Description:TECHNICAL FIELD
This disclosure relates generally to the field of automobiles, and more particularly to the field of controlling the boost pressure of air supplied to the engine of automobiles.
BACKGROUND
Boost pressure, also known as turbocharger boost pressure or simply "boost," refers to the amount of pressure above atmospheric pressure that may be generated by a turbocharger or supercharger in an internal combustion engine. Generally, boost pressure is a measure of the increased air density being supplied to the engine's intake manifold via an intake throttle valve.
The boost pressure plays a crucial role in improving engine performance. For example, it allows for increased horsepower and torque output, improved engine efficiency, and enhanced overall performance. However, excessive boost pressure can place additional stress on engine components and may require modifications or upgrades to handle the increased power. Therefore, the boost pressure is to be precisely controlled to optimize performance of the engine. Therefore, a boost pressure control system is used in turbocharged engines to regulate the amount of pressure delivered to an intake manifold of the engine. Conventional Boost Pressure Control systems include various components assembled on a turbocharging unit of the vehicle, such as a wastegate, a variable geometry vane, mechanical vacuum pumps, or electric motor-based pumps. The components regulate the flow of exhaust gases to the turbocharger, which in turn controls the amount of boost pressure. Such turbocharged engines may involve a complex, and costly assembly, along with various disadvantages such as reduced engine efficiency, limited boost control, etc.
Further, the intake throttle valve is typically configured to assist in the regeneration of a Diesel Particulate Filter (DPF) of a vehicle. When the DPF is to be regenerated, the intake throttle valve may be partially closed, to restrict the flow of air entering the engine, thereby reducing flow of exhaust gases through exhaust system of the vehicle, thereby causing an increase in the temperature in the vicinity of the DPF, to burn off the accumulated soot particles in the DPF.
Therefore, there is a need for a simple, effective, and cost-efficient system and method that can be deployed in any automobile to control the boost pressure of air transmitted to the engine.
SUMMARY
In one embodiment, a boost pressure controlling method for a vehicle is disclosed. The method may include receiving a current boost pressure of air transmitted to an engine by a turbocharging unit via a connected intake throttle valve. The method may further include determining, by the control unit of the vehicle, a target boost pressure for the air transmitted to the engine based on at least one operational parameter of the engine. The method may further include controlling, by the control unit of the vehicle, the intake throttle valve for adjusting the current boost pressure to the target boost pressure.
In one embodiment, a boost pressure control system for a vehicle is disclosed. The boost pressure control system may include a turbocharging unit configured to transmit air to an intake manifold of the engine. In one embodiment, the boost pressure control system may include an intake throttle valve connecting the turbocharging unit to the engine of the vehicle. The boost pressure control system may include a control unit communicably coupled to the engine. The control unit may be configured to receive a current boost pressure of the air transmitted to the engine by the turbocharging unit via the intake throttle valve. Further, the control unit may be configured to determine a target boost pressure for the air transmitted to the engine based on at least one operational parameter of the engine. Further, the control unit may be configured to control the intake throttle valve for adjusting the current boost pressure to the target boost pressure.
In an embodiment, an engine system of a vehicle is disclosed. The engine system may include an engine. Further, the engine system may include an intake manifold, configured to supply air to the engine. Further, the engine system may include an intake throttle valve connected to the intake manifold. Further, the engine system may include a turbocharging unit configured to transmit air to the engine via the intake throttle valve. In one embodiment, the engine system may include a control unit communicably coupled to the engine. The control unit may be configured to receive a current boost pressure of the air transmitted to the engine by the turbocharging unit via the intake throttle valve. Further, the control unit may be configured to determine a target boost pressure for the air transmitted to the engine based on at least one operational parameter of the engine. Further, the control unit may be configured to control the intake throttle valve for adjusting the current boost pressure to the target boost pressure.
In an embodiment, a vehicle is disclosed. The vehicle may include an engine and a boost pressure control system connected to the engine. The boost pressure control system may include a turbocharging unit configured to transmit air to an intake manifold of the engine via an intake throttle valve. In an embodiment, the boost pressure control system may include a control unit communicably coupled to the engine. The control unit may be configured to receive a current boost pressure of the air transmitted to the engine by the turbocharging unit via the intake throttle valve. Further, the control unit may be configured to determine a target boost pressure for the air transmitted to the engine based on at least one operational parameter of the engine. Further, the control unit may be configured to control the intake throttle valve for adjusting the current boost pressure to the target boost pressure.
