Supercharging system capability fault detection method

Abstract

The application discloses a kind of supercharging system capacity fault detection methods, it includes the following steps: whether the supercharging system fault detection condition is satisfied;When supercharging system fault detection condition is satisfied certain time after all, record and collect supercharging system capacity fault data, according to the data collected using active supercharging mode to carry out supercharging system supercharging capacity response slow fault detection or using active depressurization mode to carry out supercharging system supercharging pressure response too fast fault detection.The application can detect the slow fault of engine supercharging system capacity and the fast fault of engine supercharging system capacity, so as to find out problem early, remind driver to maintain, protect engine and supercharger spare part life supercharging system.

Description

Technical Field

[0001] This invention belongs to the field of engine control, specifically relating to a method for detecting faults in the turbocharger system. Background Technology

[0002] To respond to engine intake boost and torque increase requests, the turbocharger system controls the output to utilize more exhaust energy for boost. If the boost capacity is insufficient at this point, it will lead to inadequate torque, affecting vehicle performance (acceleration, climbing ability, load capacity). Similarly, to respond to engine intake depressurization and torque reduction requests, the turbocharger system controls the output to utilize less exhaust energy for depressurization. If the boost capacity is excessive at this point, it will lead to excess torque, failing to reduce engine torque and causing power problems such as inability to decelerate. Both of these situations can reduce the lifespan of engine and turbocharger components, affect vehicle performance, and pose safety hazards. Therefore, fault detection of the vehicle's turbocharger system is necessary. Summary of the Invention

[0003] The main objective of this invention is to provide a method for detecting turbocharger system capability faults. This method can detect faults such as slow turbocharger system capability and excessive turbocharger system capability, so as to identify problems early, remind the driver to perform maintenance, and protect the life of engine and turbocharger components.

[0004] The technical solution adopted in this invention is:

[0005] A method for detecting a capacity failure in a booster system, characterized by comprising the following steps:

[0006] Determine whether the fault detection conditions of the booster system are met;

[0007] After all the fault detection conditions of the boosting system have been met for a certain period of time, the boosting system capacity fault data is recorded and collected. Based on the collected data, the boosting system is either detected by active boosting mode for slow boosting capacity response or by active depressurization mode for fast boosting pressure response.

[0008] A further approach involves using active boosting to detect slow boosting response in the boosting system based on the collected data. The steps are as follows:

[0009] Determine whether the conditions for detecting a slow boost response in the boost system are met;

[0010] When all conditions for detecting a slow boost response in the boost system are met, the target opening of the boost actuator is actively increased. Throughout the process of increasing and adjusting the target opening of the boost actuator, the conditions for detecting a slow boost response in the boost system must be met continuously; otherwise, the detection of a slow boost response in the boost system will terminate. The time it takes for the actual inlet intake pressure of the throttle valve to stabilize is recorded from the moment the actual opening of the boost actuator reaches its target opening.

[0011] Once the actual intake pressure at the throttle valve stabilizes, a fault detection for slow boost response of the boost system is performed based on the time it takes for the actual intake pressure at the throttle valve to stabilize.

[0012] A further approach involves using an active depressurization method to detect overly rapid boost pressure response faults in the boost system based on the collected data. The steps are as follows:

[0013] Determine whether the conditions for detecting a fault in the boost pressure system that results in an excessively fast boost pressure response are met;

[0014] When all conditions for detecting the over-fast boost pressure response fault in the boost system are met, the target opening of the boost actuator is actively reduced. The actual opening of the boost actuator, based on closed-loop control, will follow its target opening. Throughout the process of reducing and adjusting the target opening of the boost actuator, the conditions for detecting the over-fast boost pressure response fault in the boost system must be met; otherwise, the detection of the over-fast boost pressure response fault in the boost system will terminate. The time from when the actual opening of the boost actuator reaches its target opening is recorded, and the time it takes for the actual inlet intake pressure of the throttle valve to stabilize is recorded.

