Method and device for identifying frequent operation of an engine cooling fan

Abstract

The application provides an engine cooling fan working frequently identification method, device, equipment and storage medium, the method comprises the following steps: if the length of the current driving cycle is greater than the preset length, the vehicle operation data of the current driving cycle is obtained; the target data segment of the vehicle operation data in the current driving cycle meeting the corresponding data determination condition is obtained; if it is judged that the engine fan rotating speed of the target data segment is all greater than the preset fan rotating speed threshold, the target data segment is identified as an engine fan working frequently event. The application can identify the engine fan working frequently event according to the set data determination condition, so as to carry out information prompting based on the identified engine fan working frequently event, help to enhance the perception of the user to the abnormal working of the engine fan, and further improve the reliability and fuel economy of the vehicle.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle information technology, in particular to an engine cooling fan working frequently identification method, device, equipment and storage medium. BACKGROUND

[0002] With the continuous progress of vehicle technology, more and more electric control components appear on commercial vehicles, among which the electric control silicon oil fan clutch assembly of the cooling system will gradually highlight the advantages of energy saving, emission reduction, performance improvement and other advantages of road commercial vehicles, and will become the development trend of the cooling system of medium and large road commercial vehicles.

[0003] The power source of the engine cooling fan operation is the engine, and the cooling fan is connected with the engine, power transmission and speed regulation through the silicon oil fan clutch. The frequent operation of the engine cooling fan is actually caused by the abnormal operation of the electric control silicon oil fan clutch.

[0004] At present, the working state of the electric control silicon oil fan clutch can only be judged by observing the clutch failure phenomenon or engine fault code during vehicle maintenance, and the on-site observation and judgment are only based on the vehicle fault phenomenon itself. The timeliness of remote diagnosis and repair and fault remote identification of the frequent operation of the engine cooling fan has not formed effective assistance. The vehicle owner cannot timely perceive the situation before the cooling fan operation failure, and is always in a state of not knowing the influence of the frequent abnormal operation of the vehicle fan and the oil consumption, resulting in poor reliability and fuel economy of the vehicle. Therefore, a method for identifying the frequent operation of the engine cooling fan is urgently needed. SUMMARY

[0005] The present application aims to provide an engine cooling fan working frequently identification method, device, equipment and storage medium to solve the above technical problems, so as to identify the frequent operation of the engine cooling fan.

[0006] In order to solve the above technical problems, the present application provides an engine cooling fan working frequently identification method, which comprises:

[0007] If the duration of the current driving cycle is greater than the preset duration, the vehicle operation data of the current driving cycle is obtained;

[0008] The target data segment of the vehicle operation data in the current driving cycle meets the corresponding data determination condition;

[0009] If the engine fan speed of the target data segment is greater than the preset fan speed threshold, the target data segment is identified as an engine fan working frequently event.

[0010] Further, the vehicle operation data comprises at least one of an engine fan rotating speed, a fan PWM duty cycle, an engine rotating speed, a coolant temperature, a post-intercooler intake air temperature, an air conditioner compressor working state, a retarder torque percentage, an exhaust brake switch state, an in-cylinder brake switch state, and a cycle fuel injection amount;

[0011] The vehicle operation data satisfies a corresponding data determination condition, comprising:

[0012] When the retarder torque percentage, the exhaust brake switch state, or the in-cylinder brake switch state is null, a first data determination condition is used to determine the vehicle operation data; wherein the first data determination condition comprises: the coolant temperature is less than a preset coolant temperature threshold value, and the post-intercooler intake air temperature is less than a preset post-intercooler intake air temperature threshold value, and the air conditioner compressor working state is zero, and a duration of a target data segment is greater than a preset duration, and there is no coasting working condition during the target data segment;

[0013] When the retarder torque percentage, the exhaust brake switch state, and the in-cylinder brake switch state are all not null, a second data determination condition is used to determine the vehicle operation data; wherein the second data determination condition comprises: the coolant temperature is less than a preset coolant temperature threshold value, and the post-intercooler intake air temperature is less than a preset post-intercooler intake air temperature threshold value, and the air conditioner compressor working state is zero, and a duration of a target data segment is greater than a preset duration, and the retarder torque percentage is zero, and the exhaust brake switch state is zero, and the in-cylinder brake switch state is zero.

[0014] Further, the method for obtaining the post-intercooler intake air temperature threshold value comprises:

[0015] The fan PWM duty cycle data satisfying a preset first condition under an idle working condition is marked as a fan PWM duty cycle baseline; wherein the first condition is that the coolant temperature is less than a preset first temperature threshold value, and the post-intercooler intake air temperature is less than a preset second temperature threshold value, and the air conditioner compressor working state is zero;

[0016] All points changed from the fan PWM duty cycle baseline to non-fan PWM duty cycle baseline are marked as target data points;

[0017] A preset range is extended based on the target data points to intercept a first target data segment, and if the accelerator pedal of the first target data segment is greater than zero and the air conditioner compressor working state is always zero and the coolant temperature is less than the preset first temperature threshold value, the post-intercooler intake air temperature of the target data point is obtained;

[0018] Record all the intercooled intake air temperatures greater than the preset second temperature threshold to a database, and calculate the intercooled intake air temperature threshold based on multiple sets of intercooled intake air temperatures of the same vehicle model in the database.

