Monitoring method of automobile ignition coil

Abstract

The invention is applicable to the technical field of ignition coil monitoring, and particularly relates to an automobile ignition coil monitoring method, which comprises the following steps of: acquiring current use information of an automobile ignition coil; wherein the use information is used for indicating the current used time and use condition of the automobile ignition coil; automobile operation condition monitoring is conducted on the current automobile ignition coil according to the use information, and first monitoring information is obtained; wherein the first monitoring information is used for indicating a satisfaction value obtained by the automobile ignition coil under the automobile operation condition; under the condition that the automobile ignition coil accords with the satisfaction value indicated by the first monitoring information, the current automobile ignition coil is subjected to automobile temperature control state monitoring, and second monitoring information is obtained; and obtaining total monitoring information according to the first monitoring information and the second monitoring information. The monitoring method for the automobile ignition coil can adapt to the actual use scene of the automobile ignition coil, and targeted maintenance can be conducted on the automobile ignition coil.

Description

Technical Field

[0001] This application belongs to the technical field of ignition coil monitoring, and particularly relates to a monitoring method for an automotive ignition coil. Background Art

[0002] An automotive ignition coil is a key component in an automotive ignition system. It is mainly used to convert the low voltage of the automotive power supply into a high voltage that can generate a spark between the electrodes of the spark plug, so as to ignite the combustible mixture in the engine cylinder and enable the engine to operate normally.

[0003] In the related art, the automotive ignition coil is only replaced or cleaned at fixed intervals, and cannot adapt to the actual usage scenarios of the automotive ignition coil (such as frequent short trips, high-temperature environments, etc.), which may cause sudden failures of the automotive ignition coil. Moreover, due to the different causes of carbon deposition formation and insulation aging, it is difficult for the existing technology to maintain the automotive ignition coil specifically. Summary of the Invention

[0004] An embodiment of this application provides a monitoring method for an automotive ignition coil, which can solve the problems of sudden failures due to inability to adapt to the actual usage scenarios of the automotive ignition coil and difficulty in specifically maintaining the automotive ignition coil.

[0005] In a first aspect, an embodiment of this application provides a monitoring method for an automotive ignition coil, including:

[0006] Obtain the usage information of the current automotive ignition coil; wherein, the usage information is used to indicate the time and usage condition for which the current automotive ignition coil has been used;

[0007] Monitor the operating conditions of the vehicle for the current automotive ignition coil based on the usage information to obtain first monitoring information; wherein, the first monitoring information is used to indicate the satisfaction value obtained by the automotive ignition coil under the operating conditions of the vehicle;

[0008] When the automotive ignition coil meets the satisfaction value indicated by the first monitoring information, monitor the temperature control state of the vehicle for the current automotive ignition coil to obtain second monitoring information; wherein, the second monitoring information is used to indicate the satisfaction value obtained by the automotive ignition coil under the temperature control state of the vehicle;

[0009] Obtain total monitoring information based on the first monitoring information and the second monitoring information; wherein, the total monitoring information is used to indicate the monitoring result of the automotive ignition coil, and the monitoring result includes the time for cleaning the carbon deposit on the automotive ignition coil and the predicted remaining service life of the automotive ignition coil.

[0010] The monitoring method for an automotive ignition coil provided by this application can obtain the usage information of the current automotive ignition coil, understand the usage status of the automotive ignition coil, and provide an important reference basis for subsequent monitoring of the automotive ignition coil. Monitor the operating conditions of the current automotive ignition coil based on the usage information to obtain the first monitoring information. When the automotive ignition coil meets the satisfaction value indicated by the first monitoring information, monitor the temperature control state of the current automotive ignition coil to obtain the second monitoring information, which can comprehensively understand the performance of the automotive ignition coil under different operating conditions, help the ignition coil work in the best state, and reduce the possibility of failures. Then, obtain the total monitoring information based on the first monitoring information and the second monitoring information, which can accurately predict the remaining service life of the ignition coil and the time for cleaning carbon deposits, provide timely maintenance suggestions for the vehicle owner, avoid vehicle breakdown or performance degradation caused by ignition coil failures, help adapt to the actual usage scenarios of automotive ignition coils, prevent sudden failures of automotive ignition coils, and can perform more targeted maintenance on automotive ignition coils according to the different causes of carbon deposit formation and insulation aging to extend the service life of the ignition coil.

[0011] In a second aspect, an embodiment of this application provides a monitoring system for an automotive ignition coil, including:

[0012] An acquisition unit for acquiring the usage information of the current automotive ignition coil; wherein, the usage information is used to indicate the time and usage condition of the automotive ignition coil that has been used.

[0013] A first monitoring unit for monitoring the operating conditions of the current automotive ignition coil based on the usage information to obtain the first monitoring information; wherein, the first monitoring information is used to indicate the satisfaction value obtained by the automotive ignition coil under the operating conditions of the vehicle.

[0014] A second monitoring unit for monitoring the temperature control state of the current automotive ignition coil when the automotive ignition coil meets the satisfaction value indicated by the first monitoring information to obtain the second monitoring information; wherein, the second monitoring information is used to indicate the satisfaction value obtained by the automotive ignition coil under the temperature control state of the vehicle.

[0015] A result unit for obtaining the total monitoring information based on the first monitoring information and the second monitoring information; wherein, the total monitoring information is used to indicate the monitoring result of the automotive ignition coil, and the monitoring result includes the time for cleaning the automotive ignition coil and the predicted remaining service life of the automotive ignition coil.

[0016] In a third aspect, an embodiment of the present application provides a monitoring device for an automotive ignition coil, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the computer program is executed by the processor, it implements the method according to any one of the above first aspects.

[0017] In a fourth aspect, an embodiment of the present application provides a computer program product. When the computer program product runs on a monitoring device for an automotive ignition coil, it causes the monitoring device for the automotive ignition coil to execute the monitoring method for the automotive ignition coil according to any one of the above first aspects.

[0018] It can be understood that the beneficial effects of the above second to fourth aspects can be referred to the relevant descriptions in the above first aspect, and will not be elaborated here. Description of the Drawings

[0019] To more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0020] Figure 1 It is a schematic flowchart of a monitoring method for an automotive ignition coil provided by an embodiment of the present application;

[0021] Figure 2 It is a schematic flowchart of the implementation of step S100 in the monitoring method for an automotive ignition coil provided by an embodiment of the present application;

[0022] Figure 3 It is a schematic flowchart of the implementation of step S200 in the monitoring method for an automotive ignition coil provided by an embodiment of the present application;

[0023] Figure 4 It is a schematic flowchart of the implementation of step S300 in the monitoring method for an automotive ignition coil provided by an embodiment of the present application;

[0024] Figure 5 It is a schematic flowchart of the implementation of step S330 in the monitoring method for an automotive ignition coil provided by an embodiment of the present application;

[0025] Figure 6 It is a schematic structural diagram of a monitoring system for an automotive ignition coil provided by an embodiment of the present application;

[0026] Figure 7 It is a schematic structural diagram of a control device of a monitoring device for an automotive ignition coil provided by an embodiment of the present application. Detailed Embodiments

[0027] In the following description, specific details such as specific system architectures, technologies, etc. are presented for purposes of illustration and not limitation, so as to provide a thorough understanding of the embodiments of the present application. However, those skilled in the art should clearly understand that the present application can also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to avoid unnecessary details from obstructing the description of the present application.

[0028] It should be understood that when used in the specification and appended claims of the present application, the term "comprising" indicates the presence of the described features, wholes, steps, operations, elements, and / or components, but does not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, components, and / or their combinations.

[0029] It should also be understood that the term "and / or" used in the specification and appended claims of the present application refers to any combination and all possible combinations of one or more of the associated listed items, and includes these combinations.

[0030] As used in the specification and appended claims of the present application, the term "if" can be interpreted as "when" or "once" or "in response to determining" or "in response to detecting" depending on the context. Similarly, the phrase "if determined" or "if [the described condition or event] is detected" can be interpreted as meaning "once determined" or "in response to determining" or "once [the described condition or event] is detected" or "in response to detecting [the described condition or event]" depending on the context.

[0031] In addition, in the description of the specification and appended claims of the present application, the terms "first", "second", "third", etc. are only used for distinguishing descriptions and cannot be understood as indicating or implying relative importance.

[0032] The reference to "one embodiment" or "some embodiments" or the like described in the specification of the present application means that a specific feature, structure, or characteristic described in connection with the embodiment is included in one or more embodiments of the present application. Thus, statements such as "in one embodiment", "in some embodiments", "in other some embodiments", "in still other embodiments", etc. that appear in different places in this specification do not necessarily all refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways. The terms "comprising", "including", "having", and their variants all mean "including but not limited to", unless otherwise specifically emphasized in other ways.