BRIEF DESCRIPTION OF DRAWINGS
The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate exemplary embodiments and, together with the description, serve to explain the disclosed principles.
FIG. 1 illustrates a schematic layout of a turbocharged diesel engine, in accordance with some embodiments of the present disclosure.
FIG. 2 illustrates a layout of a boost pressure control system, in accordance with some embodiments of the present disclosure.
FIG. 3 illustrates a flowchart of a method of controlling boost pressure, in accordance with some embodiments of the present disclosure.
FIG. 4 illustrates a flowchart of a method of controlling an intake throttle valve based on a boost pressure ratio, in accordance with some embodiments of the present disclosure.
In the appended figures, similar components and/or features may have the same numerical reference label. Further, various components of the same type may be distinguished by following the reference label with a letter. If only the first numerical reference label is used in the specification, the description is applicable to any one of the similar components and/or features having the same first numerical reference label irrespective of the suffix.
DETAILED DESCRIPTION OF DRAWINGS
The foregoing description has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which forms the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiments disclosed may be readily utilized as a basis for modifying other devices, systems, assemblies and mechanisms for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art such that equivalent constructions do not depart from the scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristics of the disclosure, to its device or system, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.
The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusions, such that a system or a device that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or device. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
Reference will now be made to the exemplary embodiments of the disclosure, as illustrated in the accompanying drawings. Wherever possible, same numerals have been used to refer to the same or like parts.
A boost pressure control system may be included in a vehicle, to regulate the boost pressure of air transmitted to an engine of a vehicle. Conventional boost pressure control systems may use external or installed components on a turbocharging unit, such as a wastegate, a variable geometry vane, mechanical vacuum pumps, or electric-motor-based pumps. the usage of such components make the turbocharged engines complex and costly assembly, and may also reduce engine efficiency, cause turbine lag, limit boost control.
To this end, a system and method to control boost pressure are disclosed, in conjunction with FIGs. 1-4. Referring now to FIG. 1, a schematic layout 100 of an engine system is disclosed, in accordance with an embodiment of the present disclosure. For example, the engine may be a diesel engine and may be utilized in vehicles, such as passenger vehicles, and commercial vehicles such as pickup trucks, buses, and heavy-duty trucks.
With continued reference to FIG.1, the turbocharged engine may include a turbocharging unit 126, an intercooler 110, an intake throttle valve 112, and an engine 118. The engine 118 assembly may include an intake manifold 114 and an exhaust manifold 120. The turbocharging unit 126 may include a compressor 106, a turbine 124, and a shaft 108 connecting the compressor 106 and the turbine 124. Further, to the compressor 106, a hot-film air-mass (HFM) sensor 104, and an air filter 102 may be connected. Further, the intercooler 110 may be connected to the intake throttle valve 112. The intake throttle valve 112 may be connected to the intake manifold 114 of engine 118, thereby forming a first circuit for transmission of air from the compressor 106 to the engine`118. Further, to turbine 124, an exhaust air treatment module 128 may be connected. The EGR valve 122 may be connected to the exhaust manifold 120 and also connected to the intake manifold 114, thereby forming a second circuit for the transmission of air from the exhaust manifold 120 to the engine 118.
In an embodiment, with continued reference to FIG.1, air may be transmitted to the engine 118 via the first transmission circuit and the second transmission circuit. In another embodiment, in the second circuit, exhaust gases from the exhaust manifold 120 may be partially directed to the turbine 124, and to the EGR valve 122, i.e., a predefined portion of the exhaust air may be redirected to the EGR valve 122, and remaining exhaust air may be transmitted to the turbine 124. Based on the load of the engine 118, the EGR valve 122 may be configured to transmit the portion of the exhaust gas received therein to the intake manifold 114 of the engine 118. The remaining exhaust air transmitted to the turbine 124 may be configured to drive the turbine 124. As explained earlier, and by way of example, the turbine 124 may be connected to the compressor 106 via the shaft 108. The turbine 124, when driven by the exhaust air, may be configured to drive the compressor 106 through the shaft 108.
