Method for monitoring an automotive ignition coil

Abstract

The application is suitable for the technical field of ignition coil monitoring, and particularly relates to a monitoring method for an automobile ignition coil, which comprises the following steps: acquiring usage information of the current automobile ignition coil; wherein the usage information is used to indicate the time and usage of the current automobile ignition coil; performing automobile operating condition monitoring on the current automobile ignition coil according to the usage information to obtain first monitoring information; wherein the first monitoring information is used to indicate a satisfaction value of the automobile ignition coil under the automobile operating condition; when the automobile ignition coil meets the satisfaction value indicated by the first monitoring information, performing automobile temperature control state monitoring on the current automobile ignition coil to obtain second monitoring information; and obtaining monitoring total information according to the first monitoring information and the second monitoring information. The monitoring method for the automobile ignition coil provided by the application can adapt to the actual usage scene of the automobile ignition coil and can perform targeted maintenance on the automobile ignition coil.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of ignition coil monitoring, and particularly relates to a monitoring method for an automobile ignition coil. BACKGROUND

[0002] The automobile ignition coil is a key component in the automobile ignition system, which is mainly used for converting low voltage of the automobile power supply into high voltage capable of generating sparks between the electrodes of the spark plug, so as to ignite the combustible mixture in the cylinder of the engine and make the engine run normally.

[0003] In the related art, the automobile ignition coil is only replaced or cleaned at fixed periods, which cannot adapt to the actual use scenarios (such as frequent short-distance driving and high-temperature environment) of the automobile ignition coil, and may cause sudden failure of the automobile ignition coil. Moreover, because the causes of carbon deposition and insulation aging are different, the prior art cannot maintain the automobile ignition coil in a targeted manner. SUMMARY

[0004] The application provides a monitoring method for an automobile ignition coil, which can solve the problems that the automobile ignition coil cannot adapt to the actual use scenarios and cannot be maintained in a targeted manner.

[0005] In a first aspect, the application provides a monitoring method for an automobile ignition coil, comprising:

[0006] obtaining use information of the current automobile ignition coil; wherein the use information is used to indicate the time and use condition of the current automobile ignition coil;

[0007] performing automobile operating condition monitoring on the current automobile ignition coil according to the use information to obtain first monitoring information; wherein the first monitoring information is used to indicate a satisfaction value obtained by the automobile ignition coil under the automobile operating condition;

[0008] when the automobile ignition coil meets the satisfaction value indicated by the first monitoring information, performing automobile temperature control state monitoring on the current automobile ignition coil to obtain second monitoring information; wherein the second monitoring information is used to indicate a satisfaction value obtained by the automobile ignition coil under the automobile temperature control state;

[0009] obtaining total monitoring information according to the first monitoring information and the second monitoring information; wherein the total monitoring information is used to indicate a monitoring result of the automobile ignition coil, and the monitoring result comprises a cleaning time of carbon deposition on the automobile ignition coil and a predicted remaining service life of the automobile ignition coil.

[0010] The application provides a monitoring method of an automobile ignition coil, usage information of a current automobile ignition coil is acquired, the use state of the automobile ignition coil can be understood, and important reference bases for subsequent automobile ignition coil monitoring are provided; automobile operating condition monitoring is performed on the current automobile ignition coil according to the usage information, first monitoring information is obtained; in the case that the automobile ignition coil meets a satisfaction value indicated by the first monitoring information, automobile temperature control state monitoring is performed on the current automobile ignition coil, second monitoring information is obtained, the performance of the automobile ignition coil under different operating conditions can be comprehensively understood, the automobile ignition coil can work in the best state, and the possibility of failure is reduced; and total monitoring information is obtained according to the first monitoring information and the second monitoring information, the remaining service life of the automobile ignition coil and the cleaning time of carbon deposition can be accurately predicted, timely maintenance suggestions are provided for the owner, the vehicle is prevented from breaking down or performance degradation due to ignition coil failure, the actual use scene of the automobile ignition coil is adapted, sudden failure of the automobile ignition coil is prevented, and the service life of the automobile ignition coil is prolonged by maintaining the automobile ignition coil according to different causes of carbon deposition formation and insulation aging.

[0011] In a second aspect, an embodiment of the application provides a monitoring system of an automobile ignition coil, comprising:

[0012] An acquisition unit is configured to acquire usage information of a current automobile ignition coil; wherein the usage information is used to indicate the time and usage of the automobile ignition coil;

[0013] A first monitoring unit is configured to perform automobile operating condition monitoring on the current automobile ignition coil according to the usage information, and obtain first monitoring information; wherein the first monitoring information is used to indicate a satisfaction value obtained by the automobile ignition coil under the automobile operating condition;

[0014] A second monitoring unit is configured to perform automobile temperature control state monitoring on the current automobile ignition coil in the case that the automobile ignition coil meets a satisfaction value indicated by the first monitoring information, and obtain second monitoring information; wherein the second monitoring information is used to indicate a satisfaction value obtained by the automobile ignition coil under the automobile temperature control state;

[0015] A result unit is 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 a monitoring result of the automobile ignition coil, and the monitoring result comprises a cleaning time of the automobile ignition coil and a predicted remaining service life of the automobile ignition coil.

