Turbocharger control method and apparatus, device, and readable storage medium

Abstract

A turbocharger control method and apparatus, a device, and a readable storage medium. The method comprises: acquiring an operating condition corresponding to a vehicle (200); determining a surge line corresponding to a turbocharger (210), the surge line being used for representing a gas flow oscillation phenomenon of gas along the axial direction of a compressor; and when the operating condition and the surge line satisfy a preset relationship, adjusting a first opening angle of a wastegate valve, or adjusting a second opening angle corresponding to a vehicle accelerator pedal (220).

Description

Turbocharger control methods, devices, equipment and readable storage media

[0001] This application claims priority to Chinese Patent Application No. 202411988161.6, filed on December 31, 2024, entitled "Control Method, Apparatus, Device and Readable Storage Medium for Turbocharger", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This invention relates to the field of vehicles, and in particular to a control method, apparatus, device, and readable storage medium for a turbocharger. Background Technology

[0003] With the increasing prevalence of turbochargers in vehicles, NVH (Noise, Vibration, and Harshness) levels are continuously improving, enhancing the driving and passenger experience. However, turbochargers inevitably generate operating noise during driving.

[0004] In related technologies, in order to reduce vehicle noise in the high-frequency noise region, an additional intake slot is added to the compressor casing intake port inside the turbocharger to weaken other disturbances caused by separation from the mechanical wall, thereby reducing the fluctuations generated by the compressor inlet.

[0005] However, the above solution requires an additional number of parts, increasing the vehicle's manufacturing cost and system weight; in addition, if the air intake is damaged, it cannot suppress the high-frequency noise generated by the turbocharger (such as Hiss noise, which is the hissing sound emitted by the turbocharger) in the first instance. Summary of the Invention

[0006] This application provides a control method, apparatus, device, and readable storage medium for a turbocharger, which to a certain extent achieves the purpose of suppressing high-frequency noise generated by the turbocharger. The technical solution is as follows:

[0007] In one aspect, a method for controlling a turbocharger is provided, executed by an on-board terminal, the method comprising:

[0008] The vehicle's operating conditions are obtained, which are used to indicate the working status of the internal components of the vehicle during driving. The operating conditions include the working status of the turbocharger, which includes a compressor and an exhaust bypass valve.

[0009] The surge line corresponding to the turbocharger is determined. The surge line is used to indicate the airflow oscillation phenomenon that occurs along the compressor axis. The surge line is determined from the boost characteristic curve, which is used to characterize the relationship between the gas flow rate and the boost ratio in the compressor.

[0010] When the operating condition and the surge line meet a preset relationship, adjust the first opening angle of the exhaust bypass valve, or adjust the second opening angle corresponding to the power pedal in the vehicle.

[0011] On the other hand, a control device for a turbocharger is provided for use in an in-vehicle terminal, the device comprising:

[0012] The acquisition module is used to acquire the corresponding operating conditions of the vehicle. The operating conditions are used to indicate the working status of the internal components of the vehicle during driving. The operating conditions include the working status of the turbocharger. The turbocharger includes a compressor and an exhaust bypass valve.

[0013] The determination module is used to determine the surge line corresponding to the turbocharger. The surge line is used to indicate the airflow oscillation phenomenon that occurs along the compressor axis. The surge line is determined from the boost characteristic curve, which is used to characterize the relationship between the gas flow rate and the boost ratio in the compressor.

[0014] The adjustment module is used to adjust the first opening angle of the exhaust bypass valve, or adjust the second opening angle of the power pedal in the vehicle, when the operating condition and the surge line meet a preset relationship.

[0015] On the other hand, a computer-readable storage medium is provided, wherein at least one level is stored in the storage medium, the at least one level being loaded and executed by a processor to implement the turbocharger control method as described above.

[0016] On the other hand, a computer program product or computer program is provided, which includes computer instructions stored in a computer-readable storage medium, wherein a processor of a computer device reads the computer instructions from the computer-readable storage medium, executes the computer instructions, and causes the computer device to perform a control method for a turbocharger as described above.

[0017] Compared with the prior art, the beneficial effects of the present invention are:

[0018] When turbocharger surge is detected within a vehicle, adjusting the wastegate valve or the accelerator pedal angle can shift the vehicle's operating conditions away from the surge line, ensuring the turbocharger operates normally and preventing high-frequency hiss noise that could negatively impact the driver's experience. Furthermore, without requiring additional noise reduction devices, adjusting the opening angles of internal vehicle components can effectively protect the turbocharger, reducing manufacturing costs to some extent. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 is a flowchart of a control method for a turbocharger provided in an embodiment of this application;

[0021] Figure 2 is a flowchart of a turbocharger control method provided in an exemplary embodiment of this application;

[0022] Figure 3 is a flowchart of adjusting the first opening angle based on the embodiment in Figure 2;

[0023] Figure 4 is a flowchart of a turbocharger control method provided in yet another exemplary embodiment of this application;

[0024] Figure 5 is a flowchart of a control device for a turbocharger provided in an exemplary embodiment of this application;

[0025] Figure 6 is a structural block diagram of a computer device provided in an exemplary embodiment of this application. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0027] As shown in Figure 1, a flowchart illustrating a control method for a turbocharger according to an embodiment of this application is presented. The flowchart includes a vehicle, an internal component controller 100, a turbocharger 101, an exhaust bypass valve 102, and a power pedal 103. The turbocharger 101 includes the exhaust bypass valve 102.

[0028] The controller 100 determines the corresponding operating conditions of the vehicle based on the driving data during the vehicle's operation. The operating conditions are used to indicate the working status of the internal components of the vehicle during driving. Indicatively, the operating conditions include the working status of the turbocharger 101.

[0029] The controller 100 generates a boost characteristic curve 104 corresponding to the turbocharger based on the working state of the turbocharger 101. The boost characteristic curve 104 is marked with a surge line 105, which is used to characterize the airflow oscillation phenomenon that occurs along the compressor axis of the turbocharger.