[0015] Once the actual intake pressure at the throttle valve stabilizes, the system is tested for overly rapid boost pressure response based on the time it takes for the actual intake pressure at the throttle valve to stabilize.

[0016] The beneficial effects of this invention are:

[0017] Actively control the opening of the boost actuator, identify the boost capacity response time, determine whether a fault has occurred, so as to detect problems early, carry out maintenance, and ensure vehicle performance;

[0018] Real-time monitoring of throttle inlet and outlet pressures ensures accurate fault detection while minimizing the impact on the engine intake system.

[0019] Simultaneously, based on engine parameter performance, control parameters are updated in real time to ensure accurate fault detection across different engine lifecycles. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a flowchart illustrating the method for detecting capacity faults in a booster system;

[0022] Figure 2 This is a schematic diagram of the fault detection process for slow boost response of the boost system;

[0023] Figure 3 This is a schematic diagram of the fault detection process for an over-boosting system with excessively fast boosting response. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0025] like Figure 1 As shown, a method for detecting turbocharger system capability faults is proposed. The core idea is to first record and collect turbocharger system performance fault data, and then determine whether a turbocharger system performance fault has occurred based on the data.

[0026] First, certain conditions must be met for turbocharger system performance fault detection:

[0027] The boost control is in a closed-loop control state; the closed-loop control conditions of the boost control can be found in patent number: 201910988050.8, patent name: Boost Closed-Loop Adaptive System and Control Method for Exhaust Gas Turbine Engine;

[0028] The engine speed fluctuation is within a preset range, which is ±15 rpm in this example;

[0029] The actual intake air density fluctuation of the engine is within a preset range, which is ±20 mgpl in this example; the target intake air density of the engine can be found in patent number: 202210330714.3, patent name: Target intake air density control method, device, equipment and readable storage medium;

[0030] The actual intake pressure of the engine (the actual value of the intake pressure at the throttle valve outlet, i.e., the gas pressure entering the cylinder) fluctuates within a preset range, which is ±2 kPa in this example;

[0031] The engine target intake pressure (the target value of the throttle valve outlet intake pressure, i.e. the gas pressure entering the cylinder) fluctuates within a preset range, which is ±2kPa in this example;

[0032] The difference between the target opening degree and the actual opening degree of the booster actuator (the larger the opening degree, the stronger the boosting capacity, and the opening degree varies from 0% to 100%) is within the preset range, and in this example, it is ±1%.

[0033] Throttle opening fluctuation is within the preset range, which is ±1% in this example;

[0034] No throttle body malfunction occurred;

[0035] No faults were found in the sensors related to the booster system;

[0036] No faults occurred in the actuators related to the booster system;

[0037] Data recording and collection of turbocharger system performance faults can only begin after all the above conditions have been met for more than a preset time t0 (2 seconds in this example). If all the above conditions are not met during the recording and collection of turbocharger system performance fault data, the diagnosis will be terminated, and data recording and collection of turbocharger system performance faults can only resume after the conditions are met again in the current driving cycle.

[0038] The following details the performance fault detection in two scenarios, both of which require all of the above conditions to be met.

[0039] See Figure 2 In the first scenario: after all the above conditions are met, read the average opening value (pct) of the booster actuator. BoostActuatorAvg Average actual intake pressure p AftThrActAvg Target intake pressure average value p AftThrDsrdAvg 1. Average actual inlet intake pressure p of the throttle body PreThrActAvg Target boost pressure average p BoostDsrdAvg If all of the following conditions are met, then active boosting will be used to detect whether a boosting system performance failure has occurred.

[0040] 1) Average opening value of booster actuator (pct) BoostActuatorAvg The value shall not exceed the preset value; in this example, it is set to 80%.