[0016] In a third aspect, the embodiments of the present application provide a monitoring device for an automobile ignition coil, comprising a memory, a processor, and a computer program stored in the memory and capable of running on the processor, and the computer program, when executed by the processor, implements the method according to any one of the first aspect.

[0017] In a fourth aspect, the embodiments of the present application provide a computer program product, which, when running on a monitoring device for an automobile ignition coil, causes the monitoring device for an automobile ignition coil to perform the monitoring method for an automobile ignition coil according to any one of the first aspect.

[0018] It can be understood that the beneficial effects of the second aspect to the fourth aspect described above can be referred to the related description in the first aspect, and will not be repeated here. BRIEF DESCRIPTION OF DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiments or prior art description will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

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

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

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

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

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

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

[0026] Figure 7 is a structural diagram of a control device of a monitoring device for an automobile ignition coil provided by an embodiment of the present application. DETAILED DESCRIPTION

[0027] In the following description, for purposes of explanation and not limitation, specific details are set forth such as particular architectures, techniques, etc. in order to provide a thorough understanding of the embodiments of the present application. However, it will be apparent to those skilled in the art that the present application can be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known methods, devices, circuits, and

[0028] It will be understood that the terms "comprises" and / or "comprising," when used in this specification, include the presence of one or more features, integers, steps, operations, elements, and / or components described in the specification, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0029] It will be understood that the term "and / or," when used in the specification and in the following claims, is intended to mean one or more of the associated listed items can be present, and includes the possibilities of one or more of the associated listed items being present, and all possible combinations of the associated listed items.

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

[0031] In addition, the terms "first," "second," "third," etc. are used herein only to describe different instances, and do not imply relative importance.

[0032] The phrases "one embodiment," "some embodiments," "an embodiment," "another embodiment," "at least one embodiment," "at least one other embodiment," "another embodiment," "at least one other embodiment," "some other embodiments," and the like as used herein do not necessarily refer to the same embodiment(s), though they can. The use of the term "embodiment" or "some embodiments" in the description is intended to present the feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the application. The appearance of the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in at least one embodiment," and the like in various places in the specification are not necessarily all referring to the same embodiment, although they can. The use of the term "including" or "comprising" in the description is intended to mean "including but not limited to," unless otherwise expressly specified.

[0033] In the related art, the automobile ignition coil is only replaced or cleaned according to a fixed period, which cannot adapt to the actual use scene of the automobile ignition coil (for example, frequent short-distance driving, high-temperature environment, etc.), and may cause sudden failure of the automobile ignition coil. Moreover, the existing technology cannot maintain the automobile ignition coil in a targeted manner due to different causes of carbon deposition and insulation aging.

[0034] To solve the above problems, the embodiment of the present application provides a monitoring method of an automobile ignition coil. In the method, the use information of the current automobile ignition coil is obtained, the use state of the automobile ignition coil can be understood, and important reference basis is provided for subsequent monitoring of the automobile ignition coil; the automobile operating condition of the current automobile ignition coil is monitored according to the use information, and first monitoring information is obtained; in the case that the automobile ignition coil meets the satisfaction value indicated by the first monitoring information, the automobile temperature control state of the current automobile ignition coil is monitored, and second monitoring information is obtained, the performance of the automobile ignition coil under different conditions can be comprehensively understood, which helps the automobile ignition coil to work in the best state and reduces the possibility of failure; and the total monitoring information is obtained according to the first monitoring information and the second monitoring information, the remaining service life of the ignition coil and the carbon deposition cleaning time can be accurately predicted, timely maintenance suggestions are provided for the vehicle owner, the vehicle is prevented from breaking down or performance degradation due to ignition coil failure, the actual use scene of the automobile ignition coil is adapted, sudden failure of the automobile ignition coil is prevented, and the automobile ignition coil can be maintained in a more targeted manner according to different causes of carbon deposition and insulation aging, so as to prolong the service life of the ignition coil.

[0035] The monitoring method of the automobile ignition coil provided by the embodiment of the present application can be applied to a monitoring device of the automobile ignition coil. At this time, the monitoring device of the automobile ignition coil is the execution subject of the monitoring method of the automobile ignition coil provided by the embodiment of the present application, and the embodiment of the present application does not limit the specific type of the monitoring device of the automobile ignition coil.

[0036] For example, the monitoring device of the automobile ignition coil further includes a control device, which can be a controller or a microprocessor in the monitoring device of the automobile ignition coil; or a control unit or a processor in communication connection with an automobile control unit (ECU), and the like, which is not limited in detail.

