Method and device for analyzing supercharging execution status of supercharged engine

Abstract

The present invention relates to a method and device for analyzing the supercharging execution status of a supercharged engine. The analysis method comprises: obtaining different average values ​​of the final target intake pressure of the engine, the actual opening degree of the supercharging actuator, and the actual intake flow rate of the engine corresponding to three different average values ​​of the target intake pressure of the engine, and performing a first supercharging execution status analysis based on these values; obtaining different average values ​​of the final ignition angle efficiency of the engine, the actual opening degree of the supercharging actuator, and the actual intake flow rate of the engine corresponding to three different average values ​​of the final ignition angle efficiency of the engine, and performing a second supercharging execution status analysis based on these values; if the results of both the first and second supercharging execution status analyses indicate a fault, then determining that a fault has occurred; otherwise, determining that no fault has occurred. The present invention can promptly and accurately determine whether there is a problem with the supercharging execution status of a supercharged engine.

Description

Technical Field

[0001] The present invention relates to the field of engine control, and more particularly to a method and device for analyzing supercharging execution conditions of a supercharged engine. 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 imperative to verify the performance of supercharged engines and identify any performance issues with the supercharging system as soon as possible. If problems arise, repairs can be performed promptly to minimize 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 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 to construct a method for analyzing the supercharging execution status of a supercharged engine, comprising:

[0005] Obtaining different average values ​​of the final target engine intake pressure, the actual opening degree of the boost actuator, and the actual engine intake flow rate corresponding to the three different average values ​​of the target engine intake pressure, and performing a first boost execution analysis based on the obtained values;

[0006] Obtaining different average values ​​of the final engine ignition angle efficiency, the actual opening degree of the boost actuator, and the actual intake air flow rate of the engine corresponding to the three different average values ​​of the final engine ignition angle efficiency, and analyzing the second boost execution condition based on these values;

[0007] If the results of the first and second boost execution condition analyses 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 average values ​​of the final target engine intake pressure, the actual opening degree of the boost actuator, and the actual intake flow rate of the engine corresponding to the three different average values ​​of the target engine intake pressure includes:

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

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

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

[0012] According to the above scheme, the first method of 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 actual opening average value of the third boost actuator pct BoostActuator2 If the average value of the actual intake flow rate of the third engine dm2 meets 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] Where 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, the first boost execution analysis is performed at most once during each driving cycle of the vehicle. After each analysis is completed, the number of first boost execution analyses CNT1 and the number of first boost execution analyses without faults 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, rAdapt =r Adapt (z).

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

[0034] When the final engine ignition angle efficiency, 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 a first preset condition, reading a first average value of the final engine ignition angle efficiency, a first average value of the actual opening of the boost actuator, and a first average value of the actual engine intake flow rate within a first preset time period;

[0035] 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, the engine exhaust temperature, and the actual engine intake pressure meet second preset conditions, 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;

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

[0037] According to the above scheme, the second method of 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 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;

[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 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 faults 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 the cumulative update is restarted;

[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 the cumulative update is restarted;

[0058] In addition to the above, r 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 average values ​​of the final target engine intake pressure, the actual opening degree of the boost actuator, and the actual engine intake flow rate corresponding to three different average values ​​of the target engine intake pressure, and perform the 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, actual boost actuator opening averages, and actual engine intake flow averages corresponding to three different engine final ignition angle efficiency averages, and perform a second boost execution analysis based on these averages;

[0062] The judgment module is used to make a judgment based on the first boost execution analysis result and the second boost execution analysis result. If the first boost execution analysis and the second boost execution analysis results both indicate a fault, it is determined that a fault has occurred; otherwise, it is determined 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 implementation of 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 while having little impact on the engine's power, and detects the performance of the boost actuator opening under different intake pressures and ignition angle efficiencies, thereby determining as soon as possible whether there is a problem with the boost system. When a problem occurs, repairs can be performed as soon as possible, thereby reducing the impact on the engine's 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 conditions 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 condition of a supercharged engine according to 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] Example 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 boost control closed-loop control conditions 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 gear shift process;

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

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

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

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

[0078] 7. The difference between the boost actuator's target opening and 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 the first 0.5 seconds after the target boost pressure is actively adjusted).

[0079] 8. The engine water temperature is within the preset range (60°C to 100°C in this example), and the engine water temperature fluctuation is within the preset range (±3°C in this example);

[0080] 9. No detonation occurred;

[0081] 10. The oil octane coefficient (for the definition of the oil octane coefficient, see patent CN202010608134.7, "A Method and System for Self-Learning the Oil Octane Number") is not less than the preset value, in this example -0.5. A low octane coefficient indicates that the vehicle's oil has a low octane value 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 a preset range, which in this example is ±0.05;

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

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

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

[0086] 15. The engine has not experienced fuel shortage;

[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 0,000 to 50,000 kilometers in this example.