[0033] In the related art, automotive ignition coils are only replaced or cleaned at fixed intervals, unable to adapt to the actual usage scenarios of automotive ignition coils (such as frequent short trips, high-temperature environments, etc.), which may cause sudden failures of automotive ignition coils. Moreover, due to the different causes of carbon deposition formation and insulation aging, it is difficult for the prior art to specifically maintain automotive ignition coils.

[0034] To solve the above problems, an embodiment of the present application provides a method for monitoring an automotive ignition coil. In this method, obtaining the usage information of the current automotive ignition coil can understand the usage status of the automotive ignition coil, providing an important reference basis for subsequent monitoring of the automotive ignition coil; monitoring the operating conditions of the vehicle for the current automotive ignition coil based on the usage information to obtain the first monitoring information; when the automotive ignition coil meets the satisfaction value indicated by the first monitoring information, monitoring the temperature control state of the vehicle for the current automotive ignition coil to obtain the second monitoring information, which can comprehensively understand the performance of the automotive ignition coil under different operating conditions, helping the ignition coil to work in the best state and reducing the possibility of failures; then obtaining the total monitoring information based on the first monitoring information and the second monitoring information, which can accurately predict the remaining service life of the ignition coil and the time for cleaning carbon deposition, providing timely maintenance suggestions for the vehicle owner, avoiding vehicle breakdown or performance degradation caused by ignition coil failures, helping to adapt to the actual usage scenarios of automotive ignition coils, preventing sudden failures of automotive ignition coils, and being able to maintain automotive ignition coils more specifically according to the different causes of carbon deposition formation and insulation aging to extend the service life of the ignition coil.

[0035] The method for monitoring an automotive ignition coil provided by the embodiment of the present application can be applied to a monitoring device for an automotive ignition coil. At this time, the monitoring device for the automotive ignition coil is the execution subject of the method for monitoring an automotive ignition coil provided by the embodiment of the present application, and the embodiment of the present application does not impose any restrictions on the specific type of the monitoring device for the automotive ignition coil.

[0036] For example, the monitoring device for the automotive ignition coil further includes a control device, and the control device can be a controller or a microprocessor in the monitoring device for the automotive ignition coil; it can also be a control unit or a processor that is communicatively connected to an automotive control unit (ECU), etc., and no specific limitations are made in this regard.

[0037] To better understand the method for monitoring an automotive ignition coil provided by the embodiment of the present application, the following provides an exemplary introduction to the specific implementation process of the method for monitoring an automotive ignition coil provided by the embodiment of the present application.

[0038] Figure 1 The schematic flowchart of the method for monitoring an automotive ignition coil provided by the embodiment of the present application is shown. The method for monitoring an automotive ignition coil includes:

[0039] S100, obtain the usage information of the current automotive ignition coil; wherein, the usage information is used to indicate the time of use and the usage status of the current automotive ignition coil.

[0040] It can be understood that the time of use and the usage status of the automotive ignition coil can be collected through the vehicle's electronic control unit (ECU). The usage status may include, but is not limited to, the operating frequency, operating load, and operating temperature of the ignition coil, etc.; it can also be obtained by manually searching for replacement or maintenance records.

[0041] In a possible implementation, please refer to Figure 2 , S100, obtain the usage information of the current automotive ignition coil, including:

[0042] S110, obtain the replacement time and the number of replacements of the automotive ignition coil.

[0043] Exemplarily, it can be queried through the vehicle's maintenance record system, which usually records the replacement and maintenance history of each vehicle component; it can also be achieved by using a professional diagnostic tool, that is, by connecting the vehicle's OBD interface with an automotive fault diagnostic instrument, the fault codes and data related to the ignition system can be read; the replacement time and the number of replacements of the automotive ignition coil can also be found in the maintenance records.

[0044] S120, obtain the operating time of the automotive ignition coil based on the replacement time; wherein, the operating time is used to indicate the cumulative working duration of the automotive ignition coil.

[0045] It can be understood that the cumulative working duration can be understood as after replacing the automotive ignition coil, taking this moment as the first time, and based on the time difference between the current time and the first time, the operating time of the automotive ignition coil can be obtained. For example, if the replacement time is January 1, 2024, and the current time is January 1, 2025, then the operating time is 1 year; 1 year can also be the total number of days in 2024 or the total number of minutes in 2024, etc., but not limited to this.

[0046] S130, if the number of replacements is 0 and the cumulative working duration indicated by the operating time is X, detect the automotive ignition coil based on the operating time to determine the usage information, where X is a positive integer.

[0047] It can be understood that the time of use indicated by the usage information is the operating time of the automotive ignition coil when the vehicle is running, and the operating time of the automotive ignition coil includes idling and other effective driving.

[0048] Exemplarily, the replacement count is 0, the cumulative working duration indicated by the running time is 180 days, the effective driving time of the vehicle is 90 days, with 120 minutes of effective driving per day. Therefore, the duration of use of the vehicle ignition coil is 90×120 = 10800 minutes, and 10800÷1440 (1440 minutes in a day) = 7.5 days. So, the running time of the vehicle ignition coil is 7.5 days.

[0049] With such a setting, by obtaining the replacement time and count, it can be determined whether the ignition coil is brand new or has been replaced multiple times. Then, by calculating the running time based on the replacement time, the cumulative working duration can be accurately understood, and it can be judged whether it is close to or exceeds the normal service life, so as to make preparations for maintenance or replacement in advance and avoid problems such as vehicle breakdown caused by sudden failure of the ignition coil.

[0050] In one possible implementation, please refer to Figure 2 , S100, the method further includes:

[0051] S101, if the replacement count is greater than 0, obtain the replacement time of each vehicle ignition coil.

[0052] Exemplarily, obtaining the replacement time of each vehicle ignition coil can be by the model of the vehicle ignition coil in use on the vehicle and looking up the replacement time of the vehicle ignition coil in the maintenance record; it can also be by looking up the most recent replacement date of the vehicle ignition coil in the maintenance record of the maintenance system.

[0053] S102, arrange the replacement times of each vehicle ignition coil in order from A to X according to the replacement conditions; among them, the replacement time A is earlier than the replacement time X, and the replacement conditions are arranged in sequence according to the earliness of the replacement time.

[0054] Exemplarily, the vehicle ignition coil has been replaced 5 times, with a total of 5 replacement times. The names of the 5 ignition coils are determined as coil A, coil B, coil C, coil D, and coil E in sequence. The replacement time corresponding to coil A is January 5, 2022, the replacement time corresponding to coil B is February 5, 2024, the replacement time corresponding to coil C is May 5, 2023, the replacement time corresponding to coil D is March 15, 2025, and the replacement time corresponding to coil E is January 5, 2020. Arranging them in order from A to X according to the replacement conditions, we can get coil E, coil A, coil C, coil B, and coil D, that is, the replacement time of coil E is earlier than that of coil A, the replacement time of coil A is earlier than that of coil C, the replacement time of coil C is earlier than that of coil B, the replacement time of coil B is earlier than that of coil D, the replacement time of coil E is the earliest, and the replacement time of coil D is the latest.

[0055] S103. Arrange the replacement times of each vehicle ignition coil in sequence to obtain the currently used vehicle ignition coil and the replacement time of the currently used vehicle ignition coil.

[0056] Exemplarily, according to the example in step S102, the currently used vehicle ignition coil is coil D, and the replacement time of coil D is January 15, 2025.

[0057] S104. Determine the usage information based on the replacement time of the currently used vehicle ignition coil and the current time.

[0058] Exemplarily, for example, it is known through the calendar that the current time is March 28, 2025, and the replacement time of vehicle ignition coil D (using the example in step S102) is January 15, 2025. So the usage time of vehicle ignition coil D is 73 days (calculated as 30 days per month). If the vehicle travels 200 minutes per day, then 200×73 = 14600 minutes, and 14600÷1440≈10.14 days. So the actual usage time of vehicle ignition coil D from replacement to the current time is approximately 10.14 days.

[0059] With such a setting, the replacement time of the currently used ignition coil can be visually determined. According to the order of replacement times, it can avoid failures caused by aging, timely detect signs of performance decline, and ensure the stable operation of the ignition system.

[0060] S200. Monitor the vehicle operating conditions of the current vehicle ignition coil based on the usage information to obtain the first monitoring information; wherein, the first monitoring information is used to indicate the satisfaction value obtained by the vehicle ignition coil under the vehicle operating conditions.

