Engine supercharger intelligent protection control method based on exhaust temperature prediction
By pre-storing dual MAPs in the engine control unit and combining them with an exhaust temperature prediction model, the fuel injection quantity is dynamically adjusted, resolving the contradiction between power output and long-term reliability of the turbocharger in high-altitude areas. This achieves intelligent protection control under different operating conditions, improving the overall performance and reliability of the engine.
Patent Information
- Application Number
- CN202610407100.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-03-31
- Publication Date
- 2026-05-15
AI Technical Summary
When applying turbocharged diesel engines in high-altitude areas, existing technologies cannot effectively balance the engine's power output performance with the long-term operational reliability of the turbocharger. Especially under extreme conditions such as continuous heavy-load climbing, existing fuel injection quantity control strategies cannot be dynamically adjusted according to the actual environment and operating conditions of the vehicle, resulting in a trade-off between power performance and safety.
An intelligent protection control method for engine turbochargers based on exhaust temperature prediction is adopted. By pre-storing dual MAPs (performance fuel quantity MAP and safety fuel quantity MAP) in the engine control unit, and combining real-time monitoring of vehicle and engine operating parameters, intelligent decision-making is made using an exhaust temperature prediction model to dynamically switch the fuel injection quantity. This ensures that the performance fuel quantity MAP is used under high-performance conditions, and switches to the safety fuel quantity MAP under extreme conditions to prevent overheating.
It achieves excellent power response under most transient conditions, ensures long-term reliability of the turbocharger and exhaust system under a few extreme conditions, dynamically balances power and safety, improves user experience and reduces the risk of turbocharger damage.
Smart Images
Figure CN122040443A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of intelligent protection and control technology for engine turbochargers, and in particular to an intelligent protection and control method for engine turbochargers based on exhaust temperature prediction. Background Technology
[0002] When applying turbocharged diesel engines in high-altitude areas, existing technologies face a significant technical dilemma: how to effectively balance the engine's power output performance with the long-term operational reliability of the turbocharger, especially under extreme conditions such as continuous heavy-load climbing.
[0003] Currently, the industry generally adopts two mainstream "turbocharger protection" strategies to control fuel injection quantity to prevent excessively high turbine exhaust temperatures from damaging the turbocharger and exhaust system. However, both strategies have obvious limitations:
[0004] I. Protection strategy based on engine bench steady-state calibration:
[0005] This strategy involves calibrating on an engine test bench for steady-state operating conditions to ensure that exhaust temperature remains stable within a safe range under all conditions. The result is an absolutely safe, but relatively small, fuel injection quantity (often referred to as the "safe fuel level"). While this strategy guarantees the turbocharger's absolute safety under all steady-state conditions, its drawback is that once this calibration data is integrated into the vehicle's engine control unit, this fuel level limitation is applied to all operating conditions. This results in limited fuel supply even during transient conditions requiring high power output, such as engine acceleration and overtaking, leading to a loss of engine power and significantly reducing the driver's experience.
[0006] II. Protection strategy based on vehicle road transient test calibration:
[0007] To improve vehicle performance, another strategy is to calibrate the engine based on on-road testing under conditions such as transient acceleration and hill climbing. In this method, because the actual acceleration process is rapid, engine operating conditions change quickly, and exhaust temperature often doesn't have time to rise to a dangerous level. Therefore, this strategy allows for a larger fuel injection quantity (often called "performance fuel quantity"). The advantage of this strategy is that it ensures excellent power response and traction performance. However, when the vehicle encounters prolonged, steady-state or quasi-steady-state conditions such as continuous heavy-load hill climbing, exhaust temperature will gradually rise with the extension of operating time, eventually potentially exceeding the safety threshold, thus posing a serious reliability risk of turbocharger overheating and damage.