[0019] Further, the method for obtaining the coolant temperature threshold comprises:

[0020] Mark the fan PWM duty cycle data meeting the preset first condition under the idle speed working condition as the fan PWM duty cycle baseline; wherein the first condition is that the coolant temperature is less than the preset first temperature threshold, and the intercooled intake air temperature is less than the preset second temperature threshold, and the air conditioner compressor working state is zero;

[0021] Mark all the points where the fan PWM duty cycle baseline becomes the non-fan PWM duty cycle baseline as the target data points;

[0022] Based on the target data points, extend the preset range before and after to intercept the first target data segment, and if the accelerator pedal of the first target data segment is greater than zero, the air conditioner compressor working state is always zero, and the intercooled intake air temperature is less than the preset second temperature threshold, obtain the coolant temperature of the target data point;

[0023] Record all the coolant temperatures greater than the preset first temperature threshold to a database, and calculate the coolant temperature threshold based on multiple sets of coolant temperatures of the same vehicle model in the database.

[0024] Further, the method for identifying the frequent engine fan working further comprises:

[0025] In the fan working normal data segment that is not identified as the engine fan working frequently event, obtain the first unit time average fuel consumption corresponding to the data segment meeting the preset first data requirement under the idle speed working condition;

[0026] In the fan working frequently data segment identified as the engine fan working frequently event, obtain the second unit time average fuel consumption corresponding to the data segment meeting the preset first data requirement under the idle speed working condition; wherein the first data requirement is that the current data segment duration is greater than the preset first time threshold, and the environment temperature is in the preset temperature interval, and the environment pressure is greater than the preset environment pressure threshold, and the water tank water temperature is in the preset water temperature interval, and the air conditioner compressor working state is zero, and the accelerator pedal is zero, and the engine speed is less than the preset first speed threshold;

[0027] Determine the fan working frequently total duration corresponding to the fan working frequently data segment identified as the engine fan working frequently event;

[0028] Determine the engine fan frequent work oil saving space based on the difference between the second unit time average fuel consumption and the first unit time average fuel consumption and the total length of the frequent fan work.

[0029] Further, the first unit time average fuel consumption is obtained in the following way:

[0030] In the fan work normal data segment that is not identified as an engine fan frequent work event, obtain the unit time average fuel consumption data corresponding to the data segment that meets the preset first data requirement under the idle speed working condition and record it;

[0031] Obtain the unit time average fuel consumption data recorded by multiple vehicles of the same vehicle type, and average all the obtained unit time average fuel consumption data to obtain the first unit time average fuel consumption.

[0032] Further, the engine cooling fan frequent work identification method further comprises:

[0033] According to the event identified as the engine fan frequent work, obtain the engine fan frequent work frequency information, the engine fan frequent work time length proportion and the engine fan frequent work oil saving space;

[0034] Based on the engine fan frequent work frequency information, the engine fan frequent work time length proportion and the engine fan frequent work oil saving space, information reminding is performed.

[0035] The application also provides an engine cooling fan frequent work identification device, which comprises:

[0036] A data acquisition module is configured to acquire vehicle operation data of a current driving cycle if the length of the current driving cycle is greater than a preset length.

[0037] A data screening module is configured to acquire target data segments of the vehicle operation data in the current driving cycle that meet corresponding data determination conditions.

[0038] An abnormality identification module is configured to identify the target data segment as an engine fan frequent work event if the engine fan rotating speed of the target data segment is greater than a preset fan rotating speed threshold.

[0039] The application also provides a terminal device comprising a processor and a memory storing a computer program, wherein the processor executes the computer program to realize the engine cooling fan frequent work identification method.

[0040] The application further provides a non-transitory computer-readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement any one of the engine cooling fan working frequently identification methods.

[0041] Compared with the prior art, the application has the following beneficial effects:

[0042] The application provides an engine cooling fan working frequently identification method, device, equipment and storage medium, and the method comprises the following steps: if the length of a current driving cycle is greater than a preset length, acquiring vehicle operation data of the current driving cycle; acquiring a target data segment of the vehicle operation data in the current driving cycle that meets a corresponding data judgment condition; if the engine fan rotating speed of the target data segment is greater than a preset fan rotating speed threshold value, identifying the target data segment as an engine fan working frequently event. BRIEF DESCRIPTION OF DRAWINGS

[0043] Figure 1 is one of the flowcharts of the engine cooling fan working frequently identification method provided by the application;

[0044] Figure 2 is the second flowchart of the engine cooling fan working frequently identification method provided by the application;

[0045] Figure 3 is one of the cooling fan working frequently judgment model diagrams provided by the application;

[0046] Figure 4 is the second cooling fan working frequently judgment model diagram provided by the application;

[0047] Figure 5 is the cooling liquid temperature threshold value learning model diagram provided by the application;

[0048] Figure 6 is the intercooled intake air temperature threshold value learning model diagram provided by the application;

[0049] Figure 7 is the cooling fan non-working fan PWM duty cycle learning model diagram provided by the application;

[0050] Figure 8 is the hour fuel consumption learning model diagram of the fan working normally in the idling working condition provided by the application;

[0051] Figure 9The application provides an idle speed working condition hour oil consumption learning model schematic diagram of a fan working frequently.

