Engine active intervention checking method and device

Abstract

The invention relates to an engine active intervention checking method and device. According to a first average value of final ignition angle efficiency, a first average value of actual opening of a supercharging actuator, a first average value of actual intake flow of an engine, a second average value of final ignition angle efficiency of the engine, a second average value of actual opening of the supercharging actuator and a second average value of actual intake flow of the engine, the engine is started. And whether the supercharging capacity breaks down or not is judged according to the third average value of the final ignition angle efficiency, the third average value of the actual opening degree of the supercharging actuator and the third average value of the actual air inlet flow of the engine, and after the supercharging capacity breaks down, active intervention checking of the supercharging capacity is not conducted any more. The ignition angle efficiency is actively controlled, the opening degree performance of the supercharging actuator under different ignition angle efficiency performance is detected, whether the supercharging system goes wrong or not is judged as soon as possible, maintenance is reminded to be carried out as soon as possible when the supercharging system goes wrong, and therefore the influence on the dynamic property and economical efficiency of an engine is reduced.

Description

Technical Field

[0001] The present invention relates to the field of engine control, and more specifically, to a method and device for active engine intervention verification. Background Art

[0002] In order to respond to the engine intake boost and engine torque increase request, the boost system is controlled to achieve more exhaust energy to achieve boost. The boost control determines the engine's power and economy, etc. Therefore, it is urgent to diagnose the boost control system and determine whether the boost system has performance problems as soon as possible. When problems occur, repairs can be carried out as soon as possible to reduce the impact on the engine's power and economy. Summary of the invention

[0003] The technical problem to be solved by the present invention is to provide an engine active intervention verification method and device, which can diagnose the capability of the boost control system and determine whether the boost system has performance problems as early as possible.

[0004] The technical solution adopted by the present invention to solve the technical problem is: constructing an engine active intervention verification method, comprising:

[0005] When the final ignition angle efficiency of the engine, the ratio of the actual intake pressure of the engine to the gas pressure at the throttle inlet, and the exhaust temperature of the engine meet the first preset condition, reading a first average value of the final ignition angle efficiency of the engine, a first average value of the actual opening of the boost actuator, and a first average value of the actual intake flow rate of the engine within a first preset time period;

[0006] Actively reduce the average value of the final ignition angle efficiency of the engine, and when the final ignition angle efficiency of the engine, the ratio of the actual intake pressure of the engine to the gas pressure at the throttle inlet, and the exhaust temperature of the engine meet the second preset condition, read the second average value of the final ignition angle efficiency of the engine, the second average value of the actual opening of the boost actuator, and the second average value of the actual intake flow rate of the engine within the second preset time period;

[0007] Actively further reduce the average value of the final ignition angle efficiency of the engine, and when the final ignition angle efficiency of the engine, the ratio of the actual intake pressure of the engine to the gas pressure at the throttle inlet, and the exhaust temperature of the engine meet a third preset condition, read a third average value of the final ignition angle efficiency of the engine, a third average value of the actual opening of the boost actuator, and a third average value of the actual intake flow rate of the engine within a third preset time period;

[0008] Whether the boost capacity fails is judged based on the first average value of the final ignition angle efficiency, the first average value of the actual opening of the boost actuator, the first average value of the actual intake flow of the engine, the second average value of the final ignition angle efficiency of the engine, the second average value of the actual opening of the boost actuator, the second average value of the actual intake flow of the engine, the third average value of the final ignition angle efficiency, the third average value of the actual opening of the boost actuator and the third average value of the actual intake flow of the engine. If the boost capacity fails, the boost capacity will no longer be actively intervened to check.

[0009] According to the above scheme, the method for determining whether the engine supercharging capability is faulty includes:

[0010] If one of the following two conditions is met, it means that there is a failure in the boost capacity:

[0011] Case 1:

[0012]

[0013] and

[0014]

[0015] Case 2:

[0016]

[0017] and

[0018]

[0019] Where, pct BoostActuator0 is the first average value of the actual opening of the boost actuator, pct BoostActuator1 is the second average value of the actual opening of the boost actuator, pct BoostActuator2 is the third average value of the actual opening of the boost actuator; dm0 is the first average value of the actual intake flow of the engine, dm1 is the second average value of the actual intake flow of the engine, and dm2 is the third average value of the actual intake flow of the engine; r Sprk is the first average value of the final ignition angle efficiency, r Sprk -Δr Sprk is the second average value of the final ignition angle efficiency, r Sprk -1.5×Δr Sprk is the third average value of the final ignition angle efficiency;

[0020] and is the correction parameter obtained during the bench calibration, C1 = 0.8 × (1 + r Adapt ), C2=0.8×(1+r Adapt ), C3=1.3×(1-r Adapt), C4=0.5×(1-r Adapt ), r Adapt It is the self-learning correction value.