[0008] In summary, the two existing fuel quantity control strategies are fundamentally in a state of "static" opposition: the bench steady-state calibration strategy sacrifices power for safety, while the vehicle transient calibration strategy sacrifices long-term safety for power. Neither can dynamically and intelligently adjust the control strategy according to the vehicle's current actual environment and operating conditions to meet the combined requirements of high performance and high reliability under high-altitude and heavy-load conditions. Therefore, an innovative method is urgently needed to proactively predict risks and adjust the control strategy in real time accordingly to solve this technical problem. The information disclosed in this background section is intended only to enhance the understanding of the overall background of the invention and should not be construed as an admission or in any way implying that such information constitutes prior art known to those skilled in the art. Summary of the Invention
[0009] The purpose of this invention is to provide an intelligent protection control method for engine turbochargers based on exhaust temperature prediction, which can solve the problems existing in the background technology.
[0010] To achieve the above objectives, this invention provides an intelligent protection control method for engine turbochargers based on exhaust temperature prediction, comprising the following steps: S1: Dual MAP preset step: Two independent fuel quantity MAPs are pre-stored in the engine control unit. The fuel quantity MAPs include a performance fuel quantity MAP calibrated based on transient vehicle testing and a safety fuel quantity MAP calibrated based on steady-state bench testing. The performance fuel quantity MAP provides a greater fuel injection quantity than the safety fuel quantity MAP. The performance fuel quantity MAP is used to ensure engine power, and the safety fuel quantity MAP is used to ensure the absolute safety of the turbocharger; S2: Intelligent switching condition judgment step: The ECU monitors and obtains in real time... The current operating parameters of the vehicle and engine include at least vehicle load, road gradient, throttle opening, and engine speed change rate. When the current operating parameters simultaneously meet preset conditions, the exhaust temperature prediction model is activated and the intelligent decision-making process is entered. The preset conditions include: vehicle load greater than a first preset threshold, road gradient greater than a second preset threshold, throttle opening greater than a third preset threshold, and engine speed increase rate less than a fourth preset threshold. S3: Intelligent decision-making step based on exhaust temperature prediction model. S4: Exit mechanism step: When any of the preset conditions mentioned in step S2 are no longer met, the system automatically exits the intelligent decision-making process and resumes using the performance fuel level MAP.
[0011] In one embodiment of the present invention, step S3 further includes: S31: exhaust temperature prediction sub-step: using a first-order hysteresis model to predict the turbine inlet exhaust temperature within a set future time period in real time, wherein the prediction model formula is: T4_predicted= T4_current + (T4_steady_state - T4_current) * (1 - exp(-t / τ)), where T4_predicted is the predicted exhaust temperature at a future time, T4_current is the currently measured turbine inlet exhaust temperature, T4_steady_state is the steady-state exhaust temperature value obtained by querying a pre-calibrated steady-state exhaust temperature MAP based on the current engine speed, fuel quantity, intake pressure and intake temperature conditions, τ is the exhaust temperature rise time constant calibrated by the vehicle transient test, and t is the prediction time step;
[0012] S32: Decision and switching sub-step, comparing the predicted maximum exhaust temperature within the future set time period calculated in step S31 with the preset safety threshold: if the predicted maximum exhaust temperature is less than the safety threshold, it is determined that there is no risk of overheating, and the ECU continues to use the performance fuel quantity MAP to control fuel injection; if the predicted maximum exhaust temperature reaches or exceeds the safety threshold, it is determined that there is a risk of overheating, and the ECU immediately switches to the safety fuel quantity MAP to limit the fuel injection quantity;
[0013] In step S1:
[0014] The performance fuel injection MAP is obtained through transient acceleration and hill-climbing tests on the vehicle. Its calibration data allows for a larger fuel injection quantity than specified in this application during transient processes with rapidly changing engine operating conditions, ensuring the vehicle's power responsiveness and traction performance. The safety fuel injection MAP is obtained through calibration on an engine bench under steady-state operating conditions. Its calibration data sets an absolutely safe upper limit for the smallest fuel injection quantity applicable to all steady-state conditions, ensuring that the turbocharger will not be damaged due to excessive exhaust temperature under any steady-state conditions.
