Intelligent identification method for air intake pressure rationality

Abstract

The application discloses a kind of intake pressure rationality intelligent identification method, comprising: using first method, second method respectively to throttle inlet pressure signal is checked, whether throttle inlet pressure signal appears fault is judged;First method is: when throttle pressure checking condition satisfies, throttle inlet pressure signal and throttle rear pressure signal are read in real time, whether throttle inlet pressure signal appears fault is judged in combination with preset time;Second method is: according to the estimated value and sampling number of obtained filter engine speed, throttle inlet pressure signal judges whether throttle inlet pressure signal appears fault.The method provided by the application can check the rationality of pressure signal before throttle.

Description

Technical Field

[0001] This invention relates to the field of engine control technology, and in particular to an intelligent method for recognizing the rationality of intake pressure. Background Technology

[0002] Throttle inlet pressure, as an important parameter for the control of the throttle and turbocharging system, affects vehicle power, drivability, and fuel economy. Therefore, it is particularly important to check for abnormal throttle inlet pressure signals.

[0003] Patent application number 202110982953.2 discloses "A method, device, equipment and readable storage medium for calculating throttle flow rate". This patent proposes to estimate EGR flow rate by using the pressure before the throttle (inlet pressure) and the pressure after the throttle (outlet pressure), but does not propose an intelligent identification method for the rationality of the intake pressure.

[0004] Patent application number 202110518171.3 discloses "A method, device and exhaust gas treatment system for measuring EGR mass flow rate". This patent proposes to estimate EGR flow rate by using the pressure before the throttle valve (inlet pressure) and the pressure after the throttle valve (outlet pressure), but does not propose an intelligent identification method for the rationality of the intake pressure. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide an intelligent identification method for intake pressure rationality in order to overcome the shortcomings of the prior art. This method can verify the rationality of the pressure signal of the throttle body pressure sensor.

[0006] To achieve the above objectives, according to one aspect of the present invention, a method for verifying throttle inlet pressure signals is provided, comprising:

[0007] The throttle inlet pressure signal was checked using the first method and the second method respectively;

[0008] Determine whether the throttle inlet pressure signal is faulty based on the results of the first method and the second method;

[0009] The first method specifically involves: when the throttle pressure check conditions are met, reading the throttle inlet pressure signal p in real time. ThrBfAct With the pressure signal p after the throttle valve ThrAftAct If the following occurs: If the continuous occurrence time exceeds the preset time t1, it is determined that the throttle inlet pressure signal is faulty; otherwise, it is determined that the throttle inlet pressure signal is not faulty.

[0010] In the above scheme, the throttle pressure verification conditions are as follows:

[0011] (1) The time during which the engine speed does not exceed the preset value exceeds the preset time t. EngMovingDelay The preset engine speed is 30 rpm.

[0012] (2) Neither the atmospheric pressure sensor nor the throttle body pressure sensor malfunctioned;

[0013] (3) The difference between the atmospheric pressure signal and the pressure signal after the throttle valve is within the preset range;

[0014] (4) The fluctuations of atmospheric pressure signal and throttle body pressure signal do not exceed the preset range.

[0015] Where t EngMovingDelay =t EngMovingDelayRaw ×(1+r Delay ), t EngMovingDelayRaw As the preset initial time value, r Delay The learning correction coefficient is set at a preset time, with an initial value of 0. It is continuously learned and updated, and can be saved after the vehicle is powered off.

[0016] Throttle opening percentage (pct) when the engine is stopped ThrActOff The further the throttle opening is from the natural opening (natural opening refers to the opening when the throttle motor is not controlled, i.e., the opening when it is not powered on by default), the longer the airflow in the intake system will still be flowing, and the longer the time required to check the throttle inlet pressure signal. Based on test verification, to ensure the accuracy of the throttle inlet pressure signal check, the initial value t of the preset time is calibrated. EngMovingDelayRaw With the throttle opening pct ThrActOff The connection is shown in the preset initial time value t. EngMovingDelayRaw With the throttle opening pct ThrActOff Comparison table.

[0017] The preset initial time value t EngMovingDelayRaw The throttle opening (pct) depends on the engine speed at which the preset value is not exceeded. ThrActOff The preset time initial value t EngMovingDelayRaw With the throttle opening pct ThrActOff The comparison table is as follows:

[0018]

[0019] The reason for focusing only on throttle opening between 0% and 9% is that when the engine requests a shutdown, the throttle valve first closes fully and then slowly returns to its natural opening to quickly reduce engine torque and achieve a rapid shutdown. EngMovingDelayRaw The shorter the time, the greater the fluctuation in throttle inlet pressure, and the pressure does not maintain the stable pressure value at the moment the engine stops. If t EngMovingDelayRawIf the time is too long, the pressure signal verification and detection may be delayed, the pressure signal verification efficiency may be low, and the controller may need to be powered for a long time, resulting in power consumption.

[0020] The throttle opening (pct) ThrActOff The method for controlling the electronic throttle valve of an exhaust gas turbocharged engine was determined by employing a method (see Chinese Patent Publication No. CN111255581A for details). The method for controlling the electronic throttle valve of an exhaust gas turbocharged engine is as follows:

[0021] Step 1: Set the throttle full open exit flag, throttle full open preparation exit flag, and transient throttle full open permission flag in the throttle controller;

[0022] The throttle fully open exit flag is set to 1 when the difference between the throttle intake pressure and the target throttle intake pressure is greater than the calibration value A1, and set to 0 when it is less than the calibration value A2, where A1 is greater than A2.

[0023] The throttle fully open preparation exit flag is set to 1 when the difference between the estimated throttle intake pressure and the estimated target throttle intake pressure is greater than the calibration value B1, and set to 0 when it is less than the calibration value B2, where B1 is greater than B2.

[0024] The transient throttle-permitted full-open flag is set to 1 when the difference between the throttle intake pressure and the throttle outlet pressure is less than the calibrated value C1, and set to 0 when it is greater than the calibrated value C2, where C1 is less than C2.

[0025] Step 2: When the throttle fully open exit flag is set to 1, the throttle control mode is the normal throttle control mode. In the normal throttle control mode, the effective area of ​​the throttle is the target effective throttle area A. Eff ;

[0026] Step 3: When the throttle fully open exit flag is set to 0, the throttle control mode at the previous moment was the normal throttle control mode, and when the transient allow throttle fully open flag is set to 0, the throttle enters the normal throttle control mode.