[0061] Exemplarily, the satisfaction value of the vehicle ignition coil under the vehicle stable operating conditions is obtained by monitoring the vehicle stable operating conditions of the current vehicle ignition coil, the satisfaction value under the vehicle dynamic load mutation conditions is obtained by monitoring the vehicle dynamic load mutation conditions of the current vehicle ignition coil, and the satisfaction value under the vehicle dynamic load mutation conditions is obtained by detecting the vehicle frequent start-stop conditions of the current vehicle ignition coil. The first monitoring information is determined by the satisfaction value of the vehicle ignition coil under the vehicle stable operating conditions, the satisfaction value under the vehicle dynamic load mutation conditions, and the satisfaction value under the vehicle dynamic load mutation conditions.

[0062] In a possible implementation, please refer to Figure 3 , S200. Monitor the vehicle operating conditions of the current vehicle ignition coil based on the usage information to obtain the first monitoring information, including:

[0063] S210. Monitor the stable operating conditions of the current automotive ignition coil based on usage information to obtain first sub-monitoring information, where the first sub-monitoring information is used to indicate the satisfaction value obtained by the automotive ignition coil under stable operating conditions of the vehicle.

[0064] Exemplarily, monitor the cold start (in a low-temperature environment) operating conditions of the vehicle according to the usage of the automotive ignition coil to obtain the initial breakdown success rate and the high-frequency harmonic state of the automotive ignition coil, and determine the satisfaction value obtained by the automotive ignition coil under stable operating conditions of the vehicle based on the initial breakdown success rate and the high-frequency harmonic state of the automotive ignition coil.

[0065] In a possible implementation, refer to Figure 3 , S210. Monitor the stable operating conditions of the current automotive ignition coil based on usage information to obtain first sub-monitoring information, including:

[0066] S211. Based on usage information, monitor the breakdown voltage value of the automotive ignition coil under cold start conditions, and obtain the voltage rise rate according to the breakdown voltage value.

[0067] It can be understood that the monitored breakdown voltage value can be sampled by a 16-bit high-precision ADC (such as TI ADS8866, sampling rate 1MS / s); obtaining the voltage rise rate according to the breakdown voltage value can be calculating the voltage rise rate by measuring the change of the breakdown voltage value over time. Specifically, when the automotive ignition coil is in a cold start condition, a voltage measuring device can be used to monitor the voltage across the ignition coil in real time and record the change data of the voltage value over time; then, the voltage rise rate can be obtained by calculating the increase in the voltage value per unit time. For example, the moment when the breakdown voltage value starts to rise can be recorded as the initial time, and the moment when the voltage value reaches a certain set value or stabilizes can be recorded as the end time. Subtract the voltage values at the two time points and divide by the time difference to obtain the voltage rise rate. This speed value can reflect the performance of the ignition coil under cold start conditions. If the voltage rise rate is slow, it may indicate problems such as aging or carbon deposition in the ignition coil, and maintenance or replacement is required in a timely manner.

[0068] S212. Obtain the voltage rise slope according to the voltage rise rate, and calculate the initial ignition success rate of the automotive ignition coil based on the voltage rise slope; where the standard of the voltage rise slope at room temperature is 1.5 kV / ms.

[0069] Exemplarily, the greater the voltage rise slope, the better the performance of the ignition coil under cold start conditions, and the higher the initial ignition success rate. The actually measured voltage rise slope can be compared with the standard value. If the actual value is lower than the standard value, it may indicate signs of performance degradation of the ignition coil and maintenance is required. If the initial ignition success rate is low, it may cause difficulties in starting the engine or unstable operation after starting, affecting the driving experience and safety. Additionally, the voltage rise slope needs to rise from 0V to 30kV within 0 - 20ms, and the slope threshold can be dynamically adjusted according to temperature (for example: at -20°C, the slope is allowed to decrease to 1.25kV / ms). The dynamic threshold adjustment algorithm can be to adjust the threshold using piecewise linear interpolation; for example: if T < -20°C: slope threshold = reference value × 0.95; if -20°C ≤ T < 0°C, slope threshold = reference value × (1 - 0.0025 × |T|); outside T < -20°C and -20°C ≤ T < 0°C, slope threshold = reference value.

[0070] S213, monitor the current value and temperature value of the vehicle ignition coil under high load conditions, and calculate the temperature change rate from the current value and temperature value; wherein, the high load conditions include continuous high speed of the vehicle and continuous climbing of the vehicle.

[0071] It can be understood that the temperature change rate is used to reflect the heat dissipation performance and thermal stability of the ignition coil under high load conditions. Specifically, when the vehicle ignition coil is under high load conditions, a current sensor and a temperature sensor are used to monitor the current and temperature of the ignition coil in real time, and the change data of the current value and temperature value over time are recorded. The temperature change rate can be obtained by calculating the increase in the temperature value per unit time; the temperature change rate can also be calculated by numerical differentiation methods, such as using the central difference method. Assume that at time t n the measured temperature is T n , at time t n+1 the measured temperature is T n+1 , the time interval is Δt = t n+1 - t n then the temperature change rate at time t n is approximately: By continuously calculating the temperature change rate at adjacent time points, the real-time data of the temperature change rate of the ignition coil under high load conditions can be obtained.

[0072] S214, perform current ripple analysis based on the temperature change rate to obtain the high-frequency harmonic state of the vehicle ignition coil.

[0073] Exemplarily, based on the temperature change rate, first calculate the effective value of the current ripple for the discrete temperature change rate sequence The estimated value of the effective value of the current ripple can be obtained through the above formula: I rms : The effective value of the current ripple, k is a constant related to the heat dissipation condition, R is the resistance of the ignition coil, and C is the heat capacity of the ignition coil; when performing spectrum analysis, the fast Fourier transform (FFT) is performed on the current ripple signal Irms(n) to convert it from the time domain to the frequency domain, obtaining the spectrum Irms(f) of the current ripple, where f represents the frequency. The calculation of FFT can be implemented using a math library or software tool. For example, in Python, the numpy.fft.fft function can be used to perform FFT calculation, and then from the spectrum Irms(f), the characteristic parameters of the high-frequency harmonics are extracted, such as the harmonic amplitude and phase within a specific frequency range. The high-frequency harmonic frequency range of the automotive ignition coil is between several tens of kHz and several hundreds of kHz, and thus the high-frequency harmonic state is obtained. In addition, the current ripple refers to the AC component in the current, which will cause magnetic saturation of the iron core of the ignition coil and reduce the ignition efficiency. The high-frequency harmonic state reflects the performance of the ignition coil under the action of the current ripple. By performing spectrum analysis on the temperature change rate, the high-frequency component in the current ripple is obtained to judge the high-frequency harmonic state of the ignition coil.

[0074] S215, obtain the first sub-monitoring information according to the initial ignition success rate of the automotive ignition coil and the high-frequency harmonic state of the automotive ignition coil.

[0075] It can be understood that the initial ignition success rate of the automotive ignition coil and the high-frequency harmonic state of the automotive ignition coil are determined as the first sub-monitoring information.

[0076] With such settings, not only are relevant parameters such as the breakdown voltage value monitored under cold start conditions, but also information such as the current value and temperature value under high load conditions is concerned. It is possible to comprehensively understand the performance of the ignition coil from different working states. By calculating multiple parameters such as the voltage rise speed, voltage rise slope, and temperature change rate, and conducting in-depth analysis, the working characteristics of the ignition coil can be grasped more meticulously. Different parameter changes may correspond to different fault causes. For example, an abnormal voltage rise slope may be related to faults in the primary winding or secondary winding of the ignition coil, while an abnormal temperature change rate may imply poor heat dissipation or abnormal current. Through comprehensive analysis of these parameters, the fault location and cause can be more accurately determined. Additionally, when the vehicle is cold started, the engine increases the fuel injection volume to reach the normal operating temperature as soon as possible, making the combustible mixture in a relatively rich state. If the combustion efficiency of the engine is not high at this time, it is easy to cause the combustible mixture not to burn completely, thus forming carbon deposits. These carbon deposits may adhere to the ignition coil and spark plug, affecting the ignition effect. Secondly, due to the low engine temperature, the engine oil has a high viscosity, the engine running resistance is large, and a greater starting torque is required. At the same time, the performance of the battery also decreases in a low temperature environment, and the output voltage and current may be insufficient, which will cause the current in the primary winding of the ignition coil to rise slowly, the high voltage generated by the secondary winding to be insufficient, making it more difficult for the voltage of the ignition coil to break down the carbon deposits, and thus causing ignition difficulties, and it may be necessary to ignite frequently or multiple times; frequent or multiple ignitions will cause the ignition coil to be in a working state for a long time or frequently, resulting in an increase in its temperature. In addition, the overall working state of the engine is unstable during cold start, the working conditions of the ignition system are relatively harsh, and the ignition coil needs to withstand large voltage and current changes, which will also put it in a high load state. If this continues for a long time, it will accelerate the aging of the ignition coil, reduce its lifespan, and make it more prone to damage.

