Adaptive control method for turbocharged engine, electronic device, and vehicle

Abstract

The present invention relates to the technical field of vehicle engine control, and in particular to an adaptive control method for a turbocharged engine, an electronic device, and a vehicle. The adaptive control method for a turbocharged engine comprises: respectively performing corresponding target intake pressure self-learning control and target boost pressure self-learning control on the basis of different operating modes of an engine; and performing self-learning update on a target intake pressure self-learning correction coefficient and a target boost pressure self-learning correction coefficient on the basis of a correction coefficient self-learning algorithm, so as to correct a target intake pressure and a target boost pressure of the engine in real time, thereby improving the control accuracy of the intake volume of the engine.

Description

A turbocharged engine adaptive control method, electronic equipment, and vehicle

[0001] Cross-reference to related applications

[0002] This application is based on Chinese patent application CN202411184668.6, filed on August 27, 2024, and claims priority to that Chinese patent application, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This invention relates to the field of vehicle engine control technology, specifically to an adaptive control method and electronic equipment for a turbocharged engine, and a vehicle. Background Technology

[0004] Existing turbocharged engine intake volume control typically employs PID closed-loop control. However, due to differences in turbocharged engine performance, engine operating differences under different atmospheric pressures, differences under different engine operating modes, and control offsets caused by wear, fatigue, and aging of the turbocharged engine system, the responsiveness of engine intake volume control becomes inconsistent, which in turn greatly restricts the control effect of the turbocharged engine control system. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide an adaptive control method for turbocharged engines, which can correct the target intake pressure and target boost pressure of the engine in real time according to different operating modes of turbocharged engines, thereby improving the control accuracy of the intake volume of turbocharged engines.

[0006] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows:

[0007] An adaptive control method for a turbocharged engine, mainly comprising:

[0008] The current engine operating mode is determined based on whether the engine boost closed-loop control is activated and the ratio of the actual throttle outlet pressure to the actual throttle inlet pressure.

[0009] Based on the current engine operating mode, the corresponding target intake pressure self-learning control and target boost pressure self-learning control are executed respectively to obtain the target intake pressure self-learning value and the target boost pressure self-learning value under the current operating mode.

[0010] Based on the comparison results between the target boost pressure self-learning value and the maximum and minimum allowable boost pressure values, the target boost pressure self-learning value is corrected to obtain the final target intake pressure value.

[0011] Based on the comparison results between the actual intake volume of the engine and the maximum and minimum allowable intake volume, the self-learning value of the target intake pressure is corrected to obtain the final target intake pressure value.

[0012] Based on the correction coefficient self-learning algorithm, the target intake pressure self-learning correction coefficient and target boost pressure self-learning correction coefficient in the target intake pressure self-learning control and target boost pressure self-learning control are updated through self-learning.

[0013] As a second aspect of the present invention, the present invention provides a vehicle electronic device, including a memory, a processor, and a program stored in the memory and executable on the processor, wherein the processor executes the program to implement the turbocharged engine adaptive control method as described above.

[0014] As a third aspect of the invention, the invention provides a non-transitory readable storage medium having a program stored thereon that, when executed by vehicle electronic equipment, implements the aforementioned turbocharged engine adaptive control method.

[0015] As a fourth aspect of the invention, the invention provides a vehicle with both manual and automatic transmissions, including the aforementioned vehicle electronic equipment.

[0016] Compared with the prior art, the present invention has the following main advantages:

[0017] This invention proposes an adaptive control method for turbocharged engines. Based on different operating modes of the turbocharged engine, corresponding target intake pressure self-learning control and target boost pressure self-learning control are executed respectively. The target intake pressure self-learning correction coefficient and target boost pressure self-learning correction coefficient are updated by self-learning based on a correction coefficient self-learning algorithm, thereby correcting the engine's target intake pressure and target boost pressure in real time, thus improving the control accuracy of the turbocharged engine's intake volume and effectively enhancing the responsiveness of the engine's intake control. Attached Figure Description

[0018] Figure 1 is an overall flowchart of the adaptive control method for turbocharged engines in an embodiment of the present invention.

