Engine active intervention verification method and device

Abstract

The present invention relates to an engine active intervention verification method and device. The method determines whether a boost capacity failure occurs based on a first average value of the final ignition angle efficiency, a first average value of the actual opening of the boost actuator, a first average value of the actual intake flow rate of the engine, 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, a second average value of the actual intake flow rate of the engine, a third average value of the final ignition angle efficiency, 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. If a boost capacity failure occurs, active intervention verification of the boost capacity is no longer performed. The present invention actively controls the ignition angle efficiency and detects the performance of the boost actuator opening under different ignition angle efficiency performances, thereby quickly determining whether a problem exists in the boost system. If a problem occurs, a prompt is provided to perform repairs as soon as possible, thereby reducing the impact on the engine's power and economy.

Description

Technical Field

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

[0002] To respond to engine intake boost and torque increases, the supercharging system controls the system to maximize exhaust gas energy for boost. This control determines engine power and economy. Therefore, it's crucial to be able to diagnose supercharging control systems and identify performance issues as soon as possible. When problems arise, repairs can be performed promptly, minimizing the impact on engine 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 to construct an engine active intervention verification method, including:

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

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

[0008] Whether the boost capacity fails is determined 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 active intervention and verification of the boost capacity will no longer be performed.

[0009] According to the above scheme, the method for determining whether the engine supercharging capability has failed 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 The first average value of the actual opening of the boost actuator, pct BoostActuator1 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 engine intake flow, dm1 is the second average value of the actual engine intake flow, and dm2 is the third average value of the actual engine intake flow; 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 will 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 the vehicle meets the diagnostic conditions. 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, r Adapt =r Adapt (z).

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

[0032] According to the above solution, 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 solution, 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 solution, 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, configured 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 valve inlet, and the exhaust temperature of the engine meet a first preset condition;

[0046] a second reading module, configured 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 engine intake pressure to the throttle inlet gas pressure, and the engine exhaust temperature 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 engine intake flow rate within a second preset time period;

[0047] a third reading module, configured to actively further reduce the average value of the final engine ignition angle efficiency, and when the final engine ignition angle efficiency, the ratio of the actual engine intake pressure to the throttle inlet gas pressure, and the engine exhaust temperature meet a third preset condition, read a third average value of the final engine ignition angle efficiency, a third average value of the actual opening of the boost actuator, and a third average value of the actual engine intake flow rate 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 having executable instructions stored thereon. 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 while having little impact on the engine's power performance, and detects the performance of the boost actuator opening under different ignition angle efficiency performances, so as to determine as early as possible whether there is a problem with the boost system. When a problem occurs, a reminder is given to repair it as soon as possible, thereby reducing the impact on the engine's power performance 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 1 is a 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] Example 1

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

[0060] 1. Boost control is in closed-loop control. The boost control closed-loop control conditions 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 gear shift process;

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

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

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

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

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

[0068] 9. The target boost pressure fluctuates within a preset range, ±2 kPa in this example. The target boost pressure can be found in patent CN111219243B, "Method for Determining Target Boost Pressure of an Exhaust Gas Turbocharged Engine, Storage Medium."

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

[0070] 11. The particulate filter has not entered the active regeneration state. For details on determining the active regeneration state of the particulate filter, see patent CN110925065B, "Graded Control Method for Active Regeneration of a Particulate Filter."

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

[0072] 13. No detonation occurred.

[0073] 14. The oil octane coefficient is no less than the preset value, set to -0.5 in this example. A low octane coefficient indicates that the vehicle's oil has a low octane value, causing detonation and thus the failure to verify. The definition of the oil octane coefficient can be found in patent CN111878279B, "A Method and System for Self-Learning Oil Octane Numbers."

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

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

[0076] 17. The engine's basic ignition angle efficiency fluctuates within a preset range, set at ±0.05 in this example. (The definition of basic ignition angle efficiency can be found in Chinese patent CN113464341B, "Engine Basic Ignition Efficiency Calculation Method, Computer Device, and Storage Medium.")

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

[0078] 19. 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] Active verification of the supercharged engine's boost capability can only be performed after all of the above conditions have been met for a period exceeding a preset time t0. In this example, t0 is set to 2 seconds. If all of the above conditions are not met during the active verification of the supercharged engine's boost capability, the verification is terminated. Recording and collection of supercharged system performance fault data can only be resumed in the current driving cycle after all of the above conditions are met again.

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

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

[0088] (1) The final ignition angle efficiency of the engine during 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 the preset value, which is 650°C in this example.

