel quality correction factor, and humidity base correction factor corresponding to the exhaust system parameters, turbocharger parameters, throttle opening parameters, and extreme environmental parameters are calculated to determine a set of correction factor parameters; the extreme operating condition back pressure under the extreme operating condition information is calculated according to the correction factor parameter set to determine the extreme operating condition corrected back pressure; the fault operating condition back pressure under the fault operating condition information is calculated according to the extreme operating condition corrected back pressure to obtain the fault operating condition corrected back pressure. The target back pressure is corrected by limiting the upper and lower limits of the extreme operating condition corrected back pressure and the fault operating condition corrected back pressure to obtain the target back pressure information. As described in Example 1, the base back pressure corresponding to the current engine operating condition is determined by querying a preset base mapping table. Combined with exhaust system parameters, turbocharger parameters, throttle opening parameters, and extreme environmental parameters, turbo pressure correction factor, exhaust temperature correction factor, throttle opening correction factor, fuel quality correction factor, and humidity base correction factor are calculated and superimposed in sequence to form a set of correction factor parameters. Based on the identified extreme operating condition information, the corresponding special correction algorithm is called to apply the parameter set to the base back pressure to calculate the extreme operating condition corrected back pressure. On this basis, fault operating condition information is further integrated. According to the fault type and level, the corresponding redundant calculation rules are activated to cover or offset the extreme operating condition corrected back pressure to obtain the fault operating condition corrected back pressure. This is then compared and constrained with the preset back pressure safety upper and lower limits to output safe target back pressure information.

[0069] In one feasible implementation, step S23 may include steps D11~D13: Step D11: Determine the base back pressure under different engine operating conditions based on the engine operating parameters; It should be noted that the basic back pressure is the initial back pressure setting value corresponding to the current engine basic working mode obtained by the system based on the real-time collected engine operating parameters and by querying the preset basic mapping table. That is, under standard environment and fault-free conditions, it is a theoretical value pre-calibrated to meet the performance target under this working condition, such as the theoretical value pre-calibrated to ensure low torque, rapid warm-up or reduce exhaust resistance.

[0070] Step D12: Based on the extreme operating condition information, the fault operating condition information, and the basic back pressure, calculate the extreme operating condition correction back pressure and fault operating condition correction back pressure corresponding to the engine operating parameters, the exhaust system parameters, the turbocharger parameters, the throttle opening parameters, and the extreme environment parameters, and determine the extreme operating condition correction back pressure and the fault operating condition correction back pressure. It should be noted that the extreme condition correction back pressure is a targeted and proactive optimization adjustment of the exhaust back pressure to cope with specific harsh environments. It is used to compensate for or counteract the adverse effects of extreme environments on engine intake, combustion, heat dissipation and exhaust efficiency. For example, it can reduce back pressure at high temperatures to enhance heat dissipation, or increase back pressure at low temperatures to accelerate engine warm-up.

[0071] It is understood that the fault condition correction back pressure is a back pressure set to ensure the basic safety and continuity of control functions. It is used to maintain system stability and prevent control malfunctions under abnormal conditions, and is usually accompanied by other safety limiting measures.

[0072] Step D13: Correct the target back pressure according to the extreme operating condition correction back pressure and the fault operating condition correction back pressure by limiting the upper and lower limits, and obtain the target back pressure information.

[0073] Understandably, in order to prevent the mechanical system from exceeding its physical limits or causing severe performance degradation in extreme or faulty conditions, the system compares the target back pressure information with a calibrated safe back pressure window. This ensures that the output target back pressure information is always constrained within a reasonable and safe range, thereby achieving performance optimization and fault tolerance while ensuring the physical safety and operational stability of the exhaust system and engine.