[0019] Figure 2 is a schematic diagram of the three working modes of the engine in an embodiment of the present invention. Embodiments of the present invention

[0020] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention. Furthermore, the technical features involved in the various embodiments of this invention described below can be combined with each other as long as they do not conflict with each other.

[0021] It should be noted that, depending on the implementation needs, the various steps / components described in this application can be broken down into more steps / components, or two or more steps / components or parts of the operation of steps / components can be combined into new steps / components to achieve the purpose of this invention.

[0022] In this invention, unless otherwise expressly specified and limited, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise expressly and specifically limited.

[0023] Example 1: This example provides an adaptive control method for a turbocharged engine, as shown in Figure 1, which mainly includes:

[0024] S1, based on whether the engine boost closed-loop control is activated, and the ratio of the actual throttle outlet pressure to the actual throttle inlet pressure. The size determines the current operating mode of the engine;

[0025] S2, based on the current engine operating mode, executes the corresponding target intake pressure self-learning control and target boost pressure self-learning control respectively to obtain the target intake pressure self-learning value under the current operating mode. And the target boost pressure self-learning value under the current working mode ;

[0026] S3, Self-learning value based on target boost pressure With the maximum allowable boost pressure Minimum allowable boost pressure The comparison results show that the target boost pressure self-learning value... Make corrections to obtain the final target intake pressure value. ;

[0027] S4, based on the comparison results between the actual intake air volume of the engine and the maximum and minimum allowable intake air volume, the target intake air pressure is self-learned. Make corrections to obtain the final target intake pressure value. ;

[0028] S5, based on the correction coefficient self-learning algorithm, adjusts the target intake pressure self-learning correction coefficients in the target intake pressure self-learning control and target boost pressure self-learning control respectively. Self-learning correction coefficient for target boost pressure It performs self-learning updates.

[0029] Example 2: This example provides an adaptive control method for a turbocharged engine, which includes all the contents of Example 1, and adds the following:

[0030] The engine has three operating modes:

[0031] Operating mode 1: Engine boost closed-loop control is not activated;

[0032] Operating Mode 2: Engine boost closed-loop control is activated, and the ratio of actual throttle outlet pressure to actual throttle inlet pressure is [value missing]. No more than The The calibration is obtained based on the engine speed n:

[0033]

[0034] Operating Mode 3: Engine boost closed-loop control is activated, and the ratio of actual throttle outlet pressure to actual throttle inlet pressure is [value missing]. Exceed The It is also obtained by calibration based on the engine speed n:

[0035]

[0036] in, Not less than ;

[0037] In other cases, i.e., the engine boost closed-loop control is activated, but neither the second nor the third working mode is satisfied, the previous working mode is maintained, and the default state is the first working mode.

[0038] Furthermore, based on the engine's operating mode, the self-learning value of the target intake pressure under the current operating mode is calculated. The details are as follows:

[0039] 1) If the current working mode is either working mode 1 or working mode 2, and the working mode continues for the preset time T1 without change, then the target intake pressure self-learning control will be executed.

[0040] Target intake pressure self-learning value under current operating mode Satisfy the following formula:

[0041]

[0042] In the formula, The initial value of the preset target intake pressure. The measured actual intake pressure value, where C1 is a preset weighting coefficient. The target intake pressure self-learning correction coefficient has an initial value of 0 and is continuously updated through the correction coefficient self-learning algorithm, and is saved after the vehicle is powered off.

[0043] 2) If the current working mode is three and the preset time T2 of the working mode does not change, the target boost pressure needs to be improved because the ratio of throttle outlet pressure to inlet pressure is too large at this time, so as to adjust the throttle inlet pressure and thus better control the intake pressure. Therefore, the target boost pressure self-learning control is executed.

[0044] Target boost pressure self-learning value under current operating mode Satisfy the following formula:

[0045]

[0046] In the formula, The initial value of the preset target boost pressure. C2 represents the actual boost pressure value measured, and C2 is a preset weighting coefficient. The target boost pressure self-learning correction coefficient is initially set to 0 and is continuously updated through a correction coefficient self-learning algorithm, and is saved after the vehicle is powered off. Based on the ratio of throttle outlet pressure to throttle inlet pressure Calibrated influence parameters.

