CN115045761A - Engine charge control method, apparatus, medium and device - Google Patents
Engine charge control method, apparatus, medium and device Download PDFInfo
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
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- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
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Abstract
The present disclosure relates to engine charge control methods, apparatus, media, and devices. The method comprises the following steps: determining a desired intake manifold pressure value based on the driver demand torque; determining a charge control mode of the engine based on the desired intake manifold pressure value, the charge control mode including a throttle control mode in which only a throttle is controlled and a supercharger control mode in which the throttle and supercharger are controlled simultaneously; controlling a charge of the engine to meet the driver demanded torque according to the determined charge control mode. In this way, the charging of the engine is controlled according to the determined mode, the control of the throttle valve and the control of the VGT supercharger can be decoupled, so that the control of the charging by the VGT supercharger and the throttle valve actuator is ensured not to generate conflict, and good fuel economy and pollutant emission characteristics can be obtained.
Description
Technical Field
The disclosure relates to the technical field of automatic control of vehicle engines, in particular to a method, a device, a medium and equipment for controlling engine charging.
Background
In order to increase the fuel consumption rate of a vehicle and improve the economy of the vehicle, a Variable Geometry Turbine (VGT) supercharger is additionally arranged on an engine of some vehicles. The VGT supercharger is firstly applied to a diesel engine, the application of the VGT supercharger on a gasoline engine is just started, and besides the fact that the gasoline engine has higher requirements on the mechanical structure of the VGT supercharger, the design of a control algorithm related to an air system is also a great difficulty. This is because the diesel engine has no throttle, but the gasoline engine has a throttle, and the throttle and the VGT supercharger have a very strong coupling relationship in controlling the intake air amount. For this reason, the decoupling of throttle and VGT supercharger control over charge is the core of gasoline engine air system algorithm design.
Disclosure of Invention
It is an object of the present disclosure to provide a method, apparatus, medium and device for engine charge control that provides good fuel economy and pollutant emission characteristics for a vehicle.
To achieve the above object, the present disclosure provides an engine charge control method, the method comprising:
determining a desired intake manifold pressure value based on the driver demand torque;
determining a charge control mode of the engine based on the desired intake manifold pressure value, the charge control mode including a throttle control mode in which only a throttle is controlled and a supercharger control mode in which the throttle and supercharger are controlled simultaneously;
controlling a charge of the engine to meet the driver demanded torque according to the determined charge control mode.
Optionally, said determining a charge control mode of said engine based on said desired intake manifold pressure value comprises:
acquiring a first corresponding relation, and determining a critical value of a throttle valve front-rear pressure ratio corresponding to the current rotating speed of the engine according to the first corresponding relation, wherein the first corresponding relation is the corresponding relation between the rotating speed of the engine and the critical value of the throttle valve front-rear pressure ratio;
acquiring a second corresponding relation, and determining a critical value of boost pressure corresponding to the current rotating speed of the engine according to the second corresponding relation, wherein the second corresponding relation is the corresponding relation between the rotating speed of the engine and the critical value of the boost pressure;
determining a charge control mode of the engine based on the desired intake manifold pressure value, a threshold value of a pre-throttle pressure ratio corresponding to a current speed of the engine, and a threshold value of a boost pressure corresponding to the current speed of the engine.
Optionally, the determining a charge control mode of the engine according to the desired intake manifold pressure value, the threshold value of the pre-throttle pressure ratio corresponding to the current rotation speed of the engine, and the threshold value of the boost pressure corresponding to the current rotation speed of the engine comprises:
determining that the charge control mode of the engine is the throttle control mode if the following formula is satisfied:
a/A≤B
determining that the charge control mode of the engine is the supercharger control mode if the following formula is satisfied:
a/A＞B
wherein a is the desired intake manifold pressure value, a is a threshold value of boost pressure corresponding to a current speed of the engine, and B is a threshold value of a throttle before-throttle pressure ratio corresponding to the current speed of the engine.
Optionally, said controlling the charge of the engine according to the determined charge control mode comprises:
and if the charge control mode of the engine is determined to be the throttle control mode, controlling the before-after-throttle pressure ratio of the throttle valve to be a critical value of the before-after-throttle pressure ratio corresponding to the current rotating speed of the engine, wherein the turbine nozzle ring section of the supercharger keeps an allowable maximum value.