[0037] In order to better understand the monitoring method of the automobile ignition coil provided by the embodiment of the present application, the specific implementation process of the monitoring method of the automobile ignition coil provided by the embodiment of the present application is exemplarily introduced below.

[0038] Figure 1 A schematic flowchart of the monitoring method of the automobile ignition coil provided by the embodiment of the present application is shown, and the monitoring method of the automobile ignition coil includes:

[0039] S100, obtaining usage information of the current automobile ignition coil; wherein the usage information is used to indicate the time and usage of the current automobile ignition coil.

[0040] It can be understood that the time and usage of the automobile ignition coil can be collected through the electronic control unit (ECU) of the automobile, and the usage can include but is not limited to the working frequency, working load and working temperature of the ignition coil; and the replacement or maintenance record can also be obtained by manual searching.

[0041] In a possible implementation, referring to Figure 2 , S100, obtaining usage information of the current automobile ignition coil, including:

[0042] S110, obtaining the replacement time and replacement times of the automobile ignition coil.

[0043] Exemplarily, the replacement and maintenance history of each component of the automobile can be inquired through the maintenance record system of the automobile; the fault code and data related to the ignition system can be read by connecting the OBD interface of the vehicle through the professional diagnostic tool, i.e., the automobile fault diagnosis instrument; and the replacement time and replacement times of the automobile ignition coil can also be found on the maintenance record.

[0044] S120, obtaining the running time of the automobile ignition coil according to the replacement time; wherein the running time is used to indicate the cumulative working time of the automobile ignition coil.

[0045] It can be understood that the cumulative working time can be understood as taking the moment of replacing the automobile ignition coil as the first time, and then obtaining the running time of the automobile ignition coil according to the time difference between the current time and the first time. For example, the replacement time is January 1, 2024, and the current time is January 1, 2025, then the running time is 1 year; the 1 year can be the total number of days in 2024 or the total number of minutes in 2024, but is not limited thereto.

[0046] S130, if the replacement times is 0, and the cumulative working time indicated by the running time is X, detecting the automobile ignition coil based on the running time to determine the usage information, wherein X is a positive integer.

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

[0048] Exemplarily, the replacement times are 0, the running time indicates the cumulative working length of 180 days, the effective driving time of the automobile is 90 days, the effective driving time per day is 120 minutes, so the length of time that the automobile ignition coil is used is 90*120=10800 minutes, 10800 / 1440 (one day is 1440 minutes)=7.5 days, so the running time of the automobile ignition coil is 7.5 days.

[0049] In this way, by acquiring the replacement time and the number of times, it can be determined whether the ignition coil is new or has been replaced for many times, and the running time can be calculated according to the replacement time, so that the cumulative working length can be accurately understood, and it can be determined whether the ignition coil is close to or exceeds the normal service life, so that maintenance or replacement preparation can be made in advance, and problems such as vehicle breakdown caused by sudden failure of the ignition coil can be avoided.

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

[0051] S101, if the number of times of replacement is greater than 0, acquiring the replacement time of each automobile ignition coil.

[0052] Exemplarily, the replacement time of each automobile ignition coil can be acquired by the model of the automobile ignition coil currently used on the automobile, and the replacement time of the automobile ignition coil can be found on the maintenance record; or the replacement time of the automobile ignition coil can be acquired by finding the latest replacement date of the automobile ignition coil in the maintenance record of the maintenance system.

[0053] S102, arranging the replacement time of each automobile ignition coil in order 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 the order of the replacement time.

[0054] Exemplarily, the automobile ignition coil has been replaced for 5 times, and there are 5 replacement times, the names of the 5 ignition coils are determined in order as A coil, B coil, C coil, D coil and E coil, the replacement time corresponding to the A coil is January 5, 2022, the replacement time corresponding to the B coil is February 5, 2024, the replacement time corresponding to the C coil is May 5, 2023, the replacement time corresponding to the D coil is March 15, 2025, and the replacement time corresponding to the E coil is January 5, 2020, and the replacement time of the E coil is earlier than the replacement time of the A coil, the replacement time of the A coil is earlier than the replacement time of the C coil, the replacement time of the C coil is earlier than the replacement time of the B coil, the replacement time of the B coil is earlier than the replacement time of the D coil, the replacement time of the E coil is the earliest, and the replacement time of the D coil is the latest.

[0055] S103, sequentially arrange the replacement time of each automobile ignition coil to obtain the currently used automobile ignition coil and the replacement time of the currently used automobile ignition coil.

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

[0057] S104, determining the use information according to the replacement time of the currently used automobile ignition coil and the current time.

[0058] For example, it is known through a calendar that the current time is March 28, 2025, and the replacement time of the automobile ignition coil D (using the example in step S102) is January 15, 2025, so the use time of the automobile ignition coil D is 73 days (calculated as 30 days per month), and if the automobile travels 200 minutes per day, then 200*73=14600 minutes, 14600 / 1440≈10.14 days, so the actual use time of the automobile ignition coil D from replacement to the current time is about 10.14 days.