[0047] Specifically, in terms of pressure ratio The larger the pressure, the smaller the impact of pressure changes on engine intake air volume. To improve the system's transient intake air volume response accuracy, the target boost pressure needs to be adjusted to a greater degree to meet the target intake air pressure requirements in subsequent transient operating modes. Based on calibration during subsequent real-vehicle verification tests, the number of consecutive times the intake air density deviation exceeds the preset value (±15 mgl in this example) under the same operating mode is T3 (0.5 s in this example) and does not exceed CNT times (3 in this example). Based on this, the calibration parameters obtained in this example are as follows:

[0048]

[0049] If the difference between the target intake density and the actual intake density is If >0, then ;

[0050] If the difference between the target intake density and the actual intake density is ≤0, then .

[0051] Furthermore, when any of the following three situations occur, the count CNT is accumulated, and the count CNT is updated at most once in each driving cycle and can be saved after the vehicle is powered off, with a default value of 0.

[0052] 1) First case: Target boost pressure self-learning value under the current working mode Greater than the maximum allowable boost pressure value Record the number of times this situation occurs in this working mode, CNT1. CNT1 is updated at most once in each driving cycle and can be saved after the vehicle is powered off. Its default value is 0.

[0053] Therefore, the target boost pressure value under the current operating mode ;

[0054] 11) The current actual intake volume of the engine is not less than the maximum allowable intake volume of the engine. Record the number of times this situation occurs in this working mode, CNT11. CNT11 is updated at most once in each driving cycle and can be saved after the vehicle is powered off. Its default value is 0.

[0055] Then, the target intake pressure value under the current operating mode

[0056] In the formula, The preset weighting coefficient is three.

[0057] 12) If the actual intake volume of the engine is not greater than the minimum intake volume allowed by the engine, record the number of times this situation occurs in this working mode, CNT12. CNT12 is updated at most once in each driving cycle and can be saved after the vehicle is powered off. Its default value is 0.

[0058] Then, the target intake pressure value under the current operating mode

[0059] 13) Other situations, target intake pressure value under the current operating mode .

[0060] 2) Second scenario: Target boost pressure self-learning value under the current operating mode. Less than the minimum allowable boost pressure value Records the number of times this situation occurs in this working mode, CNT2. CNT2 is updated at most once in each driving cycle and can be saved after the vehicle is powered off. Its default value is 0.

[0061] Therefore, the target boost pressure value under the current operating mode ;

[0062] 21) The current actual intake volume of the engine is not less than the maximum allowable intake volume of the engine. Record the number of times this situation occurs in this working mode, CNT21. CNT21 is updated at most once in each driving cycle and can be saved after the vehicle is powered off. Its default value is 0.

[0063] Then, the target intake pressure value under the current operating mode

[0064] 22) If the actual intake volume of the engine is not greater than the minimum allowable intake volume of the engine, record the number of times this situation occurs in this working mode, CNT22. CNT22 is updated at most once in each driving cycle and can be saved after the vehicle is powered off. Its default value is 0.

[0065] Then, the target intake pressure value under the current operating mode

[0066] In the formula, The preset weighting coefficient is four.

[0067] 23) Other situations, target intake pressure value under the current operating mode .

[0068] 3) The third scenario: the target boost pressure self-learning value under the current operating mode. Not greater than the maximum permissible boost pressure value And not less than the minimum allowable boost pressure value. Records the number of times this situation occurs in this working mode, CNT3. CNT3 is updated at most once in each driving cycle and can be saved after the vehicle is powered off. Its default value is 0.

[0069] Therefore, the target boost pressure value under the current operating mode ;

[0070] 31) The current actual intake volume of the engine is not less than the maximum allowable intake volume of the engine. Record the number of times this situation occurs in this working mode, CNT31. CNT31 is updated at most once in each driving cycle and can be saved after the vehicle is powered off. Its default value is 0.

[0071] Then, the target intake pressure value under the current operating mode

[0072] In the formula, The preset weighting coefficient is five.

[0073] 32) If the actual intake volume of the engine is not greater than the minimum allowable intake volume of the engine, record the number of times this situation occurs in this working mode, CNT32. CNT32 is updated at most once in each driving cycle and can be saved after the vehicle is powered off. Its default value is 0.