Optionally, said controlling the charge of the engine according to the determined charge control mode comprises:
if it is determined that the charge control mode of the engine is the supercharger control mode, calculating a target before-after pressure ratio of the throttle valve according to the following formula:
b＝(a-B*A)/(c-B*A)
q＝B+b*(1-B)；
calculating a target boost pressure value according to the following formula:
d＝a/q
wherein B is a proportional value, a is the expected intake manifold pressure value, a is a critical value of boost pressure corresponding to the current rotation speed of the engine, B is a critical value of a throttle valve rear-front pressure ratio corresponding to the current rotation speed of the engine, c is a maximum value allowed by boost pressure, d is the target boost pressure value, and q is the target throttle valve rear-front pressure ratio;
and controlling the opening of the throttle valve according to the target rear-front pressure ratio, and controlling the supercharging pressure value of the supercharger to be the target supercharging pressure value.
Alternatively, controlling the opening degree of the throttle valve in accordance with the target rear-to-front pressure ratio includes:
acquiring a third corresponding relation, and determining a critical value of the throttle opening corresponding to the current rotating speed of the engine according to the third corresponding relation, wherein the third corresponding relation is the corresponding relation between the rotating speed of the engine and the critical value of the throttle opening;
determining a target opening degree of the throttle valve according to the following formula, and controlling the opening degree of the throttle valve to the target opening degree:
e＝(100-C)*(q-B)/(1-B)
f＝C+e
wherein e is a position deviation, C is a critical value of a throttle opening corresponding to a current rotation speed of the engine, and f is the target opening.
Optionally, the determining a desired intake manifold pressure value as a function of driver demanded torque comprises:
estimating a desired charge of the engine based on the driver demanded torque;
determining the desired intake manifold pressure value according to the following equation:
a＝g/h+p
where a is the desired intake manifold pressure value, g is the desired charge of the engine, h is a conversion factor, and p is the residual exhaust gas partial pressure within the cylinder.
The present disclosure also provides an engine charge control device, comprising:
a first determination module to determine a desired intake manifold pressure value as a function of driver demand torque;
a second determination module to determine a charge control mode of the engine based on the desired intake manifold pressure value, the charge control mode including a throttle control mode in which only a throttle is controlled and a supercharger control mode in which the throttle and supercharger are controlled simultaneously;
a control module controls a charge of the engine to meet the driver demanded torque according to the determined charge control mode.
The present disclosure also provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of the above-described method provided by the present disclosure.
The present disclosure also provides an electronic device, comprising:
a memory having a computer program stored thereon;
a processor for executing the computer program in the memory to implement the steps of the above-described method provided by the present disclosure.
Through the technical scheme, the charge control mode of the engine is determined to be the throttle control mode or the supercharger control mode according to the expected pressure value of the intake manifold. In the throttle control mode, only the throttle valve is controlled, the throttle valve is in a throttle zone, the VGT supercharger is not controlled at the moment, namely, the minimum duty ratio of the VGT supercharger is set, the nozzle ring section of the turbine at the moment is maximum, and the supercharging capacity is weakest; in the booster control mode, a throttle valve and a booster are simultaneously controlled, the VGT booster is subjected to expected boost pressure control, the position of the throttle valve can be controlled to follow the booster according to the expected throttle valve back-to-front pressure ratio, and the control of the throttle valve is essentially completely followed by the booster control. In this way, the charging of the engine is controlled according to the determined mode, and the control of the throttle valve and the control of the VGT supercharger can be decoupled, so that the control of the charging by the VGT supercharger and the throttle valve actuator is not in conflict, and good fuel economy and pollutant emission characteristics can be obtained.
Additional features and advantages of the present disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
FIG. 1 is a flow chart of an engine charge control method provided by an exemplary embodiment;
FIG. 2 is a schematic illustration of a method of calculating a target post-fore pressure ratio and a target boost pressure value for a throttle valve provided in an exemplary embodiment;
FIG. 3 is a schematic diagram of a method of calculating a target opening degree of a throttle valve according to an exemplary embodiment;
FIG. 4 is a schematic illustration of a method of calculating a desired engine charge provided by an exemplary embodiment;
FIG. 5 is a block diagram of an engine charge control device provided by an exemplary embodiment;
FIG. 6 is a block diagram of an electronic device shown in an exemplary embodiment.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
FIG. 1 is a flow chart of an engine charge control method provided by an exemplary embodiment. As shown in fig. 1, the method may include the steps of:
in step S101, a desired intake manifold pressure value is determined based on the driver demand torque.