[0074] This embodiment proposes an intelligent back pressure control method for automobiles, which determines corresponding extreme operating condition information based on the extreme environmental parameters; determines corresponding fault operating condition information based on the engine operating parameters, exhaust system parameters, turbocharger parameters, and extreme environmental parameters; and corrects the extreme operating condition back pressure and fault operating condition back pressure corresponding to the engine operating parameters, exhaust system parameters, turbocharger parameters, throttle opening parameters, and extreme environmental parameters based on the extreme operating condition information and the fault operating condition information to obtain target back pressure information. This application addresses the technical challenge of more effectively controlling vehicle back pressure. Compared to existing technologies, it accurately identifies single or combined extreme conditions such as high temperature, high altitude, extreme low temperature, and high humidity, and diagnoses and classifies sensor faults in real time. This triggers layered correction, applies specific compensation to the base back pressure, generates extreme condition corrected back pressure, and further corrects the extreme condition corrected back pressure based on the fault level and type to obtain fault condition corrected back pressure. After being constrained by safety upper and lower limits, the target back pressure information can be output. By identifying extreme conditions in real time and applying specific compensation, the system can proactively counteract the adverse effects of harsh environments such as high temperature, high altitude, and extreme low temperature on engine performance, thereby significantly improving the vehicle's power response, fuel economy, and emission control under extreme conditions. Simultaneously, through deep integration of fault diagnosis and graded redundancy correction, the system can seamlessly switch to a preset safety strategy when critical sensors fail, maintaining basic control functions and effectively avoiding control disturbances, sudden power drops, or safety hazards caused by faults. This greatly enhances the system's reliability and robustness, ensuring that vehicle back pressure control in all scenarios combines the dual advantages of environmental adaptive optimization and fault tolerance.

[0075] This application also provides an intelligent back pressure control device for automobiles; please refer to [reference needed]. Figure 8 The intelligent back pressure control device for automobiles includes: The acquisition module 10 is used to acquire engine operating parameters, exhaust system parameters, turbocharger parameters, throttle opening parameters, and extreme environment parameters; Processing module 20 is used to correct the corresponding target back pressure based on the engine operating parameters, the exhaust system parameters, the turbocharger parameters, the throttle opening parameters and the extreme environment parameters, and determine the target back pressure information; The processing module 20 is also used to adjust at least one of the air-fuel ratio parameter, ignition advance angle parameter, turbocharger control parameter, fuel injection parameter and idle speed parameter in the corresponding vehicle combustion control parameters based on the target back pressure information, so as to determine the target vehicle combustion control parameters; The execution module 30 is used to control the normal driving of the vehicle based on the target vehicle combustion control parameters.

[0076] The processing module 20 is also used to determine the corresponding extreme operating condition information based on the extreme environmental parameters; Based on the engine operating parameters, exhaust system parameters, turbocharger parameters, and extreme environment parameters, the corresponding fault condition information is determined; Based on the extreme operating condition information and the fault operating condition information, the extreme operating condition correction back pressure and fault operating condition correction back pressure corresponding to the engine operating parameters, the exhaust system parameters, the turbocharger parameters, the throttle opening parameters and the extreme environmental parameters are corrected to obtain the target back pressure information.

[0077] The processing module 20 is also used to obtain duration information; Based on the extreme environmental parameters, at least one extreme working condition, namely high temperature working condition, high altitude working condition, low temperature and extreme cold working condition, and high humidity working condition, is identified, and information on high temperature working condition, high altitude working condition, low temperature and extreme cold working condition, and high humidity working condition is determined. The composite extreme working conditions that satisfy any two of the above-mentioned high-temperature working conditions, high-altitude working conditions, low-temperature extreme cold working conditions and high-humidity working conditions are identified to obtain composite extreme working condition information. Extreme operating condition information is obtained based on the high temperature operating condition information, the high altitude operating condition information, the low temperature and extreme cold operating condition information, the high humidity operating condition information, and the composite extreme operating condition information.

[0078] The processing module 20 is also used to determine the basic back pressure under different engine operating conditions based on the engine operating parameters; Based on the extreme operating condition information, the fault operating condition information, and the basic back pressure, the extreme operating condition correction back pressure and fault operating condition correction back pressure corresponding to the engine operating parameters, the exhaust system parameters, the turbocharger parameters, the throttle opening parameters, and the extreme environmental parameters are calculated to determine the extreme operating condition correction back pressure and the fault operating condition correction back pressure. The target back pressure is corrected by limiting the upper and lower limits based on the extreme operating condition corrected back pressure and the fault operating condition corrected back pressure, thereby obtaining the target back pressure information.