[0021] According to the above scheme, the correction parameters are obtained during the bench calibration. and The methods include:

[0022] The following formula is used to collect multiple sets of data under various working conditions and average them:

[0023]

[0024]

[0025]

[0026]

[0027] According to the above scheme, during each driving cycle of the vehicle, the boost capacity intervention check shall be tested at most once. If the test has been completed, no active intervention check will be performed in this driving cycle until the next driving cycle of the vehicle meets the diagnostic conditions. Active intervention check can only be performed after each active intervention check is completed. After each active intervention check is completed, the number of active intervention checks CNT1 and the number of active intervention checks without faults CNT2 are recorded and stored, and saved after the vehicle is powered off.

[0028] According to the above scheme, when the number of occurrences CNT1 is greater than the preset value and CNT2 is 0, the self-learning correction value r Adapt Updated to: Adapt =r Adapt (z)+0.05, where r Adapt (z) is the self-learning correction value of the last updated learning; after the update is completed, CNT1 and CNT2 are cleared and updated again;

[0029] When the number of occurrences CNT1 is not greater than the preset value and CNT2 = 5 occurs, the self-learning correction value r Adapt Updated to: Adapt =r Adapt (z)-0.01, where r Adapt (z) is the self-learning correction value of the last updated learning; after the update is completed, CNT1 and CNT2 are cleared and updated again;

[0030] In addition to the above, Adapt =r Adapt (z).

[0031] According to the above scheme, if the total number of supercharging capacity failures reaches the specified number, it indicates that the supercharging capacity has failed, and active intervention verification of the supercharging capacity will no longer be performed until the failure is cleared. Active intervention verification can only be performed.

[0032] According to the above scheme, the first preset condition is:

[0033] The final ignition angle efficiency of the engine is not less than the preset value within the time t0;

[0034] During the time t0, the ratio of the actual engine intake pressure to the throttle inlet gas pressure does not exceed the preset value;

[0035] During the time t0, the engine exhaust temperature, i.e. the supercharger turbine inlet temperature, does not exceed the preset value.

[0036] According to the above scheme, the second preset condition is:

[0037] The final ignition angle efficiency of the engine is not less than the preset value within the time t1;

[0038] During the time t1, the ratio of the actual engine intake pressure to the throttle inlet gas pressure does not exceed the preset value;

[0039] During the time t1, the engine exhaust temperature, i.e. the supercharger turbine inlet temperature, does not exceed the preset value.

[0040] According to the above scheme, the third preset condition is:

[0041] The final ignition angle efficiency of the engine is not less than the preset value within the time t2;

[0042] During the time t2, the ratio of the actual engine intake pressure to the throttle inlet gas pressure does not exceed the preset value;

[0043] During the time t2, the engine exhaust temperature, i.e. the supercharger turbine inlet temperature, does not exceed the preset value.

[0044] The present invention also provides an engine active intervention verification device, comprising:

[0045] A first reading module is used to read a first average value of the final ignition angle efficiency of the engine, a first average value of the actual opening of the boost actuator, and a first average value of the actual intake flow rate of the engine within a first preset time period when the final ignition angle efficiency of the engine, the ratio of the actual intake pressure of the engine to the gas pressure at the throttle inlet, and the exhaust temperature of the engine meet a first preset condition;

[0046] A second reading module is used to actively reduce the average value of the final ignition angle efficiency of the engine, and when the final ignition angle efficiency of the engine, the ratio of the actual intake pressure of the engine to the gas pressure at the throttle inlet, and the exhaust temperature of the engine meet a second preset condition, read a second average value of the final ignition angle efficiency of the engine, a second average value of the actual opening of the boost actuator, and a second average value of the actual intake flow rate of the engine within a second preset time period;