[0030] When the controller 100 determines that the operating condition and the surge line meet the preset relationship (e.g., the operating condition is close to the surge line), it adjusts the first opening angle of the exhaust bypass valve 102 to decrease, or adjusts the second opening angle of the power pedal 103 to increase.

[0031] In another optional embodiment, the vehicle can also communicate with a server, which is responsible for the processes of determining the operating conditions, generating the boost characteristic curve, and judging the relationship between the operating conditions and the surge line. After the server determines that the operating conditions and the surge line meet the preset relationship, it generates an adjustment command. The adjustment command includes at least one of the adjustment angles of the first opening and closing angle of the waste bypass valve 102 and the adjustment angle of the second opening and closing angle of the power pedal 102.

[0032] After receiving the adjustment command from the server, the vehicle parses the adjustment command and adjusts the exhaust bypass valve 102 or the power pedal 103 according to the instructions in the adjustment command.

[0033] The server and the vehicle are connected via a wireless or wired communication network, which uses standard communication technologies and / or protocols. The network is typically the Internet, but can be any other network, including but not limited to Local Area Networks (LANs), Metropolitan Area Networks (MANs), Wide Area Networks (WANs), mobile, wired or wireless networks, private networks, or any combination of virtual private networks. In some embodiments, technologies and / or formats, including Hyper Text Markup Language (HTML) and Extensible Markup Language (XML), are used to represent data exchanged over the network. Furthermore, conventional encryption technologies such as Secure Socket Layer (SSL), Transport Layer Security (TLS), Virtual Private Networks (VPNs), and Internet Protocol Security (IPsec) can be used to encrypt all or some links. In other embodiments, custom and / or dedicated data communication technologies may be used to replace or supplement the aforementioned data communication technologies.

[0034] A server can be a standalone physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, CDN (Content Delivery Network), and big data and artificial intelligence platforms. Optionally, a server can also be implemented as a node in a blockchain system.

[0035] It should be noted that the information (including but not limited to operating conditions), data (including but not limited to data used for analysis, data stored, data displayed), and signals involved in this application are all authorized by the user or fully authorized by all parties, and the collection, use, and processing of related data must comply with the relevant laws, regulations, and standards of the relevant countries and regions.

[0036] Based on the above description, the control method of the turbocharger involved in the embodiments of this application will be explained. Figure 2 is a flowchart of a turbocharger control method provided in an exemplary embodiment of this application, which will be described by applying the method to a vehicle. As shown in Figure 2, the method includes:

[0037] Step 200: Obtain the corresponding operating conditions of the vehicle.

[0038] Optionally, the operating condition refers to the working state of the internal components of the vehicle during driving. These internal components include, but are not limited to, the turbocharger, the accelerator pedal, sensors located at various positions within the vehicle, tires, etc. In this embodiment, the operating condition includes the working state of the turbocharger.

[0039] In an optional embodiment, the operating condition is also used to indicate the vehicle's working status during operation. The operating condition can be categorized by the vehicle's motion, the driver's control method, the vehicle's load, the environmental conditions, the road surface conditions, and so on.

[0040] The following describes the various working states included in the operating conditions.

[0041] Based on the vehicle's motion, operating conditions can be categorized as follows: starting phase, acceleration phase, constant speed phase, deceleration phase, turning phase, and other driving conditions.

[0042] Indicatively, the starting phase refers to the stage where a vehicle begins to move from a standstill, overcoming static friction through the output of its power system. A standstill is defined as a speed of 0. The acceleration phase refers to the stage where the vehicle continuously increases its speed from a first speed to a second speed, where the first speed is less than the second speed, or the first speed is greater than or equal to 0 and the second speed is greater than 0. The constant speed phase refers to the stage where the vehicle travels at a constant speed. The deceleration phase refers to the stage where the vehicle continuously decreases its speed from a third speed to a fourth speed, where the third speed is greater than the fourth speed, or the third speed is greater than 0 and the fourth speed is greater than or equal to 0. The turning phase indicates the stage where the vehicle changes direction in the horizontal plane. This stage is accompanied by lateral acceleration and involves changes in steering wheel input, tire slip angle, lateral force, and vehicle attitude.

[0043] In some embodiments, the turning phase occurs in combination with the starting phase, acceleration phase, and deceleration phase.

[0044] Based on the driver's control method, operating conditions are divided into several stages: gear shifting, coasting, braking, throttle control, steering, and reversing. Coasting refers to the stage where the driver releases the accelerator pedal, the engine and drive wheels are in a non-rigid connection, and the vehicle continues to move forward due to inertia. Coasting includes, but is not limited to, coasting in neutral, coasting while accelerating, and coasting while stationary. Braking refers to the stage where the driver actively applies braking force through the vehicle's braking system to decelerate the vehicle to a target speed or bring it to a complete stop. The target speed is greater than 0. Braking includes, but is not limited to, emergency braking, speed-controlled braking, and automatic braking.

[0045] In illustrative terms, the gear shifting stage refers to the phase during which the vehicle's transmission automatically or manually shifts from first gear to second gear based on parameters such as vehicle speed, throttle opening, and braking force. The first and second gears can be any of the following: Park (P), Reverse (R), Neutral (N), Drive (D), Low (L), etc. The above descriptions of the first and second gears are merely illustrative; the specific gears are determined according to the actual vehicle conditions, and this application does not impose any limitations on them. The throttle control stage refers to the phase where the driver maintains or slightly adjusts the vehicle's speed by continuously adjusting the throttle pedal opening without changing gears or braking. The steering stage refers to the phase where the driver controls the front wheel angle through steering wheel input, causing the vehicle to travel along a predetermined trajectory. The reversing stage refers to adjusting the vehicle's gear to R (Reverse) to move the vehicle in a rearward direction.