[0027] Step 4: When the throttle fully open exit flag is set to 0, and the transient allowable throttle fully open flag is set to 1, and the throttle fully open preparation exit flag is also set to 1, the throttle enters the throttle overshoot control mode. In the throttle overshoot control mode, the effective area of ​​the throttle is the adjusted target throttle effective area min(A). Eff1 A Eff2 And the adjusted target throttle effective area is not less than A. Eff A Eff1 By A Eff A is obtained by multiplying by a preset compensation coefficient. Eff2 By A EffThe result is obtained by adding the preset compensation amount;

[0028] Step 5: When the throttle fully open exit flag is set to 0, and the transient allow throttle fully open flag is set to 1, while the throttle fully open preparation exit flag is set to 0, the throttle enters the throttle fully open control mode. In the throttle fully open control mode, the effective area of ​​the throttle is the target throttle fully open effective area A. EffMax Furthermore, the effective area change rate of the target throttle valve is the maximum allowable change rate of the throttle valve when it is fully open.

[0029] The throttle opening (pct) ThrActOff =(A eff '-A0) / (A 100 -A0)×100%; where A eff 'This represents the final effective throttle area after processing under different throttle control modes. The minimum throttle opening of 0% and the maximum opening of 100% correspond to the effective throttle area A, respectively. 100 And A0.

[0030] In the above scheme, the preset time learning correction coefficient r Delay The method for obtaining it is as follows:

[0031] When the first method determines that the throttle inlet pressure signal is not faulty, the throttle inlet pressure signal is recorded starting when the engine enters a shutdown state and the engine speed does not exceed a preset value, and the throttle inlet pressure signal is filtered.

[0032] p ThrBfActFilter (N)=K ThrBf ×[p ThrBfAct (N)-p ThrBfActFilter [(N-1)]+p ThrBfActFilter (N-1); where

[0033] p ThrBfAct p is the throttle inlet pressure. ThrBfAct (N) represents the throttle inlet pressure during the Nth sampling period, p ThrBfActFilter p is the throttle inlet pressure after first-order low-pass filtering. ThrBfActFilter (N) represents the filtered throttle inlet pressure during the Nth sampling period, p ThrBfActFilter (N-1) represents the filtered throttle inlet pressure during the (N-1)th sampling period, where N = 1, 2, 3, ..., p ThrBfActFilter (0) equals the throttle inlet pressure p at the 0th sampling period. ThrBfAct (0); where the 0th sampling period is the sampling period for reading the moment when the engine enters the shutdown condition and the engine speed does not exceed the preset value, and the sampling period interval is Δt; K ThrBfThese are the filter coefficients;

[0034] Record the time from when the engine enters the shutdown condition and the engine speed does not exceed the preset value until p no longer occurs. ThrBfAct (N)-p ThrBfActFilter (N)>min[p ThrBfAct (N), p ThrBfActFilter (N)]×r ThrBfActLim The shortest time is t0, and the throttle opening pct is recorded at the moment when the engine enters the shutdown condition and the engine speed does not exceed the preset value. ThrActOff0 and atmospheric pressure; where r ThrBfActLim The preset value is used; the preset time learning correction coefficient r is set to... Delay The update methods are as follows:

[0035] First scenario: If the engine enters a shutdown state and the engine speed does not exceed the preset throttle opening value (pct) at that time. ThrActOff0 When it is greater than 9%, and the previous preset time learning correction coefficient r Delay If the difference between the atmospheric pressure at the time of update and the current atmospheric pressure exceeds a preset value, then only the preset time learning correction coefficient r at a throttle opening of 9% will be updated. Delay The preset time learning correction coefficient r is not updated at other throttle openings. Delay The update calculation formula is: Where, r Delay (z) represents the preset time learning correction coefficient of the last self-learning update, and k1 is the weighting coefficient; if the engine enters the shutdown condition and the engine speed does not exceed the preset value of the throttle opening pct at that time. ThrActOff0 When it is greater than 9%, and the previous preset time learning correction coefficient r Delay If the difference between the atmospheric pressure at the time of update and the current atmospheric pressure does not exceed a preset value, then the preset time learning correction coefficient r under any throttle opening will not be updated this time. Delay ;

[0036] Second scenario: If the engine enters a shutdown state and the engine speed does not exceed the preset throttle opening value (pct) at that time. ThrActOff0 The value can be one of 0%, 1%, 2%, 3%, 4%, 5%, 6%, 7%, or 9%, if the previous preset time learning correction coefficient r Delay If the difference between the atmospheric pressure at the time of update and the current atmospheric pressure exceeds a preset value, then only the preset time learning correction coefficient r at the corresponding throttle opening is updated. Delay The preset time learning correction coefficient r is not updated at other throttle openings. Delay The preset time learning correction coefficient r Delay The update calculation formula is: Where, r Delay (z) represents the preset time learning correction coefficient from the previous self-learning update, and k1 is the weighting coefficient; the preset time learning correction coefficient r Delay If the difference between the atmospheric pressure at the time of update and the current atmospheric pressure does not exceed a preset value, then the preset time learning correction coefficient r under any throttle opening will not be updated this time. Delay ;

[0037] Third scenario: If the engine enters a shutdown state and the engine speed does not exceed the preset throttle opening value (pct) at that time. ThrActOff0 The value is located between two adjacent values ​​in the range of 0%, 1%, 2%, 3%, 4%, 5%, 6%, 7%, and 9%. If the previous preset time learning correction coefficient r... Delay If the difference between the atmospheric pressure at the time of update and the current atmospheric pressure exceeds a preset value, then only the preset time learning correction coefficient r for the corresponding throttle opening will be updated. Delay The preset time learning correction coefficient r is not updated at other throttle openings. Delay If the learning correction coefficient r for the previous preset time is... Delay If the difference between the atmospheric pressure at the time of update and the current atmospheric pressure does not exceed a preset value, then the preset time learning correction coefficient r under any throttle opening will not be updated this time. Delay The method for determining the corresponding throttle opening range is as follows: Assume the throttle opening is pct at the time when the engine enters a shutdown state and the engine speed does not exceed a preset value. ThrActOff0 The value is between throttle opening A and B, where A and B are a pair of adjacent values ​​from 0%, 1%, 2%, 3%, 4%, 5%, 6%, 7%, and 9%. If the preset time t corresponds to the throttle opening A read before this update... EngMovingDelay For t A The preset time t corresponding to the throttle opening B read before this update EngMovingDelay For t B Determine the throttle opening pct ThrActOff The corresponding preset time learning correction coefficient r Delay Use r Delay (pct ThrActOff If ) indicates that:

[0038] Where r Delay (pct ThrActOff (z) represents the throttle opening value updated during the last self-learning process, which is pct. ThrActOff The preset time learning correction coefficient is set below, and k2 is the weighting coefficient; simultaneously, the preset time learning correction coefficients for throttle opening A and throttle opening B are updated, respectively using r Delay(A) and r Delay (B) indicates:

[0039]

[0040] Where k3 and k4 are preset weighting coefficients.

[0041] The updated throttle opening values ​​(pct) under shutdown conditions will be adjusted. ThrActOff The corresponding preset time learning correction coefficient r Delay According to the throttle opening (pct) under shutdown conditions ThrActOff Stored separately and updated with the preset time t in subsequent vehicle driving cycles. EngMovingDelay Used for determining the throttle pressure verification conditions.

