Method and device for judging deterioration of supercharging performance of engine

Abstract

The invention relates to a method and a device for judging deterioration of supercharging performance of an engine. According to the method, a first engine final target intake pressure average value, a first supercharging actuator actual opening average value, a first engine actual intake flow average value, a second final target intake pressure average value, a second supercharging actuator actual opening average value and a second engine actual intake flow average value are calculated according to a first engine final target intake pressure average value, a first supercharging actuator actual opening average value and a second engine actual intake flow average value. And judging whether the supercharging performance of the engine fails or not according to the third final target intake pressure average value, the third supercharging actuator actual opening average value and the third engine actual intake flow average value. According to the method, under the condition that the influence on the dynamic property of the engine is small, the target air inlet pressure is actively controlled, the opening degree performance of the supercharging actuator under different air inlet pressure performance is detected, whether the supercharging system goes wrong or not is judged as soon as possible, maintenance is conducted as soon as possible when the supercharging system goes wrong, and therefore the influence on the dynamic property and economical efficiency of the engine is reduced.

Description

Technical Field

[0001] The present invention relates to the field of engine control, and more specifically, to a method and device for judging engine boost performance degradation. Background Art

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

[0003] The technical problem to be solved by the present invention is to provide a method and device for judging the deterioration of engine supercharging performance, which can judge whether there is a problem with the supercharging system as soon as possible.

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

[0005] 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;

[0006] 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;

[0007] Actively further 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 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 actual intake flow rate of the third engine within the third preset time period;

[0008] Whether the engine boost performance is faulty is determined based on the average value of the first engine's final target intake pressure, the average value of the first boost actuator's actual opening, the average value of the first engine's actual intake flow rate, the second average value of the second final target intake pressure, the average value of the second boost actuator's actual opening, the average value of the second engine's actual intake flow rate, the third average value of the third final target intake pressure, the average value of the third boost actuator's actual opening and the third engine's actual intake flow rate.

[0009] In the above scheme, the method for determining whether the engine supercharging performance fails includes:

[0010] 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:

[0011] Case 1:

[0012]

[0013] and

[0014]

[0015] Case 2:

[0016]

[0017] and

[0018]

[0019] 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.

[0020] In the above scheme, the correction parameters are obtained during the bench calibration and The methods include:

[0021] The following formula is used to collect multiple sets of data under various working conditions and average them:

[0022]

[0023]

[0024]

[0025]

[0026] In the above scheme, during each driving cycle of the vehicle, the boost performance degradation fault judgment is performed at most once. After each boost performance degradation fault judgment is completed, the number of times the boost performance degradation fault judgment is satisfied CNT1 and the number of times the boost performance degradation fault is judged as not having a fault CNT2 are recorded and stored, and saved after the vehicle is powered off.

[0027] In 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;

[0028] 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;

[0029] In addition to the above, Adapt =r Adapt (z).

[0030] In the above scheme, if the total number of supercharging performance failures reaches a specified number, it is indicated that the engine supercharging capability has failed, and no supercharging performance degradation fault judgment is performed.

[0031] The present invention also provides a device for judging engine supercharging performance degradation, comprising:

[0032] A first reading module is used to read 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 rate of the first engine within a first preset time period 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 first preset condition;

[0033] A second reading module is used to 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 a second preset time period;

[0034] A third reading module is used to actively further 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 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 actual intake flow rate of the third engine within a third preset time period;

[0035] A fault diagnosis module is used to determine whether there is a fault in the engine boost performance based on an average value of a first engine final target intake pressure, an average value of an actual opening of a first boost actuator, an average value of an actual intake flow rate of the first engine, an average value of a second final target intake pressure, an average value of an actual opening of a second boost actuator, an average value of an actual intake flow rate of the second engine, an average value of a third final target intake pressure, an average value of an actual opening of a third boost actuator, and an average value of an actual intake flow rate of the third engine.