[0059] In this way, the replacement time of the currently used ignition coil can be determined intuitively, the aging-induced failure can be avoided according to the replacement time sequence, the performance degradation signs can be found in time, and the stable operation of the ignition system is ensured.

[0060] S200, monitoring the automobile operating condition of the current automobile ignition coil according to the use information to obtain first monitoring information; wherein the first monitoring information is used to indicate the satisfaction value of the automobile ignition coil under the automobile operating condition.

[0061] For example, the satisfaction value of the automobile ignition coil under the automobile stable operating condition is obtained by monitoring the automobile stable operating condition of the current automobile ignition coil, the satisfaction value of the automobile ignition coil under the automobile dynamic load mutation operating condition is obtained by monitoring the automobile mutation operating condition of the current automobile ignition coil, and the satisfaction value of the automobile ignition coil under the automobile dynamic load mutation operating condition is obtained by monitoring the automobile frequent start-stop operating condition of the current automobile ignition coil, and the first monitoring information is determined by the obtained satisfaction value of the automobile ignition coil under the automobile stable operating condition, the satisfaction value of the automobile ignition coil under the automobile dynamic load mutation operating condition, and the satisfaction value of the automobile ignition coil under the automobile dynamic load mutation operating condition.

[0062] In a possible implementation, please refer to Figure 3 S200, monitoring the automobile operating condition of the current automobile ignition coil according to the use information to obtain first monitoring information, including:

[0063] S210, performing automobile stable working condition monitoring on the current automobile ignition coil based on the usage information to obtain first sub-monitoring information; wherein the first sub-monitoring information is used to indicate a satisfaction value of the automobile ignition coil under the automobile stable working condition.

[0064] Exemplarily, the initial breakdown success rate and the high-frequency harmonic state of the automobile ignition coil are obtained by performing automobile cold start (in a low-temperature environment) working condition monitoring according to the usage of the automobile ignition coil, and the satisfaction value of the automobile ignition coil under the automobile stable working condition is determined according to the initial breakdown success rate and the high-frequency harmonic state of the automobile ignition coil.

[0065] In a possible implementation, please refer to Figure 3 S210, performing automobile stable working condition monitoring on the current automobile ignition coil based on the usage information to obtain first sub-monitoring information, including:

[0066] S211, based on the usage information, monitoring the automobile ignition coil under the cold start working condition to obtain a breakdown voltage value, and obtaining a voltage rising speed according to the breakdown voltage value.

[0067] It can be understood that the breakdown voltage value obtained by monitoring can be sampled by a 16-bit high-precision ADC (such as TI ADS8866, sampling rate 1MS / s); the voltage rising speed obtained according to the breakdown voltage value can be calculated by measuring the change of the breakdown voltage value with time. Specifically, when the automobile ignition coil is in the cold start working condition, a voltage measuring device can be used to monitor the voltage across the ignition coil in real time, and the data of the change of the voltage value with time can be recorded; then, the voltage rising speed can be obtained by calculating the increase of the voltage value per unit time. For example, the time when the breakdown voltage value starts to rise can be recorded as the initial time, and the time when the voltage value reaches a certain set value or stabilizes can be recorded as the end time, the voltage values at the two time points are subtracted and divided by the time difference, and the voltage rising speed can be obtained. This speed value can reflect the performance of the ignition coil under the cold start working condition, and if the voltage rising speed is slow, it may indicate that the ignition coil has problems such as aging or carbon deposition, which needs to be maintained or replaced in time.

[0068] S212, obtaining a voltage rising slope according to the voltage rising speed, and calculating the voltage rising slope to obtain an initial ignition success rate of the automobile ignition coil; wherein the voltage rising slope is 1.5kV / ms at normal temperature.

[0069] Exemplarily, the greater the voltage rise slope, the better the performance of the ignition coil under cold start conditions, and the higher the first ignition success rate. The actual measured voltage rise slope can be compared with the standard value. If the actual value is lower than the standard value, it may indicate that the performance of the ignition coil is declining and needs to be maintained. If the first ignition success rate is low, it may cause difficulty in starting the engine or unstable operation after starting, affecting the driving experience and safety. In addition, the voltage rise slope needs to rise from 0V to 30kV within 0-20ms, and the slope threshold value can be dynamically adjusted according to the temperature (for example: when -20℃, the slope can be reduced to 1.25kV / ms). The dynamic threshold adjustment algorithm can be to adjust the threshold value by using piecewise linear interpolation method; for example: if T<-20℃: slope threshold value = reference value x 0.95; if -20℃≤T<0℃, slope threshold value = reference value x (1-0.0025x|T|); outside T<-20℃ and -20℃≤T<0℃, slope threshold value = reference value.