In step S102, a charge control mode of the engine is determined based on the desired intake manifold pressure value. The charge control mode includes a throttle control mode in which only the throttle is controlled and a supercharger control mode in which both the throttle and supercharger are controlled.
In step S103, the charge of the engine is controlled to meet the driver demand torque according to the determined charge control mode.
The term charge in this disclosure refers to the relative charge, i.e., the ratio of the mass of air entering the cylinder to the mass of air filling the cylinder at standard conditions, representing the magnitude of the engine load, which can be conveniently converted to the intake mass flow rate.
The driver demand torque may be determined according to the angle at which the driver depresses the accelerator pedal, the shift position, the vehicle speed, and the like, and may be determined using methods in the related art. A desired engine charge can be determined based upon the driver demanded torque, and an intake manifold pressure value corresponding to the desired engine charge can be determined, i.e., the desired intake manifold pressure value.
As the desired torque value of the engine increases, the engine load increases, requiring an increase in the mass air flow rate into the cylinders to meet the control demand. For the gasoline engine, the intake air amount can be increased at this time by increasing the throttle opening and decreasing the VGT supercharger turbine nozzle ring area (increasing the VGT supercharger duty ratio). An increase in throttle opening may reduce the throttling losses at the throttle, while a decrease in supercharger nozzle ring area may increase exhaust resistance, increase the pressure in front of the vortex, and thereby increase exhaust losses. Therefore, it is not always appropriate to control the charge of the supercharger, and on the premise that the throttle valve can satisfy the intake air amount requirement, the supercharger makes sense only when the exhaust loss caused by the reduction of the nozzle ring area of the supercharger is smaller than the throttle loss caused by the reduction of the throttle opening, so that the fuel consumption rate can be reduced.
Therefore, it can be found that the charge control mode of the engine is classified into two modes, a throttle control mode and a supercharger control mode, according to the threshold state and the desired intake manifold pressure value, and the control of the engine charge is performed according to different conditions.
Through the technical scheme, the charge control mode of the engine is determined to be the throttle control mode or the supercharger control mode according to the expected pressure value of the intake manifold. In the throttle control mode, only the throttle valve is controlled, the throttle valve is in a throttle zone, the VGT supercharger is not controlled at the moment, namely, the minimum duty ratio of the VGT supercharger is set, the nozzle ring section of the turbine at the moment is maximum, and the supercharging capacity is weakest; in the booster control mode, a throttle valve and a booster are simultaneously controlled, the VGT booster is subjected to expected boost pressure control, the position of the throttle valve can be controlled to follow the booster according to the expected throttle valve back-to-front pressure ratio, and the control of the throttle valve is essentially completely followed by the booster control. In this way, the charging of the engine is controlled according to the determined mode, the control of the throttle valve and the control of the VGT supercharger can be decoupled, so that the control of the charging by the VGT supercharger and the throttle valve actuator is ensured not to generate conflict, and good fuel economy and pollutant emission characteristics can be obtained.
In yet another embodiment, based on fig. 1, the determining a charge control mode of the engine according to the desired intake manifold pressure value in step S102 may comprise:
acquiring a first corresponding relation, and determining a critical value of a throttle valve front-rear pressure ratio corresponding to the current rotating speed of the engine according to the first corresponding relation, wherein the first corresponding relation is the corresponding relation between the rotating speed of the engine and the critical value of the throttle valve front-rear pressure ratio (the ratio of the throttle valve rear pressure to the throttle valve front pressure);
acquiring a second corresponding relation, and determining a critical value of the boost pressure corresponding to the current rotating speed of the engine according to the second corresponding relation, wherein the second corresponding relation is the corresponding relation between the rotating speed of the engine and the critical value of the boost pressure;
the charge control mode of the engine is determined based on the desired intake manifold pressure value, a threshold value of a throttle valve before-after pressure ratio corresponding to the current rotational speed of the engine, and a threshold value of a boost pressure corresponding to the current rotational speed of the engine.
A critical state can be found as described above, i.e. a critical point at which the supercharger can intervene in the charge control. The threshold points include the threshold value of the throttle before-after pressure ratio and the threshold value of the boost pressure described above. The first correspondence and the second correspondence may be correspondences calibrated in advance according to a test.