[0079] The processing module 20 is further configured to calculate the turbine pressure correction factor, exhaust temperature correction factor, vehicle throttle opening correction factor, fuel quality correction factor and humidity base correction factor corresponding to the exhaust system parameters, the turbocharger parameters, the throttle opening parameters and the extreme environment parameters based on the base back pressure, and determine the correction factor parameter set; The extreme back pressure under the extreme operating conditions is calculated based on the set of correction factor parameters to determine the extreme corrected back pressure. The fault condition back pressure under the fault condition information is calculated based on the extreme condition corrected back pressure to obtain the fault condition corrected back pressure.

[0080] The execution module 30 is also used to acquire actual back pressure information; The target valve opening corresponding to the actual back pressure information and the target back pressure information is calculated using a back pressure control algorithm. Based on the target valve opening, at least one of the corresponding vehicle combustion control parameters, namely air-fuel ratio, ignition advance angle, turbocharger control, fuel injection, and idle speed, is adjusted to obtain the target vehicle combustion control parameters.

[0081] The execution module 30 is also used to obtain information on the range of fine-tuning parameters; Based on the fine-tuning parameter range information, the proportional coefficient, integral coefficient, and derivative coefficient of the back pressure control algorithm are fine-tuned to determine the correction parameters; The target valve opening is calculated based on the correction parameters, the actual back pressure information, and the target back pressure information.

[0082] The intelligent back pressure control device for automobiles provided in this application, employing the intelligent back pressure control method in the above embodiments, can solve the technical problem of how to more effectively perform intelligent back pressure control of automobiles. Compared with the prior art, the beneficial effects of the intelligent back pressure control device for automobiles provided in this application are the same as those of the intelligent back pressure control method for automobiles provided in the above embodiments, and other technical features in the intelligent back pressure control device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0083] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A method for intelligent control of automotive back pressure, characterized in that, The method includes: Acquire engine operating parameters, exhaust system parameters, turbocharger parameters, throttle opening parameters, and extreme environment parameters; Based on the engine operating parameters, the exhaust system parameters, the turbocharger parameters, the throttle opening parameters, and the extreme environment parameters, the corresponding target back pressure is corrected to determine the target back pressure information; Based on the target back pressure information, at least one of the air-fuel ratio parameter, ignition advance angle parameter, turbocharger control parameter, fuel injection parameter and idle speed parameter in the corresponding vehicle combustion control parameters is adjusted to determine the target vehicle combustion control parameters; The vehicle is controlled to operate normally based on the target vehicle combustion control parameters.

2. The method as described in claim 1, characterized in that, The step of correcting the target back pressure based on the engine operating parameters, the exhaust system parameters, the turbocharger parameters, the throttle opening parameters, and the extreme environment parameters to determine the target back pressure information includes: Determine the corresponding extreme operating condition information based on the aforementioned extreme environmental parameters; Based on the engine operating parameters, exhaust system parameters, turbocharger parameters, and extreme environment parameters, the corresponding fault condition information is determined; Based on the extreme operating condition information and the fault operating condition information, the extreme operating condition correction back pressure and fault operating condition correction back pressure corresponding to the engine operating parameters, the exhaust system parameters, the turbocharger parameters, the throttle opening parameters and the extreme environmental parameters are corrected to obtain the target back pressure information.

3. The method as described in claim 2, characterized in that, The step of determining the corresponding extreme operating condition information based on the extreme environmental parameters includes: Get duration information; Based on the extreme environmental parameters, at least one extreme working condition, namely high temperature working condition, high altitude working condition, low temperature and extreme cold working condition, and high humidity working condition, is identified, and information on high temperature working condition, high altitude working condition, low temperature and extreme cold working condition, and high humidity working condition is determined. The composite extreme working conditions that satisfy any two of the above-mentioned high-temperature working conditions, high-altitude working conditions, low-temperature extreme cold working conditions and high-humidity working conditions are identified to obtain composite extreme working condition information. Extreme operating condition information is obtained based on the high temperature operating condition information, the high altitude operating condition information, the low temperature and extreme cold operating condition information, the high humidity operating condition information, and the composite extreme operating condition information.