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

[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, the current and temperature of the automobile ignition coil are monitored in real time under high load conditions by using a current sensor and a temperature sensor, and the change data of the current value and the temperature value with time is recorded, and the temperature change rate can be obtained by calculating the increase of the temperature value per unit time; the temperature change rate can also be calculated by numerical differentiation method, for example, using central difference method. Assuming that at time t n The measured temperature is T n , at time t n+1 The measured temperature is T n+1 , and the time interval is Δt=t n+1 -t n Then the temperature change rate The approximate value at time t n is: By continuously calculating the temperature change rate of 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, performing current ripple analysis based on the temperature change rate to obtain the high-frequency harmonic state of the automobile ignition coil.

[0073] Exemplarily, based on the temperature change rate, the current ripple effective value is first calculated for the discrete temperature change rate sequence The estimated value of the current ripple effective value can be obtained by the above formula: I rms The current ripple is defined as follows: R is the effective value of the current ripple, k is a constant related to heat dissipation conditions, R is the resistance of the ignition coil, and C is the heat capacity of the ignition coil. For spectral analysis, a Fast Fourier Transform (FFT) is performed on the current ripple signal Irms(n) to transform it from the time domain to the frequency domain, obtaining the current ripple spectrum Irms(f), where f represents the frequency. FFT calculations can be implemented using mathematical libraries or software tools. For example, in Python, the numpy.fft.fft function can be used for FFT calculations, and then high-frequency harmonic characteristic parameters, such as harmonic amplitude and phase within a specific frequency range, can be extracted from the spectrum Irms(f). The high-frequency harmonic frequency range of automotive ignition coils is between tens of kHz and hundreds of kHz, thus obtaining the high-frequency harmonic state. Furthermore, current ripple refers to the alternating current component in the current, which can cause magnetic saturation in the ignition coil core, reducing ignition efficiency. The high-frequency harmonic state reflects the performance of the ignition coil under the action of current ripple. By performing spectral analysis on the temperature change rate, the high-frequency components in the current ripple can be obtained, and the high-frequency harmonic state of the ignition coil can be determined.

[0074] S215, the first sub-monitoring information is obtained based on the initial ignition success rate of the vehicle ignition coil and the high-frequency harmonic state of the vehicle ignition coil.

[0075] It is understandable that the initial ignition success rate of the car ignition coil and the high-frequency harmonic state of the car ignition coil are determined as the first sub-monitoring information.

[0076] In this way, the breakdown voltage and other related parameters in the cold start condition are monitored, and the current value and temperature value in the high load condition are also monitored, so that the performance of the ignition coil in different working conditions can be comprehensively understood. By calculating the voltage rise rate, voltage rise slope, temperature change rate and other parameters, and conducting in-depth analysis, the working characteristics of the ignition coil can be more accurately grasped. Different parameter changes may correspond to different fault causes. For example, an abnormal voltage rise slope may be related to a fault in the primary winding or secondary winding of the ignition coil, and an abnormal temperature change rate may indicate poor heat dissipation or abnormal current. Through comprehensive analysis of these parameters, the fault location and cause can be more accurately located. In addition, when the engine is cold started, the engine will increase the fuel injection amount to quickly reach the normal working temperature, so that the combustible mixture is in a relatively dense state. If the engine combustion efficiency is not high at this time, the combustible mixture may not be completely burned, resulting in the formation of 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 viscosity is high, and the engine operating resistance is large, requiring a larger starting torque. At the same time, the performance of the battery in a low temperature environment will also decrease, and the output voltage and current may be insufficient, which will cause the primary winding current of the ignition coil to rise slowly, and the high voltage generated by the secondary winding to be insufficient, making it more difficult for the ignition coil voltage to break down the carbon deposits, thereby causing ignition difficulty, which may require frequent or multiple ignitions; 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 during cold start is unstable, and the working conditions of the ignition system are relatively poor, so the ignition coil needs to withstand large voltage and current changes, which also puts the ignition coil in a high load state. Long-term operation in this way will accelerate the aging of the ignition coil, reduce its service life, and make it more prone to damage.

[0077] S220, based on the use information, performing automobile mutation working condition monitoring on the current automobile ignition coil to obtain second sub-monitoring information; wherein the second sub-monitoring information is used to indicate a satisfaction value obtained by the automobile ignition coil in the automobile dynamic load mutation working condition.

[0078] For example, according to the use of the automobile ignition coil, the automobile mutation working condition monitoring is performed on the current automobile ignition coil to obtain the sudden acceleration working condition value and the sudden deceleration working condition value, and the satisfaction value obtained by the automobile ignition coil in the automobile dynamic load mutation working condition is determined according to the sudden acceleration working condition value and the sudden deceleration working condition value.