[0015] In one embodiment of the present invention, in step S2, the vehicle load is obtained directly via the vehicle CAN bus, or indirectly estimated based on an engine fuel consumption and vehicle acceleration model; the road gradient is calculated using the elevation change rate obtained from the onboard GPS device, or indirectly estimated using engine load parameters; the engine speed change rate is obtained by the ECU performing differential calculation on the engine speed signal, i.e., dN / dt, where N is the engine speed and t is time.
[0016] In one embodiment of the present invention, in step S2, the first set threshold is 80% of the rated load, the second set threshold is a 3% gradient, the third set threshold is 95% throttle opening, and the fourth set threshold is a lower limit value for the rate of increase of engine speed characterizing the vehicle under heavy load climbing and difficult acceleration conditions. This lower limit value is determined through calibration tests of the entire vehicle under heavy load climbing conditions.
[0017] In one embodiment of the present invention, in step S31, the first-order hysteresis model is used to simulate the dynamic response process of the turbine inlet exhaust temperature under changing engine operating conditions; the steady-state exhaust temperature MAP is a three-dimensional or multi-dimensional data table pre-calibrated through engine bench testing, whose input variables include at least engine speed and fuel injection quantity, and whose output variable is the steady-state turbine inlet exhaust temperature value after reaching thermal equilibrium at that speed and fuel quantity; the exhaust temperature rise time constant τ is a parameter related to the engine operating state, obtained by fitting the exhaust temperature response curve of the whole vehicle under typical transient operating conditions.
[0018] In one embodiment of the invention, in step S32, the safety threshold is the maximum permissible temperature determined by comprehensively considering the long-term operating temperature that the turbocharger turbine end material can withstand and the heat resistance limit of the exhaust system components; its typical value is 700 degrees Celsius. The future setting duration is 30 seconds, used for rolling prediction of exhaust temperature within 30 seconds from the rated time, and the maximum predicted exhaust temperature within this time period is used as the decision-making basis.
[0019] In one embodiment of the present invention, the intelligent protection control method for engine turbochargers based on exhaust temperature prediction further includes step S5:
[0020] S5: Safety Redundancy Step: When the ECU is unable to execute the exhaust temperature prediction model calculation due to a fault, or when a critical sensor signal failure is detected, the system forcibly switches to the safety fuel level MAP operation to ensure the safe operation of the turbocharger under any unforeseen circumstances.
[0021] Secondly, the present invention provides an intelligent protection control system for an engine turbocharger based on exhaust temperature prediction, used to implement the aforementioned intelligent protection control method for an engine turbocharger based on exhaust temperature prediction. The intelligent protection control system for an engine turbocharger based on exhaust temperature prediction includes: a dual MAP preset module for pre-storing two independent fuel quantity MAPs in the engine control unit; an intelligent switching condition judgment module for real-time monitoring of the ECU and acquisition of the current operating parameters of the vehicle and engine; when the current operating parameters simultaneously meet preset conditions, activating the exhaust temperature prediction model and entering the intelligent decision-making process; an intelligent decision-making module based on the exhaust temperature prediction model; and an exit mechanism module for automatically exiting the intelligent decision-making process and resuming the use of the performance fuel quantity MAP when any of the preset conditions described in step S2 are no longer met.
[0022] Thirdly, the present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor in an engine control unit, implements the various steps of the engine turbocharger intelligent protection control method based on exhaust temperature prediction as described above.
[0023] Compared with existing technologies, this invention fundamentally solves the static contradiction between power performance and reliability, and realizes dynamic fuel quantity control based on actual risks, including the following solutions and effects:
[0024] 1. Performance Priority: In most transient conditions (such as overtaking and short inclines), performance fuel is used to ensure excellent power response of the vehicle and improve the user experience.