In the first transmission circuit, as may be appreciated, the compressor 106 driven by the turbine 124 may draw and compress ambient air surrounding the vehicle, through the air filter 102 and the HFM sensor 104. The compressed air from compressor 106 may be further cooled in the intercooler 110, and then transmitted to the intake throttle valve 112. The intake throttle valve 112 may be configured to transmit the cooled air from the intercooler 110 to the intake manifold 114 of the engine 118. Exhaust gas from the second transmission circuit, along with the air from the first transmission circuit, may be configured to increase the pressure of the air from the first transmission circuit, and therefore collectively supplied to the intake manifold 114, so that a mixture of fuel and air in a requisite amount may be supplied to the engine 118.
As explained earlier, the intake throttle valve 112 may be configured to assist in the regeneration of the Diesel Particulate Filter (DPF) by increasing the temperature of the DPF, to burn off the accumulated soot particles in the DPF. In accordance with the present subject matter, the throttle valve 112 may be variably operated for controlling the boost pressure of air transmitted to the intake manifold 114. Particularly, the intake throttle valve 112 may include an opening (not shown in the figures), through which air may be transmitted to the intake manifold 114. The opening of the intake throttle valve 112 may be regulated by the boost pressure control system, to regulate the flow of air to the engine 118, thereby controlling the boost pressure of the air.
In an embodiment, the intake throttle valve 112 may be operated by a governor (not shown in the figure). The governor may be configured to actuate the opening of the intake throttle valve 112. Every positioning of the opening of the intake throttle valve 112, irrespective of normal operation, of DPF regeneration, may be reported to a control unit (illustrated as the control unit 204 in FIG.2) of the vehicle, such as an Electronic Control Unit (ECU) of the vehicle. The control unit may be configured to determine the opening of the intake throttle valve 112 and may be configured to generate and transmit a control signal to the governor. Based on the control signal, the governor may be configured to actuate the opening of the intake throttle valve 112. This is explained in detail in conjunction with FIG.2.
In an embodiment, the air may be forcefully transmitted, as explained earlier, by the turbocharging unit 126 to the intake manifold 114. The pressure at which the air may be transmitted to the intake manifold 114 may be referred to as boost pressure. The boost pressure of air transmitted to the intake manifold 114 of the engine 118 may be determined by a boost pressure sensor 116. In an embodiment, the boost pressure sensor 116 may be installed in the intake manifold 114 of the engine 118.
Now, referring to FIG.2 illustrating a layout 200 of a boost pressure control system, in accordance with some embodiments of the present disclosure. The boost pressure control system may include the turbocharging unit 126, the intake throttle valve 112, and a control unit 204 connected to the turbocharging unit 126 and the intake throttle valve 112. The control unit 204 may further include a memory and a processing unit. The memory may include a set of instructions when executed by the processing unit, may enable the boost pressure control system to control the boost pressure of the air transmitted to the engine 118.
With continuous reference to FIG.2, the set of instructions, when executed by a processing unit of the control unit 204, may analyze input from, but not limited to a turbocharging unit 126. In an embodiment, the control unit 204 may also be configured to receive input from various sensors included in the vehicle. The input may include operational parameters of the engine, as well as a current boost pressure of air transmitted to the engine. The operational parameters of the engine may include the speed of the engine and a fuel intake by the engine. In an embodiment, the control unit 204 may be configured to receive a current boost pressure of the air transmitted to the engine 118, from the boost pressure sensor 116.
In an embodiment, the memory of the control unit 204 may store a set of reference data. The set of reference data may include a reference table 206a, which may be a target boost pressure determination table. The reference table 206a may be used by the control unit 204 to determine a target boost pressure of the engine, based on operational parameters of the engine. Further, the set of reference data may include a lookup table 206b. 206b
In an embodiment, the reference table 206a may provide a target boost pressure of the air to be transmitted to the intake manifold 114, based on operational parameters of the engine 118, such as speed and fuel intake by the engine 118. The reference table 206a may list engine speed (RPM) against the fuel intake (mg/str) to determine a target boost pressure (in hPa). The reference table 206a, for an example, is illustrated in Table 1 below.
Table 1: Reference table to determine target boost pressure.