[0079] In a possible implementation, please refer to Figure 3 S220, based on the use information, performing automobile mutation working condition monitoring on the current automobile ignition coil to obtain second sub-monitoring information, including:

[0080] S221, based on the use information, monitoring the energy mutation value of the automobile ignition coil under the automobile sudden acceleration working condition and the number of continuous overruns; wherein the energy mutation value includes the sudden increase rate of the primary current and the peak value of the ignition voltage.

[0081] Exemplarily, monitoring the sudden increase rate of the primary current can use a current sensor, such as a Hall effect current sensor, which is installed in the primary circuit of the ignition coil for accurate measurement of the change of the primary current. The range of the sensor can cover the maximum current value that may appear during sudden acceleration, so as to accurately capture the instantaneous change of the current. Monitoring the peak value of the ignition voltage can use a voltage sensor, which is connected to the secondary output end of the ignition coil to measure the ignition voltage. The range of the voltage sensor meets the peak value range of the ignition voltage, and the change of the ignition voltage is monitored in real time. The overrun judgment and counting is that when the monitored sudden increase rate of the primary current or the peak value of the ignition voltage exceeds the corresponding threshold value, the system automatically records an overrun event, and at the same time starts a counter to count the number of continuous overruns. If the overrun events occur continuously within a certain time (for example, the duration of the sudden acceleration process), the counter will continue to accumulate, until the sudden acceleration ends or the overrun condition stops, which helps to obtain the number of continuous overruns of the energy mutation value of the automobile ignition coil under the automobile sudden acceleration working condition.

[0082] S222, obtaining a sudden acceleration working condition value according to the sudden increase rate of the primary current, the peak value of the ignition voltage and the number of continuous overruns; wherein the sudden acceleration working condition value is used to indicate the satisfaction value obtained by the automobile ignition coil under the sudden acceleration working condition.

[0083] Exemplarily, the weight of each parameter can be assigned by weighted average method, determined according to the importance of its influence on the performance of the ignition coil; for example, the primary current surge rate can have a greater influence on the transmission of ignition energy, and can be assigned a higher weight, for example 0.4; the ignition voltage peak is important for the reliability of ignition, and is assigned a weight of 0.3; the number of continuous overruns reflects the stability of the ignition coil under the condition of sudden acceleration, and is assigned a weight of 0.3, so the formula for calculating the sudden acceleration condition value is: sudden acceleration condition value = primary current surge rate normalized value x 0.4 + ignition voltage peak normalized value x 0.3 + continuous overrun number normalized value x 0.3, to obtain the value that meets the requirements under the condition of sudden acceleration, the closer the value is to 1, the better the performance of the ignition coil under the condition of sudden acceleration and the better the meeting of the requirements. The threshold judgment method can also be used to set different threshold ranges for the primary current surge rate, the ignition voltage peak and the number of continuous overruns, for example, divided into four levels of excellent, good, qualified and unqualified. For the primary current surge rate, if the actual value reaches or exceeds 90% of the surge rate under the ideal sudden acceleration state of the vehicle model, it is determined to be excellent; between 80%-90% is good; 70%-80% is qualified; less than 70% is unqualified; for the ignition voltage peak, if the actual peak value reaches or exceeds 95% of the maximum theoretical output voltage peak of the ignition coil, it is determined to be excellent; 90%-95% is good; 85%-90% is qualified; less than 85% is unqualified. For the number of continuous overruns, if there is no overrun during the sudden acceleration process, it is determined to be excellent; 1-2 times is good; 3-4 times is qualified; more than 4 times is unqualified. The sudden acceleration condition value is determined according to the level of the three parameters, if two of the three parameters are excellent and one is good, the sudden acceleration condition value is determined to be excellent; if two are good and one is qualified, it is determined to be good; and so on. If one parameter is unqualified, the sudden acceleration condition value is determined to be unqualified.

[0084] S223, monitoring the counter electromotive force value of the automobile ignition coil under the condition of sudden deceleration.

[0085] Exemplarily, the monitoring of the back electromotive force value can use an oscilloscope; the method of connecting the oscilloscope can be connecting the probe of the oscilloscope to the primary winding or the secondary winding of the ignition coil; for the primary winding, it can be usually connected to the power input end and the ground end of the ignition coil; for the secondary winding, it is connected to the spark plug connection line or the high-voltage output end of the ignition coil. The method of setting the parameters of the oscilloscope can be setting the time base, vertical scale and other parameters of the oscilloscope according to the working frequency of the ignition coil and the expected amplitude of the back electromotive force; the working frequency of the automobile ignition coil is between tens of hertz and hundreds of hertz, and the amplitude of the back electromotive force can be between hundreds of volts and thousands of 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 completely display the waveform of the back electromotive force. Among them, the method of simulating the sudden deceleration working condition can be to simulate the sudden deceleration working condition through specific equipment or operation when the vehicle is stationary or running dynamically. For example, the sudden deceleration can be simulated by rapidly reducing the speed using a motor drive system in a bench test; in actual road testing, the sudden deceleration can be achieved by suddenly releasing the accelerator pedal and taking emergency braking measures. At the same time of simulating the sudden deceleration working 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 a period of time thereafter. From the waveform recorded by the oscilloscope, the peak value of the back electromotive force can be directly read.