For example, at a certain engine speed, different throttle opening degrees are selected, the duty ratio of the VGT is slightly increased from the minimum at each selected throttle opening degree, after the operating condition is stabilized, if the fuel consumption rate is obviously reduced, the fuel economy of the engine can be improved by the intervention of the VGT supercharger at the throttle opening degree, the VGT supercharger should be involved in charge control, and the ratio (critical value) of the pressure after the throttle valve to the pressure before the throttle valve, the value (critical value) of the throttle opening degree and the pressure after the compressor (namely critical value of the pressure before the inter-cooling and the supercharging pressure) at the moment are recorded. According to the requirement, different engine rotating speeds are selected for testing, and a curve (a first corresponding relation) with the input of the engine rotating speed and the output of the critical value of the pressure ratio before and after the throttle valve is finally obtained; a curve (second correspondence relationship) in which the input is the engine speed and the output is the critical value of the supercharging pressure; the input is the engine speed, and the output is a curve of the critical value of the throttle opening degree (hereinafter, third correspondence). The critical value of the boost pressure represents a boost pressure value corresponding to the time when the throttle opening is the critical value and the boosting capacity of the VGT is the weakest.
The threshold value of the post-throttle front-to-front pressure ratio corresponding to the current rotation speed of the engine and the threshold value of the boost pressure corresponding to the current rotation speed of the engine are threshold values for distinguishing the throttle control mode from the supercharger control mode in the current state. The engine charge control mode is determined based on the two threshold values and the desired intake manifold pressure value that represents the current demand state.
In this embodiment, the engine charge control mode can be accurately determined using the pre-calibrated threshold value of the pre-throttle pressure ratio and the threshold value of the boost pressure.
In another embodiment, the determining the charge control mode of the engine according to the desired intake manifold pressure value, the threshold value of the post-throttle pressure ratio corresponding to the current rotation speed of the engine, and the threshold value of the boost pressure corresponding to the current rotation speed of the engine may specifically include:
if the following formula is satisfied, determining that the charge control mode of the engine is the throttle control mode:
a/A≤B (1)
if the following formula is satisfied, determining that the charge control mode of the engine is a supercharger control mode:
a/A＞B (2)
where a is the desired intake manifold pressure value, a is a threshold value of boost pressure corresponding to the current speed of the engine, and B is a threshold value of the pre-throttle pressure ratio corresponding to the current speed of the engine.
If the formula (1) is met, the required air inflow is more proper to be controlled by the throttle valve, and the intervention of a supercharger is not needed, so that the charge control mode of the engine is determined to be the throttle valve control mode; if the formula (2) is satisfied, it is described that the exhaust loss due to the decrease in the nozzle ring area of the supercharger is smaller than the throttle loss due to the increase in the throttle opening degree, and the intervention of the supercharger is required to reduce the fuel consumption rate, and therefore, the charge control mode of the engine is determined to be the supercharger control mode.
In the embodiment, the charge control mode of the engine is determined by the critical value and a simple formula, the processing speed is high, and the result is accurate.
In yet another embodiment, controlling the charge of the engine according to the determined charge control mode in step S103 may include: if the charge control mode of the engine is determined to be the throttle control mode, the before-after pressure ratio of the throttle valve is controlled to be a critical value of the before-after pressure ratio of the throttle valve corresponding to the current rotating speed of the engine, wherein the turbine nozzle ring section of the supercharger keeps the allowable maximum value.
That is, if it is determined that the control is performed in the throttle control mode, the post-to-front pressure ratio of the throttle valve is directly controlled to be a critical value of the post-to-front pressure ratio of the throttle valve corresponding to the current engine speed, and the turbocharger is not controlled, that is, not operated, but only the nozzle ring cross-section of the turbine is maintained at the allowable maximum value, thereby achieving a low fuel consumption rate.
In yet another embodiment, controlling the charge of the engine according to the determined charge control mode in step S103 may include:
1. if it is determined that the charge control mode of the engine is the supercharger control mode, calculating a target rear-to-front pressure ratio of the throttle valve according to the following formula:
b＝(a-B*A)/(c-B*A) (3)
q＝B+b*(1-B) (4)
2. calculating a target boost pressure value according to the following formula:
d＝a/q (5)
wherein B is a proportional value, a is an expected intake manifold pressure value, A is a critical value of boost pressure corresponding to the current rotating speed of the engine, B is a critical value of the throttle valve rear-front pressure ratio corresponding to the current rotating speed of the engine, c is a maximum value allowed by the boost pressure, d is a target boost pressure value, and q is a target rear-front pressure ratio of the throttle valve;
3. and controlling the opening of the throttle valve according to the target rear-front pressure ratio, and controlling the supercharging pressure value of the supercharger to be the target supercharging pressure value.