[0041] 2) Target boost pressure average value p BoostDsrdAvg Greater than a preset value, which depends on atmospheric pressure and engine speed, and is not less than atmospheric pressure; the preset value is equal to atmospheric pressure + f1(n,p) Amb ), where n is the engine speed, p Amb This is atmospheric pressure. The values ​​for this example are as follows:

[0042]

[0043]

[0044] 3) Average actual intake pressure p AftThrActAvg Average value of actual inlet intake pressure p of the throttle body PreThrActAvg ratio Not less than a preset value A, which is related to the engine speed n;

[0045] The relationship between the preset value A and the engine speed n is as follows:

[0046]

[0047] When the first condition is met, the target opening of the booster actuator is actively increased. The actual opening of the booster actuator, based on closed-loop control, will then follow the target opening. Throughout the entire process of increasing and adjusting the target opening of the booster actuator, the first condition must be met; otherwise, fault detection for the first condition will terminate. Starting from when the actual opening of the booster actuator reaches its target opening, the time it takes for the actual inlet intake pressure of the throttle valve to stabilize is recorded. The specific procedure is as follows:

[0048] Read the average opening value (pct) of the booster actuator before actively increasing the target opening value. BoostActuatorAvg , denoted as pct Dsrd1 Increase the target opening of the booster actuator to pct. Dsrd2 =pct Dsrd1 ×k Inc ×(1+k IncAdapt ), where k Inc To increase the booster coefficient to the target opening degree of the booster actuator, this example uses 1.2, k IncAdapt This is a self-updating adjustment factor, with a default value of 0. It is continuously updated and saved after the vehicle is powered off.

[0049] The timing begins when the actual opening degree of the booster actuator reaches its target opening degree, and the time t1 when the actual inlet intake pressure of the throttle valve stabilizes is recorded. The condition for determining that the actual opening degree of the booster actuator reaches its target opening degree is: the difference between the actual opening degree and the target opening degree does not exceed ±1%. The condition for determining that the actual inlet intake pressure of the throttle valve stabilizes is: the fluctuation of the actual inlet intake pressure of the throttle valve does not exceed ±2 kPa.

[0050] When the actual intake pressure at the throttle valve tends to stabilize, the average actual intake pressure p is... AftThrAvgAct Average value of actual inlet intake pressure p of the throttle body PreThrActAvg ratio

[0051] if Then, during the next fault detection for the first scenario, the self-updating adjustment coefficient k will be adjusted. IncAdapt Update: k IncAdapt =k IncAdapt (z)-0.1;

[0052] if Then, during the next fault detection for the first scenario (which will not be updated during this fault detection), the self-updating adjustment coefficient k will be adjusted. IncAdapt Update: k IncAdapt =k IncAdapt (z)+0.1;

[0053] In other cases, k IncAdapt =k IncAdapt (z), k IncAdapt (z) is the self-update adjustment coefficient of the previous self-learning update.

[0054] Perform a fault detection test for slow boost response of the boost system, when t1≥f1(n,p) Dsrd2 )×f1(n,p DsrdErr )×(1+k Lim1Adpat If the result is 0, it indicates a slow boost response fault. The system will perform a maximum check once during the vehicle's driving cycle. If the following occurs under the first condition: the number of slow boost response fault occurrences divided by the number of times the first condition is met exceeds a preset value (0.85 in this example), then the slow boost response fault is confirmed, an error code is reported, and both the number of slow boost response fault occurrences and the number of times the first condition is met are reset to 0.

[0055] Where f1(n,p) Dsrd2 The engine speed and the target turbocharger opening are given by pct. Dsrd2 The corresponding target boost pressure p Dsrd2 Determined basic threshold time 1, p DsrdErr To increase the target boost pressure p after increasing the target opening degree of the booster Dsrd2 The difference between the target boost pressure and the target boost pressure before increasing the target booster opening, f1(n,p) DsrdErr The difference p between engine speed and target boost pressure DsrdErr The basic threshold time 2,k is determined. Lim1Adpat f1(n,p) is the threshold self-learning update coefficient, with a default value of 0. It is continuously updated through self-learning and is saved after the vehicle is powered off. Dsrd2 )×f1(n,p DsrdErrThe calibration method involves simulating test data under extreme boost system capability failure conditions and adding a certain margin. Considering component differences, the margin in this example can be taken as 0.5s. Extreme boost system capability failure components refer to components approaching a slow boost response failure, whose turbocharger efficiency does not exceed 80% of that of a new component.