[0077] S220, monitor the automotive ignition coil under current automotive mutation conditions based on usage information to obtain second sub-monitoring information; wherein, the second sub-monitoring information is used to indicate the satisfaction value obtained by the automotive ignition coil under automotive dynamic load mutation conditions.

[0078] Exemplarily, monitor the current automotive ignition coil under automotive mutation conditions according to the usage of the automotive ignition coil to obtain the rapid acceleration condition value and the rapid deceleration condition value, and determine the satisfaction value obtained by the automotive ignition coil under automotive dynamic load mutation conditions according to the rapid acceleration condition value and the rapid deceleration condition value.

[0079] In one possible implementation, please refer to Figure 3 , S220, monitor the current automotive ignition coil under automotive mutation conditions based on usage information to obtain second sub-monitoring information, including:

[0080] S221. Monitor the energy mutation value and the number of consecutive overlimit times of the automotive ignition coil under the condition of sudden acceleration of the vehicle based on the usage information. The energy mutation value includes the sudden increase rate of the primary current and the peak ignition voltage.

[0081] Exemplarily, a current sensor, such as a Hall effect current sensor, can be used to monitor the sudden increase rate of the primary current. It is installed in the primary circuit of the ignition coil to accurately measure the change of the primary current, which helps the range of the sensor to cover the maximum current value that may occur during sudden acceleration, so as to accurately capture the instantaneous change of the current. A voltage sensor can be used to monitor the peak ignition voltage. It is connected to the secondary output terminal of the ignition coil to measure the ignition voltage, so that the range of the voltage sensor meets the peak range of the ignition voltage to monitor the change of the ignition voltage in real time. When the sudden increase rate of the monitored primary current or the peak ignition voltage exceeds the corresponding threshold, the system automatically records an overlimit event and starts a counter to count the number of consecutive overlimit times. If the overlimit events occur continuously within a certain period of time (such as the duration of the sudden acceleration process), the counter will keep accumulating until the sudden acceleration ends or the overlimit situation stops, which helps to obtain the number of consecutive overlimit times of the energy mutation value of the ignition coil under the condition of sudden acceleration of the vehicle.

[0082] S222. Obtain the sudden acceleration condition value based on the sudden increase rate of the primary current, the peak ignition voltage and the number of consecutive overlimit times. The sudden acceleration condition value is used to indicate the satisfaction value obtained by the automotive ignition coil under the condition of sudden acceleration.

[0083] Exemplarily, weights can be assigned to each parameter by the weighted average method, determined according to its importance in affecting the performance of the ignition coil. For example, the primary current ramp rate may have a greater impact on the transfer of ignition energy and can be assigned a higher weight, such as 0.4. The peak ignition voltage is important for the reliability of ignition and is assigned a weight of 0.3. The number of consecutive overlimit times reflects the stability of the ignition coil under hard acceleration conditions and is assigned a weight of 0.3. Therefore, the formula for calculating the hard acceleration condition value is: hard acceleration condition value = normalized primary current ramp rate × 0.4 + normalized peak ignition voltage × 0.3 + normalized number of consecutive overlimit times × 0.3, and the satisfaction value obtained under the hard acceleration condition is obtained. The closer this value is to 1, the better the performance of the ignition coil under the hard acceleration condition and the more it meets the requirements. The threshold judgment method can also be used to set different levels of threshold ranges for the primary current ramp rate, peak ignition voltage, and number of consecutive overlimit times respectively, for example, divided into four levels: excellent, good, qualified, and unqualified. For the primary current ramp rate, if the actual value reaches or exceeds 90% of the ramp rate in the ideal hard acceleration state of this vehicle model, it is judged as excellent; between 80% - 90% is good; 70% - 80% is qualified; below 70% is unqualified. For the peak ignition voltage, if the actual peak reaches or exceeds 95% of the maximum theoretical output voltage peak of this ignition coil, it is judged as excellent; 90% - 95% is good; 85% - 90% is qualified; below 85% is unqualified. For the number of consecutive overlimit times, if there is no overlimit during the hard acceleration process, it is judged as excellent; overlimit 1 - 2 times is good; 3 - 4 times is qualified; more than 4 times is unqualified. The hard acceleration condition value is determined according to the levels of the three parameters. If two of the three parameters are excellent and one is good, the hard acceleration condition value is judged as excellent; if two are good and one is qualified, it is judged as good; and so on. If one parameter is unqualified, the hard acceleration condition value is judged as unqualified.

[0084] S223, monitor the back electromotive force value of the vehicle ignition coil under the hard deceleration condition.

[0085] Exemplarily, an oscilloscope can be used to monitor the back electromotive force value; the method of connecting the oscilloscope can be to connect the probe of the oscilloscope to both ends of the primary winding or the secondary winding of the ignition coil; for the primary winding, it can usually be connected to the power input terminal and the ground terminal of the ignition coil; for the secondary winding, it is connected to the spark plug connecting wire or the high-voltage output terminal of the ignition coil. The method of setting the oscilloscope parameters can be to set parameters such as the time base and vertical scale of the oscilloscope according to the operating frequency of the ignition coil and the expected amplitude of the back electromotive force; the operating frequency of the automotive ignition coil is between dozens of hertz and hundreds of hertz, and the amplitude of the back electromotive force may be between several hundred volts and several thousand volts. Therefore, the time base can be set at the millisecond level, and the vertical scale is adjusted according to the estimated amplitude of the back electromotive force, which helps to fully display the waveform of the back electromotive force. Among them, the method of simulating the sudden deceleration condition can be to simulate the sudden deceleration condition through specific equipment or operations when the vehicle is stationary or dynamically running. For example, in a bench test, a motor drive system can be used to quickly reduce the speed to simulate the sudden deceleration of the vehicle; in actual road tests, suddenly release the accelerator pedal and take emergency braking measures to achieve sudden deceleration. While simulating the sudden deceleration condition, start the oscilloscope for data acquisition, and record the back electromotive force waveform of the ignition coil at the moment of sudden deceleration and for a period of time afterwards. From the waveform recorded by the oscilloscope, the peak value of the back electromotive force can be directly read.

[0086] S224, obtain the recovery efficiency value of the automotive ignition coil under the sudden deceleration condition according to the back electromotive force value, and calculate the sudden deceleration condition value based on the recovery efficiency value; wherein, the sudden deceleration condition value is used to indicate the satisfaction value obtained by the automotive ignition coil under the sudden deceleration condition.

[0087] Exemplarily, calculate that the recovery efficiency value η is equal to the ratio of the energy generated by the back electromotive force to the maximum energy that can be recovered theoretically. Obtain W according to the back electromotive force value bock =∫EIdt, that is The recovery efficiency value obtained through the above calculation can reflect the ability of the ignition coil to convert magnetic field energy into recoverable electrical energy under the sudden deceleration condition; W mar The maximum energy that can be recovered theoretically, W bock The energy generated by the back electromotive force; determine the relationship between the recovery efficiency value and the sudden deceleration condition value: establish a mathematical model between the recovery efficiency value and the sudden deceleration condition value according to the actual situation. A possible relationship may be that the sudden deceleration condition S has a linear relationship with the recovery efficiency value η, that is, S = kη + b, where k and b are constants, k represents the influence degree of the recovery efficiency value on the sudden deceleration condition value, and b is a constant term used to adjust the benchmark of the sudden deceleration condition value; substitute the calculated recovery efficiency value η into S = kη + b, and the sudden deceleration condition value S of the automotive ignition coil under the sudden deceleration condition can be obtained. The sudden deceleration condition value S is used to indicate the satisfaction value obtained by the automotive ignition coil under the sudden deceleration condition.

[0088] S225. Obtain the second sub-monitoring information based on the hard acceleration condition value and the hard deceleration condition value.

[0089] Exemplarily, assign weights of 50% to the hard acceleration condition value and the hard deceleration condition value in sequence for calculation to obtain a calculation result, and determine the calculation result as the second sub-monitoring information.