Engine Speed (RPM)
Fuel Quantity (mg/str) 2000 2200 2400 2600 2800 3000
0 946 990 973 936 943 943
4 973 986 999 923 912 912
6 988 933 956 966 923 920
8 998 962 995 970 945 1050
10 1040 1043 1058 1077 1091 1202
12 1060 1070 1023 1039 1083 1115
14 1020 1041 1046 1096 1134 1173
With reference to Table 1, the engine 118 operating at a speed of 2400 RPM along with a fuel intake of 14 mg/str, may require a boost pressure of 1046 hPa. the reference table 206a may be generated based on trials and experiments, for various speeds and fuel intake by an engine, conducted under various environments. the required boost pressure of 1094 hPa may be determined as the target boost pressure of the air transmitted to the engine.
In an embodiment, and explained earlier by way of an example, the control unit 204 may be configured to receive a current boost pressure of the air transmitted to the engine 118 via the intake throttle valve 112, using the boost pressure sensor 116. Further, after the determination of the target boost pressure, the ECU may be configured to determine a boost pressure ratio as a ratio of the target boost pressure and the current boost pressure, as depicted by the following formula:
Boost pressure ratio=(Target Boost Pressure)/(Current Boost Pressure)
For example, when a current boost pressure of the air transmitted to the engine is 1300 hPa, against the target boost pressure is 1046 hPa, the boost pressure ratio calculated, by the control unit 204 based on the above formula is 0.804.
Further, after obtaining the boost pressure, the control unit 204 may be configured to determine a target opening position for the intake throttle valve 112, based on the lookup table 206b. The lookup table 206b may provide an extent of opening of the valve, based on the target boost pressure (determined using the reference table 206a) and the calculated boost pressure ratio. For example, the lookup table 206b is illustrated below in Table 2:
Table 2: Lookup Table to determine the extent of opening (in percentage) of the intake throttle valve 112.
Boost pressure-demand (hPa)
Boost Pressure Ratio 900 1000 1100 1200 1300 1400
0.8 74.40 69.53 76.10 77.65 77.98 76.80
0.82 64.90 65.67 66.26 67.58 65.82 74.35
0.84 66.46 66.60 65.08 65.99 67.26 72.87
0.86 68.19 65.08 66.48 68.88 67.13 79.14
0.88 68.90 69.73 70.88 67.34 64.92 77.94
0.9 58.65 68.45 65.66 71.31 69.10 75.81
0.92 63.98 58.39 57.79 61.18 58.13 65.10
Continuing with the target boost pressure of 1046 hPa with the calculated boost pressure ratio of 0.804, the control unit 204 may be configured to refer to the lookup table 206b and determine a target position of the intake throttle valve 112 as 69.53% closed, i.e., 30.47% of the valve to be opened.
Upon determining the target opening position of the intake throttle valve 112, the control unit 204 may be configured to generate an operational signal for the governor, using a signal generator 206c. The operational signal may include a set of instructions to actuate the governor. After the receipt of the operational signal, the governor may be configured to control the opening of the intake throttle valve 112 from a current position to the determined target opening position of the intake throttle valve 112. Actuation of the opening of the intake throttle valve 112 to the determined target opening position (30.47% opened) may adjust the current boost pressure of 1300 hPa to 1046 hPa.
The intake throttle valve 112 may be used for DPF regeneration, as well as controlling the boost pressure of the air transmitted to the engine. The usage of the intake throttle valve 112, which is pre-existing in the vehicle, instead of using an external installations in the turbocharging unit 126, to control the boost pressure, is advantageous, as external installations on the turbocharging unit 126 may be avoided, and boost pressure control may be achieved with a simple and cost-effective assembly.