[0025] 2. Safety assurance: In rare extreme operating conditions (such as long-distance heavy-load uphill climbing), risks are predicted in advance and the oil level is switched to a safe level to ensure the long-term reliability of the turbocharger and exhaust system.
[0026] 3. Simple and reliable model: The exhaust temperature prediction model has a small computational load, meets the real-time control requirements of the ECU, and the parameters can be calibrated through conventional bench tests and vehicle tests, making it highly practical for engineering applications. Attached Figure Description
[0027] Figure 1 This is a schematic diagram of the overall process of an intelligent protection control method for engine turbochargers based on exhaust temperature prediction, provided by the present invention. Detailed Implementation
[0028] The specific embodiments of the present invention will now be described in detail with reference to the accompanying drawings, but it should be understood that the scope of protection of the present invention is not limited to the specific embodiments.
[0029] Unless otherwise expressly stated, throughout the specification and claims, the term "comprising" or its variations such as "including" or "comprises" shall be understood to include the stated elements or components without excluding other elements or other components.
[0030] As shown in the figure, this invention provides an intelligent protection control method for engine turbochargers based on exhaust temperature prediction, including the following steps: S1: Dual MAP preset step: Two independent fuel quantity MAPs are pre-stored in the engine control unit. The fuel quantity MAPs include a performance fuel quantity MAP calibrated based on transient vehicle testing and a safety fuel quantity MAP calibrated based on bench steady-state testing. The performance fuel quantity MAP provides a greater fuel injection quantity than the safety fuel quantity MAP. The performance fuel quantity MAP is used to ensure engine power, and the safety fuel quantity MAP is used to ensure the absolute safety of the turbocharger; S2: Intelligent switching condition judgment step: The ECU monitors and... The system acquires the current operating parameters of the vehicle and engine, including at least the vehicle load, road gradient, throttle opening, and engine speed change rate. When the current operating parameters simultaneously meet preset conditions, the system activates the exhaust temperature prediction model and enters the intelligent decision-making process. The preset conditions include: the vehicle load is greater than a first preset threshold, the road gradient is greater than a second preset threshold, the throttle opening is greater than a third preset threshold, and the engine speed increase rate is less than a fourth preset threshold. S3: Intelligent decision-making step based on the exhaust temperature prediction model. S4: Exit mechanism step: When any of the preset conditions mentioned in step S2 are no longer met, the system automatically exits the intelligent decision-making process and resumes using the performance fuel level MAP.
[0031] Specifically, this implementation method defines the overall process framework of the protection and control method. The entire process is implemented in the ECU as a control task that runs in one cycle, from data acquisition, condition judgment, model prediction to MAP switching, forming a complete closed-loop control sequence.
[0032] This embodiment constructs a complete methodology from "static preset" to "dynamic judgment and decision-making" and then to "safe exit," achieving the technical effect of establishing an adaptive, triggerable, and recoverable intelligent control logic system. First, the dual MAP preset (S1) provides a foundational data reserve to resolve the inherent contradiction between power and reliability, rather than a single, compromise MAP, thus creating the possibility for dynamic selection from the outset. The intelligent switching condition judgment (S2) enables precise control intervention. By setting combined thresholds for four key parameters—load, gradient, throttle, and speed change rate—the system can reliably identify the high-risk condition of continuous uphill driving under heavy load, avoiding false triggering of protection under conditions such as normal acceleration and flat road driving, thereby maximizing the preservation of vehicle power. Essentially, this is a condition identification filter, ensuring that the intelligent protection system is activated only when necessary, reducing performance loss. Finally, the exit mechanism (S4) ensures the flexibility and timeliness of control. Once the risky operating condition ends, such as when the hill climb is completed or the load is reduced, the system can automatically remove the restrictions and immediately restore full power output, ensuring a seamless user experience and timely power response. Overall, the technical effect of this implementation is to upgrade the existing one-size-fits-all fixed protection strategy into an intelligent protection mechanism that is based on operating condition identification and starts and stops on demand, achieving a dynamic balance between power and safety in the time dimension at the framework level.