4. The method as described in claim 2, characterized in that, The step of correcting the extreme operating condition back pressure and the fault operating condition back pressure corresponding to the engine operating parameters, the exhaust system parameters, the turbocharger parameters, the throttle opening parameters, and the extreme environmental parameters based on the extreme operating condition information and the fault operating condition information to obtain the target back pressure information includes: The base back pressure under different engine operating conditions is determined based on the engine operating parameters. Based on the extreme operating condition information, the fault operating condition information, and the basic back pressure, the extreme operating condition correction back pressure and fault operating condition correction back pressure corresponding to the engine operating parameters, the exhaust system parameters, the turbocharger parameters, the throttle opening parameters, and the extreme environmental parameters are calculated to determine the extreme operating condition correction back pressure and the fault operating condition correction back pressure. The target back pressure is corrected by limiting the upper and lower limits based on the extreme operating condition corrected back pressure and the fault operating condition corrected back pressure, thereby obtaining the target back pressure information.

5. The method as described in claim 4, characterized in that, The step of calculating the extreme operating condition corrected back pressure and the fault operating condition corrected back pressure corresponding to the engine operating parameters, exhaust system parameters, turbocharger parameters, throttle opening parameters, and extreme environmental parameters based on the extreme operating condition information, the fault operating condition information, and the basic back pressure, and determining the extreme operating condition corrected back pressure and the fault operating condition corrected back pressure includes: Based on the base back pressure, the turbine pressure correction factor, exhaust temperature correction factor, vehicle throttle opening correction factor, fuel quality correction factor, and humidity base correction factor corresponding to the exhaust system parameters, the turbocharger parameters, the throttle opening parameters, and the extreme environment parameters are calculated to determine the correction factor parameter set. The extreme back pressure under the extreme operating conditions is calculated based on the set of correction factor parameters to determine the extreme corrected back pressure. The fault condition back pressure under the fault condition information is calculated based on the extreme condition corrected back pressure to obtain the fault condition corrected back pressure.

6. The method as described in claim 1, characterized in that, The step of adjusting at least one of the air-fuel ratio parameter, ignition advance angle parameter, turbocharger control parameter, fuel injection parameter, and idle speed parameter in the corresponding vehicle combustion control parameters based on the target back pressure information to determine the target vehicle combustion control parameters includes: Obtain actual back pressure information; The target valve opening corresponding to the actual back pressure information and the target back pressure information is calculated using a back pressure control algorithm. Based on the target valve opening, at least one of the corresponding vehicle combustion control parameters, namely air-fuel ratio, ignition advance angle, turbocharger control, fuel injection, and idle speed, is adjusted to obtain the target vehicle combustion control parameters.

7. The method as described in claim 6, characterized in that, The step of calculating the target valve opening corresponding to the actual back pressure information and the target back pressure information using the back pressure control algorithm includes: Obtain information on the range of fine-tuning parameters; Based on the fine-tuning parameter range information, the proportional coefficient, integral coefficient, and derivative coefficient of the back pressure control algorithm are fine-tuned to determine the correction parameters; The target valve opening is calculated based on the correction parameters, the actual back pressure information, and the target back pressure information.

8. A smart back pressure control device for automobiles, characterized in that, The device includes: The acquisition module is used to acquire engine operating parameters, exhaust system parameters, turbocharger parameters, throttle opening parameters, and extreme environment parameters; The processing module is used to correct the corresponding target back pressure based on the engine operating parameters, the exhaust system parameters, the turbocharger parameters, the throttle opening parameters, and the extreme environment parameters, and to determine the target back pressure information. The processing module is also used to adjust at least one of the air-fuel ratio parameter, ignition advance angle parameter, turbocharger control parameter, fuel injection parameter and idle speed parameter in the corresponding vehicle combustion control parameters based on the target back pressure information, so as to determine the target vehicle combustion control parameters; The execution module is used to control the normal driving of the vehicle based on the target vehicle combustion control parameters.

9. A smart back pressure control device for automobiles, characterized in that, The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the intelligent back pressure control method for automobiles as claimed in any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the intelligent back pressure control method for automobiles as described in any one of claims 1 to 7.

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