Supercharged engine supercharging execution condition analysis method and device

Abstract

The invention relates to an analysis method and device for the supercharging execution condition of a supercharged engine, and the analysis method comprises the steps: obtaining different final target intake pressure average values of the engine, an actual opening average value of a supercharging actuator and an actual intake flow average value of the engine corresponding to three different target intake pressure average values of the engine; carrying out a first type of pressurization execution condition analysis; obtaining different engine final ignition angle efficiency average values corresponding to the three different engine final ignition angle efficiency average values, the actual opening average value of the supercharging actuator and the actual air inlet flow average value of the engine, and analyzing the second supercharging execution condition according to the average values; if the first supercharging execution condition analysis result and the second supercharging execution condition analysis result both show that faults occur, it is judged that the faults occur, and otherwise, it is judged that no faults occur. Whether the supercharging execution condition of the supercharged engine goes wrong or not can be judged timely and accurately.

Description

Technical Field

[0001] The present invention relates to the field of engine control, and more specifically, to a method and device for analyzing supercharging execution conditions of a supercharged engine. 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 check the boost execution of the boost engine and determine whether the boost system has performance problems as soon as possible. When problems occur, repair them 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 a method and device for analyzing the supercharging execution status of a supercharged engine, which can timely and accurately determine whether there is a problem with the supercharging execution status of the supercharged engine.

[0004] The technical solution adopted by the present invention to solve the technical problem is: constructing a method for analyzing the supercharging execution of a supercharged engine, comprising:

[0005] Obtain different engine final target intake pressure average values, boost actuator actual opening average values ​​and engine actual intake flow average values ​​corresponding to three different engine target intake pressure average values, and perform a first boost execution analysis based on the values;

[0006] Obtaining different engine final ignition angle efficiency averages, boost actuator actual opening averages and engine actual intake flow averages corresponding to three different engine final ignition angle efficiency averages, and analyzing the second boost execution situation based on these;

[0007] If the results of the first boost execution condition analysis and the second boost execution condition analysis are both that a fault has occurred, it is determined that a fault has occurred; otherwise, it is determined that no fault has occurred.

[0008] According to the above scheme, the method for obtaining different engine final target intake pressure average values, boost actuator actual opening average values ​​and engine actual intake flow average values ​​corresponding to three different engine target intake pressure average values ​​includes:

[0009] When the fluctuation range of the final ignition angle efficiency of the engine, the maximum change of the engine fire circuit torque, and the ratio of the actual engine intake pressure to the throttle inlet gas pressure meet the first preset condition, the average value of the first engine final target intake pressure, the average value of the actual opening of the first boost actuator, and the average value of the actual intake flow of the first engine within the first preset time period are read;

[0010] Actively reduce the average value of the target intake pressure of the engine, and when the fluctuation range of the final ignition angle efficiency of the engine, the maximum change of the engine fire circuit torque, and the ratio of the actual intake pressure of the engine to the throttle inlet gas pressure meet the second preset condition, read the average value of the second final target intake pressure of the engine, the average value of the actual opening of the second boost actuator, and the average value of the actual intake flow rate of the second engine within the second preset time period;

[0011] Actively further reduce the average value of the engine target intake pressure. When the fluctuation range of the engine final ignition angle efficiency, the maximum change of the engine fire circuit torque and the ratio of the actual engine intake pressure to the throttle inlet gas pressure meet the third preset condition, read the average value of the third final target intake pressure of the engine, the average value of the actual opening of the third boost actuator and the average value of the third actual intake flow of the engine within the third preset time period.

[0012] According to the above scheme, the first method for analyzing the performance of supercharging includes:

[0013] If the first engine's final target intake pressure average value p AftThrDesird , the average value of the actual opening of the first boost actuator pct BoostActuator0 , the first engine actual intake flow average value dm0, the second final target intake pressure average value p AftThrDesird -Δp AftThrDesird , the average value of the actual opening of the second boost actuator pct BoostActuator1 , the second engine actual intake flow average value dm1, the third final target intake pressure average value p AftThrDesird -1.5×Δp AftThrDesird 、The average value of the actual opening of the third boost actuator pct BoostActuator2 If the average value of the actual intake flow rate of the third engine dm2 satisfies the first or second condition, it means that there is a fault in the supercharging performance:

[0014] Case 1:

[0015]

[0016] and

[0017]

[0018] Case 2:

[0019]

[0020] and

[0021]

[0022] In the formula, p BoostDesird is the target boost pressure, rSprk is the average 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.