[0052] Figure 10 The application provides an engine cooling fan working frequently identification device structure schematic diagram. DETAILED DESCRIPTION

[0053] The technical solutions in the embodiments of the application will be clearly and completely described below with reference to the drawings in the embodiments of the application. Obviously, the described embodiments are only part of the embodiments of the application, rather than all the embodiments of the application. Based on the embodiments in the application, all other embodiments obtained by a person of ordinary skill in the art without creative work fall within the protection scope of the application.

[0054] Please refer to Figure 1 The application provides an engine cooling fan working frequently identification method, which can include the following steps.

[0055] S1, if the length of the current driving cycle is greater than the preset length, obtaining vehicle operation data of the current driving cycle;

[0056] S2, obtaining a target data segment of the vehicle operation data in the current driving cycle that meets a corresponding data determination condition;

[0057] S3, if the engine fan rotating speed of the target data segment is greater than the preset fan rotating speed threshold, identifying the target data segment as an engine fan working frequently event.

[0058] In the embodiments of the application, further, the vehicle operation data includes at least one of the engine fan rotating speed, the fan PWM duty ratio, the engine rotating speed, the coolant temperature, the post-intercooler intake air temperature, the air conditioner compressor working state, the retarder torque percentage, the exhaust brake switch state, the cylinder braking switch state, and the cycle fuel injection amount;

[0059] The vehicle operation data meets the corresponding data determination condition, including:

[0060] When the retarder torque percentage, the exhaust brake switch state or the cylinder braking switch state is null, a first data determination condition is used to determine the vehicle operation data, and the first data determination condition includes that the coolant temperature is less than a preset coolant temperature threshold, the post-intercooler intake air temperature is less than a preset post-intercooler intake air temperature threshold, the air conditioner compressor working state is zero, the duration of the target data segment is greater than a preset duration, and there is no coasting working condition during the target data segment.

[0061] When the retarder torque percentage, the exhaust brake switch state and the cylinder brake switch state are all not null values, the second data determination condition is used to determine the vehicle operation data; wherein the second data determination condition comprises: the coolant temperature is less than a preset coolant temperature threshold value, and the intercooled intake air temperature is less than a preset intercooled intake air temperature threshold value, and the air conditioner compressor working state is zero, and the duration of the target data segment is greater than a preset duration, and the retarder torque percentage is zero, and the exhaust brake switch state is zero, and the cylinder brake switch state is zero.

[0062] In the embodiment of the application, further, the method for obtaining the intercooled intake air temperature threshold value comprises:

[0063] The fan PWM duty cycle data satisfying a preset first condition under the idle speed working condition is marked as a fan PWM duty cycle baseline; wherein the first condition is that the coolant temperature is less than a preset first temperature threshold value, and the intercooled intake air temperature is less than a preset second temperature threshold value, and the air conditioner compressor working state is zero;

[0064] All points changed from the fan PWM duty cycle baseline to non-fan PWM duty cycle baseline are marked as target data points;

[0065] A preset range is extended based on the target data points to intercept a first target data segment, and if the accelerator pedal of the first target data segment is greater than zero and the air conditioner compressor working state is always zero and the coolant temperature is less than the preset first temperature threshold value, the intercooled intake air temperature of the target data point is obtained.

[0066] All intercooled intake air temperatures greater than the preset second temperature threshold value are recorded to a database, and the intercooled intake air temperature threshold value is obtained based on a plurality of groups of intercooled intake air temperatures of the same vehicle model in the database.

[0067] In the embodiment of the application, further, the method for obtaining the coolant temperature threshold value comprises:

[0068] The fan PWM duty cycle data satisfying a preset first condition under the idle speed working condition is marked as a fan PWM duty cycle baseline; wherein the first condition is that the coolant temperature is less than a preset first temperature threshold value, and the intercooled intake air temperature is less than a preset second temperature threshold value, and the air conditioner compressor working state is zero;

[0069] All points changed from the fan PWM duty cycle baseline to non-fan PWM duty cycle baseline are marked as target data points;

[0070] Based on the target data point, the preset range is expanded before and after to extract the first target data segment. If the accelerator pedal of the first target data segment is greater than zero and the working state of the air conditioning compressor is always zero and the intake air temperature after the intercooler is less than the preset second temperature threshold, then the coolant temperature of the target data point is obtained.

[0071] All coolant temperatures exceeding a preset first temperature threshold are recorded in a database, and the coolant temperature threshold is calculated based on multiple sets of coolant temperatures for the same vehicle model in the database.

[0072] In a further embodiment of the present invention, the method for identifying frequent operation of the engine cooling fan also includes:

[0073] In the normal fan operation data segment that is not identified as a frequent engine fan operation event, the first unit time average fuel consumption corresponding to the data segment under idling conditions that meets the preset first data requirements is obtained.

[0074] In the frequent fan operation data segment identified as an engine fan frequent operation event, the second unit time average fuel consumption corresponding to the data segment under idling conditions and meeting the preset first data requirements is obtained; wherein, the first data requirements are that the duration of the current data segment is greater than the preset first time threshold, and the ambient temperature is within the preset temperature range, and the ambient pressure is greater than the preset ambient pressure threshold, and the water temperature in the water tank is within the preset water temperature range, and the air conditioning compressor is at zero operating status, and the accelerator pedal is at zero, and the engine speed is less than the preset first speed threshold;

[0075] Determine the total duration of frequent fan operation corresponding to the frequent fan operation data segment identified as an engine fan frequent operation event;

[0076] The fuel-saving potential for frequent engine fan operation is determined based on the difference between the second average fuel consumption per unit time and the first average fuel consumption per unit time, as well as the total duration of frequent fan operation.