[0047] A third reading module is used to actively further reduce the average value of the final ignition angle efficiency of the engine, and when the final ignition angle efficiency of the engine, the ratio of the actual intake pressure of the engine to the gas pressure at the throttle inlet, and the exhaust temperature of the engine meet a third preset condition, read a third average value of the final ignition angle efficiency of the engine, a third average value of the actual opening of the boost actuator, and a third average value of the actual intake flow rate of the engine within a third preset time period;

[0048] The fault diagnosis module is used to determine whether there is a fault in the boost capacity. If a fault occurs in the boost capacity, active intervention and verification of the boost capacity will no longer be performed.

[0049] The present invention also provides an automobile, comprising the engine active intervention verification device.

[0050] The present invention also provides an electronic device, comprising: a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus; a computer program is stored in the memory, and when the program is executed by the processor, the processor executes the steps of the engine active intervention verification method.

[0051] The present invention also provides a computer-readable storage medium on which executable instructions are stored. When the instructions are executed by a processor, the processor implements the engine active intervention verification method.

[0052] The engine active intervention verification method and device of the present invention have the following beneficial effects:

[0053] The present invention actively controls the ignition angle efficiency under the condition of less impact on the engine power, detects the performance of the boost actuator opening under different ignition angle efficiency performances, so as to judge whether there is a problem with the boost system as soon as possible. When a problem occurs, it reminds to perform maintenance as soon as possible, thereby reducing the impact on the engine power and economy. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] The present invention will be further described below with reference to the accompanying drawings and embodiments, in which:

[0055] Figure 1 It is a schematic flow chart of the engine active intervention verification method of the present invention;

[0056] Figure 2 It is a logic block diagram of the engine active intervention verification method of the present invention. DETAILED DESCRIPTION

[0057] In order to have a clearer understanding of the technical features, purposes and effects of the present invention, specific embodiments of the present invention are now described in detail with reference to the accompanying drawings.

[0058] Embodiment 1

[0059] like Figure 1 As shown, the engine active intervention verification method of the present invention needs to meet certain conditions, which are as follows:

[0060] 1. The boost control is in a closed-loop control state. The closed-loop control conditions of the boost control can be found in Chinese patent CN110748409B "Exhaust gas turbine engine boost closed-loop adaptive system and control method".

[0061] 2. The engine is not in idle condition;

[0062] 3. The engine is not in the process of gear switching;

[0063] 4. The engine does not make an exhaust system heating request;

[0064] 5. The engine is not receiving torque requests from other controllers, such as ESC, TCU, ADAS, EPB.

[0065] 6. The engine speed fluctuation is within the preset range. In this example, the preset range is ±15rpm.

[0066] 7. The actual intake pressure of the engine, i.e. the actual value of the gas pressure entering the cylinder, fluctuates within a preset range. In this example, ±2 kPa is taken.

[0067] 8. The difference between the target opening of the boost actuator and the actual opening (the larger the opening, the stronger the boost capability, the opening changes from 0% to 100%) is within the preset range, which is ±1% in this example. This condition is not judged within 0.5s after the target boost pressure is actively adjusted.

[0068] 9. The target boost pressure fluctuation is within a preset range, which is ±2 kPa in this example. The target boost pressure can be found in patent CN111219243B "Method for determining target boost pressure of exhaust gas turbocharged engine, storage medium".

[0069] 10. The engine has not entered the ignition condition. The ignition activation condition can be found in patent CN111305935B "A method for accelerating the ignition process of a catalyst using the lowest engine speed".

[0070] 11. The active regeneration condition of the particulate trap has not been entered. The determination of the active regeneration condition of the particulate trap can be found in patent CN110925065B "Grading Control Method for Active Regeneration of Particulate Traps".

[0071] 12. The engine water temperature is within the preset range, which is 60℃~100℃ in this example, and the engine water temperature fluctuation is within the preset range, which is ±3℃ in this example.

[0072] 13. No detonation occurred.