[0056] k Lim1Adpat The update method is as follows: when the actual inlet intake pressure of the throttle valve tends to stabilize, the target boost pressure p Dsrd2 The average value p of the difference between the actual boost pressure and the actual boost pressure Err1 With target boost pressure p Dsrd2 ratio If 1) And p Err1 If ≥3, then update k under the corresponding operating conditions (same operating conditions refer to the same engine speed, actual intake air density, target intake pressure, and atmospheric pressure). Lim1Adpat =k Lim1Adpat (z)-0.025. k Lim1Adpat (z) represents the self-update adjustment coefficient from the previous self-learning update. The self-learning update coefficient is updated at most once during a single driving cycle. 2) And 2≥p Err1 If ≥2, then update k under the same operating conditions (same operating conditions refer to the same engine speed, actual intake air density, target intake air pressure, and atmospheric pressure). Lim1Adpat =k Lim1Adpat (z)+0.01. k Lim1Adpat (z) represents the self-update adjustment coefficient from the previous self-learning update. The self-learning update coefficient is updated at most once during one driving cycle. k Lim1Adpat The new self-learning update coefficients will only be implemented in the next driving cycle after the update.

[0057] See Figure 3 The second scenario: After all the above conditions are met: Read the average opening value (pct) of the booster actuator. BoostActuatorAvg Average actual intake pressure p AftThrActAvg Target intake pressure average value p AftThrDsrdAvg 1. Average actual inlet intake pressure p of the throttle body PreThrActAvg Target boost pressure average p BoostDsrdAvg If all of the following conditions are met, an active depressurization method will be used to detect whether a performance failure has occurred in the booster system.

[0058] average opening value of booster actuator (pct) BoostActuatorAvg If the value exceeds the preset value, this example uses 50%;

[0059] Target boost pressure average p BoostDsrdAvgThe value is not greater than a preset value, which depends on atmospheric pressure and engine speed, and is not less than atmospheric pressure. This preset value is equal to atmospheric pressure + f1(n,p). Amb ); where n is the engine speed, p Amb This is atmospheric pressure. The values ​​for this example are as follows:

[0060]

[0061]

[0062] Average actual intake pressure p AftThrActAvg Average value of actual inlet intake pressure p of the throttle body PreThrActAvg ratio It is not greater than a preset value A, which is related to the engine speed n.

[0063] The relationship between the preset value A and the engine speed n is as follows:

[0064]

[0065] When the second condition is met, the target opening of the booster actuator is actively reduced, and the actual opening of the booster actuator, based on closed-loop control, will follow its target opening. The second condition must be met throughout the entire process of reducing and regulating the target opening of the booster actuator; otherwise, fault detection for the second condition will terminate. Timing is recorded from the moment the actual opening of the booster actuator reaches its target opening, recording the time it takes for the actual inlet intake pressure of the throttle valve to stabilize. The specific procedure is as follows:

[0066] Read the average opening value (pct) of the booster actuator before actively increasing the target opening value. BoostActuatorAvg , denoted as pct Dsrd3 Increase the target opening of the booster actuator to pct. Dsrd4 =pct Dsrd3 ×k Dec ×(1+k DecAdapt ), where k Dec To reduce the booster coefficient to the target opening degree of the booster actuator, this example uses 0.85, k DecAdapt This is a self-updating adjustment factor, with a default value of 0. It is continuously updated and saved after the vehicle is powered off.