[0042] In the above scheme, the second method is:

[0043] The engine speed is filtered to obtain the filtered engine speed.

[0044] Read several consecutive throttle inlet pressure signals, and estimate the value of the throttle inlet pressure signal in the next sampling cycle based on a certain throttle inlet pressure signal;

[0045] Determine the number of samples to be used for throttle inlet pressure signal verification;

[0046] The throttle inlet pressure signal is determined to be faulty based on the filtered engine speed, the estimated value of the throttle inlet pressure signal, and the number of samplings.

[0047] In the above scheme, in the second method:

[0048] Obtain the filtered engine speed n Filt The calculation method is as follows: the wave engine speed n in this sampling period Filt (m) and the filtered engine speed n in the next sampling period Filt (m+1) and the raw, real-time engine speed n read from the sensor. Raw Establish the following relationship:

[0049] n Filt (m+1)=k×n Raw +(1-k)×n Filt (m);

[0050] Where m = 0, 1, 2, ..., and in particular n Filt (0) Set to 0; k is the filter coefficient;

[0051] The method for estimating the estimated value of the throttle inlet pressure signal for the next sampling period based on a certain throttle inlet pressure signal is as follows: Read the latest N consecutive (N not less than 7) throttle inlet pressure signals in real time and form an array [p ThrBfAct (0), p ThrBfAct (1), p ThrBfAct [(N-1)...], where p ThrBfAct (0) represents the throttle inlet pressure signal read in this sampling cycle, p ThrBfAct (N-1) represents the throttle inlet pressure signal read in the first N-1 sampling cycles, and so on, to obtain the throttle inlet pressure signal p in the first k sampling cycle. ThrBfAct (k), k = 0, 1, 2, ..., N-1; Estimate the predicted value p of the throttle inlet pressure signal in the first k-1 sampling period. ThrBfAct (k-1)':

[0052] Where, when k=0, the estimated value p of the next throttle inlet pressure signal is... ThrBfAct (k+1)'=p ThrBfAct (1)'=0(kPa / s); The rate of change of the throttle inlet pressure signal in the first k sampling period is: Where Δp is when k = 0 ThrBfAct (k)=Δp ThrBfAct (0)=0(kPa / s), p ThrBfAct (k+1)'=p ThrBfAct (1)'=0(kPa / s); Δt is the sampling period; t c The pressure prediction filter time period;

[0053] The method for determining the number of samplings V used for throttle inlet pressure signal verification is as follows: based on the filtered engine speed n Filt and the original real-time engine speed n Raw calculate The value of; among which When the value is 0, 0.05, 0.1, 0.15, 0.2, 0.25, 0.28, 0.3, 0.32, the sampling number V corresponds to the value 1, 1, 2, 2, 3, 4, 4, 5, 6. When the value is between two adjacent numbers in the range of 0, 0.05, 0.1, 0.15, 0.2, 0.25, 0.28, 0.3, and 0.32, the sampling number V is taken as the value of the larger of the two adjacent numbers; wherein... The table showing the correspondence between the sampling number V and the above is as follows:

[0054]

[0055] The larger the value, the greater the engine speed fluctuation, and the more pressure signals need to be sampled to determine whether the throttle inlet pressure signal is faulty.

[0056] The method for determining whether the throttle inlet pressure signal is faulty based on the filtered engine speed, the estimated value of the throttle inlet pressure signal, and the number of samplings is as follows:

[0057] When the throttle inlet pressure judgment condition is met, obtain the estimated value p of the throttle inlet pressure signal for V consecutive sampling periods of the current period. T hr B f A ct(V-1)' and the actual value p of the throttle inlet pressure signal read by the sensor T hr B f A ct(V-1);

[0058] When V = 1, if |p ThrBfAct (0)'-p ThrBfAct (0) If the value is greater than the preset value C1, then the throttle inlet pressure signal is judged to have a preliminary fault; otherwise, the throttle inlet pressure signal is judged not to have a preliminary fault. The preset value C1 is 5 × (1 + r Lrn ), r L rn is the self-learning correction coefficient of the preset value C1, with a default value of 0, which can be saved after the vehicle is powered off;

[0059] When V = 2, if |p ThrBfAct (0)'-p ThrBfAct (0)|、|p ThrBfAct (1)'-p ThrBfAct (1) If all values ​​are greater than the preset value C1, it is determined that the throttle inlet pressure signal has a preliminary fault; otherwise, it is determined that the throttle inlet pressure signal has not a preliminary fault.

[0060] When V = 3, if |p ThrBfAct (0)'-p ThrBfAct (0)|、|p ThrBfAct (1)'-p ThrBfAct (1)|、|p ThrBfAct (2)'-p ThrBfAct (2) If all values ​​are greater than the preset value C1, it is determined that the throttle inlet pressure signal has a preliminary fault; otherwise, it is determined that the throttle inlet pressure signal has not a preliminary fault.

[0061] When V = 4, if |p ThrBfAct (0)'-p ThrBfAct (0)|、|pThrBfAct (1)'-p ThrBfAct (1)|、|p ThrBfAct (2)'-p ThrBfAct (2)|、|p ThrBfAct (3)'-p ThrBfAct (3) If all values ​​are greater than the preset value C1, it is determined that the throttle inlet pressure signal has a preliminary fault; otherwise, it is determined that the throttle inlet pressure signal has not a preliminary fault.

[0062] When V = 5, if |p ThrBfAct (0)'-p ThrBfAct (0)|、|p ThrBfAct (1)'-p ThrBfAct (1)|、|p ThrBfAct (2)'-p ThrBfAct (2)|、|p ThrBfAct (3)'-p ThrBfAct (3)|、|p ThrBfAct (4)'-p ThrBfAct (4) If all values ​​are greater than the preset value C1, it is determined that the throttle inlet pressure signal has a preliminary fault; otherwise, it is determined that the throttle inlet pressure signal has not a preliminary fault.

[0063] When V = 6, if |p ThrBfAct (0)'-p ThrBfAct (0)|、|p ThrBfAct (1)'-p ThrBfAct (1)|、|p ThrBfAct (2)'-p ThrBfAct (2)|、|p ThrBfAct (3)'-p ThrBfAct (3)|、|p ThrBfAct (4)'-p ThrBfAct (4)|、|p ThrBfAct (5)'-p ThrBfAct (5) If all values ​​are greater than the preset value C1, it is determined that the throttle inlet pressure signal has a preliminary fault; otherwise, it is determined that the throttle inlet pressure signal has not a preliminary fault.