[0073] 14. The oil octane coefficient is not less than the preset value, which is -0.5 in this example. A too small octane coefficient indicates that the vehicle oil octane coefficient is too small, and detonation has occurred, resulting in no verification. The definition of the oil octane coefficient can be found in patent CN111878279B "A method and system for self-learning of oil octane coefficient".

[0074] 15. The difference between the target air-fuel ratio and the actual air-fuel ratio is within a preset range, which is ±0.05 in this example.

[0075] 16. The standard air-fuel ratio fluctuation is within the preset range, which is ±0.02 in this example.

[0076] 17. The basic ignition angle efficiency of the engine fluctuates within a preset range, which in this example is ±0.05. (The definition of basic ignition angle efficiency can be found in Chinese patent CN113464341B "Calculation method, computer equipment and storage medium for basic ignition efficiency of the engine".

[0077] 18. The engine did not experience fuel shortage.

[0078] 19. The EGR rate is 0.

[0079] 20. No fault occurs in the sensors related to the boost system.

[0080] 21. No fault occurred in the actuators related to the boost system.

[0081] 22. No GPF related faults occurred.

[0082] 23. No catalyst-related faults occurred.

[0083] 24. No active verification of boost capacity was performed during this vehicle driving cycle.

[0084] 25. The active intervention check of supercharging capacity is not performed when the vehicle mileage exceeds the preset mileage, which is 5,000 kilometers in this example.

[0085] The supercharged engine supercharging capability active check can only be performed after all the above conditions are met for more than the preset time t0. In this example, t0 is 2s. If all the above conditions are not met during the supercharged engine supercharging capability active check, the check is terminated. The supercharging system performance fault data can only be recorded and collected again after the conditions are met again in this driving cycle.

[0086] The engine active intervention verification method includes the following steps:

[0087] S1. If the following first preset condition is met:

[0088] (1) The final ignition angle efficiency of the engine within the time t0 is not less than the preset value, which is 0.5 in this example;

[0089] (2) During the time t0, the ratio of the actual engine intake pressure to the throttle inlet gas pressure does not exceed a preset value, which in this example is 0.95;

[0090] (3) During the time t0, the engine exhaust temperature, i.e., the supercharger turbine inlet temperature, does not exceed a preset value, which in this example is 650°C.

[0091] Then read the first average value r of the final ignition angle efficiency of the engine within time t0 Sprk , the first average value of the actual opening of the boost actuator pct BoostActuator0 , the first average value of the actual engine intake flow rate dm0.

[0092] S2. Further, actively reduce the average value of the final ignition angle efficiency of the engine to obtain r Sprk -Δr Sprk . Δr Sprk It cannot be too small or too large, and can generally be within the range of 0.1 to 0.2. If it is too small, it will be impossible to accurately check the boost capacity, and if it is too large, it will cause engine combustion instability. When the ignition efficiency is stable, stability means that the fluctuation range is within ±0.02, then read the information within t1. In this example, t1 is 2s. If the second preset condition is met:

[0093] (1) The final ignition angle efficiency of the engine within the time t1 is not less than the preset value, which is 0.5 in this example;

[0094] (2) During time t1, the ratio of the actual engine intake pressure to the throttle inlet gas pressure does not exceed a preset value, which in this example is 0.95;

[0095] (3) During the time t1, the engine exhaust temperature, i.e., the supercharger turbine inlet temperature, does not exceed a preset value, which in this example is 650°C.

[0096] Then read the second average value r of the final ignition angle efficiency of the engine within time t1Sprk -Δr Sprk , the second average value of the actual opening of the boost actuator pct BoostActuator1 , the second average value of the actual engine intake flow rate dm1.

[0097] S3. Further, actively reduce the average value of the final ignition angle efficiency of the engine to obtain r Sprk -1.5×Δr Sprk When the ignition efficiency is stable, which means the fluctuation range is within ±0.02, read the information within time t2. In this example, t2 is 2s. If the third preset condition is met:

[0098] (1) The final ignition angle efficiency of the engine within the time t2 is not less than the preset value, which is 0.5 in this example;

[0099] (2) During the time t2, the ratio of the actual engine intake pressure to the throttle inlet gas pressure does not exceed a preset value, which in this example is 0.95;

[0100] (3) During the time t2, the engine exhaust temperature, i.e., the supercharger turbine inlet temperature, does not exceed a preset value, which in this example is 650°C.