[0074] Then, the target intake pressure value under the current operating mode

[0075] In the formula, The preset weighting coefficient is six.

[0076] 33) The current actual intake air volume of the engine is less than the maximum allowable intake air volume of the engine but greater than the minimum intake air volume of the engine.

[0077] Then, the target intake pressure value under the current operating mode

[0078] Furthermore, the self-learning algorithm for the correction coefficients is as follows:

[0079] 1) If the number of times CNT is greater than the preset value, this example uses 50; if CNT3 is greater than the preset value, this example uses 40. 11) If CNT31 is not less than the preset value, in this example it is 35, then ;12) If CNT32 is not less than the preset value, in this example it is 35, then ;13) In other cases,

[0080] Immediately reset CNT, CNT1~3, and CNT11~32 to zero, and restart counting once the corresponding conditions are met again.

[0081] 2) If the number of times CNT is greater than the preset value, this example uses 50; if CNT1 is greater than the preset value, this example uses 40. 21) If CNT11 is not less than the preset value, which is 35 in this example, then 22) If CNT12 is not less than the preset value, which is 35 in this example, then 23) In other cases,

[0082] Immediately reset CNT, CNT1~3, and CNT11~32 to zero, and restart counting once the corresponding conditions are met again.

[0083] 3) If the number of times CNT is greater than the preset value, this example uses 50; if CNT2 is greater than the preset value, this example uses 40. 31) If CNT21 is not less than the preset value, in this example it is 35, then 32) If CNT22 is not less than the preset value, in this example it is 35, then 33) In other cases,

[0084] Immediately reset CNT, CNT1~3, and CNT11~32 to zero, and restart counting once the corresponding conditions are met again.

[0085] 4) Other situations ,

[0086] This is the self-learning correction factor for the target boost pressure obtained from the last self-learning update; its default value is 0. This is the self-learning correction factor for the target intake pressure obtained from the last self-learning update; its default value is 0.

[0087] The execution priority of judging the CNT values ​​of the above four items gradually decreases, and at most one item is executed at a time.

[0088] Example 3: Based on the same inventive concept, this example also provides a vehicle electronic device, including a memory, a processor, and a program stored in the memory and executable on the processor. When the processor executes the program, it implements the turbocharged engine adaptive control method as described in Example 2.

[0089] Example 4: Based on the same inventive concept, this example also provides a manual / automatic vehicle, which is equipped with vehicle electronic equipment as described in Example 3.

[0090] Furthermore, all parts of this application that are not described in detail are the same as or implemented using existing technology.

[0091] In summary:

[0092] This invention proposes an adaptive control method for turbocharged engines. Based on different engine operating modes, corresponding target intake pressure self-learning control and target boost pressure self-learning control are executed respectively. The target intake pressure self-learning correction coefficient and target boost pressure self-learning correction coefficient are updated by self-learning based on a correction coefficient self-learning algorithm, thereby correcting the engine's target intake pressure and target boost pressure in real time, thus improving the control accuracy of engine intake volume and effectively enhancing the responsiveness of engine intake control.

[0093] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0094] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in one or more blocks of the flowchart illustrations and / or one or more blocks of the block diagrams.

[0095] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means that implement the functions specified in one or more flowcharts and / or one or more block diagrams.

[0096] These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process, such that the instructions, which execute on the computer or other programmable apparatus, provide steps for implementing the functions specified in one or more flowcharts and / or one or more block diagrams.

[0097] Those skilled in the art will readily understand that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An adaptive control method for a turbocharged engine, characterized in that, include: The current engine operating mode is determined based on whether the engine boost closed-loop control is activated and the ratio of the actual throttle outlet pressure to the actual throttle inlet pressure. Based on the current engine operating mode, the corresponding target intake pressure self-learning control and target boost pressure self-learning control are executed respectively to obtain the target intake pressure self-learning value and the target boost pressure self-learning value under the current operating mode. Based on the comparison results between the target boost pressure self-learning value and the maximum and minimum allowable boost pressure values, the target boost pressure self-learning value is corrected to obtain the final target intake pressure value. Based on the comparison results between the actual intake volume of the engine and the maximum and minimum allowable intake volume, the self-learning value of the target intake pressure is corrected to obtain the final target intake pressure value. Based on the correction coefficient self-learning algorithm, the target intake pressure self-learning correction coefficient and target boost pressure self-learning correction coefficient in the target intake pressure self-learning control and target boost pressure self-learning control are updated through self-learning.