[0033] As a preferred embodiment, step S3 further includes: S31: Exhaust temperature prediction sub-step: using a first-order hysteresis model to predict the turbine inlet exhaust temperature within a set future time period in real time. The prediction model formula is: T4_predicted= T4_current + (T4_steady_state - T4_current) * (1 - exp(-t / τ)), where T4_predicted is the predicted exhaust temperature at a future time, T4_current is the currently measured turbine inlet exhaust temperature, T4_steady_state is the steady-state exhaust temperature value obtained by querying a pre-calibrated steady-state exhaust temperature MAP based on the current engine speed, fuel quantity, intake pressure and intake temperature conditions, τ is the exhaust temperature rise time constant calibrated by the vehicle transient test, and t is the prediction time step.
[0034] S32: Decision and switching sub-step, comparing the predicted maximum exhaust temperature within the future set time period calculated in step S31 with the preset safety threshold: if the predicted maximum exhaust temperature is less than the safety threshold, it is determined that there is no risk of overheating, and the ECU continues to use the performance fuel quantity MAP to control fuel injection; if the predicted maximum exhaust temperature reaches or exceeds the safety threshold, it is determined that there is a risk of overheating, and the ECU immediately switches to the safety fuel quantity MAP to limit the fuel injection quantity;
[0035] In step S1:
[0036] The performance fuel injection MAP is obtained through transient acceleration and hill-climbing tests on the vehicle. Its calibration data allows for a larger fuel injection quantity than specified in this application during transient processes with rapidly changing engine operating conditions, ensuring the vehicle's power responsiveness and traction performance. The safety fuel injection MAP is obtained through calibration on an engine bench under steady-state operating conditions. Its calibration data sets an absolutely safe upper limit for the smallest fuel injection quantity applicable to all steady-state conditions, ensuring that the turbocharger will not be damaged due to excessive exhaust temperature under any steady-state conditions.
[0037] Specifically, this implementation details step S3. The core technical effect of this implementation lies in transforming the protection logic from reactive to proactive prediction, clarifying the source and purpose of the dual MAP (Modular Mapping and Precipitation), and achieving forward-looking and precise protection. First, the effect of using a first-order hysteresis model for prediction is to quantify future risks. The rise in exhaust temperature has thermal inertia, and the current temperature does not reflect the impending risk. This model, by combining current measured values and target steady-state values and introducing a dynamic time constant, can simulate the trajectory of exhaust temperature changes over time. This allows the system to anticipate risks tens of seconds before the exhaust temperature actually exceeds the limit, gaining valuable time for proactive intervention. Second, decision-making based on the comparison of the prediction results with a fixed threshold achieves deterministic and timely control. The decision-making logic is simple and clear, avoiding fuzzy judgments and ensuring decisive execution of protection actions when the risk is certain, preventing overheating of the booster due to decision delays. Furthermore, the further definition of the calibration methods for performance fuel level MAP and safety fuel level MAP in this embodiment solidifies the source of difference between the two MAPs at the implementation level: performance MAP originates from vehicle transient testing and aims to capture transient high power demands; safety MAP originates from bench steady-state testing and aims to ensure safety under extreme steady-state conditions.
[0038] In a preferred embodiment, in step S2, the vehicle load is obtained directly through the vehicle CAN bus or indirectly estimated based on the engine fuel consumption and vehicle acceleration model; the road slope is calculated by the elevation information change rate obtained by the vehicle GPS device or indirectly estimated by the engine load parameters; the engine speed change rate is obtained by the ECU performing differential calculation on the engine speed signal, i.e., dN / dt, where N is the engine speed and t is time.
[0039] Specifically, this claim clarifies the method for obtaining the key parameters in step S2. The technical effect of this claim is to ensure the reliability and engineering feasibility of the intelligent switching condition judgment, and to broaden the applicable scenarios of the method.