[0064] The self-learning correction coefficient r of the preset value C1 L The update method for r is as follows: Record the effective number of times (CNT1) the throttle inlet pressure signal did not show a preliminary fault and the invalid number of times (CNT2) the throttle inlet pressure signal showed a preliminary fault under different sampling numbers (V). CNT1 and CNT2 are updated at most once per vehicle driving cycle. If CNT1 ≥ 160 and CNT2 ≤ 10, then r is updated. Lrn =r Lrn (z)-0.005; if CNT1≤10 and CNT2≥160, then rLrn =r Lrn (z)+0.012; otherwise, r Lrn =r Lrn (z); where r Lrn (z) is the self-learning correction coefficient of the preset value C1 in the last update;

[0065] When CNT1 + CNT2 > 200, CNT1 = 180, and If the throttle inlet pressure signal is faulty, it is determined that the throttle inlet pressure signal is not faulty; and when the throttle inlet pressure signal is determined to be faulty, CNT1 and CNT2 are cleared to zero, and the counting will start again when the condition is met again.

[0066] In the above scheme, the throttle inlet pressure judgment condition is:

[0067] (1) The actual intake air density of the engine entering the cylinder does not fluctuate beyond the preset value; excessive fluctuation leads to reduced detection accuracy.

[0068] (2) Throttle opening fluctuation does not exceed the preset value; excessive fluctuation leads to reduced detection accuracy.

[0069] (3) The engine running time in this engine driving cycle exceeds the preset time.

[0070] In the above scheme, the method for determining whether the throttle inlet pressure signal is faulty based on the results of the first method and the second method is as follows:

[0071] If, during this driving cycle, only the second method determines that the throttle inlet pressure signal is faulty, but the first method determines that the throttle inlet pressure signal is not faulty, then the final determination is that the throttle inlet pressure signal is not faulty, and the self-learning correction coefficient r of the preset value C1 is updated. Lrn =r Lrn (z)+0.1;

[0072] If, during this driving cycle, only the second method determines that the throttle inlet pressure signal is not faulty, but the first method determines that the throttle inlet pressure signal is faulty, then the final determination is that the throttle inlet pressure signal is faulty, and the self-learning correction coefficient r of the preset value C1 is updated. Lrn =r Lrn (z)-0.08;

[0073] If, during this driving cycle, both the first method and the second method determine that the throttle inlet pressure signal is not faulty, then the final determination is that the throttle inlet pressure signal is not faulty, and the self-learning correction coefficient r of the preset value C1 is updated. Lrn=r Lrn (z);

[0074] If both the first method and the second method determine that the throttle inlet pressure signal is faulty during this driving cycle, then the throttle inlet pressure signal is ultimately determined to be faulty, and the self-learning correction coefficient r of the preset value C1 is updated. Lrn =r Lrn (z);

[0075] Where r Lrn (z) is the self-learning correction coefficient of the preset value C1 in the last update.

[0076] The above only uses two methods to update r. Lrn The reason is that the second method of sampling and estimation is based on the engine running. As the engine's life cycle progresses, more parts may age during engine operation, and the data deviation caused by aging is greater than that of the first method when the engine is stopped. The first method only considers static data and the performance of the throttle body itself when the engine is stopped, and therefore only considers the second type of data deviation.

[0077] In summary, compared with the prior art, the above-described technical solutions conceived by this invention can achieve the following beneficial effects:

[0078] This invention provides an intelligent method for identifying the rationality of intake pressure. This method verifies whether the intake pressure is reasonable through multiple methods, makes a rigorous and accurate judgment on the rationality of the pressure, and continuously updates parameters during the process of verifying the rationality of the pressure, thereby improving the accuracy of subsequent identification of the rationality of the pressure. Attached Figure Description

[0079] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0080] Figure 1 This is a schematic diagram of the intake system of the exhaust gas turbocharged engine in this embodiment.

[0081] Figure 2 This is a flowchart illustrating an intelligent method for recognizing the rationality of intake pressure in an embodiment of the present invention. Detailed Implementation

[0082] 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. Furthermore, the technical features involved in the various embodiments of this invention described below can be combined with each other as long as they do not conflict with each other.

[0083] It should be understood that the sequence number of each step in the embodiment does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0084] Example 1

[0085] The main components of the intake system of the turbocharged exhaust engine upon which this invention is based include: atmospheric pressure sensor, turbocharger, electronic wastegate, intercooler, pre-throttle temperature and pressure sensor, throttle body, post-throttle intake temperature and pressure sensor, carbon canister solenoid valve, EGR, VVT system, etc. Figure 1 As shown in the diagram. The atmospheric pressure sensor reads atmospheric pressure and is installed on the PCB board of the ECU controller. The turbocharger includes the turbocharger body and a wastegate valve; the boost pressure is controlled by adjusting the opening of the wastegate valve. The electronic pressure relief valve opens to prevent airflow from oscillating within the turbocharger compressor when the engine requests reduced torque, thus improving turbocharger surge, engine life, and NVH (noise, vibration, and harshness). The throttle body temperature and pressure sensor reads the temperature and pressure of the boosted gas before the throttle body. The intercooler is a mechanical component, uncontrolled, located between the turbocharger compressor and the throttle body, cooling the boosted gas. The throttle body intake air temperature and pressure sensor reads the temperature and pressure of the boosted gas before the throttle body. The carbon canister solenoid valve introduces fuel vapor into combustion and prevents it from evaporating into the atmosphere.

[0086] EGR, or Exhaust Gas Recirculation, returns a portion of the exhaust gas from the engine to the intake manifold, where it is mixed with fresh air and re-enters the cylinders. VVT is used to adjust the intake (exhaust) volume, valve opening and closing time, and angle to regulate the amount of air entering the cylinders. The throttle inlet pressure signal verification in this invention verifies the validity of the pressure signal from the throttle inlet pressure sensor.

[0087] This application provides a method for intelligent identification of intake pressure rationality according to one aspect of the present invention, see below. Figure 2 ,include:

[0088] S1, use the first method and the second method respectively to check the throttle inlet pressure signal.

[0089] Specifically, in this embodiment, the first method is: when the throttle pressure verification conditions are met, the throttle inlet pressure signal and the throttle outlet pressure signal are read in real time;

[0090] Based on the throttle inlet pressure signal, the throttle outlet pressure signal, and the preset time, determine whether there is a fault in the throttle inlet pressure signal.

[0091] The first method specifically involves: when the throttle pressure verification conditions are met, the throttle inlet pressure signal p is read in real time. ThrBfAct With the pressure signal p after the throttle valve ThrAftAct If the following occurs: If the continuous occurrence time exceeds the preset time t1 (0.5s in this example), then the throttle inlet pressure signal is determined to be faulty; otherwise, the throttle inlet pressure signal is determined not to be faulty.

[0092] In this embodiment, the throttle pressure verification conditions are as follows:

[0093] (1) The time during which the engine speed does not exceed the preset value (30 rpm in this example) exceeds the preset time t. EngMovingDelay ;

[0094] Where t EngMovingDelay =t EngMovingDelayRaw ×(1+r Delay ), t E ng M oving D elay R aw is the preset initial time value, r D elay is a preset time learning correction coefficient. Its initial value is 0, and it is continuously learned and updated. It can also be saved after the vehicle is powered off.