[0101] Then read the third average value r of the final ignition angle efficiency of the engine within time t2 Sprk -1.5×Δr Sprk , the third average value of the actual opening of the boost actuator pct BoostActuator2 , the third average value of the actual engine intake flow rate dm2.

[0102] S4. Determine whether the engine supercharging performance has a fault. If one of the following two conditions is met, and both conditions are met in each case, it means that the supercharging capacity has a fault:

[0103] 1)

[0104] 2)

[0105] or

[0106] 1)

[0107] 2)

[0108] If the total number of supercharging failures reaches 30 times, it indicates that the supercharging failure has occurred. After the supercharging failure occurs, the supercharging failure will no longer be actively checked until the failure is cleared by the after-sales 4S shop.

[0109] in and It is the correction parameter obtained during the bench calibration, which is obtained by averaging multiple sets of data collected under various working conditions according to the following formula, as shown in Table 1 and Table 2.

[0110]

[0111]

[0112]

[0113]

[0114] Table 1

[0115]

[0116] Table 2

[0117]

[0118] C1=0.8×(1+r Adapt )

[0119] C2=0.8×(1+r Adapt )

[0120] C3=1.3×(1-r Adapt )

[0121] C4=0.5×(1-r Adapt )

[0122] r Adapt It is a self-learning correction value, with an initial value of 0, and can be saved when the vehicle is powered off.

[0123] During each driving cycle of the vehicle, the boost capacity intervention check is performed at most once. If the test is completed, no active intervention check will be performed in this driving cycle until the vehicle meets the diagnostic conditions in the next driving cycle. After each active intervention check is completed, the number of active intervention checks CNT1 and the number of active intervention checks without faults CNT2 will be recorded and stored, and saved after the vehicle is powered off.

[0124] If the number of occurrences CNT1 is greater than the preset value (100 times in this example), CNT2 is 0, then the self-learning correction value r Adapt Updated to: Adapt =r Adapt (z)+0.05, where r Adapt (z) is the self-learning correction value of the last updated learning. After the update is completed, CNT1 and CNT2 are cleared and then accumulated and updated again.

[0125] If the number of occurrences CNT1 is not greater than the preset value (20 times in this example) and CNT2 = 5 occurs, the self-learning correction value r Adapt Updated to: Adapt =r Adapt (z)-0.01, where r Adapt (z) is the self-learning correction value of the last updated learning. After the update is completed, CNT1 and CNT2 are cleared and then accumulated and updated again.

[0126] In other cases, Adapt =r Adapt (z).

[0127] Embodiment 2

[0128] The present invention also provides an engine active intervention verification device, comprising:

[0129] A first reading module is used to read a first average value of the final ignition angle efficiency of the engine, a first average value of the actual opening of the boost actuator, and a first average value of the actual intake flow rate of the engine within a first preset time period when the final ignition angle efficiency of the engine, the ratio of the actual intake pressure of the engine to the gas pressure at the throttle inlet, and the exhaust temperature of the engine meet a first preset condition;

[0130] A second reading module is used to actively reduce the average value of the final ignition angle efficiency of the engine, and when the final ignition angle efficiency of the engine, the ratio of the actual intake pressure of the engine to the gas pressure at the throttle inlet, and the exhaust temperature of the engine meet a second preset condition, read a second average value of the final ignition angle efficiency of the engine, a second average value of the actual opening of the boost actuator, and a second average value of the actual intake flow rate of the engine within a second preset time period;

[0131] A third reading module is used to actively further reduce the average value of the final ignition angle efficiency of the engine, and when the final ignition angle efficiency of the engine, the ratio of the actual intake pressure of the engine to the gas pressure at the throttle inlet, and the exhaust temperature of the engine meet a third preset condition, read a third average value of the final ignition angle efficiency of the engine, a third average value of the actual opening of the boost actuator, and a third average value of the actual intake flow rate of the engine within a third preset time period;

[0132] The fault diagnosis module is used to determine whether there is a fault in the boost capacity. If a fault occurs in the boost capacity, active intervention and verification of the boost capacity will no longer be performed.

[0133] Embodiment 3

[0134] The present invention also provides an automobile, comprising an engine active intervention verification device.