[0094] The supercharged engine boost execution analysis can only be performed after all of the above conditions have been met for a period exceeding a preset time t0 (2 seconds in this example). If all of the above conditions are not met during the supercharged engine boost execution analysis, the diagnosis is terminated. The supercharged engine boost execution analysis can only be performed again in the current driving cycle after all of the above conditions are met again.

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

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

[0097] Step S1 further includes 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 during time t0 does not exceed the preset value, which is ±0.05 in this example;

[0100] (2) The maximum change in the engine's firing torque during time t0 is allowed to be no greater than a preset value, which in this example is -20 Nm. The maximum change in firing torque can be determined by the difference between the engine's current firing 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 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 engine intake pressure to obtain p AftThrDesird -Δp AftThrDesird Δp AftThrDesird It should not be too small or too large, and can generally be within the range of 5-10kPa. 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 ±2kPa, 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 during time t1 does not exceed the preset value, which is ±0.05 in this example;

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

[0107] (3) During 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 second engine's final target intake pressure p 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 engine intake pressure to obtain p AftThrDesird -1.5×Δp AftThrDesird After the actual intake pressure stabilizes, read the information within t2. 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 during time t2 does not exceed the preset value, which is ±0.05 in this example;

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

[0113] (3) During 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 of the third engine p within time t2 AftThrDesird -1.5×Δp AftThrDesird , the actual opening average value of the third boost actuator pct BoostActuator2 , the average actual intake flow rate of the third engine dm2.

[0116] S104: Analyze the first type of supercharging execution to determine whether the engine supercharging performance has failed. If one of the following two conditions is met, and both conditions are met in each case, it indicates that the supercharging capability has failed:

[0117] 1)

[0118] 2)

[0119] or

[0120] 1)

[0121] 2)

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

[0123] If the total number of boost capacity failures reaches 30, it is confirmed that a boost capacity failure has occurred. After a boost capacity failure occurs, the boost performance degradation fault diagnosis 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 Tables 1 and 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, the vehicle is tested at most once. If the test is completed, the first boost execution analysis will not be repeated for that driving cycle until the vehicle meets the diagnostic conditions during the next driving cycle. After each first boost execution analysis is completed, the number of times the first boost execution analysis meets the conditions (CNT1) and the number of times the first boost execution analysis does not result in a fault (CNT2) are recorded and stored, and the data is 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 update. 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 update. After the update is completed, CNT1 and CNT2 are accumulated and updated again.

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

[0143] S2. Obtaining different average values ​​of final engine ignition angle efficiency, average values ​​of actual openings of the boost actuator, and average values ​​of actual engine intake flow corresponding to the three average values ​​of final engine ignition angle efficiency, and analyzing the second boost execution condition based on the obtained values;

[0144] Step S2 further includes the following steps:

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

[0146] (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;

[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 supercharger turbine inlet temperature, does not exceed the preset value, which in this example is 650°C;

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

[0150] (5) During time t0, the actual engine intake pressure (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 a preset range. In this example, ±2 kPa is used;

[0151] (6) During the time t0, the engine does not enter the ignition activation condition (for details on the ignition activation condition, see patent CN202010274340.9, “A method for accelerating the ignition process of a 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 “Gradual Control Method for Active Regeneration of a Particulate Filter”).

[0153] 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.

[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 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:

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

[0156] (2) During 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 the 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 time t3, the actual engine intake pressure (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 a preset range. In this example, it is set to ±2 kPa;

[0160] (6) During time t3, the engine does not enter the ignition activation condition (for details on the ignition activation condition, see patent CN202010274340.9, “A method for accelerating the ignition process of a catalyst using the minimum engine speed”);

[0161] (7) Within 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 “Gradual Control Method for Active Regeneration of a Particulate Filter”).

[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 (stable means the fluctuation range is within ±0.02), read the information within 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 time t4 is not less than the preset value, which is 0.5 in this example;

[0165] (2) During 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 time t4, the engine exhaust temperature, i.e., the supercharger 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 time t4, the actual engine intake pressure (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 a preset range. In this example, ±2 kPa is used;

[0169] (6) During time t4, the engine does not enter the ignition activation condition (for details on the ignition activation condition, see patent CN202010274340.9, “A method for accelerating the ignition process of a catalyst using the minimum engine speed”);

[0170] (7) Within 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 “Gradual Control Method for Active Regeneration of a Particulate Filter”).

[0171] Then read the third average value 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's supercharging performance has failed. If either of the following two conditions is met, and both conditions are met in each case, it indicates that the supercharging performance has failed:

[0173] 1)

[0174] 2)

[0175] or

[0176] 1)

[0177] 2)

[0178] 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.

[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 Tables 3 and 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] The second boost execution analysis is performed at most once during each drive cycle. If the test is complete, the second boost execution analysis will not be repeated for that drive cycle until the vehicle meets the diagnostic conditions during the next drive cycle. After each active intervention check is completed, the number of times the second boost execution analysis meets the criteria (CNT3) and the number of times the second boost execution analysis is fault-free (CNT4) are 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 update. 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 update. After the update is completed, CNT3 and CNT4 are cleared and then accumulated and updated again.