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

[0087] Exemplarily, 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 theoretically recovered, and W bock =∫EIdt, that is, The recovery efficiency value obtained by the above calculation can reflect the ability of the ignition coil to convert magnetic field energy into recoverable electric energy under the sudden deceleration working condition; W mar The maximum energy that can be theoretically recovered, W bock The energy generated by the back electromotive force; determine the relationship between the recovery efficiency value and the sudden deceleration working condition value: according to the actual situation, a mathematical model between the recovery efficiency value and the sudden deceleration working condition value is established, and one possible relationship can be that the sudden deceleration working condition S and the recovery efficiency value η are in a linear relationship, that is, S=kη+b, wherein k and b are constants, k represents the influence degree of the recovery efficiency value on the sudden deceleration working condition value, and b is a constant term for adjusting the baseline of the sudden deceleration working condition value; the calculated recovery efficiency value η is brought into S=kη+b, that is, the sudden deceleration working condition value S of the automobile ignition coil under the sudden deceleration working condition is obtained, and the sudden deceleration working condition value S is used to indicate the satisfaction value obtained by the automobile ignition coil under the sudden deceleration working condition.

[0088] S225, obtaining second sub-monitoring information according to the sudden acceleration condition value and the sudden deceleration condition value.

[0089] Exemplarily, the sudden acceleration condition value and the sudden deceleration condition value are sequentially assigned a weight of 50% for calculation, and a calculation result is obtained, and the calculation result is determined as the second sub-monitoring information.

[0090] In this way, by monitoring the sudden increase rate of the primary current, the peak value of the ignition voltage and the number of continuous overruns in the sudden acceleration condition, the energy output capability and stability of the ignition coil under sudden load mutation can be accurately understood; the electronic control unit of the automobile can adjust parameters such as ignition timing and fuel injection strategy to achieve more efficient power output and energy recovery, and improve fuel economy and overall performance. In addition, during the process of sudden acceleration and sudden deceleration, the combustible mixture cannot be completely burned, which is easy to form carbon deposits and adhere to the ignition coil and spark plug. The voltage of the ignition coil is not easy to break through the carbon deposits, which affects the ignition effect, so frequent or multiple ignitions are needed, which causes the automobile ignition coil to be in a high temperature and high load state for a long time, reducing the service life of the automobile ignition coil and making it prone to damage.

[0091] S230, based on the use information, the current automobile ignition coil is monitored in the automobile frequent start-stop condition to obtain third sub-monitoring information; wherein the third sub-monitoring information is used to indicate the satisfaction value obtained by the automobile ignition coil in the automobile frequent start-stop condition.

[0092] Exemplarily, the current automobile ignition coil is monitored in the automobile frequent start-stop condition according to the use of the automobile ignition coil to obtain a dynamic health index, and the satisfaction value obtained by the automobile ignition coil in the automobile frequent start-stop condition is determined according to the dynamic health index.

[0093] In a possible implementation, please refer to Figure 3 , S230, based on the use information, the current automobile ignition coil is monitored in the automobile frequent start-stop condition to obtain third sub-monitoring information, including:

[0094] S231, based on the use information, the capacitance of the automobile ignition coil is obtained, and the ignition pulse voltage waveform is collected; wherein the sampling rate of collecting the ignition pulse voltage waveform is 1MS / S.

[0095] It can be understood that when the ignition pulse voltage waveform is collected, the sampling rate is 1MS / S; the capacitance of the automobile ignition coil can be measured by a capacitance measuring instrument, or can be obtained from the automobile repair manual, technical specification manual or ignition coil product manual and other materials.

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

[0097] It can be understood that the Hann window is a window function that can reduce spectral leakage. Before performing FFT analysis on the signal, multiplying the original signal by the Hann window can help improve the effect of spectral analysis. 1024-point FFT analysis is a 1024-point Fast Fourier Transform (FFT) of the windowed signal, which converts the signal from time domain to frequency domain. Extracting high-frequency noise energy greater than 10 kHz is based on the sampling frequency and FFT result to determine the index corresponding to the frequency component greater than 10 kHz, and then calculate the energy sum of these frequency components.

[0098] Exemplarily, extracting high-frequency noise energy greater than 10 kHz can be realized by Python code, for example, defining the sampling frequency and generating the ignition pulse voltage waveform data, using the np.hanning() function to generate the Hann window, then multiplying it with the original signal to get the windowed signal (Hann window processing), then using the np.fft.fft() function to perform 1024-point FFT transform on the windowed signal (1024-point FFT analysis), then using the np.fft.fftfreq() function to calculate the corresponding frequency axis, and finally using the np.where() function to find the index of the frequency component greater than 10 kHz, then calculating the power spectrum of these frequency components and summing them to get the high-frequency noise energy.