In some circumstances, due to low current boost pressure, or when the current boost pressure may be lower than the target boost pressure, the boost pressure ratio may be greater than 1. Therefore, for such situations, the control unit 204 may be configured to actuate the operational signal to increase the current opening of the intake throttle valve 112. Increasing the opening of the intake throttle valve 112 in such a scenario may increase the current boost pressure of the air supplied to the intake manifold 114 to a value greater than the target boost pressure. As a result, the boost pressure ratio may be reduced, i.e., the boost pressure ratio may reduce to less than 1. After the boost pressure ratio is reduced to less than 1, the control unit 204 may resume controlling the opening of the intake throttle valve 112 based on the target boost pressure and the reduced boost pressure ratio based on the lookup table 206b. For example, consider that the current boost pressure sensed by the boost pressure sensor 116 may be 956 hPa, the engine speed is 2000 RPM, and a fuel consumption is 12 mg/str. Therefore, the control unit 204 may utilize the reference table 206a to determine a target boost pressure at an engine speed of 2000 RPM and a fuel consumption of 12 mg/str. Referring to Table 1, at these parameters, the target boost pressure required by the engine 118 may be 1060 hPa. Further, after determination of the target boost pressure, the control unit may be configured to calculate the boost pressure ratio, i.e., ratio of the target boost pressure and the current boost pressure. In this scenario, the boost pressure ratio calculated may be 1.10, which may be beyond a pre-defined value of 1. Upon determining that the boost pressure ratio is more than 1, the control unit 204 may be configured to increase the opening of the intake throttle valve 112 up to a predefined extent, to allow increase of flow of air to the engine 118. Increase in flow of air to the engine 118 may increase the current boost pressure, thereby reducing the boost pressure ratio. Subsequently, the boost pressure ratio may reduce to less than 1, such as to 0.99. After the boost pressure ratio reduces to less than 1, the boost pressure control system may resume controlling the opening of the intake throttle valve 112 based on the boost pressure ratio and the target boost pressure using the lookup table 206b.
Now, referring to FIG.3, which illustrates a flowchart 300 of a boost pressure controlling method, in accordance with some embodiments of the present disclosure. At step 302, a current boost pressure of air transmitted to an engine 118 by a turbocharging unit 126 via the intake throttle valve 112 may be received by a control unit (ECU) of the vehicle, communicably coupled to the engine 118. At step 304, a target boost pressure for the air transmitted to the engine 118 based on at least one operational parameter of the engine 118 may be determined by the ECU. At step 306, the intake throttle valve for adjusting the current boost pressure to the target boost pressure may be controlled by the ECU. This has been explained in detail in conjunction with FIG. 2.
Now, referring to FIG.4, a flowchart 400 of a method of controlling an intake throttle valve based on a boost pressure ratio is illustrated, in accordance with some embodiments of the present disclosure. At step 402, a current boost pressure ratio may be determined. At step 404, when the boost pressure ratio may be greater than 1, in response, the opening of the intake throttle valve may be increased, and therefore, the current boost pressure may be increased. The method may be iteratively repeated through step 404 until the boost pressure ratio may be reduced to less than 1. Further, at step 404, if the boost pressure ratio is less than 1, the method may proceed to step 408, at which the opening of the intake throttle valve may be adjusted in accordance with the target boost pressure and the boost pressure ratio. This has been explained in detail in conjunction with FIG. 2.
With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.
It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.”
In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.
While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.
, C , Claims:CLAIMS
WE CLAIM:
1. A boost pressure controlling method (300) for a vehicle, comprising:
receiving (302), by a control unit (204) of the vehicle communicably coupled to an engine (118), a current boost pressure of air transmitted to the engine (118) by a turbocharging unit (126) via an intake throttle valve (112) connected thereto;
determining (304), by the control unit (204) of the vehicle, a target boost pressure for the air transmitted to the engine (118) based on at least one operational parameter of the engine (118); and
controlling (306), by the control unit (204) of the vehicle, the intake throttle valve (112) for adjusting the current boost pressure to the target boost pressure.
2. The boost pressure controlling method (300) as claimed in claim 1, wherein the at least one operational parameter of the engine (118) comprises:
speed of the engine (118), and
fuel intake by the engine (118).
3. The boost pressure controlling method (300) as claimed in claim 1, comprising:
calculating, by the control unit (204) of the vehicle, a boost pressure ratio based on the current boost pressure and the target boost pressure;
determining, by the control unit (204) of the vehicle, a target opening position of the intake throttle valve (112) based on the boost pressure ratio and the target boost pressure; and
controlling, by the control unit (204) of the vehicle, an opening of the intake throttle valve (112) based on the target opening position.