[0077] In this embodiment of the invention, the method for obtaining the first average fuel consumption per unit time further includes:

[0078] In the normal fan operation data segment that is not identified as a frequent engine fan operation event, the average fuel consumption data per unit time corresponding to the data segment under idling conditions that meets the preset first data requirement is obtained and recorded.

[0079] The first average fuel consumption per unit time is obtained by averaging multiple sets of average fuel consumption data per unit time for each vehicle of the same model.

[0080] In the embodiment of the present application, further, the method for identifying that the engine cooling fan works frequently further comprises:

[0081] According to the event of identifying that the engine fan works frequently, the engine fan working frequency information, the engine fan working time length proportion and the engine fan working frequently fuel saving space are obtained.

[0082] Based on the engine fan working frequency information, the engine fan working time length proportion and the engine fan working frequently fuel saving space, information prompting is carried out.

[0083] The present application can identify the event of the engine fan working frequently according to the set data judgment condition, so as to carry out information prompting based on the identified event of the engine fan working frequently, which helps to enhance the user's perception of the abnormal working of the engine fan, and further improve the reliability and fuel economy of the vehicle.

[0084] Therefore, the correct identification of the electric control silicon oil fan clutch and the frequent working of the engine cooling fan can give timely reminders and maintenance suggestions to the vehicle owner, ensure the normal working of the cooling fan, effectively reduce the fuel waste caused by the frequent abnormal working of the engine fan, improve the fuel economy of the vehicle, and reduce the operating cost.

[0085] The power source of the engine cooling fan operation is the engine, the cooling fan is connected with the engine, the power is transmitted and the speed is adjusted through the silicon oil fan clutch, the frequent working of the engine cooling fan is actually caused by the abnormal working of the electric control silicon oil fan clutch, and there is no evaluation standard for the frequent working of the engine cooling fan at present.

[0086] It can be understood that the on-site observation and identification research of the electric control silicon oil fan clutch non-separation or non-combination fault phenomenon can help the maintenance personnel to identify abnormal phenomena through observation method, and this method only observes and judges the on-site phenomenon from the vehicle fault phenomenon itself, but the timeliness of remote diagnosis and repair and fault remote identification of the frequent working of the engine cooling fan is not effectively assisted. In addition, the existing on-site abnormal identification method is limited to abnormal maintenance itself, and the cooling fan fault occurrence frequency, time length proportion data and oil consumption influence data of the vehicle owner's perception are not analyzed and pushed. The vehicle owner is always in a passive maintenance state of not knowing the frequent abnormal working of the vehicle fan and the influence on fuel consumption, and if the fault continues to occur, it will have a great impact on the fuel economy of the user's vehicle.

[0087] In view of the above-mentioned defects of the prior art, the research direction of the embodiment of the present application is to collect the changes of the engine cooling fan rotating speed and the related external sensor signals after the user's vehicle starts through the vehicle terminal device in real time, to determine that the engine fan works frequently when it is found that the cooling fan rotating speed exceeds the rotating speed threshold and the time threshold set by the model, and the effective sensor signal does not cause the cooling fan rotating speed to reasonably increase during the process, to push the expected oil saving space calculation to the user through the mobile phone APP after the business trip ends, and to push the oil saving effect brought by the vehicle maintenance to the user after the driver goes to the maintenance network for vehicle maintenance. For the differences of different vehicle models, the method also designs a big data learning logic of the cooling liquid temperature and the intake temperature threshold reasonably combined with the cooling fan of a single vehicle to realize the self-learning of one vehicle one threshold.

[0088] Firstly, the abbreviations and key terms of the embodiment of the present application are explained as follows:

[0089] Engine cooling fan: refers to a component for enhancing the air flow rate and flow of the air flowing through the radiator, intercooler and other engine cooling system components, and improving the heat dissipation effect of the cooling system.

[0090] Electrically controlled silicon oil fan clutch: refers to a component that uses silicon oil as a medium to transmit engine torque to the engine cooling fan by the shear viscosity of silicon oil. The ECU performs data arrangement and calculation according to the changes of the external sensor signals, outputs a control signal, and changes the flow of silicon oil in the silicon oil fan clutch to realize the rotating speed change control of the engine cooling fan.

[0091] Vehicle terminal device: has but is not limited to data acquisition function.

[0092] Based on the above-mentioned scheme, the engine cooling fan working frequently identification method provided by the embodiment of the present application is described in detail as follows for better understanding:

[0093] The engine cooling fan working frequently identification method of the embodiment of the present application is applicable to the vehicle that is equipped with an electrically controlled silicon oil fan clutch and can normally collect the rotating speed of the cooling fan. When the engine is running, the ECU monitors the cooling fan starting conditions, calculates the engine cooling liquid temperature, intake temperature, air conditioning signal, auxiliary braking signal and retarder opening signal according to the internal program setting of the ECU, comprehensively judges and outputs the duty cycle signal to adjust the optimal fan working rotating speed. When none of the above conditions for reasonable improvement of the fan rotating speed is met, but the cooling fan rotating speed is higher than the threshold and lasts for a certain time, it is determined that the vehicle has the phenomenon of frequent cooling fan working (abnormal increase of fan rotating speed). After the business trip ends, the data analysis report of the frequent cooling fan working in the trip is pushed to the vehicle owner.