[0095] Throttle opening percentage (pct) when the engine is stopped ThrActOff The further the throttle opening is from the natural opening (natural opening refers to the opening when the throttle motor is not controlled, i.e., the opening when it is not powered on by default; in this example, the natural throttle opening is between 7% and 9%), the longer the airflow in the intake system will still be flowing, and the longer the time required to check the throttle inlet pressure signal. Based on test verification, to ensure the accuracy of the throttle inlet pressure signal check, a preset initial time value t is calibrated. EngMovingDelayRaw With throttle opening pct ThrActOff The connection is shown in the preset initial time value t. EngMovingDelayRaw With throttle opening pct ThrActOff Comparison table.

[0096] Preset initial time value t EngMovingDelayRaw The throttle opening (pct) depends on the engine speed at which the preset value is not exceeded. ThrActOffThe preset initial time value t EngMovingDelayRaw With throttle opening pct ThrActOff The comparison table is as follows:

[0097]

[0098] The reason for focusing only on throttle opening between 0% and 9% is that when the engine requests a shutdown, the throttle valve first closes fully and then slowly returns to its natural opening to quickly reduce engine torque and achieve a rapid shutdown. EngMovingDelayRaw The shorter the time, the greater the fluctuation in throttle inlet pressure, and the pressure does not maintain the stable pressure value at the moment the engine stops. If t EngMovingDelayRaw If the time is too long, the pressure signal verification and detection may be delayed, the pressure signal verification efficiency may be low, and the controller may need to be powered for a long time, resulting in power consumption.

[0099] Throttle opening PCT ThrActOff The method was determined by using the electronic throttle control method of an exhaust gas turbocharged engine (see Chinese Patent Publication No. CN111255581A for details).

[0100] (2) Neither the atmospheric pressure sensor nor the throttle body pressure sensor malfunctioned;

[0101] (3) The difference between the atmospheric pressure signal and the pressure signal after the throttle valve is within the preset range, which is ±0.3 kPa in this example;

[0102] (4) The fluctuations of atmospheric pressure signal and throttle body pressure signal do not exceed the preset range. In this example, the range is ±0.1 kPa.

[0103] In this embodiment, the preset time learning correction coefficient r Delay The method for obtaining it is as follows:

[0104] When the first method determines that the throttle inlet pressure signal is not faulty, the throttle inlet pressure signal is recorded starting when the engine enters a shutdown state and the engine speed does not exceed a preset value (30 rpm in this example), and the throttle inlet pressure signal is filtered.

[0105] p ThrBfActFilter (N)=K ThrBf ×[p ThrBfAct (N)-p ThrBfActFilter [(N-1)]+p ThrBfActFilter (N-1); where

[0106] p ThrBfAct p is the throttle inlet pressure. ThrBfAct (N) represents the throttle inlet pressure during the Nth sampling period, p ThrBfActFilter p is the throttle inlet pressure after first-order low-pass filtering.ThrBfActFilter (N) represents the filtered throttle inlet pressure during the Nth sampling period, p ThrBfActFilter (N-1) represents the filtered throttle inlet pressure during the (N-1)th sampling period, where N = 1, 2, 3, ..., p ThrBfActFilter (0) equals the throttle inlet pressure p at the 0th sampling period. ThrBfAct (0); where the 0th sampling period is the sampling period when the engine enters the shutdown condition and the engine speed does not exceed the preset value (30 rpm in this example), and the sampling period interval is Δt, which is 10 ms in this example; K ThrBf The filter coefficient is 0.02 in this example;

[0107] Record the time from when the engine enters the shutdown condition and the engine speed does not exceed the preset value (30 rpm in this example) until the occurrence of |p ThrBfAct (N)-p ThrBfActFilter (N)>min[p ThrBfAct (N), p ThrBfActFilter (N)]×r ThrBfActLim The shortest time is t0, and the throttle opening pct is recorded at the moment when the engine enters the shutdown condition and the engine speed does not exceed the preset value (30 rpm in this example). ThrActOff0 and atmospheric pressure; where r ThrBfActLim The preset value is 0.05 in this example; the preset time learning correction coefficient r is... Delay The update methods are as follows:

[0108] First scenario: If the engine enters a shutdown state and the engine speed does not exceed the preset throttle opening value (pct) at that moment. ThrActOff0 When it is greater than 9%, and the previous preset time learning correction coefficient r Delay If the difference between the atmospheric pressure at the time of update and the current atmospheric pressure exceeds a preset value (±3 kPa in this example), then only the preset time learning correction coefficient r at a throttle opening of 9% will be updated. Delay No updates are made at other throttle openings; the preset time learning correction coefficient r is used. Delay The update calculation formula is: Where, r Delay (z) represents the preset time learning correction coefficient of the last self-learning update, and k1 is the weighting coefficient, which is 0.01 in this example; if the engine enters the shutdown condition and the engine speed does not exceed the preset value, the throttle opening pct is... ThrActOff0 When it is greater than 9%, and the previous preset time learning correction coefficient r Delay If the difference between the atmospheric pressure at the time of update and the current atmospheric pressure does not exceed a preset value, then the preset time learning correction coefficient r under any throttle opening will not be updated this time. Delay ;

[0109] Second scenario: If the engine enters a shutdown state and the engine speed does not exceed the preset throttle opening value (pct) at that time. ThrActOff0 The value can be one of 0%, 1%, 2%, 3%, 4%, 5%, 6%, 7%, or 9%, if the previous preset time learning correction coefficient r Delay If the difference between the atmospheric pressure at the time of update and the current atmospheric pressure exceeds a preset value (±3 kPa in this example), then only the preset time learning correction coefficient r at the corresponding throttle opening is updated. Delay The preset time learning correction coefficient r is not updated at other throttle openings. Delay Preset learning correction coefficient r Delay The update calculation formula is: Where, r Delay (z) represents the preset time learning correction coefficient of the last self-learning update, and k1 is the weighting coefficient, which is 0.01 in this example; if the preset time learning correction coefficient r Delay If the difference between the atmospheric pressure at the time of update and the current atmospheric pressure does not exceed a preset value, then the preset time learning correction coefficient r under any throttle opening will not be updated this time. Delay ;