In the formula (4), linear interpolation is performed between the critical values B and 1 according to the proportional value B, and the target rear-front pressure ratio q of the throttle valve is obtained.
FIG. 2 is a schematic diagram of a method of calculating a target post-front pressure ratio and a target boost pressure value for a throttle valve provided in an exemplary embodiment. As can be easily seen from fig. 2, the proportional value b can be calculated from the above A, B, a and c by using the formula (3). And (4) calculating the S0 gear of the target rear-front pressure ratio q of the throttle valve by using the linear difference value b, namely the formula (4).
And as shown in fig. 2, q has two gears S0 and S1. If the comparison result S of a/A and B satisfies the formula (2) (the engine is determined to be in the supercharger control mode), q is switched to the S0 gear, namely, the result of the linear difference is used as the target rear-front pressure ratio q of the throttle valve; if the comparison result S of a/a and B does not satisfy formula (2) (if formula (1) is satisfied and the engine charge control mode is determined to be the throttle control mode), q is switched to S1, that is, the threshold value B of the throttle post-to-front pressure ratio corresponding to the current rotation speed of the engine is set as the target post-to-front pressure ratio q of the throttle. Then, according to the formula (5), the target supercharging pressure value d can be calculated from q.
In this embodiment, in the supercharger control mode, the throttle and the VGT supercharger are simultaneously operated, but the opening degree of the throttle is controlled in accordance with the target rear-to-front pressure ratio.
In still another embodiment, the above-described controlling the opening degree of the throttle valve in accordance with the target rear-to-front pressure ratio may include:
acquiring a third corresponding relation, and determining a critical value of the throttle opening corresponding to the current rotating speed of the engine according to the third corresponding relation, wherein the third corresponding relation is the corresponding relation between the rotating speed of the engine and the critical value of the throttle opening;
determining a target opening degree of the throttle valve according to the following formula, and controlling the opening degree of the throttle valve to the target opening degree:
e＝(100-C)*(q-B)/(1-B) (6)
f＝C+e (7)
where e is a position deviation, C is a critical value of the opening degree of a throttle valve corresponding to the current rotation speed of the engine, and f is a target opening degree.
Wherein, the critical value C of the opening degree of the throttle valve is a number from 1 to 100, namely, a hundred times of the opening degree of 0 to 1 is taken.
FIG. 3 is a schematic diagram of a method of calculating a target opening degree of a throttle valve according to an exemplary embodiment. As shown in fig. 3, the positional deviation e and the target opening f are calculated according to the above equations (6) and (7), respectively.
In still another embodiment, the step S101 of determining the desired intake manifold pressure value based on the driver demand torque may include:
estimating a desired engine charge based on the driver demanded torque;
determining a desired intake manifold pressure value according to the following equation:
a＝g/h+p (8)
where a is the desired intake manifold pressure value, g is the desired engine charge, h is the conversion factor, and p is the residual exhaust gas partial pressure in the cylinder, which may be precalibrated.
FIG. 4 is a schematic illustration of a method of calculating a desired engine charge provided by an exemplary embodiment. As shown in fig. 4, the desired intake manifold pressure value a is calculated according to the above equation (8).
Compared with a decoupling algorithm of a general throttle valve and a supercharger, the decoupling algorithm fully considers the fuel consumption rate on the basis of a large number of tests, carries out detailed test measurement on the decoupling critical value of the throttle valve and the supercharger according to different rotating speeds, and provides decoupling critical curves (a first corresponding relation, a second corresponding relation and a third corresponding relation). The method can effectively eliminate the conflict of the throttle valve and the VGT supercharger on the charge control, and improve the robustness of the control system.
Compared with a common decoupling algorithm, the method disclosed by the invention can effectively reduce the fuel consumption rate and pollutant emission of the gasoline engine in a medium-load area, has a good dynamic response characteristic, and has a great significance for improving the performance of the engine.
FIG. 5 is a block diagram of an engine charge control device provided by an exemplary embodiment. As shown in FIG. 5, the engine charge control device 500 may include a first determination module 501, a second determination module 502, and a control module 503.
The first determination module 501 is operable to determine a desired intake manifold pressure value based on a driver requested torque.
The second determination module 502 is configured to determine a charge control mode of the engine based on a desired intake manifold pressure value, the charge control mode including a throttle control mode in which only a throttle is controlled and a supercharger control mode in which both the throttle and the supercharger are controlled.