[0046] The operating conditions are categorized based on vehicle load: Operating conditions include no-load, full-load, and overload. Optionally, each vehicle has a rated load. A vehicle is considered fully loaded when its actual load weight equals the rated load; overloaded when its actual load weight exceeds the rated load; and unloaded when its actual load weight is less than a preset load. The preset load is also considered less than the rated load.

[0047] Based on the environmental conditions in which the vehicle operates: operating conditions include high temperature and low temperature.

[0048] Based on the road conditions where the vehicle is located: operating conditions include smooth roads, curves, mountain roads, etc.

[0049] Divided by vehicle internal components: Operating conditions are used to indicate the working status of each internal component in the vehicle, including component data collected by the internal components and the working status of the components.

[0050] In this embodiment, the operating conditions include the vehicle's motion, the environmental conditions of the vehicle, the road surface conditions, and the corresponding operating state of the turbocharger. For example, the operating condition of the vehicle is the operating state of the turbocharger when it is in the acceleration phase on a mountain road. This is only an illustrative example. The operating conditions of the vehicle can also be freely combined based on the above content to observe the corresponding operating states of various components in the vehicle.

[0051] Optionally, the turbocharger comprises a compressor and an exhaust turbine connected coaxially, with an exhaust bypass valve installed at the exhaust turbine. The exhaust turbine rotates under the pressure of the high-temperature exhaust gas from the vehicle engine, which in turn drives the compressor to rotate via a shaft, thereby compressing air and increasing the intake pressure.

[0052] When the intake airflow to the compressor in a turbocharger decreases, it causes uneven gas velocity and backflow in the passage, leading to an unstable operating state for the compressor. This results in fluctuating airflow and drastic pressure fluctuations. The turbocharger exhibits high-frequency noise (e.g., a hissing or roaring sound, referred to in this field as high-frequency Hiss noise) accompanied by the compressor's violent vibrations.

[0053] The phenomenon of severe vibration and high-frequency Hiss noise in the turbocharger described above is called surge.

[0054] When a turbocharger experiences surge, it accelerates fatigue damage to internal components such as compressor blades and rapidly expands existing cracks, potentially leading to compressor failure. Furthermore, the turbocharger emits high-frequency Hiss noise, creating a negative experience for both the driver and passengers.

[0055] Step 201: Determine the surge line corresponding to the turbocharger.

[0056] Optionally, the operating status of the turbocharger can be obtained, including but not limited to the real-time speed of the turbocharger, the compressor boost ratio, the compressor flow rate, etc.

[0057] Determine the boost characteristic curve corresponding to the turbocharger. The boost characteristic curve is used to characterize the relationship between the gas flow rate and the boost ratio in the compressor. In other words, the boost characteristic curve is used to characterize the flow characteristics of the compressor.

[0058] The boost characteristic curve is marked with a surge line and a stagnation line. Based on the above, it can be understood that the surge line is used to characterize the airflow oscillation phenomenon that occurs along the compressor axis. In this field, the surge line can be regarded as the critical state of turbocharger operation.

[0059] The blockage line is used to indicate that the turbocharger inlet or outlet is blocked.

[0060] Surge and blockage lines are used to help determine the safe and effective operating range of a turbocharger.

[0061] Optionally, the boost characteristic curve displays the efficiency region of the turbocharger, which is used to indicate the efficiency performance of the turbocharger under different operating conditions.

[0062] Optionally, the pressure values ​​and gas flow rates in the compressor's inlet and outlet lines can be obtained. The inlet and outlet lines are used to indicate the compressor's outlet and inlet lines.

[0063] This is illustrative of obtaining the outlet pressure and outlet gas flow rate corresponding to the compressor outlet pipeline, or the inlet pressure and inlet gas flow rate corresponding to the pressure vessel inlet pipeline.

[0064] The ratio between the export pressure value and the import pressure value is determined to obtain the first ratio, which can be understood as the pressure ratio.

[0065] Determine the minimum and maximum values ​​of the inlet gas flow rate and the outlet gas flow rate.

[0066] A gas flow range is generated based on the maximum and minimum gas flow rates.

[0067] Based on the gas flow rate range, the corresponding boosting ratio is determined for different gas flow rates.

[0068] Based on the relationship between gas flow rate and pressure ratio, a pressure characteristic curve is generated.

[0069] Schematic, the horizontal axis of the boost characteristic curve represents the gas flow rate, and the vertical axis represents the boost ratio.

[0070] Step 202: When the operating conditions and surge line meet the preset relationship, adjust the first opening angle of the exhaust bypass valve, or adjust the second opening angle corresponding to the power pedal in the vehicle.

[0071] Optionally, the preset relationship refers to the turbocharger experiencing surge under this operating condition.

[0072] When turbocharger surge is imminent, adjust the first opening angle of the waste bypass valve, or adjust the corresponding opening angle of the power pedal inside the vehicle. This helps prevent turbocharger surge, reduces high-frequency Hiss noise, and to some extent extends the turbocharger's lifespan and improves driving comfort for the driver (and passengers).

[0073] In an optional embodiment, a boost characteristic curve corresponding to the turbocharger is obtained. The boost characteristic curve is marked with a surge line. A target region corresponding to the surge line is determined. The target region is used to indicate the area where the turbocharger experiences surge. The target region and the surge line conform to a preset positional relationship, which can be found in the following description.

[0074] The surge line can be determined in ways including but not limited to one of the following methods.

[0075] The first method is to define the boundary line in the boost characteristic curve as the surge line.

[0076] The second method involves determining the maximum value corresponding to each curve in the boost characteristic curves and connecting these maximum values ​​in series to form a surge curve. Here, the maximum value refers to the maximum gas flow rate corresponding to that curve.

[0077] The third method involves determining the gas flow rate entering the compressor, squaring the gas flow rate to obtain the volumetric flow rate, and multiplying this value by a constant (set by the relevant personnel) to determine the surge critical flow rate. When the gas flow rate entering the compressor is less than the surge critical flow rate, the turbocharger experiences surge. Therefore, the curve intersecting the surge critical flow rate in the boost characteristic curve is identified and designated as the surge line.