[0110] Third scenario: If the engine enters a shutdown state and the engine speed does not exceed the preset throttle opening value (pct) at that time. ThrActOff0 The value is located between two adjacent values ​​in the range of 0%, 1%, 2%, 3%, 4%, 5%, 6%, 7%, and 9%. If the previous preset time learning correction coefficient r... Delay If the difference between the atmospheric pressure at the time of update and the current atmospheric pressure exceeds a preset value (±3 kPa in this example), then only the preset time learning correction coefficient r for the corresponding throttle opening will be updated. Delay The preset time learning correction coefficient r is not updated at other throttle openings. Delay If the learning correction coefficient r for the previous preset time is... Delay If the difference between the atmospheric pressure at the time of update and the current atmospheric pressure does not exceed a preset value, then the preset time learning correction coefficient r under any throttle opening will not be updated this time. Delay The method for determining the corresponding throttle opening range is as follows: Assuming the engine enters a shutdown state and the engine speed does not exceed the preset value, the throttle opening is pct at that moment. ThrActOff0 Between throttle openings A and B, where A and B are a pair of adjacent values ​​from 0%, 1%, 2%, 3%, 4%, 5%, 6%, 7%, and 9%, if the preset time t corresponding to the throttle opening A read before this update... EngMovingDelay For t A The preset time t corresponding to the throttle opening B read before this updateEngMovingDelay For t B Determine the throttle opening (pct) ThrActOff The corresponding preset time learning correction coefficient r Delay Use r Delay (pct ThrActOff If ) indicates that:

[0111] Where r Delay (pct ThrActOff (z) represents the throttle opening value updated during the last self-learning process, which is pct. ThrActOff The preset time learning correction coefficient is set below, and k2 is the weighting coefficient, which is 0.01 in this example; at the same time, the preset time learning correction coefficients of throttle opening A and throttle opening B are updated, respectively using r Delay (A) and r Delay (B) indicates:

[0112]

[0113]

[0114] Where k3 and k4 are preset weighting coefficients, and in the example, k3 is set to 0.85 and k4 is set to 0.85.

[0115] In this embodiment, the second method is:

[0116] The engine speed is filtered to obtain the filtered engine speed.

[0117] Read several consecutive throttle inlet pressure signals, and estimate the value of the throttle inlet pressure signal in the next sampling cycle based on a certain throttle inlet pressure signal;

[0118] Determine the number of samples to be used for throttle inlet pressure signal verification;

[0119] The throttle inlet pressure signal is determined by the estimated value and sampling number of the filtered engine speed and throttle inlet pressure signal.

[0120] Specifically, in the second method:

[0121] Obtain the filtered engine speed n Filt The calculation method is as follows: the wave engine speed n in this sampling period Filt (m) and the filtered engine speed n in the next sampling period Filt (m+1) and the raw, real-time engine speed n read from the sensor. Raw Establish the following relationship:

[0122] n Filt (m+1)=k×nRaw +(1-k)×n Filt (m);

[0123] Where m = 0, 1, 2, ..., and in particular n Filt (0) is set to 0; k is the filter coefficient, which is 0.2 in this example;

[0124] The method for estimating the estimated value of the throttle inlet pressure signal for the next sampling cycle based on a certain throttle inlet pressure signal is as follows: Read the latest nine consecutive throttle inlet pressure signals in real time and form an array [p...]. ThrBfAct (0), p ThrBfAct (1), p ThrBfAct [(N-1)...], where p ThrBfAct (0) represents the throttle inlet pressure signal read in this sampling cycle, p ThrBfAct (N-1) represents the throttle inlet pressure signal read in the first N-1 sampling cycles, and so on, to obtain the throttle inlet pressure signal p in the first k sampling cycle. ThrBfAct (k), k = 0, 1, 2, ..., N-1; Estimate the predicted value p of the throttle inlet pressure signal in the first k-1 sampling period. ThrBfAct (k-1)':

[0125]

[0126] Where p is the estimated value of the next throttle inlet pressure signal when k=0. ThrBfAct (k+1)'=p ThrBfAct (1)'=0(kPa / s); The rate of change of the throttle inlet pressure signal in the first k sampling period is: Where Δp is when k = 0 ThrBfAct (k)=Δp ThrBfAct (0)=0(kPa / s), p ThrBfAct (k+1)'=p ThrBfAct (1)'=0(kPa / s); Δt is the sampling period, which is 10ms in this example; t c The pressure prediction filtering time period is set to 30ms in this example;

[0127] The method for determining the number of samplings V used for throttle inlet pressure signal verification is as follows: based on the filtered engine speed n Filt And the original real-time engine speed n Raw calculate The value of; among which When the value is 0, 0.05, 0.1, 0.15, 0.2, 0.25, 0.28, 0.3, 0.32, the sampling number V corresponds to the value 1, 1, 2, 2, 3, 4, 4, 5, 6. When the value is between two consecutive numbers in the ranges of 0, 0.05, 0.1, 0.15, 0.2, 0.25, 0.28, 0.3, and 0.32, the sampling count V is taken as the value corresponding to the larger of the two consecutive numbers; where... The table showing the relationship between the sampling number V and the actual sampling number is as follows:

[0128]

[0129] The larger the value, the greater the engine speed fluctuation, and the more pressure signals need to be sampled to determine whether the throttle inlet pressure signal is faulty.

[0130] The method for determining whether there is a fault in the throttle inlet pressure signal based on the estimated value and sampling number of the filtered engine speed and throttle inlet pressure signal is as follows:

[0131] When the throttle inlet pressure judgment condition is met, obtain the estimated value p of the throttle inlet pressure signal for V consecutive sampling periods of the current period. ThrBfAct (V-1)' and the actual value p of the throttle inlet pressure signal read by the sensor ThrBfAct (V-1);

[0132] In this embodiment, the throttle inlet pressure determination condition is:

[0133] (1) The actual intake air density fluctuation of the engine does not exceed the preset value; excessive fluctuation will reduce the detection accuracy; through testing, in this embodiment, the actual intake air density fluctuation of the engine does not exceed ±50mg / l / 10ms.

[0134] (2) Throttle opening fluctuation does not exceed the preset value; excessive fluctuation leads to reduced detection accuracy; through testing and verification, in this embodiment, throttle opening fluctuation does not exceed ±5% / 10ms;

[0135] (3) The engine running time in this engine driving cycle exceeds the preset time, which is 30 minutes in this example.

[0136] Validity can only be determined after all of the above conditions are met.

[0137] When V = 1, if |p ThrBfAct (0)'-p ThrBfAct (0) If the value is greater than the preset value C1 (5 kPa in this example), then the throttle inlet pressure signal is considered to have a preliminary fault; otherwise, the throttle inlet pressure signal is considered not to have a preliminary fault. The preset value C1 = 5 × (1 + r Lrn ), r Lrn This is the self-learning correction coefficient for the preset value C1, which has a default value of 0 and can be saved after the vehicle is powered off.

[0138] When V = 2, if |p ThrBfAct (0)'-p ThrBfAct (0)|、|p ThrBfAct (1)'-p ThrBfAct (1) If all values ​​are greater than the preset value C1, it is determined that the throttle inlet pressure signal has a preliminary fault; otherwise, it is determined that the throttle inlet pressure signal has not a preliminary fault.

[0139] When V = 3, if |p ThrBfAct (0)'-p ThrBfAct (0)|、|p ThrBfAct (1)'-p ThrBfAct (1)|、|p ThrBfAct (2)'-p ThrBfAct (2) If all values ​​are greater than the preset value C1, it is determined that the throttle inlet pressure signal has a preliminary fault; otherwise, it is determined that the throttle inlet pressure signal has not a preliminary fault.