The control module 503 is operable to control the charge of the engine to meet the driver demanded torque according to the determined charge control mode.
Optionally, the second determination module 502 may include a first determination submodule, a second determination submodule, and a third determination submodule.
The first determining submodule is used for acquiring a first corresponding relation and determining a critical value of the throttle valve front-rear pressure ratio corresponding to the current rotating speed of the engine according to the first corresponding relation, and the first corresponding relation is the corresponding relation between the rotating speed of the engine and the critical value of the throttle valve front-rear pressure ratio.
The second determining submodule is used for acquiring a second corresponding relation and determining a critical value of the boost pressure corresponding to the current rotating speed of the engine according to the second corresponding relation, and the second corresponding relation is the corresponding relation between the rotating speed of the engine and the critical value of the boost pressure.
The third determination submodule is configured to determine a charge control mode of the engine based on the desired intake manifold pressure value, a threshold value of a post-throttle front pressure ratio corresponding to a current rotational speed of the engine, and a threshold value of a boost pressure corresponding to the current rotational speed of the engine.
Optionally, the third determining submodule is configured to:
if the following formula is satisfied, determining that the charge control mode of the engine is the throttle control mode:
a/A≤B
and if the following formula is satisfied, determining that the charge control mode of the engine is the supercharger control mode:
a/A＞B
where a is the desired intake manifold pressure value, a is a threshold value of boost pressure corresponding to the current speed of the engine, and B is a threshold value of the pre-throttle pressure ratio corresponding to the current speed of the engine.
Alternatively, the control module 503 is configured to control the pre-throttle pressure ratio to be a threshold value of the pre-throttle pressure ratio corresponding to a current engine speed if the engine charge control mode is determined to be the throttle control mode, wherein the turbine nozzle ring cross-section of the supercharger is maintained at an allowable maximum.
Optionally, the control module 503 is configured to:
if it is determined that the charge control mode of the engine is the supercharger control mode, calculating a target rear-to-front pressure ratio of the throttle valve according to the following formula:
b＝(a-B*A)/(c-B*A)
q＝B+b*(1-B)；
calculating a target boost pressure value according to the following formula:
d＝a/q
wherein B is a proportional value, a is an expected intake manifold pressure value, A is a critical value of boost pressure corresponding to the current rotating speed of the engine, B is a critical value of the throttle valve rear-front pressure ratio corresponding to the current rotating speed of the engine, c is a maximum value allowed by the boost pressure, d is a target boost pressure value, and q is a target rear-front pressure ratio of the throttle valve;
and controlling the opening of the throttle valve according to the target rear-front pressure ratio, and controlling the supercharging pressure value of the supercharger to be the target supercharging pressure value.
Optionally, the control module 503 is further configured to:
acquiring a third corresponding relation, and determining a critical value of the throttle opening corresponding to the current rotating speed of the engine according to the third corresponding relation, wherein the third corresponding relation is the corresponding relation between the rotating speed of the engine and the critical value of the throttle opening;
determining a target opening degree of the throttle valve according to the following formula, and controlling the opening degree of the throttle valve to the target opening degree:
e＝(100-C)*(q-B)/(1-B)
f＝C+e
where e is a position deviation, C is a critical value of the opening degree of a throttle valve corresponding to the current rotation speed of the engine, and f is a target opening degree.
Optionally, the first determining module 501 is configured to:
estimating a desired charge of the engine as a function of the driver demanded torque;
determining a desired intake manifold pressure value according to the following equation:
a＝g/h+p
where a is the desired intake manifold pressure value, g is the desired engine charge, h is the conversion factor, and p is the residual exhaust gas partial pressure in the cylinder.
Through the technical scheme, the charge control mode of the engine is determined to be the throttle control mode or the supercharger control mode according to the expected pressure value of the intake manifold. In the throttle control mode, only the throttle valve is controlled, the throttle valve is in a throttle zone, the VGT supercharger is not controlled at the moment, namely, the minimum duty ratio of the VGT supercharger is set, the nozzle ring section of the turbine at the moment is maximum, and the supercharging capacity is weakest; in the booster control mode, a throttle valve and a booster are simultaneously controlled, the VGT booster is subjected to expected boost pressure control, the position of the throttle valve can be controlled to follow the booster according to the expected throttle valve back-to-front pressure ratio, and the control of the throttle valve is essentially completely followed by the booster control. In this way, the charging of the engine is controlled according to the determined mode, the control of the throttle valve and the control of the VGT supercharger can be decoupled, so that the control of the charging by the VGT supercharger and the throttle valve actuator is ensured not to generate conflict, and good fuel economy and pollutant emission characteristics can be obtained.