[0078] After determining the surge line using any of the methods described above, the region above the surge line and the region between the positive direction of the vertical axis of the boost characteristic curve are considered the target region. In this case, the surge line is located at the boundary of the target region.

[0079] In the above embodiments, the target area is defined as a warning buffer zone near the surge line. By detecting in real time whether the vehicle falls into this area during its operating conditions, early control can be achieved to avoid the surge line, thereby reducing the vehicle's power loss and pumping loss to a certain extent.

[0080] In another optional embodiment, after determining the curve corresponding to the surge line, a region within a preset distance from the curve corresponding to the surge line is determined in the boost characteristic curve, and this region is regarded as the target region. In this case, the surge line is located at the center of the target region.

[0081] In response to the operating condition existing in the target area, adjust the first opening angle of the exhaust bypass valve, or adjust the second opening angle corresponding to the power pedal.

[0082] Optionally, in response to the presence of an operating condition in the target area, the first opening angle and the second opening angle are adjusted simultaneously.

[0083] The process of adjusting the first opening angle is explained in detail below.

[0084] The turbocharger also includes an actuator, which is considered as an exhaust bypass valve actuator.

[0085] The actuator adjusts the boost pressure of the turbocharger by controlling the opening and closing of the exhaust bypass valve. When the boost pressure reaches the predetermined pressure value, the actuator pushes the connecting rod to open the bypass valve on the exhaust side of the turbocharger. Some exhaust gas bypasses the impeller inside the turbocharger and is directly discharged to the exhaust pipe, thereby reducing the exhaust gas flow driving the impeller, reducing the impeller speed, and thus controlling the boost pressure.

[0086] Optionally, the first opening / closing angle can be adjusted by adjusting the rotation angle of the actuator's output shaft. There is a correlation between the rotation angle and the first opening / closing angle. For illustration, the larger the absolute value of the rotation angle, the larger the angle at which the first opening / closing angle can be adjusted.

[0087] In an optional embodiment, there is a rotation angle threshold. In response to the absolute value of the rotation angle of the output shaft exceeding the rotation angle threshold, the first opening / closing angle of the waste bypass valve is reduced. Illustratively, the rotation angle threshold is 40°. When the rotation angle of the actuator's output shaft is 40°, the first opening / closing angle of the waste bypass valve also increases to 60°. When the rotation angle of the actuator's output shaft continues to increase to 60°, the first opening / closing angle of the waste bypass valve is reduced from 60° to 50°.

[0088] Optionally, in response to the absolute value of the rotation angle of the output shaft exceeding a rotation angle threshold, the first opening / closing angle of the waste bypass valve is reduced according to the excess value, where the excess value refers to the difference between the absolute value of the rotation angle and the rotation angle threshold. Illustratively, the rotation angle threshold is 40°. When the rotation angle of the actuator's output shaft is 40°, the first opening / closing angle of the waste bypass valve increases to 60°. When the rotation angle of the actuator's output shaft continues to increase to 60°, the excess value is 20° (the difference between 60° and 40°), reducing the first opening / closing angle of the waste bypass valve from 60° to 40°.

[0089] The process of adjusting the first opening and closing angle by adjusting the rotation angle of the actuator's output shaft is described in detail below.

[0090] The rotation angle of the actuator's output shaft is controlled by adjusting the input voltage of the actuator. There is a correlation between the input voltage and the rotation angle. For illustration, the larger the input voltage, the larger the absolute value of the corresponding rotation angle.

[0091] In this embodiment of the application, when the operating conditions and surge line meet a preset relationship, the first opening and closing angle of the first waste gas bypass valve is reduced, or the second opening and closing angle of the power pedal is increased.

[0092] In the above embodiments, the first opening and closing angle of the exhaust bypass valve is adjusted by adjusting the rotation angle of the output shaft of the actuator. The vehicle outputs the target rotation angle according to the correlation between the rotation angle and the first opening and closing angle, so that the exhaust bypass valve is accurately opened to the required opening degree. This avoids the backlash and hysteresis caused by traditional pneumatic-spring systems and other methods, thereby protecting the turbocharger. In addition, under certain specific circumstances, the vehicle can be forcibly retracted to a safe opening degree to prevent the turbocharger from falling directly into the surge line due to actuator failure, further improving the robustness of the vehicle system.

[0093] In the above embodiments, the correspondence between the input voltage of the actuator and the rotation angle of the output shaft is further calibrated to achieve the purpose of directly driving the first opening and closing angle of the exhaust bypass valve by detecting the voltage of the actuator. This reduces the tracking error for transient boosting demands of the vehicle (such as rapid acceleration and deceleration) and reduces the risk of surge or hysteresis to a certain extent.

[0094] In this embodiment, when a surge phenomenon is detected in the turbocharger within the vehicle, the opening and closing angles of the waste bypass valve or the power pedal are adjusted to move the vehicle's operating conditions away from the surge line, ensuring the turbocharger operates normally and preventing high-frequency Hiss noise from the turbocharger from negatively impacting the driver's experience. Furthermore, without requiring additional noise reduction devices for the turbocharger, adjusting the opening and closing angles of internal vehicle components achieves the goal of protecting the turbocharger, thereby reducing vehicle manufacturing costs to some extent.

[0095] Based on the above description, the adjustment of the first opening angle involved in step 202 will be further detailed. Figure 3 is a flowchart of adjusting the first opening angle of the waste bypass valve according to an exemplary embodiment of this application. The method is applied to a vehicle for illustration. As shown in Figure 3, the method includes:

[0096] Step 300: Under the condition that the operating conditions and surge line meet the preset relationship, determine the target intake volume of the engine corresponding to the vehicle's operating conditions.

[0097] Optionally, the preset relationship refers to the turbocharger experiencing surge under this operating condition.