[0140] When V = 4, if |p ThrBfAct (0)'-p ThrBfAct (0)|、|p ThrBfAct (1)'-p ThrBfAct (1)|、|p ThrBfAct (2)'-p ThrBfAct (2)|、|p ThrBfAct (3)'-p ThrBfAct (3) If all values ​​are greater than the preset value C1, it is determined that the throttle inlet pressure signal has a preliminary fault; otherwise, it is determined that the throttle inlet pressure signal has not a preliminary fault.

[0141] When V = 5, if |p ThrBfAct (0)'-p ThrBfAct (0)|、|p ThrBfAct (1)'-p ThrBfAct (1)|、|p ThrBfAct (2)'-p ThrBfAct (2)|、|p ThrBfAct (3)'-p ThrBfAct (3)|、|p ThrBfAct (4)'-p ThrBfAct (4) If all values ​​are greater than the preset value C1, it is determined that the throttle inlet pressure signal has a preliminary fault; otherwise, it is determined that the throttle inlet pressure signal has not a preliminary fault.

[0142] When V = 6, if |p ThrBfAct (0)'-p ThrBfAct (0)|、|p ThrBfAct (1)'-p ThrBfAct (1)|、|p ThrBfAct(2)'-p ThrBfAct (2)|、|p ThrBfAct (3)'-p ThrBfAct (3)|、|p ThrBfAct (4)'-p ThrBfAct (4)|、|p ThrBfAct (5)'-p ThrBfAct (5) If all values ​​are greater than the preset value C1, it is determined that the throttle inlet pressure signal has a preliminary fault; otherwise, it is determined that the throttle inlet pressure signal has not a preliminary fault.

[0143] The self-learning correction coefficient r of the preset value C1 Lrn The update method is as follows: Record the effective number of times (CNT1) the throttle inlet pressure signal did not show a preliminary fault and the invalid number of times (CNT2) the throttle inlet pressure signal showed a preliminary fault under different sampling numbers (V). CNT1 and CNT2 are updated at most once per vehicle driving cycle. If CNT1 ≥ 160 and CNT2 ≤ 10, then r... Lrn =r Lrn (z)-0.005; if CNT1≤10 and CNT2≥160, then r Lrn =r Lrn (z)+0.012; otherwise, r Lrn =r Lrn (z); where r L rn(z) is the self-learning correction coefficient of the previously updated preset value C1;

[0144] When CNT1 + CNT2 > 200, CNT1 = 180, and If the throttle inlet pressure signal is faulty, it is determined that the throttle inlet pressure signal is not faulty; and when the throttle inlet pressure signal is determined to be faulty, CNT1 and CNT2 are cleared to zero, and the counting will start again when the condition is met again.

[0145] S2, determine whether the throttle inlet pressure signal is faulty based on the results of the first method and the second method.

[0146] Specifically, in this embodiment, the method for determining whether the throttle inlet pressure signal is faulty based on the results of the first method and the second method is as follows:

[0147] If, during this driving cycle, only the second method determines that the throttle inlet pressure signal is faulty, but the first method determines that the throttle inlet pressure signal is not faulty, then the final determination is that the throttle inlet pressure signal is not faulty, and the self-learning correction coefficient r of the preset value C1 is updated. Lrn =r Lrn (z)+0.1;

[0148] If, during this driving cycle, only the second method determines that the throttle inlet pressure signal is not faulty, but the first method determines that the throttle inlet pressure signal is faulty, then the final determination is that the throttle inlet pressure signal is faulty, and the self-learning correction coefficient r of the preset value C1 is updated. Lrn =r Lrn (z)-0.08;

[0149] If both the first and second methods determine that the throttle inlet pressure signal is not faulty during this driving cycle, then the final determination is that the throttle inlet pressure signal is not faulty, and the self-learning correction coefficient r of the preset value C1 is updated. Lrn =r Lrn (z);

[0150] If both the first and second methods determine that the throttle inlet pressure signal is faulty during this driving cycle, then the final determination is that the throttle inlet pressure signal is faulty, and the self-learning correction coefficient r of the preset value C1 is updated. Lrn =r Lrn (z);

[0151] Where r Lrn (z) is the self-learning correction coefficient of the preset value C1 from the last update.

[0152] In summary, the intelligent intake pressure rationality identification method provided by this invention can verify the rationality of the pressure signal from the throttle body pressure sensor.

[0153] It should be noted that, depending on the implementation needs, the various steps described in this application can be broken down into more steps, or two or more steps or parts of the steps can be combined into new steps to achieve the purpose of this invention.

[0154] Those skilled in the art will readily understand that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for intelligent identification of intake pressure rationality, characterized in that, include: The throttle inlet pressure signal was checked using the first method and the second method respectively; Determine whether the throttle inlet pressure signal is faulty based on the results of the first method and the second method; The first method is: when the throttle pressure verification conditions are met, read the throttle inlet pressure signal and the throttle outlet pressure signal in real time; Based on the throttle inlet pressure signal, the throttle outlet pressure signal, and a preset time, determine whether the throttle inlet pressure signal is faulty; The second method is to filter the engine speed to obtain the filtered engine speed; Read several consecutive throttle inlet pressure signals, and estimate the value of the throttle inlet pressure signal in the next sampling cycle based on a certain throttle inlet pressure signal; The number of samplings for throttle inlet pressure signal verification is determined based on the filtered engine speed and the original real-time engine speed. The throttle inlet pressure signal is determined to be faulty based on the number of samplings, the estimated value of the throttle inlet pressure signal, and the actual value of the throttle inlet pressure signal.

2. The intelligent identification method for intake pressure rationality according to claim 1, characterized in that, The first method is as follows: When the throttle pressure check conditions are met, the throttle inlet pressure signal p is read in real time. ThrBfAct With the pressure signal p after the throttle valve ThrAftAct If the following occurs: If the continuous occurrence time exceeds the preset time t1, it is determined that the throttle inlet pressure signal is faulty; otherwise, it is determined that the throttle inlet pressure signal is not faulty.

3. The intelligent identification method for intake pressure rationality according to claim 2, characterized in that, The throttle pressure verification conditions are as follows: (1) The time during which the engine speed does not exceed the preset value exceeds the preset time t. EngMovingDelay ; (2) Neither the atmospheric pressure sensor nor the throttle body pressure sensor malfunctioned; (3) The difference between the atmospheric pressure signal and the pressure signal after the throttle valve is within the preset range; (4) The fluctuations of atmospheric pressure signal and throttle body pressure signal do not exceed the preset range.

4. The intelligent identification method for intake pressure rationality according to claim 3, characterized in that, The preset time t EngMovingDelay =t EngMovingDelayRaw ×(1+r Delay ), the t EngMovingDelayRaw The preset initial time value is r. Delay The learning correction coefficient is set at a preset time, with an initial value of 0. It is continuously learned and updated, and can be saved after the vehicle is powered off.