[0036] In the above scheme, the method for the fault diagnosis module to determine whether the engine boost performance fails includes:

[0037] 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 pAftThrDesird -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:

[0038] Case 1:

[0039]

[0040] and

[0041]

[0042] Case 2:

[0043]

[0044] and

[0045]

[0046] 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.

[0047] The above scheme also includes a correction parameter acquisition module for obtaining correction parameters during the calibration of the test bench. and The correction parameter acquisition module collects multiple sets of data under various working conditions and averages them according to the following formula:

[0048]

[0049]

[0050]

[0051]

[0052] In the above scheme, during each driving cycle of the vehicle, the boost performance degradation fault judgment is performed at most once. After each boost performance degradation fault judgment is completed, the number of times the boost performance degradation fault judgment is satisfied CNT1 and the number of times the boost performance degradation fault is judged as not having a fault CNT2 are recorded and stored, and saved after the vehicle is powered off.

[0053] The present invention also provides an automobile, comprising the engine supercharging performance degradation judgment device.

[0054] 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 judging the degradation of the engine boost performance.

[0055] 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 determining engine boost performance degradation.

[0056] The implementation of the engine supercharging performance degradation judgment method of the present invention has the following beneficial effects:

[0057] The present invention actively controls the target intake pressure and detects the opening performance of the boost actuator under different intake pressures under the condition of less impact on the engine power, so as to judge whether there is a problem with the boost system as soon as possible. When a problem occurs, maintenance can be carried out as soon as possible, thereby reducing the impact on the engine power and economy. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] The present invention will be further described below with reference to the accompanying drawings and embodiments, in which:

[0059] Figure 1 is a flow chart of a method for determining engine supercharging performance degradation according to the present invention;

[0060] Figure 2 It is a logic block diagram of the method for judging engine supercharging performance degradation of the present invention. DETAILED DESCRIPTION

[0061] 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.

[0062] Embodiment 1

[0063] like Figure 1 As shown, the engine boost performance degradation judgment method of the present invention needs to meet certain conditions, which are as follows:

[0064] 1. The boost control is in a closed-loop control state. The closed-loop control conditions of the boost control can be found in Chinese patent CN110748409B "Exhaust gas turbine engine boost closed-loop adaptive system and control method".

[0065] 2. The vehicle is in parking power generation condition;

[0066] 3. The engine is not in the process of gear switching;

[0067] 4. The engine does not make an exhaust system heating request;

[0068] 5. The engine is not receiving torque requests from other controllers, such as ESC, TCU, ADAS, EPB.

[0069] 6. The engine speed fluctuation is within the preset range. In this example, the preset range is ±15rpm.

[0070] 7. The target boost pressure remains unchanged;

[0071] 8. The difference between the target opening of the boost actuator and the actual opening (the larger the opening, the stronger the boost capability, the opening changes from 0% to 100%) is within the preset range, which is ±1% in this example. This condition is not judged within 0.5s after the target boost pressure is actively adjusted.

[0072] 9. 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.

[0073] 10. No detonation occurred.

[0074] 11. The oil octane coefficient is not less than the preset value, which is -0.5 in this example. A too small octane coefficient indicates that the vehicle oil octane coefficient is too small, and detonation has occurred, resulting in no verification. The definition of the oil octane coefficient can be found in Chinese patent CN111878279B "A method and system for self-learning of oil octane coefficient".

[0075] 12. 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.

[0076] 13. The target air-fuel ratio fluctuates within a preset range, which in this example is ±0.02.

[0077] 14. The final ignition angle efficiency of the engine fluctuates within a preset range, which in this example is ±0.05.

[0078] 15. The basic ignition angle efficiency of the engine fluctuates within a preset range, which is ±0.05 in this example. (The definition of basic ignition angle efficiency can be found in Chinese patent CN113464341B "Calculation method, computer equipment and storage medium for basic ignition efficiency of the engine".