[0023] According to the above scheme, the correction parameters are obtained during the bench calibration. and The methods include:

[0024] The following formula is used to collect multiple sets of data under various working conditions and average them:

[0025]

[0026]

[0027]

[0028]

[0029] According to the above scheme, during each driving cycle of the vehicle, the first boost execution situation analysis is performed at most once. After each analysis is completed, the number of first boost execution situation analyses CNT1 and the number of first boost execution situation analyses without failure CNT2 are recorded and stored, and saved after the vehicle is powered off.

[0030] 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;

[0031] 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;

[0032] In addition to the above,Adapt =r Adapt (z).

[0033] According to the above scheme, the method for obtaining different average values ​​of final engine ignition angle efficiency, actual opening degree average value of boost actuator and actual intake flow rate average value of engine corresponding to three different average values ​​of final engine ignition angle efficiency includes:

[0034] 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, the exhaust temperature of the engine and the actual intake pressure 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;

[0035] 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, the engine exhaust temperature and the actual intake pressure 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;

[0036] Actively further reduce the average value of the final ignition angle efficiency of the engine. When the final ignition angle efficiency of the engine, the ratio of the actual engine intake pressure to the throttle inlet gas pressure, the engine exhaust temperature and the actual engine intake pressure meet the third preset condition, read the third average value of the final ignition angle efficiency of the engine, the third average value of the actual opening of the boost actuator and the third average value of the actual engine intake flow within the third preset time period.

[0037] According to the above scheme, the second method for analyzing the performance of supercharging includes:

[0038] If one of the following two conditions is met, it means that there is a failure in the boost capacity:

[0039] Case 1:

[0040]

[0041] and

[0042]

[0043] Case 2:

[0044]

[0045] and

[0046]

[0047] 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;

[0048] 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.

[0049] According to the above scheme, the correction parameters are obtained during the bench calibration. and The methods include:

[0050] The following formula is used to collect multiple sets of data under various working conditions and average them:

[0051]

[0052]

[0053]

[0054]

[0055] According to the above scheme, during each driving cycle of the vehicle, the second boost execution situation analysis is performed at most once. After each analysis is completed, the number of times the second boost execution situation analysis is performed CNT3 and the number of times the first boost execution situation analysis is performed without failure CNT4 are recorded and stored, and saved after the vehicle is powered off.

[0056] According to the above scheme, when the number of occurrences CNT3 is greater than the preset value and CNT4 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, CNT3 and CNT4 are cleared and updated again;

[0057] When the number of occurrences CNT3 is not greater than the preset value and CNT4=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, CNT3 and CNT4 are cleared and updated again;

[0058] In addition to the above, Adapt =r Adapt (z).

[0059] The present invention also provides a device for analyzing supercharging execution conditions of a supercharged engine, comprising:

[0060] A first boost execution analysis module is used to obtain different engine final target intake pressure average values, boost actuator actual opening average values ​​and engine actual intake flow average values ​​corresponding to three different engine target intake pressure average values, and perform a first boost execution analysis based on the obtained values;

[0061] A second boost execution analysis module is used to obtain different engine final ignition angle efficiency averages, boost actuator actual opening averages and engine actual intake flow averages corresponding to three different engine final ignition angle efficiency averages, and perform a second boost execution analysis based on these.

[0062] The judgment module is used to make a judgment based on the first boost execution situation analysis result and the second boost execution situation analysis result. If the first boost execution situation analysis and the second boost execution situation analysis result both indicate that a fault has occurred, it is judged that a fault has occurred; otherwise, it is judged that no fault has occurred.

[0063] 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 method for analyzing the supercharging execution status of a supercharged engine.

[0064] The method for analyzing the supercharging execution of a supercharged engine according to the present invention has the following beneficial effects:

[0065] The present invention actively controls the target intake pressure and ignition angle efficiency under the condition of less impact on the engine power, detects the opening performance of the boost actuator under different intake pressures and ignition angle efficiencies, and thus determines as soon as possible whether there is a problem with the boost system. When a problem occurs, repair it as soon as possible, thereby reducing the impact on the engine power and economy. BRIEF DESCRIPTION OF THE DRAWINGS

[0066] The present invention will be further described below with reference to the accompanying drawings and embodiments, in which:

[0067] Figure 1 is a flow chart of a method for analyzing supercharging execution of a supercharged engine according to the present invention;

[0068] Figure 2 It is a logic block diagram of the method for analyzing the supercharging execution status of a supercharged engine of the present invention. DETAILED DESCRIPTION

[0069] 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.