With regard to the apparatus in the above-described embodiment, the specific manner in which each module performs the operation has been described in detail in the embodiment related to the method, and will not be elaborated here.
The present disclosure also provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of the above-described method provided by the present disclosure.
The present disclosure also provides an electronic device comprising a memory and a processor, the memory having stored thereon a computer program; the processor is used to execute the computer program in the memory to implement the steps of the above-described method provided by the present disclosure.
Fig. 6 is a block diagram illustrating an electronic device 600 according to an example embodiment. As shown in fig. 6, the electronic device 600 may include: a processor 601 and a memory 602. The electronic device 600 may also include one or more of a multimedia component 603, an input/output (I/O) interface 604, and a communications component 605.
The processor 601 is configured to control the overall operation of the electronic device 600 to perform all or part of the steps of the engine charge control method. The memory 602 is used to store various types of data to support operation at the electronic device 600, such as instructions for any application or method operating on the electronic device 600 and application-related data, such as contact data, transmitted and received messages, pictures, audio, video, and so forth. The Memory 602 may be implemented by any type of volatile or non-volatile Memory device or combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic Memory, flash Memory, magnetic disk or optical disk. The multimedia components 603 may include screen and audio components. Wherein the screen may be, for example, a touch screen and the audio component is used for outputting and/or inputting audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signal may further be stored in the memory 602 or transmitted through the communication component 605. The audio assembly also includes at least one speaker for outputting audio signals. The I/O interface 604 provides an interface between the processor 601 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual buttons or physical buttons. The communication component 605 is used for wired or wireless communication between the electronic device 600 and other devices. Wireless Communication, such as Wi-Fi, bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IOT, eMTC, or other 5G, etc., or a combination of one or more of them, which is not limited herein. The corresponding communication component 605 may therefore include: Wi-Fi module, Bluetooth module, NFC module, etc.
In an exemplary embodiment, the electronic Device 600 may be implemented by one or more Application Specific Integrated Circuits (ASICs), Digital Signal Processors (DSPs), Digital Signal Processing Devices (DSPDs), Programmable Logic Devices (PLDs), Field Programmable Gate Arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components for performing the engine charge control methods described above.
In another exemplary embodiment, a computer readable storage medium comprising program instructions which, when executed by a processor, implement the steps of the engine charge control method described above is also provided. For example, the computer readable storage medium may be the memory 602 including program instructions executable by the processor 601 of the electronic device 600 to perform the engine charge control method described above.
In another exemplary embodiment, a computer program product is also provided, the computer program product comprising a computer program executable by a programmable device, the computer program having code portions for performing the engine charge control method described above when executed by the programmable device.
The preferred embodiments of the present disclosure are described in detail above with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details in the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. In order to avoid unnecessary repetition, various possible combinations will not be separately described in this disclosure.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.
Claims (10)
1. A method of engine charge control, the method comprising:
determining a desired intake manifold pressure value based on the driver demand torque;
determining a charge control mode of the engine based on the desired intake manifold pressure value, the charge control mode including a throttle control mode in which only a throttle is controlled and a supercharger control mode in which the throttle and supercharger are controlled simultaneously;
controlling a charge of the engine to meet the driver demanded torque according to the determined charge control mode.
2. The method of claim 1, wherein said determining a charge control mode of said engine based on said desired intake manifold pressure value comprises:
acquiring a first corresponding relation, and determining a critical value of a throttle valve front-rear pressure ratio corresponding to the current rotating speed of the engine according to the first corresponding relation, wherein the first corresponding relation is the corresponding relation between the rotating speed of the engine and the critical value of the throttle valve front-rear pressure ratio;
acquiring a second corresponding relation, and determining a critical value of boost pressure corresponding to the current rotating speed of the engine according to the second corresponding relation, wherein the second corresponding relation is the corresponding relation between the rotating speed of the engine and the critical value of the boost pressure;
determining a charge control mode of the engine based on the desired intake manifold pressure value, a threshold value of a pre-throttle pressure ratio corresponding to a current speed of the engine, and a threshold value of a boost pressure corresponding to the current speed of the engine.