[0098] When it is determined that the turbocharger is about to experience surge, adjust the first opening angle of the waste bypass valve. This helps prevent turbocharger surge, reduces high-frequency Hiss noise, and to some extent extends the turbocharger's lifespan and improves driver comfort.

[0099] In an optional embodiment, the boost characteristic curve corresponding to the turbocharger is obtained, and a surge line is marked on the boost characteristic curve. The target area corresponding to the surge line is determined, and the target area is used to indicate the area where the turbocharger experiences surge.

[0100] In response to the existence of the operating condition in the target area, the target intake air volume corresponding to the engine of the vehicle under the operating condition is determined.

[0101] The target intake volume refers to the amount of gas (which can be considered as air) required by the engine for normal operation and combustion under corresponding operating conditions.

[0102] The target intake volume depends on at least one of the following: engine load, engine speed, combustion efficiency, engine design, and environmental conditions.

[0103] Engine load refers to the power or torque output by the engine. The greater the engine load, the greater the target intake air volume.

[0104] The higher the engine speed, the more gas is drawn in per cycle.

[0105] Combustion efficiency refers to the ratio of gas to combustion fuel, also known as air-fuel ratio.

[0106] Engine design refers to different engine designs, including but not limited to: displacement, number of cylinders, compression ratio, etc.

[0107] Environmental conditions refer to atmospheric pressure and temperature. At different atmospheric pressures and temperatures, the density of gas (air) is different, thus affecting the target intake volume.

[0108] In an optional embodiment, the air-fuel ratio, operating power, and fuel consumption information of the engine are acquired. The air-fuel ratio indicates the mixing ratio of air and fuel in the engine's combustion chamber; the operating power indicates the power generated by the engine within a preset time period; and the fuel consumption information indicates the amount of fuel consumed by the engine within the preset time period. The preset time period is a unit of time and can be at least one of per minute, per second, or per hour.

[0109] The target intake volume is determined based on air-fuel ratio, operating power, and fuel consumption information.

[0110] In the above embodiments, a boost management strategy is introduced that uses a target intake volume as an intermediate amount, controls the opening of the bypass valve in a closed loop, and actively avoids turbocharger surge. When the vehicle detects that the current operating conditions are approaching, a target intake volume is determined that can both avoid surge and meet torque requirements. Then, a target speed corresponding to the target intake volume is determined, so that the first opening angle of the exhaust bypass valve reaches a position that "just" allows the turbocharger to maintain that speed, avoiding excessive pressure relief and power drop.

[0111] In the above embodiments, the target intake volume is determined by the air-fuel ratio, operating power and fuel consumption information. The target speed is used as the feedback quantity to adjust the first opening angle of the exhaust bypass valve. This reduces the calculation deviation of the actual intake volume and enables the vehicle to smoothly transition under instantaneous operating conditions, thereby reducing pumping losses and achieving the goals of fuel saving and noise reduction.

[0112] Step 301: Determine the target speed of the turbocharger based on the target intake volume.

[0113] Optionally, a preset table can be obtained, which stores the correspondence between target intake volume and target speed. That is, different target intake volumes correspond to different target speeds.

[0114] For illustrative purposes, the target intake volume in the preset table is a specific value, and different target speeds are assigned according to the specific value. For example, the target speed corresponding to the target intake volume a is b.

[0115] This is an illustrative example, where the target intake volume in the preset table is a range, and different target speeds are assigned according to the range. The range to which the target intake volume belongs is determined, and the target speed corresponding to that range is then set as the target speed for the target intake volume. For example, if the target intake volume 'a' is in range 1, and the target speed corresponding to range 1 is 'b', then target speed 'b' is set as the target speed for target intake volume 'a'.

[0116] Optionally, the compressor pressure ratio of the engine can be obtained, which is used to describe the pressure change of the gas during the compression process.

[0117] Indicatively, the engine acquires a first pressure value, a first temperature value, and a first air flow rate corresponding to the air before compression within a preset time period; and acquires a second pressure value, a second temperature value, and a second air flow rate corresponding to the air after compression within the preset time period.

[0118] The compressor pressure ratio of the engine is determined based on the first pressure value, the first temperature value, the first air flow rate, the second pressure value, the second temperature value, and the second air flow rate.

[0119] To illustrate, the first pressure value is processed according to the first weighting coefficient to obtain the third pressure value, and the second pressure value is processed according to the second weighting coefficient to obtain the fourth pressure value.

[0120] Obtain the temperature coefficient table and the air flow coefficient table. The temperature coefficient table records the correspondence between temperature values ​​and conversion coefficients, and the air flow coefficient table records the correspondence between air flow values ​​and conversion coefficients.

[0121] Determine the first coefficient corresponding to the first temperature value from the temperature coefficient table, and determine the second coefficient corresponding to the second temperature value.

[0122] Determine the third coefficient corresponding to the first air flow rate from the air flow rate coefficient table, and determine the fourth coefficient corresponding to the second air flow rate.

[0123] The third pressure value is obtained by processing the first and third coefficients.

[0124] The fourth pressure value is processed based on the second and fourth coefficients to obtain the sixth pressure value.

[0125] The ratio between the fifth and sixth pressure values ​​is defined as the compressor pressure ratio.

[0126] In the above embodiments, the compressor pressure ratio is determined by multi-parameter weighting, table lookup, and reprocessing, which improves the calculation accuracy and real-time performance of the compressor pressure ratio to a certain extent. On the one hand, the first pressure value before compression is processed by a first weighting coefficient, and the second pressure value after compression is processed by a second weighting coefficient, thereby achieving the purpose of decoupling and compensating for individual errors (referring to the sensors that acquire pressure values) and system pipeline pressure loss. On the other hand, temperature and airflow are introduced into the factors affecting the compressor pressure ratio, and calibrated and implemented as temperature coefficient tables and airflow coefficient tables, further improving the calculation accuracy of the compressor pressure ratio.