[0070] Embodiment 1

[0071] like Figure 1 As shown, the method for analyzing the supercharging execution of a supercharged engine of the present invention needs to meet certain conditions, which are as follows:

[0072] 1. The boost control is in a closed-loop control state. The closed-loop control conditions of the boost control can be found in patent CN201910988050, 8 "Exhaust gas turbine engine boost closed-loop adaptive system and control method";

[0073] 2. The engine is not in the process of gear switching;

[0074] 3. The engine does not make an exhaust system heating request;

[0075] 4. The engine is not receiving torque requests from other controllers, such as ESC, TCU, ADAS, EPB;

[0076] 5. The engine speed fluctuation is within the preset range. In this example, the preset range is ±15rpm;

[0077] 6. The target boost pressure remains unchanged;

[0078] 7. 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 will not be judged within 0.5s after the target boost pressure is actively adjusted later);

[0079] 8. 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;

[0080] 9. No detonation occurred;

[0081] 10. The oil octane coefficient (the definition of the oil octane coefficient can be found in patent CN202010608134, 7 "A method and system for self-learning of 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;

[0082] 11. The difference between the target air-fuel ratio and the actual air-fuel ratio is within the preset range, which is ±0.05 in this example;

[0083] 12. The target air-fuel ratio fluctuates within a preset range, which in this example is ±0.02;

[0084] 13. The final ignition angle efficiency of the engine fluctuates within a preset range, which is ±0.05 in this example;

[0085] 14. The basic ignition angle efficiency of the engine (the definition of the basic ignition angle efficiency can be found in patent CN202110717601.4 "Calculation method, computer equipment and storage medium for basic ignition efficiency of the engine") fluctuates within a preset range, and this example takes ±0.05;

[0086] 15. The engine has not been cut off from fuel;

[0087] 16. EGR rate is 0;

[0088] 17. No fault occurs in the sensors related to the boost system;

[0089] 18. No fault occurs in the actuators related to the boost system;

[0090] 19. No GPF related faults occurred;

[0091] 20. No catalyst-related faults occurred;

[0092] 21. No active verification of boost capacity was performed during this vehicle driving cycle;

[0093] 22. The judgment of supercharging performance degradation is not executed. The vehicle mileage exceeds the preset mileage, which is 0.5 million kilometers in this example.

[0094] The supercharged engine supercharging execution analysis can be performed only after all the above conditions are met for more than the preset time t0 (2s in this example). If the above conditions are not all met during the supercharged engine supercharging execution analysis, the diagnosis is terminated. The supercharged engine supercharging execution analysis can be performed again after the conditions are met again in this driving cycle.

[0095] The method for analyzing the supercharging execution status of a supercharged engine comprises the following steps:

[0096] S1. Obtain different engine final target intake pressure average values, boost actuator actual opening average values ​​and engine actual intake flow average values ​​corresponding to three different engine target intake pressure average values, and perform a first boost execution analysis based on the values.

[0097] Step S1 further comprises the following steps:

[0098] S101: If the following first preset condition is met:

[0099] (1) The fluctuation range of the final ignition angle efficiency of the engine within the time t0 does not exceed the preset value, which is ±0.05 in this example;

[0100] (2) The maximum change in the engine's fire-circuit torque is allowed to be no greater than a preset value within the time t0, which is -20 Nm in this example. The maximum change in the fire-circuit torque can be determined by the difference between the current engine's fire-circuit torque and the minimum torque;

[0101] (3) During the time t0, the ratio of the actual engine intake pressure to the throttle inlet gas pressure is not less than a preset value, which is 0.1 in this example;

[0102] (4) During the time t0, the vehicle is in the parking power generation state.

[0103] Then read the average value of the final target intake pressure p of the first engine within t0 AftThrDesird , the average value of the actual opening of the first boost actuator pct BoostActuator0 , the average actual intake flow rate of the first engine dm0.