2. The adaptive control method for a turbocharged engine according to claim 1, characterized in that, The current operating mode of the engine includes: Operating mode 1: Engine boost closed-loop control is not activated, or the ratio of the actual outlet pressure of the throttle valve to the actual inlet pressure of the throttle valve exceeds threshold 1 but does not exceed threshold 2. Operating mode 2: Engine boost closed-loop control is activated, and the ratio of actual throttle outlet pressure to actual throttle inlet pressure does not exceed threshold 1. Operating mode 3: Engine boost closed-loop control is activated, and the ratio of the actual outlet pressure to the actual inlet pressure of the throttle valve exceeds threshold 2; both threshold 1 and threshold 2 are calibrated based on engine speed n, and threshold 2 is greater than threshold 1.

3. The adaptive control method for a turbocharged engine according to claim 2, characterized in that, When the engine is in operating mode one or operating mode two for a preset time T1, the target intake pressure self-learning control is executed: The target intake pressure self-learning value in the current working mode is calculated from the preset target intake pressure initial value, the measured actual intake pressure value, the weighting coefficient, and the target intake pressure self-learning correction coefficient.

4. The adaptive control method for a turbocharged engine according to claim 2, characterized in that, When the engine is in operating mode three and continues for a preset time T2, the target boost pressure self-learning control is executed: The target boost pressure self-learning value under the current working mode is calculated from the preset target boost pressure initial value, the measured actual boost pressure value, weighting coefficient 2, the target boost pressure self-learning correction coefficient, and the influencing parameters. The influencing parameters are calibrated based on the ratio of throttle outlet pressure to throttle inlet pressure.

5. The adaptive control method for a turbocharged engine according to claim 4, characterized in that, The correction of the target boost pressure self-learning value includes: First scenario: The target boost pressure self-learning value is greater than the maximum allowable boost pressure value. Record the number of times this scenario occurs, CNT1. Then, in the current operating mode, the target boost pressure value is equal to the maximum allowable boost pressure value. The second scenario: If the target boost pressure self-learning value is less than the minimum allowable boost pressure value, record the number of times this scenario occurs (CNT2); then, the target boost pressure value is equal to the minimum allowable boost pressure value. The third scenario: If the target boost pressure self-learning value in the current operating mode is not greater than the maximum allowable boost pressure value and not less than the minimum allowable boost pressure value, record the number of times this scenario occurs (CNT3); then, the target boost pressure value in the current operating mode is equal to the target boost pressure self-learning value.

6. The adaptive control method for a turbocharged engine according to claim 3, characterized in that, The correction of the target intake pressure self-learning value includes: Based on the comparison results between the actual intake volume of the engine and the maximum and minimum allowable intake volume, and based on the self-learning value of the target boost pressure under the real-time current operating mode and the measured actual intake pressure value, the target intake pressure value under the current operating mode is calculated and determined.

7. The adaptive control method for a turbocharged engine according to claim 5, characterized in that, The self-learning algorithm for the correction coefficient includes: When any of the first, second, or third scenarios occurs, the count CNT is accumulated. Based on the comparison results of the number of times CNT, CNT1, CNT2, CNT3 and the actual intake air volume of the engine with the intake air volume threshold, and combined with the target boost pressure self-learning correction coefficient and the target intake air pressure self-learning correction coefficient obtained from the previous self-learning update, the target intake air pressure self-learning correction coefficient and the target boost pressure self-learning correction coefficient are self-learned and updated.

8. A vehicle electronic device, comprising a memory, a processor, and a program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the turbocharged engine adaptive control method as described in any one of claims 1 to 7.

9. A non-transitory readable storage medium having a program stored thereon, characterized in that, When executed by the vehicle's electronic equipment, the program implements the turbocharged engine adaptive control method as described in any one of claims 1 to 7.

10. A vehicle with both manual and automatic transmissions, characterized in that: Includes the vehicle electronic equipment as described in claim 8.

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