[0127] Step 302: Adjust the first opening angle of the exhaust bypass valve based on the target speed to control the turbocharger to rotate at the target speed.

[0128] In this embodiment, there is a preset relationship between the turbocharger's rotational speed and the first opening angle of the wastegate valve. Illustratively, the faster the rotational speed, the larger the first opening angle of the wastegate valve, and vice versa. That is, adjusting the wastegate valve to different opening degrees allows the turbocharger to operate at different speeds.

[0129] After determining that the turbocharger is experiencing surge, reduce the first opening angle of the exhaust bypass valve and control the turbocharger to rotate at the target speed.

[0130] In this embodiment, when a surge phenomenon is detected in the turbocharger within the vehicle, the opening and closing angles of the waste bypass valve or the power pedal are adjusted to move the vehicle's operating conditions away from the surge line, ensuring the turbocharger operates normally and preventing high-frequency Hiss noise from the turbocharger from negatively impacting the driver's experience. Furthermore, without requiring additional noise reduction devices for the turbocharger, adjusting the opening and closing angles of internal vehicle components achieves the goal of protecting the turbocharger, thereby reducing vehicle manufacturing costs to some extent.

[0131] Referring to Figure 4, the control method of the turbocharger involved in the embodiments of this application will be described. Figure 3 is a flowchart of a turbocharger control method provided in an exemplary embodiment of this application. As shown in Figure 3, the method includes:

[0132] Step 400: Determine the corresponding driving conditions of the vehicle.

[0133] Optionally, the operating condition refers to the working state of the internal components of the vehicle during driving. These internal components include, but are not limited to, the turbocharger, the accelerator pedal, sensors located at various positions within the vehicle, tires, etc. In this embodiment, the operating condition includes the working state of the turbocharger.

[0134] In an optional embodiment, the operating condition is also used to indicate the vehicle's working status during operation. The operating condition can be categorized by the vehicle's motion, the driver's control method, the vehicle's load, the environmental conditions, the road surface conditions, and so on.

[0135] Step 401: When the vehicle's operating condition is in the target area corresponding to the surge line, the first opening angle of the exhaust bypass valve is reduced.

[0136] Obtain the operating status of the turbocharger, including but not limited to the real-time speed of the turbocharger, the compressor boost ratio, the compressor flow rate, etc.

[0137] Determine the boost characteristic curve corresponding to the turbocharger. The boost characteristic curve is used to characterize the relationship between the gas flow rate and the boost ratio in the compressor. In other words, the boost characteristic curve is used to characterize the flow characteristics of the compressor.

[0138] The boost characteristic curve is marked with a surge line, which characterizes the airflow oscillation phenomenon that occurs along the compressor axis. In this field, the surge line can be regarded as the critical state of turbocharger operation.

[0139] In an optional embodiment, the boost characteristic curve corresponding to the turbocharger is obtained, and a surge line is marked on the boost characteristic curve. The target area corresponding to the surge line is determined, and the target area is used to indicate the area where the turbocharger experiences surge.

[0140] In response to the presence of operating conditions in the target area, the first opening angle of the exhaust bypass valve is reduced.

[0141] The specific process for determining the first opening angle is described in steps 202 and 300 to 302 above, and will not be repeated here.

[0142] Step 402: When the vehicle's driving condition is in the target area corresponding to the surge line, the second opening angle of the power pedal is increased.

[0143] Optionally, if it is determined that the turbocharger will experience surge under this driving condition, the second opening angle of the power pedal can be increased.

[0144] The second opening angle is used to indicate the position of the power pedal, referring to the relative position of the power pedal plates from fully closed (0%) to fully open (100%). Indicatively, the angle between the power pedal plates within the current power pedal is 30°. When turbocharger surge occurs, the angle between the power pedal plates is increased from 30° to 50°.

[0145] In this embodiment, the second opening angle affects the engine's air intake and fuel supply.

[0146] To prevent turbocharger surge, the angle between the pressure plates inside the power pedal is increased, thereby increasing the engine's intake air volume. With increased engine intake air volume, the fuel supply also increases, further improving fuel combustion (conversion) efficiency and reducing exhaust emissions. Reduced exhaust emissions also decrease the gas flow rate into the turbocharger, effectively reducing the amount of exhaust gas converted by the turbocharger. This prevents increased gas flow within the turbocharger from causing increased disturbance to internal components during operation, thus avoiding surge.

[0147] In another alternative embodiment, a target speed of the turbocharger is determined, and the turbocharger is operated at the target speed by controlling a second opening angle of the power pedal.

[0148] To illustrate, the target speed k corresponding to the turbocharger is determined. At this time, the second opening angle of the power pedal is increased from 30° to 40°. However, when the second opening angle of the power pedal is at 40°, the speed of the turbocharger is less than the target speed. The second opening angle of the power pedal is further increased to 50°. When the second opening angle of the power pedal is at 50°, the speed of the turbocharger reaches the target speed.

[0149] In this embodiment, when a surge phenomenon is detected in the turbocharger within the vehicle, the opening and closing angles of the waste bypass valve or the power pedal are adjusted to move the vehicle's operating conditions away from the surge line, ensuring the turbocharger operates normally and preventing high-frequency Hiss noise from the turbocharger from negatively impacting the driver's experience. Furthermore, without requiring additional noise reduction devices for the turbocharger, adjusting the opening and closing angles of internal vehicle components achieves the goal of protecting the turbocharger, thereby reducing vehicle manufacturing costs to some extent.

[0150] Please refer to Figure 5, which shows a structural block diagram of a turbocharger control device provided in an exemplary embodiment of this application. The device includes the following components.

[0151] The acquisition module 500 is used to acquire the corresponding operating conditions of the vehicle. The operating conditions are used to indicate the working status of the internal components of the vehicle during driving. The operating conditions include the working status of the turbocharger. The turbocharger includes a compressor and an exhaust bypass valve.