[0104] S102: Further, actively reduce the average value of the target intake pressure of the engine to obtain p AftThrDesird -Δp AftThrDesird Δp AftThrDesird It cannot be too small or too large, and can generally be within the range of 5 to 10 kPa. If it is too small, it will be impossible to accurately check the deterioration of the boost performance, and if it is too large, it will cause poor driving experience). When the actual intake pressure is stable, stability means that the fluctuation range is within ±2 kPa, then read the information within t1. In this example, t1 is 2s. If the second preset condition is met:

[0105] (1) The fluctuation range of the final ignition angle efficiency of the engine within the time t1 does not exceed the preset value, which is ±0.05 in this example;

[0106] (2) The maximum change in the engine's fire-circuit torque is allowed to be no greater than a preset value within the time t1, which is -10 Nm in this example. The maximum change in the fire-circuit torque can be determined by the difference between the current engine's fire-circuit torque and the minimum torque;

[0107] (3) During the time t1, the ratio of the actual engine intake pressure to the throttle inlet gas pressure is not less than a preset value, which is 0.3 in this example;

[0108] (4) During time t1, the vehicle is in the parking power generation state.

[0109] Then read the average value of the final target intake pressure of the second engine within t1 AftThrDesird -Δp AftThrDesird , the average value of the actual opening of the second boost actuator pct BoostActuator1 , the average actual intake flow rate of the second engine dm1.

[0110] S103: Further, actively reduce the average value of the target intake pressure of the engine to obtain p AftThrDesird -1.5×Δp AftThrDesird , read the information within t2 after the actual intake pressure stabilizes. Stability means that the fluctuation range is within ±2kPa. In this example, t2 is 2s. If the third preset condition is met:

[0111] (1) The fluctuation range of the final ignition angle efficiency of the engine within the time t2 does not exceed the preset value, which is ±0.05 in this example;

[0112] (2) The maximum change in the engine's fire-circuit torque is allowed to be no greater than a preset value within the time t2, which is -5 Nm in this example. The maximum change in the fire-circuit torque can be determined by the difference between the current engine's fire-circuit torque and the minimum torque;

[0113] (3) During the time t2, the ratio of the actual engine intake pressure to the throttle inlet gas pressure is not less than a preset value, which is 0.5 in this example;

[0114] (4) During time t2, the vehicle is in the parking power generation state.

[0115] Then read the average value of the final target intake pressure p of the third engine within time t2 AftThrDesird -1.5×Δp AftThrDesird 、The average value of the actual opening of the third boost actuator pct BoostActuator2 , the average actual intake flow rate of the third engine is dm2.

[0116] S104: Analyze the first type of supercharging execution to 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:

[0117] 1)

[0118] 2)

[0119] or

[0120] 1)

[0121] 2)

[0122] In the formula, p BoostDesird is the target boost pressure, r Sprk is the average final ignition angle efficiency.

[0123] If the total number of supercharging failures reaches 30, it indicates that the supercharging failure has occurred. After the supercharging failure occurs, the supercharging performance degradation fault judgment will no longer be performed until the fault is cleared by after-sales service.

[0124] 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.

[0125]

[0126]

[0127]

[0128]

[0129] Table 1

[0130]

[0131] Table 2

[0132]

[0133]

[0134] C1=0.8×(1+r Adapt )

[0135] C2=0.8×(1+r Adapt )

[0136] C3=1.3×(1-r Adapt )

[0137] C4=0.5×(1-r Adapt )

[0138] 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.

[0139] During each driving cycle of the vehicle, the test is performed at most once. If the test is completed, the first type of boost execution analysis will not be performed in this driving cycle until the next driving cycle of the vehicle meets the diagnostic conditions. After each first type of boost execution analysis is completed, the number of times the first type of boost execution analysis is satisfied CNT1 and the number of times the first type of boost execution analysis is not faulty CNT2 will be recorded and stored, and saved after the vehicle is powered off.

[0140] If the number of occurrences CNT1 is greater than the preset value (100 times in this example), 2) 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 to 0, and then accumulated and updated again.

[0141] 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 accumulated and updated again.

[0142] In other cases, Adapt =r Adapt (z).