[0067] The timing begins when the actual opening degree of the booster actuator reaches its target opening degree, and the time t2 when the actual inlet intake pressure of the throttle valve stabilizes is recorded. The condition for determining that the actual opening degree of the booster actuator reaches its target opening degree is: the difference between the actual opening degree and the target opening degree does not exceed ±1%. The condition for determining that the actual inlet intake pressure of the throttle valve stabilizes is: the fluctuation of the actual inlet intake pressure of the throttle valve does not exceed ±2 kPa.

[0068] When the actual intake pressure at the throttle valve tends to stabilize, the average actual intake pressure p is... AftThrAvgAct Average value of actual inlet intake pressure p of the throttle body PreThrActAvg ratio

[0069] if Then, during the next fault detection for the second scenario, the self-updating adjustment coefficient k will be adjusted. DecAdapt Update: k DecAdapt =k DecAdapt (z)-0.05;

[0070] if Then, during the next fault detection for the second scenario (which will not be updated during this fault detection), the self-updating adjustment coefficient k will be adjusted. DecAdapt Update: k DecAdapt =k DecAdapt (z)+0.02;

[0071] In other cases, k DecAdapt =k DecAdapt (z). k DecAdapt (z) is the self-update adjustment coefficient of the previous self-learning update.

[0072] The steps for detecting a fault in a booster system with an excessively fast boost pressure response are as follows:

[0073] When t2≤f2(n,p) Dsrd4 )×f2(n,p DsrdErr )×(1+k Lim2Adpat If the result is 0, it indicates that a boost pressure response too fast fault has occurred. This is checked at most once during the vehicle's driving cycle. If the following occurs under the second condition: the number of boost pressure response too fast fault occurrences divided by the number of times the second condition is met exceeds a preset value (0.85 in this example), then the boost pressure response too fast fault is confirmed, an error code is reported, and the number of boost pressure response too fast fault occurrences and the number of times the second condition is met are reset to 0.

[0074] Where f2(n,p) Dsrd4 The engine speed and the target turbocharger opening are given by pct. Dsrd4 The corresponding target boost pressure p Dsrd4 The determined basic threshold time 3, p DsrdErr To reduce the target boost pressure p after the target opening of the turbocharger Dsrd4 The difference between the target boost pressure and the target boost pressure before reducing the target booster opening, f2(n,p) DsrdErr The difference p between engine speed and target boost pressure DsrdErr The basic threshold time 4,k is determined. Lim2Adpatf2(n,p) is the threshold self-learning update coefficient, with a default value of 0. It is continuously updated through self-learning and is saved after the vehicle is powered off. Dsrd2 )×f2(n,p DsrdErr The calibration method involves simulating test data under extreme boost system capability failure conditions and subtracting a certain margin. Considering component differences, the margin in this example can be taken as 0.5s. Extreme boost system capability failure conditions refer to components that are close to the boost capacity response failure, and whose turbocharger efficiency is greater than that of a new component, reaching 120% of the efficiency of a new component.

[0075] k Lim2Adpat The update method is as follows: when the actual inlet intake pressure of the throttle valve tends to stabilize, the target boost pressure p Dsrd4 The average value p of the difference between the actual boost pressure and the actual boost pressure Err2 With target boost pressure p Dsrd4 ratio

[0076] if And p Err1 If ≥3, then update k under the corresponding operating conditions (same operating conditions refer to the same engine speed, actual intake air density, target intake pressure, and atmospheric pressure). Lim2Adpat =k Lim2Adpat (z)-0.02. k Lim2Adpat (z) is the self-update adjustment coefficient of the previous self-learning update. The self-learning update coefficient is updated at most once during one driving cycle.

[0077] if And 2≥p Err1 If ≥2, then update k under the same operating conditions (same operating conditions refer to the same engine speed, actual intake air density, target intake air pressure, and atmospheric pressure). Lim1Adpat =k Lim1Adpat (z)+0.01. k Lim2Adpat (z) represents the self-update adjustment coefficient from the previous self-learning update. The self-learning update coefficient is updated at most once during one driving cycle. k Lim2Adpat (z) After the update, the new self-learning update coefficient will only be implemented in the next driving cycle.