[0152] The determination module 501 is used to determine the surge line corresponding to the turbocharger. The surge line is used to characterize the airflow oscillation phenomenon that occurs along the compressor axis. The surge line is determined from the boost characteristic curve, which is used to characterize the relationship between the gas flow rate and the boost ratio in the compressor.

[0153] The adjustment module 502 is used to adjust the first opening angle of the exhaust gas bypass valve, or adjust the second opening angle corresponding to the vehicle power pedal, when the operating condition and the surge line meet a preset relationship.

[0154] In an optional embodiment, the determining module 501 is used to determine a target region in the boost characteristic curve corresponding to the surge line, wherein the target region and the surge line conform to a preset positional relationship;

[0155] The adjustment module 502 is used to adjust the first opening angle or the second opening angle in response to the operating condition existing in the target area.

[0156] In an optional embodiment, the turbocharger further includes an actuator;

[0157] The adjustment module 502 is used to adjust the first opening and closing angle by adjusting the rotation angle of the output shaft of the actuator; wherein there is a correlation between the rotation angle and the first opening and closing angle.

[0158] In an optional embodiment, the adjustment module 502 is used to control the rotation angle of the output shaft of the actuator by adjusting the input voltage of the actuator, wherein there is a correlation between the input voltage and the rotation angle;

[0159] The adjustment module 502 is used to adjust the first opening and closing angle by adjusting the rotation angle of the output shaft of the actuator.

[0160] In an optional embodiment, the determining module 501 is used to determine the target intake volume of the engine of the vehicle under the operating condition when the operating condition and the surge line meet a preset relationship.

[0161] The determining module 501 is used to determine the target speed of the turbocharger based on the target intake volume;

[0162] The adjustment module 502 is used to adjust the first opening angle of the waste bypass valve based on the target speed, and control the turbocharger to rotate at the target speed.

[0163] In an optional embodiment, the acquisition module 500 is used to acquire the air-fuel ratio, operating power and fuel consumption information of the engine. The air-fuel ratio is used to indicate the mixing ratio of air and fuel in the combustion chamber of the engine. The operating power is used to indicate the power generated by the engine within a preset time. The fuel consumption information is used to indicate the amount of fuel consumed by the engine within the preset time.

[0164] The determining module 501 is used to determine the target intake air volume based on the air-fuel ratio, the operating power, and the fuel consumption information;

[0165] The acquisition module 500 is used to acquire the compressor pressure ratio of the engine, which is used to describe the pressure change process of the gas during compression.

[0166] The determining module 501 is used to determine the target based on the compressor pressure ratio and the target intake volume.

[0167] In an optional embodiment, the engine obtains a first pressure value, a first temperature value, and a first air flow rate corresponding to the air before compression within a preset time period;

[0168] The acquisition module 500 is used to acquire the second pressure value, the second temperature value and the second air flow rate of the compressed air in the engine within a preset time period.

[0169] The determining module 501 is used to process the first pressure value according to a first weighting coefficient to obtain a third pressure value, and to process the second pressure value according to a second weighting coefficient to obtain a fourth pressure value.

[0170] The acquisition module 500 is used to acquire a temperature coefficient table and an air flow coefficient table. The temperature coefficient table records the correspondence between the temperature value and the conversion coefficient, and the air flow coefficient table records the correspondence between the air flow value and the conversion coefficient.

[0171] The determining module 501 is used to determine the first coefficient corresponding to the first temperature value from the temperature coefficient table, and to determine the second coefficient corresponding to the second temperature value.

[0172] The determining module 501 is used to determine the third coefficient corresponding to the first air flow from the air flow coefficient table, and to determine the fourth coefficient corresponding to the second air flow.

[0173] The determining module 501 is used to process the third pressure value based on the first coefficient and the third coefficient to obtain a fifth pressure value;

[0174] The determining module 501 is used to process the fourth pressure value based on the second coefficient and the fourth coefficient to obtain a sixth pressure value;

[0175] The determining module 501 is used to determine the ratio between the fifth pressure value and the sixth pressure value as the compressor pressure ratio.

[0176] In the device provided in this application embodiment, when it is determined that a turbocharger in the vehicle is experiencing surge, the opening and closing angles of the waste bypass valve or the power pedal are adjusted to keep the corresponding operating condition of the vehicle away from the surge line, thus ensuring the turbocharger is in normal working condition and preventing the turbocharger from emitting high-frequency Hiss noise, which would negatively impact the driving experience. Furthermore, without the need for additional noise reduction devices for the turbocharger, the purpose of protecting the turbocharger can be achieved simply by adjusting the opening and closing angles of internal vehicle components, thereby reducing vehicle manufacturing costs to some extent.

[0177] It should be noted that the turbocharger control device provided in the above embodiments is only an example of the division of the above functional modules. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the turbocharger control device provided in the above embodiments and the turbocharger control method embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0178] Figure 6 shows a structural block diagram of a computer device 600 provided in an exemplary embodiment of this application. The computer device 600 can be a portable mobile terminal, such as a smartphone, tablet computer, MP3 player (Moving Picture Experts Group Audio Layer III), MP4 player (Moving Picture Experts Group Audio Layer IV), laptop computer, or desktop computer. The computer device 600 may also be referred to as a user device, portable terminal, laptop terminal, desktop terminal, or other names. Optionally, the computer device 600 can also be implemented as a mobile device, such as a vehicle-mounted terminal or other portable smart terminal.

[0179] Typically, computer device 600 includes a processor 601 and a memory 602.

[0180] Processor 601 may include one or more processing cores, such as a quad-core processor or an octa-core processor. Processor 601 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). Processor 601 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 601 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, processor 601 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0181] Memory 602 may include one or more computer-readable storage media, which may be non-transitory. Memory 602 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in memory 602 is used to store at least one instruction, which is executed by processor 601 to implement the turbocharger control method provided in the method embodiments of this application.

[0182] Those skilled in the art will understand that the structure shown in FIG6 does not constitute a limitation on the computer device 600, and may include more or fewer components than shown, or combine certain components, or employ different component arrangements.