[0143] S2, obtaining different average values ​​of final engine ignition angle efficiency, actual opening degree of the supercharging actuator and actual intake air flow rate of the engine corresponding to the average values ​​of the final engine ignition angle efficiency of the three different engines, and analyzing the second supercharging execution situation based on the average values;

[0144] Step S2 further comprises the following steps:

[0145] S201: If the following first preset condition is met:

[0146] (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;

[0147] (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;

[0148] (3) During the time t0, the engine exhaust temperature, i.e., the turbocharger turbine inlet temperature, does not exceed a preset value, which in this example is 650°C;

[0149] (4) During the time t0, the engine is not in the idle condition;

[0150] (5) During the time t0, the actual intake pressure of the engine (the actual value of the intake pressure at the throttle outlet, i.e. the actual value of the gas pressure entering the cylinder) fluctuates within the preset range. In this example, ±2 kPa is taken;

[0151] (6) During the time t0, the engine does not enter the ignition condition (the specific ignition activation condition can be found in patent CN202010274340.9 "A method for accelerating the ignition process of the catalyst using the minimum engine speed");

[0152] (7) During the time t0, the particulate filter does not enter the active regeneration condition (for details on the determination of the active regeneration condition of the particulate filter, see patent CN201911303613.1 "Particulate filter active regeneration graded control method").

[0153] 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.

[0154] S202, 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:

[0155] (1) The final ignition angle efficiency of the engine within the time t3 is not less than the preset value, which is 0.5 in this example;

[0156] (2) During the time t3, 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;

[0157] (3) During the time t3, the engine exhaust temperature, i.e., the supercharger turbine inlet temperature, does not exceed a preset value, which in this example is 650°C;

[0158] (4) During the time t3, the engine is not in the idle state;

[0159] (5) During the time t3, the actual intake pressure of the engine (the actual value of the intake pressure at the throttle outlet, i.e. the actual value of the gas pressure entering the cylinder) fluctuates within the preset range. In this example, ±2 kPa is taken;

[0160] (6) During the time t3, the engine does not enter the ignition condition (the specific ignition activation condition can be found in patent CN202010274340.9 "A method for accelerating the ignition process of the catalyst using the minimum engine speed");

[0161] (7) During the time t3, the particulate filter does not enter the active regeneration condition (for details on the determination of the active regeneration condition of the particulate filter, see patent CN201911303613.1 "Particulate filter active regeneration graded control method").

[0162] Then read the second average value r of the final ignition angle efficiency of the engine within time t3 Sprk -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.

[0163] S203, 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 t4. In this example, t4 is 2s. If the third preset condition is met:

[0164] (1) The final ignition angle efficiency of the engine within the time t4 is not less than the preset value, which is 0.5 in this example;

[0165] (2) During the time t4, 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;

[0166] (3) During the time t4, the engine exhaust temperature, i.e., the turbocharger turbine inlet temperature, does not exceed a preset value, which in this example is 650°C;

[0167] (4) During the time t4, the engine is not in the idle state;

[0168] (5) During the time t4, the actual intake pressure of the engine (the actual value of the intake pressure at the throttle outlet, i.e. the actual value of the gas pressure entering the cylinder) fluctuates within the preset range. In this example, ±2 kPa is taken;

[0169] (6) Within t4, the engine does not enter the ignition condition (the specific ignition activation condition can be found in patent CN202010274340.9 "A method for accelerating the ignition process of the catalyst using the minimum engine speed");

[0170] (7) During the time t4, the particulate filter does not enter the active regeneration condition (for details on the determination of the active regeneration condition of the particulate filter, see patent CN201911303613.1 "Particulate filter active regeneration graded control method").

[0171] Then read the third average value r of the final ignition angle efficiency of the engine within time t4 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.

[0172] S204: Determine whether the engine supercharging performance fails. If one of the following two conditions is met, and both conditions are met in each case, it means that the supercharging performance fails:

[0173] 1)

[0174] 2)

[0175] or

[0176] 1)

[0177] 2)

[0178] 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.

[0179] 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 3 and Table 4.

[0180]

[0181]

[0182]

[0183]

[0184] Table 3

[0185]

[0186] Table 4

[0187]

[0188] C1=0.8×(1+r Adapt )

[0189] C2=0.8×(1+r Adapt )

[0190] C3=1.3×(1-r Adapt )

[0191] C4=0.5×(1-r Adapt )

[0192] 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.