[0040] In a preferred embodiment, in step S2, the first set threshold is 80% of the rated load, the second set threshold is a 3% gradient, the third set threshold is 95% of the throttle opening, and the fourth set threshold is a lower limit value of the engine speed increase rate that characterizes the vehicle in a state of heavy load climbing and difficulty in acceleration. This lower limit value is determined by calibration tests of the whole vehicle under heavy load climbing conditions.
[0041] In a preferred embodiment, in step S31, the first-order hysteresis model is used to simulate the dynamic response process of the turbine exhaust temperature when the engine operating conditions change; the steady-state exhaust temperature MAP is a three-dimensional or multi-dimensional data table pre-calibrated through engine bench testing, whose input variables include at least engine speed and fuel injection quantity, and whose output variable is the steady-state turbine exhaust temperature value after reaching thermal equilibrium at that speed and fuel quantity; the exhaust temperature rise time constant τ is a parameter related to the engine operating state, obtained by fitting the exhaust temperature response curve of the whole vehicle under typical transient operating conditions.
[0042] In a preferred embodiment, in step S32, the safety threshold is the maximum permissible temperature determined by comprehensively considering the long-term operating temperature that the turbocharger turbine end material can withstand and the heat resistance limit of the exhaust system components; its typical value is 700 degrees Celsius. The future setting duration is 30 seconds, used for rolling prediction of exhaust temperature within 30 seconds from the rated time, and the maximum predicted exhaust temperature within this time period is used as the basis for decision-making.
[0043] As a preferred embodiment, the intelligent protection control method for engine turbochargers based on exhaust temperature prediction further includes step S5:
[0044] S5: Safety Redundancy Step: When the ECU is unable to perform the calculation of the exhaust temperature prediction model due to a fault, or when a critical sensor signal failure is detected, the system is forced to switch to the safety oil quantity MAP operation to ensure the safe operation of the turbocharger under any unexpected circumstances.
[0045] Specifically, the technical effect of this implementation method is that it adds a robust safety net to the intelligent predictive control system, ensuring the system's safety in case of failure under abnormal conditions, and is the ultimate guarantee of the reliability of the entire solution.
[0046] Model-based predictive control systems rely on the correct execution of model algorithms and the accuracy of sensor inputs for proper operation. If the model calculations fail or critical sensors malfunction, the foundation of the entire predictive decision-making process collapses. In such situations, without system countermeasures, two dangers may arise: 1) When protection should have been activated, the model failure prevents risk prediction and thus fails to trigger protection, leading to turbocharger damage; 2) The system makes incorrect decisions, limiting power unnecessarily, affecting driving performance. Step S5 introduces independent safety redundancy logic, which automatically downgrades to the most conservative and reliable safety margin strategy—using an absolutely safe safety fuel level (MAP)—when the intelligent system fails. This allows the system to not only intelligently balance power and safety under normal conditions but also unconditionally prioritize safety in any unexpected situation, preventing serious hardware damage due to control system malfunctions. This significantly improves the robustness and engineering practicality of the entire control system, enabling it to meet stringent automotive-grade reliability requirements.
[0047] Example 2:
[0048] This invention provides an intelligent protection control system for engine turbochargers based on exhaust temperature prediction, used to implement the aforementioned intelligent protection control method for engine turbochargers based on exhaust temperature prediction. The system comprises: a dual-MAP preset module for pre-storing two independent fuel quantity MAPs in the engine control unit; an intelligent switching condition judgment module for real-time monitoring of the ECU and acquisition of the current operating parameters of the vehicle and engine; when the current operating parameters simultaneously meet preset conditions, activating the exhaust temperature prediction model and entering the intelligent decision-making process; an intelligent decision-making module based on the exhaust temperature prediction model; and an exit mechanism module for automatically exiting the intelligent decision-making process and resuming the use of the performance fuel quantity MAP when any of the preset conditions described in step S2 are no longer met.