[0091] Then read the first average value r of the final ignition angle efficiency of the engine within the 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 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 should not 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 affect the engine combustion stability. 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 during 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 the preset value, which is 650°C in this example.

[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 (stable means the fluctuation range is within ±0.02), read the information within 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 time t2 is not less than the preset value, which is 0.5 in this example;

[0099] (2) During 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 the preset value, which is 650°C in this example.

[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's supercharging performance has a fault. If either of the following two conditions is met, and both conditions are met in each case, it indicates that the supercharging performance has a fault:

[0103] 1)

[0104] 2)

[0105] or

[0106] 1)

[0107] 2)

[0108] If the total number of supercharging failures reaches 30, it is confirmed that a supercharging failure has occurred. After a supercharging failure occurs, active supercharging failure verification will no longer be performed until the fault is cleared by the after-sales 4S dealer.

[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 Tables 1 and 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, the boost capability intervention check is performed at most once. If the check is completed, no active intervention check will be performed again for that driving cycle until the vehicle meets the diagnostic conditions during 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 a fault (CNT2) are recorded and stored, and are 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 update. 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 update. After the update is completed, CNT1 and CNT2 are cleared and then accumulated and updated again.

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

[0127] Example 2

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

[0129] a first reading module, configured 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 valve inlet, and the exhaust temperature of the engine meet a first preset condition;

[0130] a second reading module, configured 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 engine intake pressure to the throttle inlet gas pressure, and the engine exhaust temperature 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 engine intake flow rate within a second preset time period;

[0131] a third reading module, configured to actively further reduce the average value of the final engine ignition angle efficiency, and when the final engine ignition angle efficiency, the ratio of the actual engine intake pressure to the throttle inlet gas pressure, and the engine exhaust temperature meet a third preset condition, read a third average value of the final engine ignition angle efficiency, a third average value of the actual opening of the boost actuator, and a third average value of the actual engine intake flow rate 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] Example 3

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

[0135] Example 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] Example 5

[0138] The present invention also provides a computer-readable storage medium having executable instructions stored thereon. 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 can be provided as methods, systems, or computer program products. Therefore, the present application can 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 can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) that contain 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 produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the steps in the process. 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 that can direct a computer or other programmable data processing device to work 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 The 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 operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function 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 methods. The above-mentioned specific implementation methods are merely illustrative and not 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 protected by 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 throttle inlet gas pressure, and the engine exhaust temperature meet a 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 reducing the average value of the final engine ignition angle efficiency, and when the final engine ignition angle efficiency, the ratio of the actual engine intake pressure to the throttle inlet gas pressure, and the engine exhaust temperature meet a second preset condition, reading a second average value of the final engine ignition angle efficiency, a second average value of the actual opening of the boost actuator, and a second average value of the actual engine intake flow rate within a second preset time period; Actively further reducing the average value of the final engine ignition angle efficiency, and when the final engine ignition angle efficiency, the ratio of the actual engine intake pressure to the throttle inlet gas pressure, and the engine exhaust temperature meet a third preset condition, reading a third average value of the final engine ignition angle efficiency, a third average value of the actual boost actuator opening, and a third average value of the actual engine intake flow rate within a third preset time period; Whether the boost capacity fails is determined 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 active intervention and verification of the boost capacity will no longer be performed.

2. The engine active intervention verification method according to claim 1, characterized in that: Methods for determining whether the engine's boost 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 The first average value of the actual opening of the boost actuator, pct BoostActuator1 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 engine intake flow, dm1 is the second average value of the actual engine intake flow, and dm2 is the third average value of the actual engine intake flow; 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 at most once. If the test is completed, the active intervention check will not be performed again 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, clear CNT1 and CNT2 and re-accumulate and update; 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, clear CNT1 and CNT2 and re-accumulate and update; In addition to the above, r 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 supercharging capability intervention verification 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, configured 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 valve inlet, and the exhaust temperature of the engine meet a first preset condition; a second reading module, configured 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 engine intake pressure to the throttle inlet gas pressure, and the engine exhaust temperature 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 engine intake flow rate within a second preset time period; a third reading module, configured to actively further reduce the average value of the final engine ignition angle efficiency, and when the final engine ignition angle efficiency, the ratio of the actual engine intake pressure to the throttle inlet gas pressure, and the engine exhaust temperature meet a third preset condition, read a third average value of the final engine ignition angle efficiency, a third average value of the actual opening of the boost actuator, and a third average value of the actual engine intake flow rate 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. An automobile, characterized in that: It includes the engine active intervention verification device as described 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.

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