[0090] With such settings, by monitoring the sudden increase rate of the primary current, the peak ignition voltage, and the number of consecutive overlimit times under hard acceleration conditions, it helps to accurately understand the energy output ability and stability of the ignition coil during high-load mutations; the electronic control unit of the vehicle can adjust parameters such as ignition timing and fuel injection strategy to achieve more efficient power output and energy recovery, improving fuel economy and overall performance. Additionally, during hard acceleration and hard deceleration, the combustible mixture cannot be completely burned, easily forming carbon deposits that adhere to the ignition coil and spark plug. The voltage of the ignition coil is not easily able to break down the carbon deposits, affecting the ignition effect, thus requiring frequent or multiple ignitions, resulting in the vehicle's ignition coil being in a high-temperature and high-load state for a long time or frequently, reducing the lifespan of the vehicle's ignition coil and making it prone to damage.

[0091] S230. Monitor the frequent start-stop condition of the current vehicle ignition coil based on the usage information to obtain the third sub-monitoring information; wherein, the third sub-monitoring information is used to indicate the satisfaction value obtained by the vehicle ignition coil under the frequent start-stop condition of the vehicle.

[0092] Exemplarily, monitor the frequent start-stop condition of the current vehicle ignition coil according to the usage of the vehicle ignition coil to obtain a dynamic health index, and determine the satisfaction value obtained by the vehicle ignition coil under the frequent start-stop condition of the vehicle based on the dynamic health index.

[0093] In a possible implementation, please refer to Figure 3 , S230. Monitor the frequent start-stop condition of the current vehicle ignition coil based on the usage information to obtain the third sub-monitoring information, including:

[0094] S231. Based on the usage information, obtain the capacitance of the vehicle ignition coil and collect the ignition pulse voltage waveform; wherein, the sampling rate for collecting the ignition pulse voltage waveform is 1 MS / S.

[0095] It can be understood that when collecting the ignition pulse voltage waveform, its sampling rate is 1 MS / S; obtaining the capacitance of the vehicle ignition coil can be measured by a capacitance measuring instrument, or can also be obtained from materials such as the vehicle's repair manual, technical specification manual, or the product manual of the ignition coil.

[0096] S232. Perform Hanning window and 1024-point FFT analysis on the collected ignition pulse voltage waveform, and extract the high-frequency noise energy greater than 10 kHz.

[0097] It can be understood that the Hanning window is a window function that can reduce spectral leakage. Before performing FFT analysis on the signal, multiplying the original signal by the Hanning window helps to improve the effect of spectral analysis. The 1024-point FFT analysis is to perform a 1024-point fast Fourier transform (FFT) on the windowed signal, converting the signal from the time domain to the frequency domain. Extracting the high-frequency noise energy greater than 10 kHz is to determine the indices corresponding to the frequency components greater than 10 kHz according to the sampling frequency and the FFT result, and then calculate the total energy of these frequency components.

[0098] Exemplarily, extracting the high-frequency noise energy greater than 10 kHz can be implemented by Python code. For example, define the sampling frequency and generate the ignition pulse voltage waveform data, use the np.hanning() function to generate the Hanning window, then multiply it with the original signal to obtain the windowed signal (Hanning window processing), then use the np.fft.fft() function to perform a 1024-point FFT transform on the windowed signal (1024-point FFT analysis), then use the np.fft.fftfreq() function to calculate the corresponding frequency axis, and finally use the np.where() function to find the indices of the frequency components greater than 10 kHz, and then calculate the power spectrum of these frequency components and sum them to obtain the high-frequency noise energy.

[0099] S233. Obtain the capacitance capacity attenuation value based on the high-frequency noise energy and the capacitance capacity.

[0100] Exemplarily, assume that the initial capacitance capacity is C0, and the current high-frequency noise energy is Enow obtained in actual measurement. According to Enow, the current capacitance capacity Cnow is obtained. Then the capacitance capacity attenuation value ΔC = C0 - Cnow, and the capacitance capacity attenuation value can be obtained.

[0101] S234. Calculate the dynamic health index based on the capacitance capacity attenuation value and the dynamic health calculation formula.

[0102] Exemplarily, the dynamic health calculation formula can be through the health index where k is a constant, which can be determined according to actual experience or experimental data, and usually takes a value between 1 and 2. The formula multiplies the ratio of the capacitance capacity attenuation value to the initial capacitance capacity by a constant k, and then subtracts this product from 1 to obtain the dynamic health index H. The closer the value of H is to 1, the better the health condition of the ignition coil under frequent start-stop conditions and the more stable the performance. If the value of H is low, it may mean that there are problems such as aging, wear or performance degradation in the ignition coil, and it is necessary to check or replace it in time.

[0103] S235, obtain the third sub-monitoring information according to the dynamic health index.

[0104] It can be understood that according to the description in step S234, the value of the dynamic health index H is matched. (Because as described in step S234, the closer the value of H is to 1, the better the health condition of the ignition coil under frequent start-stop conditions and the more stable its performance. If the value of H is low, it may mean that there are problems such as aging, wear or performance degradation of the ignition coil). Therefore, the H values from 0 to 1 are respectively corresponding to the satisfaction values from 0 to 100 indicated by the third sub-monitoring information. For example, when the H value is 0, the satisfaction value indicated by the third sub-monitoring information is 0; when the H value is 1, the satisfaction value indicated by the third sub-monitoring information is 100; when the H value is 0.5, the satisfaction value indicated by the third sub-monitoring information is 50; when the H value is 0.1, the satisfaction value indicated by the third sub-monitoring information is 10; when the H value is 0.75, the satisfaction value indicated by the third sub-monitoring information is 75, etc., but not limited to this. That is, obtain the satisfaction value indicated by the third sub-monitoring information according to the H value.

[0105] With such settings, the capacitance capacity attenuation value can be obtained according to the high-frequency noise energy and capacitance capacity, which can reflect the aging degree or performance change of the capacitance. The Hanning window function can reduce spectral leakage and improve the accuracy of spectral analysis, while the 1024-point FFT analysis can convert the voltage waveform in the time domain into the frequency domain, facilitating the analysis of the energy distribution of different frequency components. Maintenance or replacement is carried out before the ignition coil has a serious fault, thereby reducing the incidence of vehicle failures and improving the reliability and safety of the vehicle.

[0106] S240, obtain the first monitoring information according to the first sub-monitoring information, the second sub-monitoring information and the third sub-monitoring information.

[0107] Exemplarily, the satisfaction value obtained by the first sub-monitoring information indicating the automotive ignition coil under stable vehicle conditions, the satisfaction value obtained by the second sub-monitoring information indicating the automotive ignition coil under dynamic load mutation conditions of the vehicle, and the satisfaction value obtained by the third sub-monitoring information indicating the automotive ignition coil under frequent start-stop conditions of the vehicle are sequentially allocated according to the weights of 30%, 40% and 30%, and then the weighted calculation is performed through the allocated weights (that is, the calculation method is: 30% of the satisfaction value indicated by the first sub-monitoring information + 40% of the satisfaction value indicated by the second sub-monitoring information + 30% of the satisfaction value indicated by the third sub-monitoring information), to obtain the satisfaction value obtained by the first monitoring information indicating the automotive ignition coil under vehicle operating conditions.

[0108] With such settings, the stable operating conditions, sudden change conditions, and frequent start-stop conditions of the vehicle are monitored respectively, comprehensively covering various operating states that the vehicle may encounter during actual use. This makes the performance evaluation of the ignition coil more comprehensive and accurate, helps to discover potential problems of the ignition coil under different working conditions, and can accurately reflect the performance of the ignition coil under this specific working condition.

[0109] S300. When the vehicle ignition coil meets the satisfaction value indicated by the first monitoring information, monitor the vehicle temperature control state of the current vehicle ignition coil to obtain the second monitoring information; wherein, the second monitoring information is used to indicate the satisfaction value obtained by the vehicle ignition coil in the vehicle temperature control state.

[0110] Exemplarily, when meeting the satisfaction value indicated by the first monitoring information, monitor the residual temperature of the vehicle ignition coil on the vehicle after it shuts down to obtain an initial residual temperature value, and monitor the vehicle ignition coil multiple times at a temperature sampling interval within a preset time to obtain multiple subsequent temperature values. Use the initial residual temperature value and the multiple subsequent temperature values to determine the satisfaction value obtained by the vehicle ignition coil in the vehicle temperature control state, that is, obtain the second monitoring information.

[0111] In a possible implementation manner, please refer to Figure 4 , S300. When the vehicle ignition coil meets the satisfaction value indicated by the first monitoring information, monitor the vehicle temperature control state of the current vehicle ignition coil to obtain the second monitoring information, including:

[0112] S310. When the vehicle ignition coil meets the satisfaction value indicated by the first monitoring information, monitor the residual temperature of the vehicle ignition coil on the vehicle after it shuts down to obtain an initial residual temperature value; wherein, the initial residual temperature value is monitored within 1 second after the vehicle shuts down.