[0183] This application also provides a computer-readable storage medium storing at least one instruction, at least one program, code set, or instruction set, wherein the at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by a processor to implement the turbocharger control method provided in the above method embodiments.

[0184] This application provides a computer program product or computer program that includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the turbocharger control method provided in the above-described method embodiments.

[0185] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0186] The above description is only a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for controlling a turbocharger, executed by an on-board terminal, the method comprising: The vehicle's operating conditions are obtained, which are used to indicate the working status of the internal components of the vehicle during driving. The operating conditions include the working status of the turbocharger, which includes a compressor and an exhaust bypass valve. The surge line corresponding to the turbocharger is determined. The surge line is used to characterize the airflow oscillation phenomenon that occurs along the compressor axis. The surge line is determined from the boost characteristic curve, which is used to characterize the relationship between the gas flow rate and the boost ratio in the compressor. When the operating condition and the surge line meet a preset relationship, adjust the first opening angle of the exhaust bypass valve, or adjust the second opening angle corresponding to the vehicle power pedal.

2. The method according to claim 1, wherein adjusting the first opening angle of the exhaust bypass valve, or adjusting the second opening angle corresponding to the power pedal in the vehicle, when the operating condition and the surge line meet a preset relationship, comprises: Determine the target region in the boost characteristic curve that corresponds to the surge line, wherein the target region and the surge line conform to a preset positional relationship; In response to the existence of the operating condition in the target area, the first opening angle is adjusted, or the second opening angle is adjusted.

3. The method according to claim 1 or 2, wherein the turbocharger further comprises an actuator; Adjusting the first opening angle includes: The first opening / closing angle is adjusted by adjusting the rotation angle of the output shaft of the actuator; There is a correlation between the rotation angle and the first opening / closing angle.

4. The method according to any one of claims 1 to 3, wherein adjusting the first opening / closing angle by adjusting the rotation angle of the output shaft of the actuator includes: The rotation angle of the output shaft of the actuator is controlled by adjusting the input voltage of the actuator, and there is a correlation between the input voltage and the rotation angle; The first opening / closing angle is adjusted by adjusting the rotation angle of the output shaft of the actuator.

5. The method according to any one of claims 1 to 4, wherein adjusting the first opening angle of the exhaust bypass valve when the operating condition and the surge line meet a preset relationship includes: If the operating condition and the surge line meet a preset relationship, determine the target intake air volume of the engine of the vehicle under the operating condition; Based on the target intake volume, the target speed of the turbocharger is determined; The first opening angle of the waste bypass valve is adjusted based on the target rotational speed to control the turbocharger to rotate at the target rotational speed.

6. The method according to any one of claims 1 to 5, wherein determining the target intake air volume corresponding to the engine of the vehicle under the operating condition comprises: The air-fuel ratio, operating power, and fuel consumption information of the engine are obtained. The air-fuel ratio is used to indicate the mixing ratio of air and fuel in the combustion chamber of the engine. The operating power is used to indicate the power generated by the engine within a preset time. The fuel consumption information is used to indicate the amount of fuel consumed by the engine within the preset time. The target intake air volume is determined based on the air-fuel ratio, the operating power, and the fuel consumption information. Determining the target speed of the turbocharger based on the target intake volume includes: The compressor pressure ratio of the engine is obtained, and the compressor pressure ratio is used to describe the pressure change process of the gas during compression. The target rotational speed is determined based on the compressor pressure ratio and the target intake volume.

7. The method according to any one of claims 1 to 6, wherein obtaining the compressor pressure ratio of the engine comprises: The engine obtains the first pressure value, the first temperature value, and the first air flow rate corresponding to the air before compression within a preset time period. The engine compresses the air within a preset time period, and obtains the second pressure value, the second temperature value, and the second air flow rate corresponding to the air. The first pressure value is processed according to the first weighting coefficient to obtain the third pressure value, and the second pressure value is processed according to the second weighting coefficient to obtain the fourth pressure value; Obtain a temperature coefficient table and an air flow coefficient table. The temperature coefficient table records the correspondence between the temperature values ​​and the conversion coefficients, and the air flow coefficient table records the correspondence between the air flow values ​​and the conversion coefficients. Determine the first coefficient corresponding to the first temperature value from the temperature coefficient table, and determine the second coefficient corresponding to the second temperature value; Determine the third coefficient corresponding to the first air flow from the air flow coefficient table, and determine the fourth coefficient corresponding to the second air flow; The third pressure value is processed based on the first coefficient and the third coefficient to obtain the fifth pressure value; The fourth pressure value is processed based on the second coefficient and the fourth coefficient to obtain the sixth pressure value; The ratio between the fifth pressure value and the sixth pressure value is determined as the compressor pressure ratio.

8. A control device for a turbocharger, applied to an in-vehicle terminal, the device further comprising: The acquisition module is used to acquire the corresponding operating conditions of the vehicle. The operating conditions are used to indicate the working status of the internal components of the vehicle during driving. The operating conditions include the working status of the turbocharger. The turbocharger includes a compressor and an exhaust bypass valve. The determination module is used to determine the surge line corresponding to the turbocharger. The surge line is used to characterize the airflow oscillation phenomenon that occurs along the compressor axis. The surge line is determined from the boost characteristic curve, which is used to characterize the relationship between the gas flow rate and the boost ratio in the compressor. The adjustment module is used to adjust the first opening angle of the exhaust bypass valve, or adjust the second opening angle of the power pedal in the vehicle, when the operating condition and the surge line meet a preset relationship.

9. A computer device comprising a processor and a memory, the memory storing at least one program, the at least one program being loaded and executed by the processor to implement the control method for a turbocharger as claimed in any one of claims 1 to 7.

10. A computer-readable storage medium storing at least one program, said at least one program being loaded and executed by a processor to implement the control method for a turbocharger as claimed in any one of claims 1 to 7.

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