[0193] During each driving cycle of the vehicle, the second type of boost execution analysis is tested at most once. If the test is completed, the second type of boost execution analysis will not 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 times the second type of boost execution analysis meets CNT3 and the number of times the second type of boost execution analysis does not fail CNT4 will be recorded and stored, and saved after the vehicle is powered off.

[0194] If the number of occurrences CNT3 is greater than the preset value (100 times in this example), CNT4 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, CNT3 and CNT4 are cleared and then accumulated and updated again.

[0195] If the number of occurrences CNT3 is not greater than the preset value (20 times in this example) and CNT4=5 occurs, the self-learning correction value r Adapt Updated to: Adapt =r Adapt (z)-0.01, where rAdapt (z) is the self-learning correction value of the last updated learning. After the update is completed, CNT3 and CNT4 are cleared and then accumulated and updated again.

[0196] In other cases, Adapt =r Adapt (z).

[0197] S3. If the results of the first and second supercharging execution condition analysis are both that a fault has occurred, it is determined that a fault has occurred; otherwise, it is determined that no fault has occurred.

[0198] Embodiment 2

[0199] The present invention also provides a device for analyzing supercharging execution conditions of a supercharged engine, comprising:

[0200] A first boost execution analysis module is used to obtain different engine final target intake pressure average values, boost actuator actual opening average values ​​and engine actual intake flow average values ​​corresponding to three different engine target intake pressure average values, and perform a first boost execution analysis based on the obtained values;

[0201] A second boost execution analysis module is used to obtain different engine final ignition angle efficiency averages, boost actuator actual opening averages and engine actual intake flow averages corresponding to three different engine final ignition angle efficiency averages, and perform a second boost execution analysis based on these.

[0202] The judgment module is used to make a judgment based on the first boost execution situation analysis result and the second boost execution situation analysis result. If the first boost execution situation analysis and the second boost execution situation analysis result both indicate that a fault has occurred, it is judged that a fault has occurred; otherwise, it is judged that no fault has occurred.

[0203] Embodiment 3

[0204] The present invention also provides an automobile, comprising a device for analyzing the supercharging execution status of a supercharged engine.

[0205] Embodiment 4

[0206] 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 method for analyzing the supercharging execution status of a supercharged engine.

[0207] Embodiment 5

[0208] 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 method for analyzing the supercharging execution status of a supercharged engine.

[0209] 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.

[0210] 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.

[0211] 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.

[0212] 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.

[0213] 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. A method for analyzing supercharging execution of a supercharged engine, characterized in that: include: Obtain different engine final target intake pressure average values, boost actuator actual opening average values ​​and engine actual intake flow average values ​​corresponding to three different engine target intake pressure average values, and perform a first boost execution analysis based on the values; Obtaining different engine final ignition angle efficiency averages, boost actuator actual opening averages and engine actual intake flow averages corresponding to three different engine final ignition angle efficiency averages, and analyzing the second boost execution situation based on these; If the results of the first boost execution condition analysis and the second boost execution condition analysis are both that a fault has occurred, it is determined that a fault has occurred; otherwise, it is determined that no fault has occurred.

2. The method for analyzing supercharging execution of a supercharged engine according to claim 1, characterized in that: The method for obtaining different average values ​​of final target intake pressure of the engine, actual opening degree of the boost actuator and actual intake flow rate of the engine corresponding to three different average values ​​of target intake pressure of the engine includes: When the fluctuation range of the final ignition angle efficiency of the engine, the maximum change of the engine fire circuit torque, and the ratio of the actual engine intake pressure to the throttle inlet gas pressure meet the first preset condition, the average value of the first engine final target intake pressure, the average value of the actual opening of the first boost actuator, and the average value of the actual intake flow of the first engine within the first preset time period are read; Actively reduce the average value of the target intake pressure of the engine, and when the fluctuation range of the final ignition angle efficiency of the engine, the maximum change of the engine fire circuit torque, and the ratio of the actual intake pressure of the engine to the throttle inlet gas pressure meet the second preset condition, read the average value of the second final target intake pressure of the engine, the average value of the actual opening of the second boost actuator, and the average value of the actual intake flow rate of the second engine within the second preset time period; Actively further reduce the average value of the engine target intake pressure. When the fluctuation range of the engine final ignition angle efficiency, the maximum change of the engine fire circuit torque and the ratio of the actual engine intake pressure to the throttle inlet gas pressure meet the third preset condition, read the average value of the third final target intake pressure of the engine, the average value of the actual opening of the third boost actuator and the average value of the third actual intake flow of the engine within the third preset time period.