[0094] Please refer to Figure 2The embodiment of the present application can be implemented through the following process:

[0095] 1. Data acquisition

[0096] 1.1 Real-time acquisition of vehicle operation data can be realized after the vehicle is started by adding a vehicle terminal device on the commercial vehicle. The acquired data includes: fan speed, fan PWM duty cycle, engine speed, engine coolant temperature, post-intercooler intake temperature, air conditioner compressor working state, actual retarder-torque percentage, exhaust brake switch state, cylinder brake switch state, and cycle fuel injection amount.

[0097] 2. Data processing:

[0098] 2.1 The acquired data will first be stored in the vehicle terminal device, and then transmitted back to the data acquisition platform through the mobile network. According to the use requirements of the data, the platform will perform data preprocessing on the acquired data before participating in operation or logical judgment, such as filling in missing data or deleting.

[0099] The model data processing rules are as follows: for engine speed and cycle fuel injection amount missing ≤3s, the data is filled in, using the first second value; for missing >3s, the empty row is deleted.

[0100] 3. Data operation:

[0101] 3.1 Use the engine cooling fan working frequently judgment model to judge whether the cooling fan works frequently according to the data parameters collected in 1.1, using offline calculation method, the judgment method is as follows: when the collected data of any one of the actual retarder-torque percentage, exhaust brake switch state, and cylinder brake switch state is all null, case one is selected. When the collected data of the actual retarder-torque percentage, exhaust brake switch state, and cylinder brake switch state are all null, case two is selected.

[0102] Case one: no actual retarder-torque percentage, exhaust brake switch state, and cylinder brake switch state parameters are collected, at this time, use coasting to replace. At this time, the judgment model needs to input the following parameters: engine speed, engine coolant temperature, post-intercooler intake temperature, air conditioner compressor working state, and engine fan speed. The learning model strategy is as shown in Figure 3 , wherein, from "10 minutes 01" seconds as the starting time; to the air conditioner compressor working state ≠ 0, or the coasting start point, or the engine coolant temperature ≥ 89, or the post-intercooler intake temperature continuously ≥ 60, or the initial point of the engine fan speed < 500 as the end time, this data is the fan working frequently time. Statistics of the total time of the fan working frequently in the driving cycle, the total fuel consumption of the engine fan working frequently interval, and the total mileage of the engine fan working frequently interval.

[0103] Scenario 2: When actual retarder torque percentage, exhaust brake switch status, and in-cylinder brake switch status parameters can be collected, the model needs to input the following parameters: engine speed, engine coolant temperature, intercooler intake air temperature, air conditioning compressor operating status, engine fan speed, retarder torque-to-torque ratio, exhaust brake status, and in-cylinder brake status. The learning model strategy is as follows: Figure 4 As shown, the starting time is "10 minutes and 1 second"; the ending time is when the air conditioning compressor operating state is not equal to 0, or the retarder torque percentage is not equal to 0, or the exhaust braking state is not equal to 0, or the in-cylinder braking state is not equal to 0, or the engine coolant temperature is ≥89°C, or the intercooler intake air temperature is ≥60°C, or the engine fan speed is <500 rpm. This data represents the period of frequent fan operation. The total time of frequent fan operation within the driving cycle, the total fuel consumption within the period of frequent engine fan operation, and the total mileage within the period of frequent engine fan operation are calculated.

[0104] It's important to note that the driving cycle input refers to the data acquisition process from start-up to shutdown. The driving cycle is defined to determine the minimum data segment for identifying frequent cooling fan operation. This is because the electronically controlled silicone oil fan clutch is fully engaged and rotating when the engine is first started, and it naturally disengages after a certain period. 20 minutes is a statistically derived configurable threshold. Moving to the next step, after startup, to eliminate reasonable factors causing increased fan speed, a 10-minute threshold is defined here. Data segments meeting this condition are extracted. This 10-minute threshold is also statistically derived. In summary, a driving cycle of at least 30 minutes is required to determine if the engine cooling fan is operating frequently. The reason for "removing the first 20 minutes of data" is that the electronically controlled silicone oil fan clutch is fully engaged and rotating when the engine is first started, and it naturally disengages after a certain period. 20 minutes is a statistically derived configurable threshold. That is, an increase in engine speed within the first 20 minutes after engine startup is considered normal and not an abnormal indication of frequent fan operation; therefore, the first 20 minutes of data are removed.

[0105] Additionally, since the fan speed will reasonably increase when the auxiliary braking retarder, exhaust brake, or cylinder brake is activated, when the actual retarder-torque percentage, exhaust brake switch status, and cylinder brake switch status parameters cannot be collected, the vehicle's coasting condition is used as a substitute. This means that when coasting occurs, it is assumed that the driver may be using the auxiliary brake, causing a reasonable increase in fan speed. The question "No coasting data within this time period?" in the diagram refers to determining whether a coasting condition exists within the time period.