[0113] It can be understood that when the vehicle ignition coil meets the satisfaction value indicated by the first monitoring information can be understood as the situation where the vehicle ignition coil meets the requirements of the satisfaction value indicated by the first monitoring information. The initial residual temperature value is monitored within 1 second after the vehicle shuts down can be understood as immediately monitoring the residual temperature value of the vehicle ignition coil after the vehicle shuts down. The monitoring device can be a temperature measuring device such as a micro infrared thermometer or a micro thermocouple, etc., but is not limited thereto. The monitoring method is to place the probe of the measuring device close to the outer shell or heat sink of the ignition coil and record the temperature value within 1 second after shutdown as the initial residual temperature value. This value reflects the heat residue situation of the ignition coil after the end of operation, that is, the initial residual temperature value.

[0114] S320: Monitor the vehicle ignition coil on the vehicle multiple times at a temperature sampling interval within a preset time to obtain multiple subsequent temperature values. Among them, the subsequent temperature values are the temperature values obtained by performing multiple interval samplings on the vehicle ignition coil after obtaining the initial residual temperature value.

[0115] It can be understood that interval sampling means detecting the temperature of the vehicle ignition coil after a certain preset time interval, and multiple times means repeating the interval sampling. For example, after obtaining the initial residual temperature value W1, the preset time is 5 seconds (the preset time can be 5 seconds, 30 seconds, 1 minute, 5 minutes, 10 minutes, etc.). Therefore, a temperature detection is performed on the vehicle ignition coil after 5 seconds to obtain the temperature value W2, another temperature detection is performed on the vehicle ignition coil after another 5-second interval to obtain the temperature value W3, and another temperature detection is performed on the vehicle ignition coil after another 5-second interval to obtain the temperature value W4. Among them, W2, W3, and W4 are multiple subsequent temperature values. Among them, multiple times can be 3 times, 5 times, 10 times, 20 times, etc., but are not limited thereto. It can be determined the number of detections according to the temperature value of W1 after passing through the initial residual temperature value W1. For example, the temperature value of W1 is 100 degrees (for example, 100 degrees is the maximum bearing temperature). When the maximum bearing temperature is reached, 10 detections can be performed. If it reaches 30 degrees, 5 detections can be performed, etc., but are not limited thereto. No specific number limit is made here.

[0116] S330: Obtain the second monitoring information according to the initial residual temperature value and multiple subsequent temperature values.

[0117] Exemplarily, according to the initial residual temperature value W1 and multiple subsequent temperature values W2, W3, ..., Wn (n is the number of monitoring times), the temperature drop rate V is obtained. The temperature drop rate V can be obtained by calculating the ratio of the difference between two adjacent temperature values to the sampling interval time, that is, V = (Wn - Wn-1) / t, where t is the sampling interval time. Then, the temperature drop rate V is compared with a preset temperature drop rate threshold. If the temperature drop rate V is greater than the preset temperature drop rate threshold, it indicates that the heat dissipation performance of the ignition coil is good, and the satisfaction value indicated by the second monitoring information is relatively high; if the temperature drop rate V is less than or equal to the preset temperature drop rate threshold, it indicates that there may be problems such as poor heat dissipation or faults in the ignition coil, and the satisfaction value indicated by the second monitoring information is relatively low. Thus, the value of the satisfaction value can be determined according to the comparison result between the actual temperature drop rate V and the preset temperature drop rate threshold. Another possible implementation is to perform a weighted average calculation on the initial residual temperature value W1 and multiple subsequent temperature values W2, W3, ..., Wn to obtain an average temperature value, and then compare the average temperature value with a preset temperature threshold. If the average temperature value is lower than the preset temperature threshold, it indicates that the temperature control state of the ignition coil is good, and the satisfaction value indicated by the second monitoring information is relatively high; if the average temperature value is higher than or equal to the preset temperature threshold, it indicates that there may be problems such as overheating or faults in the ignition coil, and the satisfaction value indicated by the second monitoring information is relatively low. That is, the satisfaction value indicated by the second monitoring information is obtained according to the value of the satisfaction value.

[0118] With such a setting, the subsequent temperature values can reflect the temperature change of the ignition coil during the cooling process after ignition, so as to comprehensively grasp its temperature change trend. Based on this, the heat dissipation characteristics of the ignition coil can be analyzed to determine whether its cooling process is normal and whether there are abnormal temperature drops or situations of maintaining high temperature.

[0119] In a possible implementation, please refer to Figure 5 , S330, obtaining the second monitoring information according to the initial residual temperature value and multiple subsequent temperature values, including:

[0120] S331, obtaining the thermal stress integral value of a healthy coil.

[0121] It can be understood that the obtaining method can be to arrange multiple high-precision temperature sensors on the healthy coil, such as thermocouples or thermistors, so as to obtain the temperature distribution of the healthy coil. It can also be through thermal strain measurement; using strain gauges pasted on key parts of the healthy coil to measure the thermal strain of the coil during the heating process. The strain gauges convert mechanical strain into electrical signals, and then collect them. Combining parameters such as the elastic modulus of the coil material, the thermal stress integral value is obtained.

[0122] S332, inputting the initial residual temperature value and multiple subsequent temperature values into a temperature decay model to obtain a decay curve.

[0123] It can be understood that the temperature decay model takes the initial residual temperature value and multiple subsequent temperature values as inputs and the decay curve as the output. The temperature decay model is trained with a large amount of data (the initial residual temperature value and multiple subsequent temperature values).

[0124] S333. Then, perform a thermal stress analysis on the decay curve to obtain the thermal stress integral value of the current automotive ignition coil.

[0125] Exemplarily, performing a thermal stress analysis on the decay curve can apply the decay curve to the model of the automotive ignition coil to obtain the thermal stress distribution nephogram of the automotive ignition coil, and obtain the thermal stress integral value of the current automotive ignition coil according to the thermal stress distribution nephogram; the material properties of the model of the automotive ignition coil are thermal conductivity, specific heat capacity, elastic modulus, and Poisson's ratio. The boundary condition of the model of the automotive ignition coil can be to apply the measured temperature field as a transient thermal load and constrain the bottom of the model of the automotive ignition coil to be fixed (simulating the installation state).

[0126] S334. Compare the thermal stress integral value of the current automotive ignition coil with the thermal stress integral value of a healthy coil to obtain a thermal stress integral comparison value.

[0127] Exemplarily, the thermal stress integral comparison value can reflect the difference in thermal stress between the current ignition coil and the healthy coil, thereby evaluating the thermal stress state of the ignition coil. If the thermal stress integral comparison value is close to 1, it indicates that the thermal stress state of the current ignition coil is close to that of the healthy coil and the heat dissipation performance is good; if the thermal stress integral comparison value is low, it proves that there are problems such as poor heat dissipation, thermal stress concentration, or material aging in the ignition coil, which may lead to a decline in the performance of the ignition coil or an increase in the risk of failure.

[0128] S335. Obtain the second monitoring information according to the thermal stress integral comparison value.

[0129] Exemplarily, convert the thermal stress integral comparison value into the satisfaction value indicated by the second monitoring information. For example, the conversion method can be through the thermal stress integral comparison value. Since it is stated in step S334 that if the thermal stress integral comparison value is close to 1, it indicates that the thermal stress state of the current ignition coil is close to that of the healthy coil and the heat dissipation performance is good; if the thermal stress integral comparison value is low, it proves that there are problems such as poor heat dissipation, thermal stress concentration, or material aging in the ignition coil. Therefore, correspond the thermal stress integral comparison value from 0 to 1 with the satisfaction value indicated by the second monitoring information, that is, the thermal stress integral comparison value from 0 to 1 corresponds to the satisfaction value from 0 to 100 indicated by the second monitoring information. Specifically, when the thermal stress integral comparison value is 0, the satisfaction value indicated by the second monitoring information is 0; when the thermal stress integral comparison value is 1, the satisfaction value indicated by the second monitoring information is 100; when the thermal stress integral comparison value is 0.55, the satisfaction value indicated by the second monitoring information is 55, etc., but not limited to this.

[0130] With such a setting, by obtaining the thermal stress integral value of the healthy coil as a reference standard, the thermal stress condition of the automotive ignition coil under normal working conditions can be accurately understood. By performing thermal stress analysis on the attenuation curve obtained by the current ignition coil based on the temperature decay model and calculating the integral value, the thermal stress changes of the current coil at different moments after the engine is turned off can be precisely obtained, so as to comprehensively and accurately evaluate its thermal state, which helps to determine whether the coil needs to be repaired or replaced, and improves the maintenance efficiency.