[0078] It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. A method for detecting capability faults in a booster system, characterized in that, Includes the following steps: Determine whether the fault detection conditions of the booster system are met; After all the fault detection conditions of the boosting system are met for a certain period of time, the boosting system capacity fault data is recorded and collected. Based on the collected data, the boosting system boosting capacity response is slowed by active boosting or the boosting system boosting pressure response is fast by active depressurization. The booster system capability fault data includes the average opening degree of the booster actuator. Average actual intake pressure Target intake pressure average value Average actual inlet intake pressure of the throttle body Target boost pressure average value ; The steps for detecting slow boost response of the boost system using active boosting based on the collected data are as follows: Determine whether the conditions for detecting a slow boost response in the boost system are met; When all the conditions for detecting a slow boosting response in the boosting system are met, the target opening of the boosting actuator is actively increased. Throughout the process of increasing the target opening of the boost actuator, the condition for detecting the slow boost response of the boost system must be met; otherwise, the detection of the slow boost response of the boost system will terminate. The time it takes for the actual inlet intake pressure of the throttle valve to stabilize is recorded from the moment the actual opening of the boost actuator reaches its target opening. Once the actual intake pressure at the throttle valve stabilizes, a fault detection for slow boost response of the boost system is performed based on the time it takes for the actual intake pressure at the throttle valve to stabilize.

2. The method for detecting turbocharger system capability faults according to claim 1, characterized in that: The fault detection conditions of the booster system include: The boost control is in a closed-loop control state; Engine speed fluctuations are within the preset range; The actual intake air density of the engine fluctuates within the preset range; The actual intake pressure fluctuation of the engine is within the preset range; The fluctuation of the engine target intake pressure is within the preset range; Throttle opening fluctuations are within the preset range; No throttle body malfunction occurred; No faults were found in the sensors related to the booster system; No faults occurred in the actuators related to the booster system; The recording and collection of turbocharger system performance fault data can only be carried out after all the above conditions have been met for more than the preset time t0; if all the above conditions are not met during the recording and collection of turbocharger system performance fault data, the diagnosis will be terminated.

3. The method for detecting turbocharger system capability faults according to claim 1, characterized in that: The conditions for detecting a slow boost response in a turbocharger system are as follows: 1) Average opening value of booster actuator Not exceeding the preset value; 2) Target boost pressure average value Greater than a preset value, which depends on atmospheric pressure and engine speed, and is not less than atmospheric pressure; the preset value is equal to atmospheric pressure + Where n is the engine speed, Atmospheric pressure; The possible values ​​are as follows: 3) Average actual intake pressure Average value of actual inlet intake pressure of throttle body ratio Not less than a preset value A, which is related to the engine speed n; The relationship between the preset value A and the engine speed n is as follows: 。 4. The method for detecting turbocharger system capability faults according to claim 1, characterized in that: The steps for recording the time it takes for the actual inlet intake pressure of the throttle valve to stabilize, starting from when the actual opening degree of the booster actuator reaches its target opening degree, are as follows: Read the average opening value of the booster actuator before actively increasing the target opening value. , recorded as ; Increase the target opening of the booster actuator to ,in To increase the boosting coefficient to the target opening degree of the boosting actuator, This is a self-updating adjustment factor, with a default value of 0. It is continuously updated and saved after the vehicle is powered off. The timing begins when the actual opening degree of the booster actuator reaches its target opening degree, and the time t1 when the actual inlet intake pressure of the throttle valve tends to stabilize is recorded; the judgment condition for the actual opening degree of the booster actuator to reach its target opening degree is: the difference between the actual opening degree of the booster actuator and the target opening degree does not exceed ±1%; The condition for judging that the actual inlet intake pressure of the throttle valve tends to be stable is: the fluctuation of the actual inlet intake pressure of the throttle valve does not exceed ±2kPa; When the actual intake pressure at the throttle valve tends to stabilize, the average value of the actual intake pressure is read. Average value of actual inlet intake pressure of throttle body ratio : if If -A≤0.1, the self-updating adjustment coefficient will be adjusted during the next detection of a slow boost system boost response. Update: ; if If -A≥0.3, the self-updating adjustment coefficient will be adjusted during the next detection of a slow boost system boost response. Update: This will not be updated during this fault detection. In other cases ; This is the self-update adjustment coefficient from the last self-learning update.