[0106] 3.2 Learning models for single-vehicle coolant temperature threshold and intake air temperature threshold:

[0107] When the coolant temperature or the intake air temperature exceeds a certain threshold, the engine cooling fan speed will be increased to enhance the cooling system heat dissipation. The intake air temperature and coolant temperature triggering the engine cooling fan speed increase threshold of each vehicle model are different, so it is necessary to design a single vehicle coolant temperature threshold and intake air temperature threshold learning model, which needs to input the following parameters:

[0108] Engine speed, air conditioner compressor working state, fan PWM duty cycle, fan speed, throttle pedal opening, coolant temperature, and post-intercooler intake air temperature.

[0109] The coolant temperature threshold and intake air temperature threshold learning model are shown in Figure 5 and Figure 6 . The model outputs the coolant temperature and post-intercooler intake air temperature of the engine fan working in the current driving cycle; the current vehicle model threshold confirmation requires at least 5 vehicles of the same model (the model refers to the same brand and the same engine model), each vehicle has at least 10 post-intercooler temperatures and 10 engine coolant temperatures when the engine fan is working; observing 100 sample data showing normal distribution, the dispersion is described by the average value plus or minus the standard deviation, here the average value plus or minus twice the standard deviation is used to remove outliers (at least 95% of the data falls within the interval); after removing outliers, the lowest coolant temperature and post-intercooler intake air temperature of the remaining samples are taken as the current vehicle threshold.

[0110] The fan PWM duty cycle learning model when the fan is not working is shown in Figure 7 , the idle condition is vehicle speed = 0, engine speed > 400, and throttle pedal opening = 0.

[0111] 4. Fuel consumption calculation:

[0112] 4.1. Frequent engine fan working oil saving space:

[0113] The frequent engine fan working oil saving space = (frequent fan working idle hour fuel consumption - normal fan working idle hour fuel consumption) * total frequent fan working time.

[0114] The learning model of the normal fan working idle hour fuel consumption is shown in Figure 8 :

[0115] Current vehicle L2 value confirmation method: at least 5 vehicles of the same model, each vehicle can get ≥ 10 L2, 5 vehicles total at least 100 L2, all L2 average, get the normal fan idle hour fuel consumption as the L2 value of the current vehicle, this L2 value can be used as a constant value for future calculation.

[0116] The fan working frequently idling hours oil consumption learning model is as shown in Figure 9

[0117] When the vehicle is evaluated as the fan working frequently, the calculation is triggered; the fan working frequently driving cycle is calculated once; if the fan abnormal driving cycle can output L1, the fuel saving effect of the current driving cycle is calculated; if the fan abnormal driving cycle does not output L1, the fuel saving calculation is not performed.

[0118] 5, business trip analysis:

[0119] 5.1 After a single business trip, the user is pushed through the terminal user mobile phone APP to push the analysis data of the cooling fan working frequently in the current business trip, which can include the total mileage of this driving cycle, the total driving cycle time, the total mileage of the engine fan working frequently, the total time of the engine fan working frequently, the mileage ratio of the engine fan working frequently to the total mileage of the driving cycle, the total time ratio of the engine fan working frequently to the total time of the driving cycle, and the fuel saving space of the engine fan working frequently.

[0120] 5.2 The specific index data in 5.1 is intuitively displayed to the user through trip data analysis, which can improve the timeliness and sensibility of the vehicle owner in dealing with the cooling fan working frequently fault, and improve the fuel economy and vehicle power during driving. It should be noted that the severity of the cooling fan working frequently fault and its impact on fuel consumption are relatively abstract. Through the cooling fan working frequently mileage ratio, time ratio and fuel waste caused by the cooling fan working frequently, the user can intuitively understand the fault in a visual and quantifiable manner.

[0121] Compared with the prior art, the embodiments of the present application have the following beneficial effects:

[0122] The embodiments of the present application comprehensively consider and analyze the reasonable factors and fault abnormalities that cause the fan to work frequently, real-time judge whether the vehicle has the phenomenon of cooling fan working frequently, and calculate the oil consumption loss caused by the cooling fan working frequently. At the same time, through detailed data analysis and APP visual trip report display form, the vehicle owner can timely perceive the cooling fan state, and the cooling fan working frequently fault is more sensitive, which improves the enthusiasm of the vehicle owner for vehicle maintenance, and further improves the vehicle power and fuel economy.

[0123] ​It should be noted that, for the above method or process embodiments, in order to simply describe, they are all described as a series of action combinations, but those skilled in the art should know that the embodiments of the present application are not limited to the order of the described actions, because according to the embodiments of the present application, certain steps can be performed in other orders or at the same time. Secondly, those skilled in the art should know that the embodiments described in the specification are all optional embodiments, and the actions involved are not necessarily the necessary ones of the embodiments of the present application.

[0124] Please refer to Figure 10 The embodiments of the present application also provide an engine cooling fan frequent operation identification device, comprising:

[0125] The data acquisition module 1 is configured to acquire vehicle operation data of a current driving cycle if a time length of the current driving cycle is greater than a preset time length.

[0126] The data filtering module 2 is configured to acquire a target data segment of the vehicle operation data in the current driving cycle that satisfies a corresponding data determination condition.

[0127] The abnormality identification module 3 is configured to identify the target data segment as an engine fan frequent operation event if engine fan rotating speeds of the target data segment are all greater than a preset fan rotating speed threshold.