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

[0197] S3. If the results of the first and second boost execution condition analyses 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] Example 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 average values ​​of the final target engine intake pressure, the actual opening degree of the boost actuator, and the actual engine intake flow rate corresponding to three different average values ​​of the target engine intake pressure, and perform the 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, actual boost actuator opening averages, and actual engine intake flow averages corresponding to three different engine final ignition angle efficiency averages, and perform a second boost execution analysis based on these averages;

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

[0203] Example 3

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

[0205] Example 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] Example 5

[0208] 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 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 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.

[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 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.

[0211] 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.

[0212] 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.

[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 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. A method for analyzing the supercharging execution of a supercharged engine, characterized in that: include: Obtaining different average values ​​of the final target engine intake pressure, the actual opening degree of the boost actuator, and the actual engine intake flow rate corresponding to the three different average values ​​of the target engine intake pressure, and performing a first boost execution analysis based on the obtained values; Obtaining different average values ​​of the final engine ignition angle efficiency, the actual opening degree of the boost actuator, and the actual intake air flow rate of the engine corresponding to the three different average values ​​of the final engine ignition angle efficiency, and analyzing the second boost execution condition based on these values; If the results of the first and second boost execution condition analyses 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 the supercharging execution status of a supercharged engine according to claim 1, characterized in that: The method for obtaining different average values ​​of the final target engine intake pressure, the actual opening degree of the boost actuator, and the actual intake flow rate of the engine corresponding to the three different average values ​​of the target engine intake pressure includes: When the fluctuation range of the final ignition angle efficiency of the engine, the maximum change in the engine fire circuit torque, and the ratio of the actual engine intake pressure to the throttle inlet gas pressure meet a first preset condition, reading an average value of the first engine final target intake pressure, an average value of the actual opening of the first boost actuator, and an average value of the actual intake flow rate of the first engine within a first preset time period; Actively reducing the average value of the target engine intake pressure, and when the fluctuation range of the final engine ignition angle efficiency, the maximum change in the engine fire circuit torque, and the ratio of the actual engine intake pressure to the throttle inlet gas pressure meet a second preset condition, reading the average value of a second final target engine intake pressure, the average value of the second actual opening of the boost actuator, and the average value of the second actual engine intake flow rate within a second preset time period; Actively further reduce the average value of the engine target intake pressure. When the fluctuation range of the engine's final ignition angle efficiency, the maximum change in the engine's fire circuit torque, and the ratio of the engine's actual intake pressure to the throttle inlet gas pressure meet the third preset condition, read the average value of the engine's third final target intake pressure, the average value of the third actual opening of the boost actuator, and the average value of the third actual engine intake flow within the third preset time period.

3. The method for analyzing the supercharging execution status of a supercharged engine according to claim 2, characterized in that: The first method of supercharging execution 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 actual opening average value of the third boost actuator pct BoostActuator2 If the average value of the actual intake flow rate of the third engine dm2 meets the first or second condition, it means that there is a fault in the supercharging performance: Case 1: and Case 2: and Where 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 the supercharging execution status 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 status 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 faults 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, 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).

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 the final ignition angle efficiency of the engine, the average value of the actual opening of the boost actuator, and the average value of the actual intake flow rate of the engine corresponding to the average values ​​of the final ignition angle efficiency of the three different engines includes: When the final engine ignition angle efficiency, 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 a first preset condition, reading a first average value of the final engine ignition angle efficiency, a first average value of the actual opening of the boost actuator, and a first average value of the actual engine intake flow rate 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, the engine exhaust temperature, and the actual engine intake pressure meet second preset conditions, 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 reduce the average value of the engine's final ignition angle efficiency. When the engine's final ignition angle efficiency, the ratio of the engine's actual intake pressure to the throttle inlet gas pressure, the engine exhaust temperature, and the engine's actual intake pressure meet a third preset condition, read a third average value of the engine's final ignition angle efficiency, a third average value of the boost actuator's actual opening, and a third average value of the engine's actual intake flow within a third preset time period.

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

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 faults 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 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 re-accumulate and update; In addition to the above, r 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 average values ​​of the final target engine intake pressure, the actual opening degree of the boost actuator, and the actual engine intake flow rate corresponding to three different average values ​​of the target engine intake pressure, and perform the 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, actual boost actuator opening averages, and actual engine intake flow averages corresponding to three different engine final ignition angle efficiency averages, and perform a second boost execution analysis based on these averages; The judgment module is used to make a judgment based on the first boost execution analysis result and the second boost execution analysis result. If the first boost execution analysis and the second boost execution analysis results both indicate a fault, it is determined that a fault has occurred; otherwise, it is determined 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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