5. The method for detecting turbocharger system capability faults according to claim 1, characterized in that: The steps for detecting slow boost response of the boost system based on the time it takes for the actual inlet intake pressure of the throttle valve to stabilize are as follows: when If the number of times the boost pressure response is too slow occurs, it indicates that a boost capacity response is too slow fault. During the vehicle driving cycle, the test will be performed at most once. If the following situation occurs when the boost pressure response is too slow fault detection conditions are met: the number of times the boost pressure response is too slow fault divided by the number of times the boost pressure response is too slow fault detection conditions are met exceeds the preset value, it indicates that the boost capacity response is too slow fault confirmed, an error fault code will be reported, and the number of times the boost pressure response is too slow fault occurrence and the number of times the first situation is met will be cleared to 0. Where t1 is the time it takes for the actual intake pressure at the throttle valve to stabilize; Based on engine speed and target turbocharger opening: The corresponding target boost pressure The determined basic threshold time 1, To increase the target boost pressure after increasing the target opening degree of the booster The difference between the target boost pressure and the target boost pressure before increasing the target booster opening. The difference between engine speed and target boost pressure Determined basic threshold time 2, This is the threshold self-learning update coefficient, with a default value of 0. It is continuously self-learned and updated, and is saved after the vehicle is powered off. The calibration method involves simulating test data under extreme boost system capability failure conditions with a certain margin added; where extreme boost system capability failure conditions refer to components that are close to slow boost response failures, and whose turbocharger efficiency does not exceed 80% of that of new components; The update method is as follows: when the actual inlet intake pressure of the throttle valve tends to stabilize, the target boost pressure is... Average value of the difference between the actual boost pressure and the actual boost pressure With target boost pressure ratio : if ,and Then update the corresponding working conditions. ; The self-update adjustment coefficient is the one from the last self-learning update. The self-learning update coefficient is updated at most once during one driving cycle. if ,and Then update the corresponding working conditions. ; The self-update adjustment coefficient is the one from the last self-learning update. The self-learning update coefficient is updated at most once during one driving cycle. The new self-learning update coefficients will only be implemented in the next driving cycle after the update.

6. The method for detecting turbocharger system capability faults according to claim 1, characterized in that: The steps for detecting excessively fast boost pressure response in a booster system using an active depressurization method based on the collected data are as follows: Determine whether the conditions for detecting a fault in the boost pressure system that results in an excessively fast boost pressure response are met; When all the conditions for detecting the over-fast boost pressure response of the boost system are met, the target opening of the boost actuator is actively reduced, and the actual opening of the boost actuator will follow its target opening based on closed-loop control. Throughout the process of reducing the target opening of the boost actuator, the conditions for detecting the over-fast boost pressure response fault in the boost system must be met continuously; otherwise, the over-fast boost pressure response fault detection will terminate. The time it takes for the actual inlet intake pressure of the throttle valve to stabilize is recorded from the moment the actual opening of the boost actuator reaches its target opening. Once the actual intake pressure at the throttle valve stabilizes, the system is tested for overly rapid boost pressure response based on the time it takes for the actual intake pressure at the throttle valve to stabilize.