[0128] It can be understood that the above device item embodiments are corresponding to the method item embodiments of the present application, and the engine cooling fan frequent operation identification device provided by the embodiments of the present application can realize the engine cooling fan frequent operation identification method provided by any one of the method item embodiments of the present application.

[0129] The present application also provides a non-transitory computer readable storage medium having a computer program stored thereon, wherein the computer program is executed by a processor to implement any one of the engine cooling fan frequent operation identification methods.

[0130] It should be noted that the device embodiments described above are only schematic, wherein the units described as separate components may or may not be physically separate, and the components displayed as units may or may not be physical units, i.e. they may be located in one place, or distributed on multiple network units. Part or all of the modules can be selected to achieve the purpose of the present embodiment scheme according to actual needs. In addition, the connection relationship between the modules in the device embodiment provided by the present application indicates that there is a communication connection between them, which can be realized as one or more communication buses or signal lines. Those skilled in the art can understand and implement it without creative labor.

[0131] Those skilled in the art can clearly understand that, for the convenience and brevity, the specific working process of the above-described device can refer to the corresponding process in the foregoing method embodiment, and will not be repeated here.

[0132] The terminal device can be a desktop computer, a notebook computer, a palm computer, a cloud server, and the like. The terminal device can include, but is not limited to, a processor and a memory.

[0133] The processor can be a central processing unit (CPU), and can also be other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components, and the like. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor and the like. The processor is a control center of the terminal device, and connects all parts of the terminal device through various interfaces and lines.

[0134] The memory can be used to store the computer program, and the processor realizes various functions of the terminal device by running or executing the computer program stored in the memory and calling the data stored in the memory. The memory can mainly include a program storage area and a data storage area. The program storage area can store an operating system, at least one application program required by a function, and the like; and the data storage area can store data created according to the use of the terminal device, and the like. In addition, the memory can include a high-speed random access memory, and can also include a nonvolatile memory, for example, a hard disk, a memory, a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, at least one disk storage device, a flash memory device, or other volatile solid-state memory device.

[0135] The storage medium is a computer readable storage medium, and the computer program is stored in the computer readable storage medium. When the computer program is executed by a processor, steps of each method embodiment described above can be implemented. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or some intermediate forms, etc. The computer readable medium can include any entity or device capable of carrying the computer program code, recording medium, U disk, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signal, telecommunication signal, and software distribution medium, etc. It should be noted that the content included in the computer readable medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction, for example, in some jurisdictions, according to legislation and patent practice, the computer readable medium does not include electrical carrier signals and telecommunication signals.

[0136] The above is the preferred embodiment of the present application. It should be noted that for those skilled in the art, without departing from the principles of the present application, a number of improvements and refinements can be made, which are also considered within the scope of protection of the present application.

Claims

1. An engine cooling fan operation frequency identification method characterized by, The method comprises the following steps: If the length of the current driving cycle is greater than the preset length, vehicle operation data of the current driving cycle is acquired, wherein the vehicle operation data comprises at least one of engine fan rotating speed, fan PWM duty ratio, engine rotating speed, coolant temperature, post-intercooler intake air temperature, air conditioner compressor working state, retarder torque percentage, exhaust brake switch state, cylinder brake switch state, and cycle fuel injection amount; Target data segments of the vehicle operation data in the current driving cycle satisfying corresponding data determination conditions are acquired, wherein the vehicle operation data satisfying corresponding data determination conditions comprises: when the retarder torque percentage, the exhaust brake switch state or the cylinder brake switch state is null, the first data determination condition is used to determine the vehicle operation data; wherein the first data determination condition comprises: the coolant temperature is less than the preset coolant temperature threshold value, the post-intercooler intake air temperature is less than the preset post-intercooler intake air temperature threshold value, the air conditioner compressor working state is zero, the duration of the target data segment is greater than the preset duration, and there is no coasting working condition during the target data segment; when the retarder torque percentage, the exhaust brake switch state and the cylinder brake switch state are all not null, the second data determination condition is used to determine the vehicle operation data; wherein the second data determination condition comprises: the coolant temperature is less than the preset coolant temperature threshold value, the post-intercooler intake air temperature is less than the preset post-intercooler intake air temperature threshold value, the air conditioner compressor working state is zero, the duration of the target data segment is greater than the preset duration, the retarder torque percentage is zero, the exhaust brake switch state is zero, and the cylinder brake switch state is zero; If it is determined that the engine fan rotating speed of the target data segment is all greater than the preset fan rotating speed threshold value, the target data segment is identified as an engine fan working frequently event.

2. The method of claim 1, wherein The method for obtaining the post-intercooler intake air temperature threshold value comprises: The fan PWM duty ratio data satisfying a preset first condition under an idle working condition is marked as a fan PWM duty ratio baseline; wherein the first condition is that the coolant temperature is less than a preset first temperature threshold value, the post-intercooler intake air temperature is less than a preset second temperature threshold value, and the air conditioner compressor working state is zero; All points changed from the fan PWM duty ratio baseline to non-fan PWM duty ratio baseline are marked as target data points; A first target data segment is intercepted by extending a preset range before and after the target data points, and if the accelerator pedal of the first target data segment is greater than zero, the air conditioner compressor working state is always zero, and the coolant temperature is less than the preset first temperature threshold value, the post-intercooler intake air temperature of the target data point is acquired; All post-intercooler intake air temperatures greater than the preset second temperature threshold value are recorded in a database, and the post-intercooler intake air temperature threshold value is obtained based on multiple groups of post-intercooler intake air temperatures of the same vehicle model in the database.