[0135] Embodiment 4

[0136] The present invention also provides an electronic device, comprising: a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus; a computer program is stored in the memory, and when the program is executed by the processor, the processor executes the steps of the engine active intervention verification method.

[0137] Embodiment 5

[0138] The present invention also provides a computer-readable storage medium on which executable instructions are stored. When the instructions are executed by a processor, the processor implements the engine active intervention verification method.

[0139] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented in one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that include computer-usable program code.

[0140] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0141] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0142] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0143] The embodiments of the present invention are described above in conjunction with the accompanying drawings, but the present invention is not limited to the above-mentioned specific implementation modes, which are merely illustrative rather than restrictive. Under the guidance of the present invention, ordinary technicians in this field can also make many forms without departing from the scope of protection of the present invention and the claims, all of which are within the protection of the present invention.

Claims

1. An engine active intervention verification method, characterized in that: include: When the final ignition angle efficiency of the engine, the ratio of the actual intake pressure of the engine to the gas pressure at the throttle inlet, and the exhaust temperature of the engine meet the first preset condition, reading a first average value of the final ignition angle efficiency of the engine, a first average value of the actual opening of the boost actuator, and a first average value of the actual intake flow rate of the engine within a first preset time period; Actively reduce the average value of the final ignition angle efficiency of the engine, and when the final ignition angle efficiency of the engine, the ratio of the actual intake pressure of the engine to the gas pressure at the throttle inlet, and the exhaust temperature of the engine meet the second preset condition, read the second average value of the final ignition angle efficiency of the engine, the second average value of the actual opening of the boost actuator, and the second average value of the actual intake flow rate of the engine within the second preset time period; Actively further reduce the average value of the final ignition angle efficiency of the engine, and when the final ignition angle efficiency of the engine, the ratio of the actual intake pressure of the engine to the gas pressure at the throttle inlet, and the exhaust temperature of the engine meet a third preset condition, read a third average value of the final ignition angle efficiency of the engine, a third average value of the actual opening of the boost actuator, and a third average value of the actual intake flow rate of the engine within a third preset time period; Whether the boost capacity fails is judged based on the first average value of the final ignition angle efficiency, the first average value of the actual opening of the boost actuator, the first average value of the actual intake flow of the engine, the second average value of the final ignition angle efficiency of the engine, the second average value of the actual opening of the boost actuator, the second average value of the actual intake flow of the engine, the third average value of the final ignition angle efficiency, the third average value of the actual opening of the boost actuator and the third average value of the actual intake flow of the engine. If the boost capacity fails, the boost capacity will no longer be actively intervened to check.

2. The engine active intervention verification method according to claim 1, characterized in that: Methods for determining whether the engine's supercharging capability is faulty include: If one of the following two conditions is met, it means that there is a failure in the boost capacity: Case 1: and Case 2: and Where, pct BoostActuator0 is the first average value of the actual opening of the boost actuator, pct BoostActuator1 is the second average value of the actual opening of the boost actuator, pct BoostActuator2 is the third average value of the actual opening of the boost actuator; dm0 is the first average value of the actual intake flow of the engine, dm1 is the second average value of the actual intake flow of the engine, and dm2 is the third average value of the actual intake flow of the engine; r Sprk is the first average value of the final ignition angle efficiency, r Sprk -Δr Sprk is the second average value of the final ignition angle efficiency, r Sprk -1.5×Δr Sprk is the third average value of the final ignition angle efficiency; and is the correction parameter obtained during the bench calibration, C1 = 0.8 × (1 + r Adapt ), C2=0.8×(1+r Adapt ), C3=1.3×(1-r Adapt ), C4=0.5×(1-r Adapt ), r Adapt It is the self-learning correction value.

3. The engine active intervention verification method according to claim 2, characterized in that: Correction parameters obtained during bench calibration and The methods include: The following formula is used to collect multiple sets of data under various working conditions and average them:

4. The engine active intervention verification method according to claim 2, characterized in that: During each driving cycle of the vehicle, the boost capability intervention check is performed once at most. If the test is completed, no active intervention check will be performed in this driving cycle until the vehicle meets the diagnostic conditions in the next driving cycle. After each active intervention check is completed, the number of active intervention checks satisfied CNT1 and the number of active intervention checks without faults CNT2 are recorded and stored, and saved after the vehicle is powered off.