5. The intelligent identification method for intake pressure rationality according to claim 4, characterized in that, The preset initial time value t EngMovingDelayRaw The throttle opening (pct) depends on the engine speed at which the preset value is not exceeded. ThrActOff When the throttle opening is pct ThrActOff When the values ​​are 0%, 1%, 2%, 3%, 4%, 5%, 6%, 7%, and 9%, the preset initial time value t is... EngMovingDelayRaw The corresponding values ​​are 12000ms, 10000ms, 6000ms, 4000ms, 2000ms, 1200ms, 1000ms, 500ms, and 500ms.

6. The intelligent identification method for intake pressure rationality according to claim 5, characterized in that, The preset time learning correction coefficient r Delay The method for obtaining it is as follows: When the first method determines that the throttle inlet pressure signal is not faulty, the throttle inlet pressure signal is recorded starting when the engine enters a shutdown state and the engine speed does not exceed a preset value, and the throttle inlet pressure signal is filtered: p ThrBfActFilter (N)=K ThrBf ×[p ThrBfAct (N)-p ThrBfActFilter [(N-1)]+p ThrBfActFilter (N-1); where p ThrBfAct p is the throttle inlet pressure. ThrBfAct (N) represents the throttle inlet pressure during the Nth sampling period, p ThrBfActFilter p is the throttle inlet pressure after first-order low-pass filtering. ThrBfActFilter (N) represents the filtered throttle inlet pressure during the Nth sampling period, p ThrBfActFilter (N-1) represents the filtered throttle inlet pressure during the (N-1)th sampling period, where N = 1, 2, 3, ..., p ThrBfActFilter (0) equals the throttle inlet pressure p at the 0th sampling period. ThrBfAct (0); where the 0th sampling period is the sampling period for reading the moment when the engine enters the shutdown condition and the engine speed does not exceed the preset value, and the sampling period interval is Δt; K ThrBf These are the filter coefficients; Record the time from when the engine enters the shutdown condition and the engine speed does not exceed the preset value until the occurrence of |p ThrBfAct (N)-p ThrBfActFilter (N)|>min[p ThrBfAct (N), p ThrBfActFilter (N)]×r ThrBfActLim The shortest time is t0, and the throttle opening pct is recorded at the moment when the engine enters the shutdown condition and the engine speed does not exceed the preset value. ThrActOff0 and atmospheric pressure; where r ThrBfActLim The preset value is used; the preset time learning correction coefficient r is set to... Delay The update methods are as follows: First scenario: If the engine enters a shutdown state and the engine speed does not exceed the preset throttle opening value (pct) at that time. ThrActOff0 When it is greater than 9%, and the previous preset time learning correction coefficient r Delay If the difference between the atmospheric pressure at the time of update and the current atmospheric pressure exceeds a preset value, then only the preset time learning correction coefficient r at a throttle opening of 9% will be updated. Delay The preset time learning correction coefficient r is not updated at other throttle openings. Delay The update calculation formula is: Where, r Delay (z) represents the preset time learning correction coefficient of the last self-learning update, and k1 is the weighting coefficient; if the engine enters the shutdown condition and the engine speed does not exceed the preset value of the throttle opening pct at that time. ThrActOff0 When it is greater than 9%, and the previous preset time learning correction coefficient r Delay If the difference between the atmospheric pressure at the time of update and the current atmospheric pressure does not exceed a preset value, then the preset time learning correction coefficient r under any throttle opening will not be updated this time. Delay ; Second scenario: If the engine enters a shutdown state and the engine speed does not exceed the preset throttle opening value (pct) at that time. ThrActOff0 The value can be one of 0%, 1%, 2%, 3%, 4%, 5%, 6%, 7%, or 9%, if the previous preset time learning correction coefficient r Delay If the difference between the atmospheric pressure at the time of update and the current atmospheric pressure exceeds a preset value, then only the preset time learning correction coefficient r at the corresponding throttle opening is updated. Delay The preset time learning correction coefficient r is not updated at other throttle openings. Delay The preset time learning correction coefficient r Delay The update calculation formula is: Where, r Delay (z) represents the preset time learning correction coefficient from the previous self-learning update, and k1 is the weighting coefficient; if the preset time learning correction coefficient r Delay If the difference between the atmospheric pressure at the time of update and the current atmospheric pressure does not exceed a preset value, then the preset time learning correction coefficient r under any throttle opening will not be updated this time. Delay ; Third scenario: If the engine enters a shutdown state and the engine speed does not exceed the preset throttle opening value (pct) at that time. ThrActOff0 The value is located between two adjacent values ​​in the range of 0%, 1%, 2%, 3%, 4%, 5%, 6%, 7%, and 9%. If the previous preset time learning correction coefficient r... Delay If the difference between the atmospheric pressure at the time of update and the current atmospheric pressure exceeds a preset value, then only the preset time learning correction coefficient r for the corresponding throttle opening will be updated. Delay The preset time learning correction coefficient r is not updated at other throttle openings. Delay If the learning correction coefficient r for the previous preset time is... Delay If the difference between the atmospheric pressure at the time of update and the current atmospheric pressure does not exceed a preset value, then the preset time learning correction coefficient r under any throttle opening will not be updated this time. Delay The method for determining the corresponding throttle opening range is as follows: Assuming the engine enters a shutdown state and the engine speed does not exceed a preset value, the throttle opening is pct at that moment. ThrActOff0 Between throttle openings A and B, where A and B are a pair of adjacent values ​​from 0%, 1%, 2%, 3%, 4%, 5%, 6%, 7%, and 9%, if the preset time t corresponding to the throttle opening A read before this update... EngMovingDelay For t A The preset time t corresponding to the throttle opening B read before this update EngMovingDelay For t B Determine the throttle opening pct ThrActOff The corresponding preset time learning correction coefficient r Delay Use r Delay (pct ThrActOff If ) indicates that: Where r Delay (pct ThrActOff (z) represents the throttle opening value updated during the last self-learning process, which is pct. ThrActOff The preset time learning correction coefficient is set below, and k2 is the weighting coefficient; simultaneously, the preset time learning correction coefficients for throttle opening A and throttle opening B are updated, respectively using r Delay (A) and r Delay (B) indicates: Where k3 and k4 are preset weighting coefficients.

7. The intelligent identification method for intake pressure rationality according to claim 6, characterized in that, The second method obtains the filtered engine speed n. Filt The calculation method is as follows: the wave engine speed n in this sampling period Filt (m) and the filtered engine speed n in the next sampling period Filt (m+1) and the raw, real-time engine speed n read from the sensor. Raw Establish the following relationship: n Filt (m+1)=k×n Raw +(1-k)×n Filt (m); Where m = 0, 1, 2, ..., n Filt (0) is set to 0; k is the filter coefficient.

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