3. The method of claim 1, wherein The method for obtaining the coolant temperature threshold value comprises: Mark the fan PWM duty cycle data that meets the preset first condition under the idle condition as the fan PWM duty cycle baseline; wherein the first condition is that the coolant temperature is less than the preset first temperature threshold, and the intercooled intake air temperature is less than the preset second temperature threshold, and the air conditioner compressor working state is zero; Mark all points that change from the fan PWM duty cycle baseline to non-fan PWM duty cycle baseline as target data points; Based on the target data points, a preset range is extended before and after to intercept a first target data segment, and if the throttle pedal of the first target data segment is greater than zero and the air conditioner compressor working state is always zero and the intercooled intake air temperature is less than the preset second temperature threshold, the coolant temperature of the target data point is obtained; Record all coolant temperatures greater than the preset first temperature threshold to the database, and calculate the coolant temperature threshold based on multiple sets of coolant temperatures of the same vehicle model in the database.

4. The method of claim 1, wherein Further comprising: In the fan working normal data segment that is not identified as the engine fan working frequently event, the first unit time average fuel consumption corresponding to the data segment that meets the preset first data requirement under the idle condition is obtained; In the fan working frequently data segment identified as the engine fan working frequently event, the second unit time average fuel consumption corresponding to the data segment that meets the preset first data requirement under the idle condition is obtained; wherein the first data requirement is that the current data segment duration is greater than the preset first time threshold, and the environmental temperature is in the preset temperature interval, and the environmental pressure is greater than the preset environmental pressure threshold, and the water tank water temperature is in the preset water temperature interval, and the air conditioner compressor working state is zero, and the throttle pedal is zero, and the engine speed is less than the preset first speed threshold; Determine the total fan working frequently duration corresponding to the fan working frequently data segment identified as the engine fan working frequently event; Determine the engine fan working frequently fuel saving space based on the difference between the second unit time average fuel consumption and the first unit time average fuel consumption and the total fan working frequently duration.

5. The method of claim 4, wherein the engine cooling fan operating frequency is determined based on the engine speed and the engine load. The first unit time average fuel consumption is obtained by: In the fan working normal data segment that is not identified as the engine fan working frequently event, the unit time average fuel consumption data corresponding to the data segment that meets the preset first data requirement under the idle condition is obtained and recorded; Obtain multiple sets of unit time average fuel consumption data recorded by multiple vehicles of the same vehicle model, and average calculate the first unit time average fuel consumption based on all the obtained unit time average fuel consumption data.

6. The method of claim 4, wherein Further comprising: According to the event identified as the engine fan working frequently, obtain the engine fan working frequently occurrence frequency information, the engine fan working frequently duration proportion, and the engine fan working frequently fuel saving space; Based on the engine fan working frequently occurrence frequency information, the engine fan working frequently duration proportion, and the engine fan working frequently fuel saving space, information reminders are given.

7. A device for identifying frequent operation of an engine cooling fan, characterized in that, Further comprising: The data acquisition module is configured to acquire vehicle operation data of the current driving cycle if a time length of the current driving cycle is greater than a preset time length, wherein the vehicle operation data comprises at least one of engine fan rotating speed, fan PWM duty cycle, engine rotating speed, coolant temperature, post-intercooler intake air temperature, air conditioner compressor working state, retarder torque percentage, exhaust brake switch state, cylinder brake switch state, and cycle fuel injection amount. The data screening module is configured to acquire a target data segment of the vehicle operation data in the current driving cycle that satisfies a corresponding data determination condition, wherein the vehicle operation data satisfies the corresponding data determination condition comprises: when the retarder torque percentage, the exhaust brake switch state, or the cylinder brake switch state is null, determining the vehicle operation data by using a first data determination condition; wherein the first data determination condition comprises: the coolant temperature is less than a preset coolant temperature threshold value, the post-intercooler intake air temperature is less than a preset post-intercooler intake air temperature threshold value, the air conditioner compressor working state is zero, a duration of the target data segment is greater than a preset duration, and there is no coasting working condition during the target data segment; when the retarder torque percentage, the exhaust brake switch state, and the cylinder brake switch state are all not null, determining the vehicle operation data by using a second data determination condition; wherein the second data determination condition comprises: the coolant temperature is less than a preset coolant temperature threshold value, the post-intercooler intake air temperature is less than a preset post-intercooler intake air temperature threshold value, the air conditioner compressor working state is zero, a duration of the target data segment is greater than a preset duration, the retarder torque percentage is zero, the exhaust brake switch state is zero, and the cylinder brake switch state is zero. The abnormality identification module is configured to identify the target data segment as an engine fan working frequently event if it is determined that the engine fan rotating speed of the target data segment is all greater than a preset fan rotating speed threshold value.

8. A terminal device comprising a processor and a memory having a computer program stored therein, characterized in that, The processor executes the computer program to implement the identification method of the engine cooling fan working frequently according to any one of claims 1 to 6. 9.A non-transitory computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program is executed by the processor to implement the identification method of the engine cooling fan working frequently according to any one of claims 1 to 6.

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