[0131] S400. Obtain the total monitoring information according to the first monitoring information and the second monitoring information; wherein, the total monitoring information is used to indicate the monitoring result of the automotive ignition coil, and the monitoring result includes the cleaning time of the carbon deposit on the automotive ignition coil and the predicted remaining service life of the automotive ignition coil.

[0132] It can be understood that according to the satisfaction situation of the satisfaction value obtained by the automotive ignition coil indicated by the first monitoring information under the vehicle operating conditions and the satisfaction situation of the satisfaction value obtained by the automotive ignition coil indicated by the second monitoring information under the vehicle temperature control state, the cleaning time of the carbon deposit on the automotive ignition coil and the predicted remaining service life of the automotive ignition coil are determined.

[0133] In summary, it helps to adapt to the actual usage scenario of the automotive ignition coil, prevent sudden failures of the automotive ignition coil, can accurately predict the remaining service life of the ignition coil and the cleaning time of the carbon deposit, can avoid vehicle breakdown or performance degradation caused by ignition coil failures, and can perform more targeted maintenance on the automotive ignition coil according to different causes of carbon deposit formation and insulation aging, thereby extending the service life of the ignition coil and improving the stability of the automotive ignition coil.

[0134] It should be understood that the magnitudes of the sequence numbers of the steps in the above embodiments do not mean the order of execution. The execution order of each process should be determined according to its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of the present application.

[0135] Corresponding to the monitoring method of the automotive ignition coil described in the above embodiments, an embodiment of the present application further provides a monitoring system for an automotive ignition coil, and each unit of the system can implement each step of the monitoring method of the automotive ignition coil. Figure 6 The block diagram of the monitoring system for the automotive ignition coil provided by the embodiment of the present application is shown. For the sake of convenience of description, only the parts related to the embodiment of the present application are shown.

[0136] Refer to Figure 6 , the monitoring system for the automotive ignition coil includes:

[0137] An acquisition unit, configured to acquire the usage information of the current automotive ignition coil; wherein the usage information is used to indicate the used time and usage condition of the automotive ignition coil.

[0138] A first monitoring unit, configured to monitor the operating conditions of the current automotive ignition coil based on the usage information to obtain first monitoring information; wherein the first monitoring information is used to indicate the satisfaction value obtained by the automotive ignition coil under the operating conditions of the vehicle.

[0139] A second monitoring unit, configured to monitor the temperature control state of the current automotive ignition coil when the automotive ignition coil meets the satisfaction value indicated by the first monitoring information to obtain second monitoring information; wherein the second monitoring information is used to indicate the satisfaction value obtained by the automotive ignition coil under the temperature control state of the vehicle.

[0140] A result unit, configured to obtain total monitoring information according to the first monitoring information and the second monitoring information; wherein the total monitoring information is used to indicate the monitoring result of the automotive ignition coil, and the monitoring result includes the cleaning time to be performed on the automotive ignition coil and the predicted remaining service life of the automotive ignition coil.

[0141] It should be noted that, for the information interaction, execution process, etc. between the above systems / units, since they are based on the same concept as the method embodiments of the present application, their specific functions and the technical effects brought thereby can be specifically referred to in the method embodiment part, and will not be elaborated herein.

[0142] Those skilled in the art can clearly understand that, for the convenience and simplicity of description, only the above division of each functional unit and module is used as an example. In actual applications, the above functions can be allocated to different functional units and modules according to needs, that is, the internal structure of the system is divided into different functional units or modules to complete all or part of the functions described above. Each functional unit and module in the embodiment can be integrated in a processing unit, or each unit can exist physically alone, or two or more units can be integrated in one unit. The above integrated unit can be implemented in the form of hardware or in the form of a software functional unit. In addition, the specific names of each functional unit and module are only for the convenience of mutual distinction and do not limit the protection scope of the present application. The specific working processes of the units and modules in the above system can refer to the corresponding processes in the foregoing method embodiments and will not be elaborated herein.

[0143] The embodiment of the present application further provides a monitoring device for an automotive ignition coil. Figure 7 It is a schematic structural diagram of a control device of a monitoring device for an automotive ignition coil provided by an embodiment of the present application. As Figure 7 shown, the control device 6 of this embodiment includes: at least one processor 60 ( Figure 7only one is shown in the figure), at least one memory 61 ( Figure 7 only one is shown in the figure), and a computer program 62 stored in the at least one memory 61 and executable on the at least one processor 60. When the processor 60 executes the computer program 62, the control device 6 implements the steps in any of the above-described embodiments of the monitoring method for an automotive ignition coil, or the control device 6 implements the functions of each module / unit in the above-described system embodiments.

[0144] Exemplarily, the computer program 62 can be divided into one or more modules / units. The one or more modules / units are stored in the memory 61 and executed by the processor 60 to complete the present application. The one or more modules / units are a series of computer program instruction segments capable of performing specific functions, and these instruction segments are used to describe the execution process of the computer program 62 in the control device 6.

[0145] The control device 6 can be a computing device such as a desktop computer or a notebook. The control device 6 may include, but is not limited to, a processor 60 and a memory 61. Those skilled in the art can understand that Figure 7 merely examples of the control device 6, which do not constitute a limitation on the control device 6. It may include more or fewer components than shown in the figure, or combine some components, or different components. For example, it may also include input / output devices, network access devices, buses, etc.

[0146] The processor 60 may be a central processing unit (CPU), and the processor 60 may also be other general-purpose processors, digital signal processors (DSPs), application specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or the processor may also be any conventional processor, etc.

[0147] In some embodiments, the memory 61 may be an internal storage unit of the control device 6, such as a hard disk or memory of the control device 6. In some other embodiments, the memory 61 may also be an external storage device of the control device 6, such as a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) card, a Flash Card, etc. equipped on the control device 6. Specifically, the memory 61 may include both the internal storage unit of the control device 6 and the external storage device. The memory 61 is used to store an operating system, application programs, a BootLoader, data, and other programs, such as program codes of the computer program. The memory 61 may also be used to temporarily store data that has been output or will be output.

[0148] An embodiment of the present application also provides a computer-readable storage medium storing a computer program, and when the computer program is executed by a processor, the steps in any of the above method embodiments are implemented.

[0149] An embodiment of the present application provides a computer program product, and when the computer program product runs on a monitoring device of an automotive ignition coil, the monitoring device of the automotive ignition coil implements the steps in any of the above method embodiments.

[0150] When the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, to implement all or part of the processes in the above-described embodiment methods of this application, a computer program can be used to instruct relevant hardware to complete. The computer program can be stored in a computer-readable storage medium. When the computer program is executed by a processor, the steps of the above-described method embodiments can be implemented. Among them, the computer program includes computer program code, and the computer program code can be in the form of source code, object code, executable file, or some intermediate form, etc. The computer-readable medium can at least include: any entity or device that can carry the computer program code to the monitoring device of the automotive ignition coil, recording medium, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signal, telecommunication signal, and software distribution medium. For example, USB flash drive, mobile hard disk, magnetic disk, or optical disc, etc. In some jurisdictions, according to legislation and patent practice, the computer-readable medium cannot be an electrical carrier signal and a telecommunication signal. In the above embodiments, the descriptions of each embodiment have their own emphases. For the parts not detailed or recorded in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0151] Those of ordinary skill in the art can realize that the units and algorithm steps of each example described in combination with the embodiments disclosed herein can be implemented by electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are executed in a hardware or software manner depends on the specific application and design constraints of the technical solution. Professional technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of this application.

[0152] In the embodiments provided in this application, it should be understood that the disclosed monitoring system, device, and method of the automotive ignition coil can be implemented in other ways. For example, the above-described embodiments of the monitoring system and device of the automotive ignition coil are merely illustrative. For example, the division of the modules or units is only a logical function division. In actual implementation, there can be other division methods. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed couplings or direct couplings or communication connections to each other can be through some interfaces, and the indirect couplings or communication connections of devices or units can be in electrical, mechanical, or other forms.