5. The engine active intervention verification method according to claim 4, characterized in that: When the number of occurrences CNT1 is greater than the preset value and CNT2 is 0, the self-learning correction value r Adapt Updated to: Adapt =r Adapt (z)+0.05, where r Adapt (z) is the self-learning correction value of the last updated learning; After the update is completed, CNT1 and CNT2 are cleared and updated again; When the number of occurrences CNT1 is not greater than the preset value and CNT2 = 5 occurs, the self-learning correction value r Adapt Updated to: Adapt =r Adapt (z)-0.01, where r Adapt (z) is the self-learning correction value of the last updated learning; After the update is completed, CNT1 and CNT2 are cleared and updated again; In addition to the above, Adapt =r Adapt (z).

6. The engine active intervention verification method according to claim 2, characterized in that: If the total number of supercharging capability failures reaches a specified number, it indicates that a supercharging capability failure has occurred, and active intervention verification of the supercharging capability will no longer be performed until the failure is cleared. Active intervention verification can then be performed.

7. The engine active intervention verification method according to claim 1, characterized in that: The first preset condition is: The final ignition angle efficiency of the engine is not less than the preset value within the time t0; During the time t0, the ratio of the actual engine intake pressure to the throttle inlet gas pressure does not exceed the preset value; During the time t0, the engine exhaust temperature, i.e. the supercharger turbine inlet temperature, does not exceed the preset value.

8. The engine active intervention verification method according to claim 1, characterized in that: The second preset condition is: The final ignition angle efficiency of the engine is not less than the preset value within the time t1; During the time t1, the ratio of the actual engine intake pressure to the throttle inlet gas pressure does not exceed the preset value; During the time t1, the engine exhaust temperature, i.e. the supercharger turbine inlet temperature, does not exceed the preset value.

9. The engine active intervention verification method according to claim 1, characterized in that: The third preset condition is: The final ignition angle efficiency of the engine is not less than the preset value within the time t2; During the time t2, the ratio of the actual engine intake pressure to the throttle inlet gas pressure does not exceed the preset value; During the time t2, the engine exhaust temperature, i.e. the supercharger turbine inlet temperature, does not exceed the preset value.

10. An engine active intervention verification device, characterized in that: include: A first reading module is used to read a first average value of the final ignition angle efficiency of the engine, a first average value of the actual opening of the boost actuator, and a first average value of the actual intake flow rate of the engine within a first preset time period when the final ignition angle efficiency of the engine, the ratio of the actual intake pressure of the engine to the gas pressure at the throttle inlet, and the exhaust temperature of the engine meet a first preset condition; A second reading module is used to actively reduce the average value of the final ignition angle efficiency of the engine, and when the final ignition angle efficiency of the engine, the ratio of the actual intake pressure of the engine to the gas pressure at the throttle inlet, and the exhaust temperature of the engine meet a second preset condition, read a second average value of the final ignition angle efficiency of the engine, a second average value of the actual opening of the boost actuator, and a second average value of the actual intake flow rate of the engine within a second preset time period; A third reading module is used to actively further reduce the average value of the final ignition angle efficiency of the engine, and when the final ignition angle efficiency of the engine, the ratio of the actual intake pressure of the engine to the gas pressure at the throttle inlet, and the exhaust temperature of the engine meet a third preset condition, read a third average value of the final ignition angle efficiency of the engine, a third average value of the actual opening of the boost actuator, and a third average value of the actual intake flow rate of the engine within a third preset time period; The fault diagnosis module is used to determine whether there is a fault in the boost capacity. If a fault occurs in the boost capacity, active intervention and verification of the boost capacity will no longer be performed.

11. A car, characterized in that: It comprises the engine active intervention verification device as claimed in claim 10.

12. An electronic device comprising: A processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus; characterized in that a computer program is stored in the memory, and when the program is executed by the processor, the processor executes the steps of the engine active intervention verification method according to any one of claims 1 to 9.

13. A computer-readable storage medium having executable instructions stored thereon, characterized in that: When the instruction is executed by the processor, the processor implements the engine active intervention verification method described in any one of claims 1 to 9.

Images