7. The method for detecting turbocharger system capability faults according to claim 6, characterized in that: The conditions for detecting a fault in a booster system with an excessively fast boost pressure response include: Average opening of booster actuator Exceeding the preset value; Target boost pressure average Not greater than a preset value, which depends on atmospheric pressure and engine speed, and this preset value is not less than atmospheric pressure; this preset value is equal to atmospheric pressure + Where n is the engine speed, Atmospheric pressure; The possible values ​​are as follows: Average actual intake pressure Average value of actual inlet intake pressure of throttle body ratio It is not greater than a preset value A, which is related to the engine speed n; The relationship between the preset value A and the engine speed n is as follows: 。 8. The method for detecting turbocharger system capability faults according to claim 6, characterized in that: The steps for recording the time it takes for the actual inlet intake pressure of the throttle valve to stabilize, starting from when the actual opening degree of the booster actuator reaches its target opening degree, are as follows: Read the average opening value of the booster actuator before actively increasing the target opening value. , recorded as ; Increase the target opening of the booster actuator to ,in To reduce the boosting coefficient to the target opening degree of the booster actuator, This is a self-updating adjustment factor, with a default value of 0. It is continuously updated and saved after the vehicle is powered off. The timing begins when the actual opening degree of the booster actuator reaches its target opening degree, and the time t2 when the actual inlet intake pressure of the throttle valve tends to stabilize is recorded. The criterion for determining whether the actual opening degree of the booster actuator reaches its target opening degree is: the difference between the actual opening degree and the target opening degree of the booster actuator does not exceed ±1%. The condition for judging that the actual inlet intake pressure of the throttle valve tends to be stable is: the fluctuation of the actual inlet intake pressure of the throttle valve does not exceed ±2kPa; When the actual intake pressure at the throttle valve tends to stabilize, the average value of the actual intake pressure is read. Average value of actual inlet intake pressure of throttle body ratio : If A - If the value is ≤0.1, the self-updating adjustment coefficient will be adjusted during the next fault detection of the boost system's excessively fast boost pressure response. Update: ; If A - If the value is ≥0.3, the self-updating adjustment coefficient will be adjusted during the next fault detection of the boost system's excessively fast boost pressure response. Update: This will not be updated during this fault detection. In other cases , This is the self-update adjustment factor for the last self-learning update; The steps for detecting a rapid boost pressure response fault in the boost system based on the time it takes for the actual inlet intake pressure of the throttle valve to stabilize are as follows: when If the condition for detecting a boost pressure response too fast occurs, it indicates that a boost pressure response failure has occurred. The system will be checked at most once during the vehicle driving cycle. If the following occurs under the condition that the boost pressure response failure detection conditions are met: the number of boost pressure response failure occurrences divided by the number of times the boost pressure response failure detection conditions are met exceeds a preset value, then the boost pressure response failure is confirmed, an error code is reported, and the number of boost pressure response failure occurrences and the number of times the second condition is met are reset to 0. in, Based on engine speed and target turbocharger opening: The corresponding target boost pressure The determined basic threshold time is 3. To reduce the target boost pressure after the target turbocharger opening degree The difference between the target boost pressure and the target boost pressure before reducing the target booster opening. The difference between engine speed and target boost pressure The determined basic threshold time is 4. This is the threshold self-learning update coefficient, with a default value of 0. It is continuously self-learned and updated, and is saved after the vehicle is powered off. The calibration method involves simulating test data under extreme boost system capacity failure conditions and subtracting a certain margin. The extreme boost system capacity failure condition refers to a component that is close to the failure of excessively fast boost response, and its booster efficiency is greater than that of a new component, reaching 120% of that of a new component. The update method is as follows: when the actual inlet intake pressure of the throttle valve tends to stabilize, the target boost pressure is... Average value of the difference between the actual boost pressure and the actual boost pressure With target boost pressure ratio : if ,and Then update the corresponding working conditions. , The self-update adjustment coefficient is the one from the last self-learning update. The self-learning update coefficient is updated at most once during one driving cycle. if ,and Then update the corresponding working conditions. , This is the self-update adjustment factor from the last self-learning update. The self-learning update factor is updated at most once during one driving cycle. The new self-learning update coefficients will only be implemented in the next driving cycle after the update.

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