[0079] 16. The engine did not experience fuel shortage.

[0080] 17. The EGR rate is 0.

[0081] 18. No faults occurred in the sensors related to the boost system.

[0082] 19. No faults occurred in the actuators related to the boost system.

[0083] 20. No GPF related faults occurred.

[0084] 21. No catalyst-related faults occurred.

[0085] 22. No active verification of boost capacity was performed during this vehicle driving cycle.

[0086] 23. The judgment of supercharging performance degradation is not executed. The vehicle mileage exceeds the preset mileage, which is 5,000 kilometers in this example.

[0087] The supercharged engine supercharging performance degradation judgment can only be performed after all the above conditions are met for more than the preset time t0. In this example, t0 is 2s. If the above conditions are not all met during the supercharged engine supercharging performance degradation judgment, the diagnosis is terminated. The engine supercharging performance degradation judgment can only be performed again after the conditions are met again in this driving cycle.

[0088] The method for judging engine supercharging performance degradation comprises the following steps:

[0089] S1. If the following first preset condition is met:

[0090] (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;

[0091] (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;

[0092] (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.

[0093] 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.

[0094] S2. Further, actively reduce the average value of the target engine intake pressure to obtain p AftThrDesird -ΔpAftThrDesird 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:

[0095] (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;

[0096] (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;

[0097] (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;

[0098] 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.

[0099] S3. 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:

[0100] (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;

[0101] (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;

[0102] (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.

[0103] 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.

[0104] S4. Determine whether the engine supercharging performance has a fault. If one of the following two conditions is met, and both conditions are met in each case, it means that the supercharging capacity has a fault:

[0105] 1)

[0106] 2)

[0107] or

[0108] 1)

[0109] 2)

[0110] In the formula, p BoostDesird is the target boost pressure, r Sprk is the average final ignition angle efficiency.

[0111] 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.

[0112] 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.

[0113]

[0114]

[0115]

[0116]

[0117] Table 1

[0118]

[0119]

[0120] Table 2

[0121]

[0122] C1=0.8×(1+r Adapt )

[0123] C2=0.8×(1+r Adapt )

[0124] C3=1.3×(1-r Adapt )

[0125] C4=0.5×(1-r Adapt )

[0126] 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.

[0127] During each driving cycle of the vehicle, the boost capacity intervention check is performed at most once. If the test is completed, no active intervention check will be performed in this driving cycle until the vehicle meets the diagnostic conditions in the next driving cycle. After each active intervention check is completed, the number of active intervention checks CNT1 and the number of active intervention checks without faults CNT2 will be recorded and stored, and saved after the vehicle is powered off.

[0128] 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.

[0129] 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.

[0130] In other cases, Adapt =r Adapt (z).

[0131] Embodiment 2

[0132] The present invention also provides a device for judging engine supercharging performance degradation, comprising:

[0133] A first reading module is used to read 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 rate of the first engine within a first preset time period 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 first preset condition;

[0134] A second reading module is used to 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 a second preset time period;

[0135] A third reading module is used to actively further 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 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 actual intake flow rate of the third engine within a third preset time period;

[0136] A fault diagnosis module is used to determine whether there is a fault in the engine boost performance based on an average value of a first engine final target intake pressure, an average value of an actual opening of a first boost actuator, an average value of an actual intake flow rate of the first engine, an average value of a second final target intake pressure, an average value of an actual opening of a second boost actuator, an average value of an actual intake flow rate of the second engine, an average value of a third final target intake pressure, an average value of an actual opening of a third boost actuator, and an average value of an actual intake flow rate of the third engine.

[0137] Embodiment 3

[0138] The present invention also provides an automobile, comprising a device for judging engine supercharging performance degradation.

[0139] Embodiment 4

[0140] 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 judging the degradation of the engine boost performance.

[0141] Embodiment 5

[0142] 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 determining engine boost performance degradation.