4. The boost pressure controlling method (300) as claimed in claim 3, comprising:
in response to the boost pressure ratio is greater than 1, increasing (406), by the control unit (204), opening of the intake throttle valve (112) to increase the current boost pressure; and
in response to the boost pressure ratio reducing to less than 1, adjusting (408), by the control unit (204), the opening of the intake throttle valve (112) in accordance with the target boost pressure and the boost pressure ratio.
5. A boost pressure control system for a vehicle, comprising:
a control unit (204) of a vehicle communicably coupled to an engine (118), configured to:
receive a current boost pressure of the air transmitted to the engine (118) by a turbocharging unit (126) via an intake throttle valve (112) connected thereto;
determine a target boost pressure for the air transmitted to the engine (118) based on at least one operational parameter of the engine (118); and
control the intake throttle valve (112) for adjusting the current boost pressure to the target boost pressure.
6. The boost pressure control system as claimed in claim 5, comprising:
the turbocharging unit (126) is configured to transmit air to an intake manifold (114) of an engine (118) of the vehicle; and
the intake throttle valve (112) connected to the engine (118) of the vehicle.
7. The boost pressure control system as claimed in claim 5, wherein the at least one operational parameter of the engine (118) comprises:
speed of the engine (118), and
fuel intake by the engine (118).
8. The boost pressure control system as claimed in claim 5, wherein the control unit (204) of the vehicle is configured to:
calculate a boost pressure ratio based on the current boost pressure and the target boost pressure;
determine a target opening position of the intake throttle valve (112) based with the boost pressure ratio and the target boost pressure; and
control opening of the intake throttle valve (112) based on the target opening position.
9. The boost pressure control system as claimed in claim 8, wherein:
in response to the boost pressure ratio is greater than 1, the control unit (204) is configured to increase opening of the intake throttle valve (112) to increase the current boost pressure; and
in response to the boost pressure ratio reducing to less than 1, the control unit (204) is configured to adjust the opening of the intake throttle valve (112) in accordance with the target boost pressure and the boost pressure ratio.
10. An engine system (100) system of a vehicle, comprising:
an engine (118);
an intake manifold (114) to supply air to the engine (118);
an intake throttle valve (112) connected to the intake manifold (114);
a turbocharging unit (126) configured to transmit air to the engine (118) via the intake throttle valve (112); and
a control unit (204) of a vehicle communicably coupled to the engine (118), configured to:
receive a current boost pressure of the air transmitted to the engine (118) by the turbocharging unit (126) via the intake throttle valve (112);
determine a target boost pressure for the air transmitted to the engine (118) based on at least one operational parameter of the engine (118); and
control the intake throttle valve (112) for adjusting the current boost pressure to the target boost pressure.
11. The engine system (100) as claimed in claim 10, wherein the control unit (204) of the vehicle is configured to:
calculate a boost pressure ratio based on the current boost pressure and the target boost pressure;
determine a target opening position of the intake throttle valve (112) based with the boost pressure ratio and the target boost pressure; and
control opening of the intake throttle valve (112) based on the target opening position.
12. The engine system (100) as claimed in claim 11, wherein:
in response to the boost pressure ratio being greater than 1, the control unit (204) is configured to increase opening of the intake throttle valve (112) to increase the current boost pressure; and
in response to the boost pressure ratio reducing to less than 1, the control unit (204) is configured to adjust the opening of the intake throttle valve (112) in accordance with the target boost pressure and the boost pressure ratio.
13. A vehicle, comprising:
an engine (118);
a turbocharging unit (126) configured to transmit air to the engine (118) via an intake throttle valve (112); and
a boost pressure control system connected to the engine (118), comprising:
a control unit (204) of a vehicle communicably coupled to the engine (118), configured to:
receive a current boost pressure of the air transmitted to the engine (118) by a turbocharging unit (126) via an intake throttle valve (112) connected thereto;
determine a target boost pressure for the air transmitted to the engine (118) based on at least one operational parameter of the engine (118); and
control the intake throttle valve (112) for adjusting the current boost pressure to the target boost pressure.
14. The vehicle as claimed in claim 13, wherein the control unit (204) of the vehicle is configured to:
calculate a boost pressure ratio based on the current boost pressure and the target boost pressure;
determine a target opening position of the intake throttle valve (112) based with the boost pressure ratio and the target boost pressure; and
control opening of the intake throttle valve (112) based on the target opening position.