3. The method for analyzing supercharging execution of a supercharged engine according to claim 2, characterized in that: The first method of boosting performance analysis includes: If the first engine's final target intake pressure average value p AftThrDesird , the average value of the actual opening of the first boost actuator pct BoostActuator0 , the first engine actual intake flow average value dm0, the second final target intake pressure average value p AftThrDesird -Δp AftThrDesird , the average value of the actual opening of the second boost actuator pct BoostActuator1 , the second engine actual intake flow average value dm1, the third final target intake pressure average value p AftThrDesird -1.5×Δp AftThrDesird 、The average value of the actual opening of the third boost actuator pct BoostActuator2 If the average value of the actual intake flow rate of the third engine dm2 satisfies the first or second condition, it means that there is a fault in the supercharging performance: Case 1: and Case 2: and In the formula, p BoostDesird is the target boost pressure, r Sprk is the average 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.

4. The method for analyzing supercharging execution of a supercharged engine according to claim 3, 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:

5. The method for analyzing supercharging execution of a supercharged engine according to claim 1, characterized in that: During each driving cycle of the vehicle, the first boost execution analysis is performed at most once. After each analysis is completed, the number of first boost execution analyses CNT1 and the number of first boost execution analyses without failure CNT2 are recorded and stored, and saved after the vehicle is powered off.

6. The method for analyzing supercharging execution status of a supercharged engine according to claim 5, 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).

7. The method for analyzing supercharging execution status of a supercharged engine according to claim 1, characterized in that: The method for obtaining different average values ​​of final engine ignition angle efficiency, actual opening degree of the supercharging actuator and actual intake flow rate of the engine corresponding to the average values ​​of three different final engine ignition angle efficiencies includes: 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, the exhaust temperature of the engine and the actual intake pressure 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, the engine exhaust temperature and the actual intake pressure 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. When the final ignition angle efficiency of the engine, the ratio of the actual engine intake pressure to the throttle inlet gas pressure, the engine exhaust temperature and the actual engine intake pressure meet the third preset condition, read the third average value of the final ignition angle efficiency of the engine, the third average value of the actual opening of the boost actuator and the third average value of the actual engine intake flow within the third preset time period.

8. The method for analyzing supercharging execution status of a supercharged engine according to claim 7, characterized in that: The second method of boosting execution analysis includes: 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.

9. The method for analyzing supercharging execution status of a supercharged engine according to claim 8, 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:

10. The method for analyzing supercharging execution status of a supercharged engine according to claim 1, characterized in that: During each driving cycle of the vehicle, the second boost execution analysis is performed at most once. After each analysis is completed, the number of second boost execution analyses CNT3 and the number of first boost execution analyses without failure CNT4 are recorded and stored, and saved after the vehicle is powered off.

11. The method for analyzing supercharging execution status of a supercharged engine according to claim 10, characterized in that: When the number of occurrences CNT3 is greater than the preset value and CNT4 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 CNT3 and CNT4, and then re-accumulate and update; When the number of occurrences CNT3 is not greater than the preset value and CNT4=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 CNT3 and CNT4, and then re-accumulate and update; In addition to the above, Adapt =r Adapt (z).

12. A device for analyzing supercharging execution status of a supercharged engine, characterized in that: include: A first boost execution analysis module is used to obtain different engine final target intake pressure average values, boost actuator actual opening average values ​​and engine actual intake flow average values ​​corresponding to three different engine target intake pressure average values, and perform a first boost execution analysis based on the obtained values; A second boost execution analysis module is used to obtain different engine final ignition angle efficiency averages, boost actuator actual opening averages and engine actual intake flow averages corresponding to three different engine final ignition angle efficiency averages, and perform a second boost execution analysis based on these. The judgment module is used to make a judgment based on the first boost execution situation analysis result and the second boost execution situation analysis result. If the first boost execution situation analysis and the second boost execution situation analysis result both indicate that a fault has occurred, it is judged that a fault has occurred; otherwise, it is judged that no fault has occurred.

13. 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 method for analyzing the supercharging execution status of a supercharged engine as described in any one of claims 1 to 11.

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