3. The method of claim 2, wherein determining a charge control mode of the engine based on the desired intake manifold pressure value, a threshold value of a pre-throttle pressure ratio corresponding to a current speed of the engine, and a threshold value of a boost pressure corresponding to a current speed of the engine comprises:
determining that the charge control mode of the engine is the throttle control mode if the following formula is satisfied:
a/A≤B
determining that the charge control mode of the engine is the supercharger control mode if the following formula is satisfied:
a/A＞B
wherein a is the desired intake manifold pressure value, a is a threshold value of boost pressure corresponding to a current speed of the engine, and B is a threshold value of a throttle before-throttle pressure ratio corresponding to the current speed of the engine.
4. The method of claim 2, wherein said controlling charge of the engine according to the determined charge control mode comprises:
and if the charge control mode of the engine is determined to be the throttle control mode, controlling the before-after-throttle pressure ratio of the throttle valve to be a critical value of the before-after-throttle pressure ratio corresponding to the current rotating speed of the engine, wherein the turbine nozzle ring section of the supercharger keeps an allowable maximum value.
5. The method of claim 2, wherein said controlling the charge of the engine according to the determined charge control mode comprises:
if the engine charge control mode is determined to be the supercharger control mode, calculating the target rear-to-front pressure ratio of the throttle valve according to the following formula:
b＝(a-B*A)/(c-B*A)
q＝B+b*(1-B)；
calculating a target boost pressure value according to the following formula:
d＝a/q
wherein B is a proportional value, a is the expected intake manifold pressure value, a is a critical value of boost pressure corresponding to the current rotation speed of the engine, B is a critical value of a throttle valve rear-front pressure ratio corresponding to the current rotation speed of the engine, c is a maximum allowable boost pressure value, d is the target boost pressure value, and q is the target rear-front pressure ratio of the throttle valve;
and controlling the opening of the throttle valve according to the target rear-front pressure ratio, and controlling the supercharging pressure value of the supercharger to be the target supercharging pressure value.
6. The method according to claim 5, wherein the controlling the opening of the throttle valve according to the target post-to-post pressure ratio includes:
acquiring a third corresponding relation, and determining a critical value of the throttle opening corresponding to the current rotating speed of the engine according to the third corresponding relation, wherein the third corresponding relation is the corresponding relation between the rotating speed of the engine and the critical value of the throttle opening;
determining a target opening degree of the throttle valve according to the following formula, and controlling the opening degree of the throttle valve to the target opening degree:
e＝(100-C)*(q-B)/(1-B)
f＝C+e
wherein e is a position deviation, C is a critical value of a throttle opening corresponding to a current rotation speed of the engine, and f is the target opening.
7. The method of claim 1, wherein said determining a desired intake manifold pressure value as a function of driver demand torque comprises:
estimating a desired charge of the engine as a function of the driver demanded torque;
determining the desired intake manifold pressure value according to the following equation:
a＝g/h+p
where a is the desired intake manifold pressure value, g is the desired charge of the engine, h is a conversion factor, and p is the residual exhaust gas partial pressure within the cylinder.
8. An engine charge control device, comprising:
a first determination module to determine a desired intake manifold pressure value as a function of driver demand torque;
a second determination module to determine a charge control mode of the engine based on the desired intake manifold pressure value, the charge control mode including a throttle control mode in which only a throttle is controlled and a supercharger control mode in which the throttle and supercharger are controlled simultaneously;
a control module controls a charge of the engine to meet the driver demanded torque according to the determined charge control mode.
9. A non-transitory computer readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out the steps of the method according to any one of claims 1 to 7.
10. An electronic device, comprising:
a memory having a computer program stored thereon;
a processor for executing the computer program in the memory to carry out the steps of the method of any one of claims 1 to 7.
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| CN102828846A (en) * | 2011-06-16 | 2012-12-19 | 通用汽车环球科技运作有限责任公司 | Control system and method for coordinating throttle and boost |
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| CN110307094A (en) * | 2018-03-20 | 2019-10-08 | 丰田自动车株式会社 | Control device for internal combustion engine |
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2021
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| US4565178A (en) * | 1983-01-24 | 1986-01-21 | Honda Giken Kogyo Kabushiki Kaisha | Supercharger control system for internal combustion engines |
| CN102828846A (en) * | 2011-06-16 | 2012-12-19 | 通用汽车环球科技运作有限责任公司 | Control system and method for coordinating throttle and boost |
| CN103711596A (en) * | 2013-12-31 | 2014-04-09 | 吉林大学 | Method for controlling inlet air of turbo-charging gasoline engine |
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