[0049] Example 3:
[0050] The present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor in an engine control unit, implements the various steps of an engine turbocharger intelligent protection control method based on exhaust temperature prediction.
[0051] The foregoing description of specific exemplary embodiments of the invention is for illustrative and explanatory purposes. These descriptions are not intended to limit the invention to the precise forms disclosed, and it will be apparent that many changes and variations can be made in accordance with the foregoing teachings. The exemplary embodiments were chosen and described in order to explain the specific principles of the invention and its practical application, thereby enabling those skilled in the art to implement and utilize various different exemplary embodiments of the invention, as well as various different choices and variations. The scope of the invention is intended to be defined by the claims and their equivalents.
Claims
1. A method for intelligent protection control of an engine turbocharger based on exhaust temperature prediction, characterized in that, Includes the following steps: S1: Dual MAP preset steps: Two independent fuel quantity MAPs are pre-stored in the engine control unit. The fuel quantity MAPs include a performance fuel quantity MAP calibrated based on the transient test of the whole vehicle and a safety fuel quantity MAP calibrated based on the steady-state test of the bench. The performance fuel quantity MAP provides a larger fuel injection quantity than the safety fuel quantity MAP. The performance fuel quantity MAP is used to ensure the power of the engine, and the safety fuel quantity MAP is used to ensure the absolute safety of the turbocharger. S2: Intelligent switching condition judgment step: The ECU monitors and acquires the current operating parameters of the vehicle and engine in real time. The current operating parameters include at least the vehicle load, road slope, throttle opening and engine speed change rate. When the current operating parameters simultaneously meet the preset conditions, the exhaust temperature prediction model is activated and the intelligent decision-making process is entered. The preset conditions include: the vehicle load is greater than a first set threshold, the road slope is greater than a second set threshold, the throttle opening is greater than a third set threshold and the engine speed increase rate is less than a fourth set threshold. S3: Intelligent decision-making steps based on exhaust temperature prediction model; S4: Exit Mechanism Step: When any of the preset conditions described in step S2 are no longer met, the system automatically exits the intelligent decision-making process and resumes using the performance fuel level MAP.
2. The intelligent protection control method for engine turbochargers based on exhaust temperature prediction as described in claim 1, characterized in that, Step S3 further includes: S31: Exhaust Temperature Prediction Sub-step: Use a first-order hysteresis model to predict the exhaust temperature in front of the vortex in real time within a set future time period. The prediction model formula is: T4_predicted = T4_current + (T4_steady_state - T4_current) * (1 - exp(-t / τ)), Where T4_predicted is the predicted exhaust temperature at a future time, T4_current is the currently measured turbine exhaust temperature, T4_steady_state is the steady-state exhaust temperature value obtained by querying the pre-calibrated steady-state exhaust temperature MAP based on the current engine speed, fuel quantity, intake pressure and intake temperature conditions, τ is the exhaust temperature rise time constant calibrated by the vehicle transient test, and t is the prediction time step; S32: Decision and switching sub-step, comparing the predicted maximum exhaust temperature within the future set time period calculated in step S31 with the preset safety threshold: if the predicted maximum exhaust temperature is less than the safety threshold, it is determined that there is no risk of overheating, and the ECU continues to use the performance fuel quantity MAP to control fuel injection; if the predicted maximum exhaust temperature reaches or exceeds the safety threshold, it is determined that there is a risk of overheating, and the ECU immediately switches to the safety fuel quantity MAP to limit the fuel injection quantity; In step S1: The performance fuel injection MAP is obtained by calibrating the vehicle under transient acceleration and hill-climbing conditions. Its calibration data allows for the use of a larger fuel injection quantity calibrated in this application during transient processes with rapidly changing engine operating conditions, so as to ensure the vehicle's power responsiveness and traction performance. The safety fuel injection MAP is obtained by calibrating the vehicle on an engine bench under steady-state operating conditions. Its calibration data sets an absolutely safe upper limit for a small fuel injection quantity applicable to all steady-state operating conditions, so as to ensure that the turbocharger will not be damaged due to excessive exhaust temperature under any steady-state conditions.