[0153] The unit described as a separation component may or may not be physically separated. The component shown as a unit may or may not be a physical unit, that is, it may be located in one place or may be distributed over multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0154] The above-described embodiments are only used to illustrate the technical solutions of the present application, rather than to limit it; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the various embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A monitoring method for an automotive ignition coil, characterized in that, Including: Obtaining the usage information of the current automotive ignition coil; wherein, the usage information is used to indicate the used time and usage condition of the current automotive ignition coil; Monitoring the operating conditions of the vehicle for the current automotive ignition coil based on the usage information to obtain first monitoring information; wherein, the first monitoring information is used to indicate the satisfaction value obtained by the automotive ignition coil under the vehicle operating conditions; When the automotive ignition coil meets the satisfaction value indicated by the first monitoring information, monitoring the temperature control state of the vehicle for the current automotive ignition coil to obtain second monitoring information; wherein, the second monitoring information is used to indicate the satisfaction value obtained by the automotive ignition coil under the vehicle temperature control state; Obtaining total monitoring information based on the first monitoring information and the second monitoring information; wherein, the total monitoring information is used to indicate the monitoring result of the automotive ignition coil, and the monitoring result includes the time for cleaning carbon deposits on the automotive ignition coil and the predicted remaining service life of the automotive ignition coil.

2. The monitoring method of an automotive ignition coil according to claim 1, characterized in that, The obtaining the usage information of the current automotive ignition coil includes: Obtaining the replacement time and replacement times of the automotive ignition coil; Obtaining the operating time of the automotive ignition coil based on the replacement time; wherein, the operating time is used to indicate the cumulative working duration of the automotive ignition coil; If the replacement times is 0 and the cumulative working duration indicated by the operating time is X, detecting the automotive ignition coil based on the operating time to determine the usage information, where X is a positive integer.

3. The monitoring method of an automotive ignition coil according to claim 2, characterized in that, The method further includes: If the replacement times is greater than 0, obtaining the replacement times of each automotive ignition coil; Arranging the replacement times of each automotive ignition coil in sequence from A to X according to the replacement condition; wherein, the replacement time A is earlier than the replacement time X, and the replacement condition is arranged in sequence according to the earliness of the replacement time; Sequentially arranging the replacement times of each automotive ignition coil to obtain the currently used automotive ignition coil and the replacement time of the currently used automotive ignition coil; Determining the usage information based on the replacement time of the currently used automotive ignition coil and the current time.

4. The monitoring method of an automotive ignition coil according to claim 2, wherein The monitoring the operating conditions of the vehicle for the current automotive ignition coil based on the usage information to obtain first monitoring information includes: Monitoring the stable operating conditions of the vehicle for the current automotive ignition coil based on the usage information to obtain first sub-monitoring information; wherein, the first sub-monitoring information is used to indicate the satisfaction value obtained by the automotive ignition coil under the stable vehicle operating conditions; Monitoring the sudden change operating conditions of the vehicle for the current automotive ignition coil based on the usage information to obtain second sub-monitoring information; wherein, the second sub-monitoring information is used to indicate the satisfaction value obtained by the automotive ignition coil under the sudden change of dynamic load of the vehicle. Based on the usage information, monitor the current automotive ignition coil under frequent start-stop conditions of the vehicle to obtain the third sub-monitoring information; wherein, the third sub-monitoring information is used to indicate the satisfaction value obtained by the automotive ignition coil under the frequent start-stop conditions of the vehicle. Obtain the first monitoring information according to the first sub-monitoring information, the second sub-monitoring information, and the third sub-monitoring information.

5. The monitoring method of an automotive ignition coil according to claim 4, characterized in that, The monitoring of the current automotive ignition coil under stable operating conditions of the vehicle based on the usage information to obtain the first sub-monitoring information includes: Based on the usage information, monitor the breakdown voltage value of the automotive ignition coil under cold start conditions, and obtain the voltage rise rate according to the breakdown voltage value. Obtain the voltage rise slope according to the voltage rise rate, and calculate the voltage rise slope to obtain the initial ignition success rate of the automotive ignition coil; wherein, the standard of the voltage rise slope at room temperature is 1.5 kV / ms. Monitor the current value and temperature value of the automotive ignition coil under high load conditions, and calculate the temperature change rate from the current value and the temperature value; wherein, the high load conditions include continuous high speed of the vehicle and continuous climbing of the vehicle. Conduct current ripple analysis based on the temperature change rate to obtain the high-frequency harmonic state of the automotive ignition coil. Obtain the first sub-monitoring information according to the initial ignition success rate of the automotive ignition coil and the high-frequency harmonic state of the automotive ignition coil.

6. The monitoring method of an automotive ignition coil according to claim 4, characterized in that, The monitoring of the current automotive ignition coil under sudden change conditions of the vehicle based on the usage information to obtain the second sub-monitoring information includes: Based on the usage information, monitor the energy mutation value and the continuous overlimit times of the automotive ignition coil under sudden acceleration conditions of the vehicle; wherein, the energy mutation value includes the sudden increase rate of the primary current and the peak value of the ignition voltage. Obtain the sudden acceleration condition value according to the sudden increase rate of the primary current, the peak value of the ignition voltage, and the continuous overlimit times; wherein, the sudden acceleration condition value is used to indicate the satisfaction value obtained by the automotive ignition coil under the sudden acceleration conditions. Monitor the back electromotive force value of the automotive ignition coil under sudden deceleration conditions. Obtain the recovery efficiency value of the automotive ignition coil under the sudden deceleration conditions according to the back electromotive force value, and calculate based on the recovery efficiency value to obtain the sudden deceleration condition value; wherein, the sudden deceleration condition value is used to indicate the satisfaction value obtained by the automotive ignition coil under the sudden deceleration conditions. Obtain the second sub-monitoring information according to the sudden acceleration condition value and the sudden deceleration condition value.

7. The monitoring method of an automotive ignition coil according to claim 4, characterized in that, The monitoring of the current automotive ignition coil under frequent start-stop conditions of the vehicle based on the usage information to obtain the third sub-monitoring information includes: Based on the usage information, obtain the capacitance of the automotive ignition coil, and collect the ignition pulse voltage waveform; wherein, the sampling rate of collecting the ignition pulse voltage waveform is 1 MS / S. Conduct Hanning window and 1024-point FFT analysis on the collected ignition pulse voltage waveform, and extract the high-frequency noise energy greater than 10 kHz. Obtain a capacitance attenuation value based on the high-frequency noise energy and the capacitance value; Calculate a dynamic health index based on the capacitance attenuation value and a dynamic health calculation formula; Obtain the third sub-monitoring information based on the dynamic health index.

8. The monitoring method of an automotive ignition coil according to claim 1, characterized in that, When the automotive ignition coil meets the satisfaction value indicated by the first monitoring information, monitor the automotive temperature control state of the current automotive ignition coil to obtain second monitoring information, including: When the automotive ignition coil meets the satisfaction value indicated by the first monitoring information, monitor the residual temperature of the automotive ignition coil on the vehicle after ignition off to obtain an initial residual temperature value; wherein, the initial residual temperature value is monitored within 1S after the vehicle is turned off; Monitor the automotive ignition coil on the vehicle multiple times at a temperature sampling interval within a preset time to obtain multiple subsequent temperature values; wherein, the subsequent temperature values are temperature values obtained by performing multiple interval samplings on the automotive ignition coil after obtaining the initial residual temperature value; Obtain the second monitoring information based on the initial residual temperature value and the multiple subsequent temperature values.

9. The monitoring method of an automotive ignition coil according to claim 8, characterized in that, The obtaining the second monitoring information based on the initial residual temperature value and the multiple subsequent temperature values includes: Obtain the thermal stress integral value of a healthy coil; Input the initial residual temperature value and the multiple subsequent temperature values into a temperature attenuation model to obtain an attenuation curve; Perform thermal stress analysis on the attenuation curve to obtain the thermal stress integral value of the current automotive ignition coil; Compare the thermal stress integral value of the current automotive ignition coil with the thermal stress integral value of the healthy coil to obtain a thermal stress integral comparison value; Obtain the second monitoring information based on the thermal stress integral comparison value.

10. A monitoring system for an automotive ignition coil, characterized in that, Including: An obtaining unit, configured to obtain the usage information of the current automotive ignition coil; wherein, the usage information is used to indicate the time and usage condition of the automotive ignition coil that has been used; A first monitoring unit, configured to monitor the automotive operating condition of the current automotive ignition coil based on the usage information to obtain first monitoring information; wherein, the first monitoring information is used to indicate the satisfaction value obtained by the automotive ignition coil under the automotive operating condition; A second monitoring unit, configured to monitor the automotive temperature control state of the current automotive ignition coil when the automotive ignition coil meets the satisfaction value indicated by the first monitoring information to obtain second monitoring information; wherein, the second monitoring information is used to indicate the satisfaction value obtained by the automotive ignition coil under the automotive temperature control state; A result unit, configured to obtain total monitoring information based on the first monitoring information and the second monitoring information; wherein, the total monitoring information is used to indicate the monitoring result of the automotive ignition coil, and the monitoring result includes the cleaning time to be performed on the automotive ignition coil and the predicted remaining service life of the automotive ignition coil.

Images