[0143] 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.

[0144] 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.

[0145] 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 including 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.

[0146] 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.

[0147] 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 judging engine supercharging performance degradation, characterized in that: include: 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 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 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 actual intake flow rate of the third engine within the third preset time period; Whether the engine boost performance is faulty is determined based on the average value of the first engine's final target intake pressure, the average value of the first boost actuator's actual opening, the average value of the first engine's actual intake flow rate, the second average value of the second final target intake pressure, the average value of the second boost actuator's actual opening, the average value of the second engine's actual intake flow rate, the third average value of the third final target intake pressure, the average value of the third boost actuator's actual opening and the third engine's actual intake flow rate.

2. The method for determining engine supercharging performance degradation according to claim 1, characterized in that: Methods for determining whether there is a fault in the engine boost performance include: 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, is the correction parameter obtained during the bench calibration, C1 = 0.8 × (1 + r Adapt ), C2=0.8×(1+r Adapt ), C3=1.3×(1-r Adapt ), C4=0.5×(1-r Adapt ), r Adapt It is the self-learning correction value.

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

4. The method for determining engine supercharging performance degradation according to claim 2, characterized in that: During each driving cycle of the vehicle, the boost performance degradation fault judgment is performed at most once. After each boost performance degradation fault judgment is completed, the number of times the boost performance degradation fault judgment is satisfied CNT1 and the number of times the boost performance degradation fault is judged as not having a fault CNT2 are recorded and stored, and saved after the vehicle is powered off.

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

6. The method for determining engine supercharging performance degradation according to claim 2, characterized in that: If the total number of supercharging performance failures reaches a specified number, it indicates that the engine supercharging capability has failed and no further judgment on supercharging performance degradation will be made.

7. A device for judging engine supercharging performance degradation, characterized in that: include: A first reading module is used to read 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 rate of the first engine within a first preset time period 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 first preset condition; A second reading module is used to 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 a second preset time period; A third reading module is used to actively further 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 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 actual intake flow rate of the third engine within a third preset time period; A fault diagnosis module is used to determine whether there is a fault in the engine boost performance based on an average value of a first engine final target intake pressure, an average value of an actual opening of a first boost actuator, an average value of an actual intake flow rate of the first engine, an average value of a second final target intake pressure, an average value of an actual opening of a second boost actuator, an average value of an actual intake flow rate of the second engine, an average value of a third final target intake pressure, an average value of an actual opening of a third boost actuator, and an average value of an actual intake flow rate of the third engine.

8. The engine supercharging performance degradation judgment device according to claim 7, characterized in that: The method for the fault diagnosis module to determine whether a fault occurs in the engine boost performance 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.

9. The engine supercharging performance degradation judgment device according to claim 8, characterized in that: It also includes a correction parameter acquisition module for obtaining correction parameters during bench calibration and The correction parameter acquisition module collects multiple sets of data under various working conditions and averages them according to the following formula:

10. The engine supercharging performance degradation judgment device according to claim 7, characterized in that: During each driving cycle of the vehicle, the boost performance degradation fault judgment is performed at most once. After each boost performance degradation fault judgment is completed, the number of times the boost performance degradation fault judgment is satisfied CNT1 and the number of times the boost performance degradation fault is judged as not having a fault CNT2 are recorded and stored, and saved after the vehicle is powered off.

11. A car, characterized in that: It comprises the engine boost performance degradation judgment device as described in any one of claims 7 to 10.

12. An electronic device comprising: A processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus; characterized in that a computer program is stored in the memory, and when the program is executed by the processor, the processor executes the steps of the method for judging the degradation of the engine boost performance as described in any one of claims 1 to 6.

13. A computer-readable storage medium having executable instructions stored thereon, characterized in that: When the instruction is executed by a processor, the processor implements the method for determining engine supercharging performance degradation according to any one of claims 1 to 6.

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