3. The intelligent protection control method for engine turbochargers based on exhaust temperature prediction as described in claim 2, characterized in that, In step S2, the vehicle load is obtained directly through the vehicle CAN bus or indirectly estimated based on the engine fuel consumption and vehicle acceleration model; the road slope is calculated by the elevation information change rate obtained by the vehicle GPS device or indirectly estimated by the engine load parameters; the engine speed change rate is obtained by the ECU by differentiating the engine speed signal, i.e., dN / dt, where N is the engine speed and t is time.
4. The intelligent protection control method for engine turbochargers based on exhaust temperature prediction as described in claim 3, characterized in that, In step S2, the first set threshold is 80% of the rated load, the second set threshold is a 3% gradient, the third set threshold is 95% of the throttle opening, and the fourth set threshold is a lower limit value of the engine speed increase rate that characterizes the vehicle in a state of heavy load climbing and difficulty in acceleration. This lower limit value is determined by calibration tests of the whole vehicle under heavy load climbing conditions.
5. The intelligent protection control method for engine turbochargers based on exhaust temperature prediction as described in claim 4, characterized in that, In step S31, the first-order hysteresis model is used to simulate the dynamic response process of the turbine exhaust temperature when the engine operating conditions change; the steady-state exhaust temperature MAP is a three-dimensional or multi-dimensional data table that has been pre-calibrated through engine bench tests. Its input variables include at least engine speed and fuel injection quantity, and the output variable is the steady-state turbine exhaust temperature value after reaching thermal equilibrium at that speed and fuel quantity; the exhaust temperature rise time constant τ is a parameter related to the engine operating state and is obtained by fitting the exhaust temperature response curve of the whole vehicle under typical transient operating conditions.
6. The intelligent protection control method for engine turbochargers based on exhaust temperature prediction as described in claim 5, characterized in that, In step S32, the safety threshold is the maximum permissible temperature determined by combining the long-term operating temperature that the turbocharger turbine end material can withstand and the heat resistance limit of the exhaust system components, with a typical value of 700 degrees Celsius; the future setting time is 30 seconds, used to make rolling predictions of the exhaust temperature within 30 seconds from the rated time, and the maximum predicted exhaust temperature within this time period is used as the basis for decision-making.
7. The intelligent protection control method for engine turbochargers based on exhaust temperature prediction according to claim 6, characterized in that, The intelligent protection control method for engine turbochargers based on exhaust temperature prediction further includes step S5: S5: Safety Redundancy Step: When the ECU is unable to perform the calculation of the exhaust temperature prediction model due to a fault, or when a critical sensor signal failure is detected, the system is forced to switch to the safety oil quantity MAP operation to ensure the safe operation of the turbocharger under any unexpected circumstances.
8. An intelligent protection control system for an engine turbocharger based on exhaust temperature prediction, used to implement the intelligent protection control method for an engine turbocharger based on exhaust temperature prediction as described in any one of claims 1 to 7, characterized in that, The intelligent protection control system for engine turbochargers based on exhaust temperature prediction includes: Dual MAP preset module: used to pre-store two independent fuel quantity MAPs in the engine control unit; Intelligent switching condition judgment module: used to perform real-time monitoring of ECU and obtain the current operating parameters of vehicle and engine; when the current operating parameters simultaneously meet the preset conditions, the exhaust temperature prediction model is activated and the intelligent decision-making process is entered; Intelligent decision-making module based on exhaust temperature prediction model; The exit mechanism module is used to automatically exit the intelligent decision-making process and resume the use of the performance fuel level MAP when any of the preset conditions described in step S2 are no longer met.
9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer-readable storage medium is executed by a processor in an engine control unit, it implements the steps of the intelligent protection control method for an engine turbocharger based on exhaust temperature prediction as described in any one of claims 1 to 7.