[0099] S233, according to the high-frequency noise energy and the capacitance capacity, the capacitance capacity attenuation value is obtained.

[0100] Exemplarily, assuming the initial capacitance capacity is C0, the current high-frequency noise energy Enow is obtained in actual measurement, and the current capacitance capacity Cnow is obtained according to Enow, then the capacitance capacity attenuation value ΔC = C0-Cnow, that is, the capacitance capacity attenuation value is obtained.

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

[0102] Exemplarily, the dynamic health calculation formula can be through the health index wherein k is a constant, which can be determined according to actual experience or experimental data, and is usually taken as 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 the 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 the frequent start-stop working condition, and the more stable the performance. If the value of H is low, it may mean that the ignition coil has problems such as aging, wear or performance decline, which needs to be checked or replaced in time.

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

[0104] It can be understood that, according to the expression in step S234, the value of the dynamic health index H is matched, (because the closer the value of H is to 1 in step S234, the better the health condition of the ignition coil under the frequent start-stop working condition is, and the more stable the performance is. If the value of H is low, it may mean that the ignition coil has problems such as aging, wear or performance degradation), so the value of H from 0 to 1 is respectively corresponding to the satisfaction value from 0 to 100 indicated by the third sub-monitoring information, for example, when the value of H is 0, the satisfaction value indicated by the third sub-monitoring information is 0, when the value of H is 1, the satisfaction value indicated by the third sub-monitoring information is 100, when the value of H is 0.5, the satisfaction value indicated by the third sub-monitoring information is 50, when the value of H is 0.1, the satisfaction value indicated by the third sub-monitoring information is 10, when the value of H is 0.75, the satisfaction value indicated by the third sub-monitoring information is 75, and the like, but not limited thereto. That is, the satisfaction value indicated by the third sub-monitoring information is obtained according to the value of H.

[0105] In this way, the capacitance capacity attenuation value is obtained according to the high-frequency noise energy and the capacitance capacity, which can reflect the aging degree or performance change of the capacitor. The Hann window function can reduce the spectrum leakage and improve the accuracy of the spectrum analysis, and the 1024-point FFT analysis can convert the voltage waveform in the time domain into the frequency domain, which is convenient for analyzing the energy distribution of different frequency components. Maintenance or replacement is performed before the ignition coil fails seriously, thereby reducing the occurrence rate of vehicle failures and improving the reliability and safety of the vehicle.

[0106] S240, obtaining 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 of the automobile ignition coil obtained under the stable working condition of the automobile indicated by the first sub-monitoring information, the satisfaction value of the automobile ignition coil obtained under the dynamic load mutation working condition of the automobile indicated by the second sub-monitoring information and the satisfaction value of the automobile ignition coil obtained under the frequent start-stop working condition of the automobile indicated by the third sub-monitoring information are sequentially distributed according to the weights of 30%, 40% and 30%, and then the weights after distribution are calculated (i.e. 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 of the automobile ignition coil obtained under the working condition of the automobile indicated by the first monitoring information.

[0108] In this way, the automobile stable working condition, the sudden change working condition and the frequent start-stop working condition are monitored respectively, various running states that the automobile may encounter in actual use are comprehensively covered, the performance evaluation of the ignition coil is more comprehensive and accurate, potential problems of the ignition coil under different working conditions can be found, and the performance of the ignition coil under the specific working condition can be accurately reflected.

[0109] S300, in the case where the automobile ignition coil meets the satisfaction value indicated by the first monitoring information, monitoring the automobile temperature control state of the current automobile ignition coil to obtain second monitoring information; the second monitoring information is used to indicate a satisfaction value obtained by the automobile ignition coil under the automobile temperature control state.

[0110] For example, in the case where the automobile ignition coil meets the satisfaction value indicated by the first monitoring information, the residual temperature of the current automobile ignition coil is monitored to obtain an initial residual temperature value, the automobile ignition coil is monitored multiple times according to a temperature sampling interval within a preset time to obtain multiple subsequent temperature values, and the initial residual temperature value and the multiple subsequent temperature values are used to determine the satisfaction value obtained by the automobile ignition coil under the automobile temperature control state, i.e., the second monitoring information.

[0111] In a possible implementation, refer to Figure 4 S300, in the case where the automobile ignition coil meets the satisfaction value indicated by the first monitoring information, monitoring the automobile temperature control state of the current automobile ignition coil to obtain second monitoring information, including:

[0112] S310, in the case where the automobile ignition coil meets the satisfaction value indicated by the first monitoring information, monitoring the residual temperature of the automobile ignition coil after the automobile is turned off to obtain an initial residual temperature value; the initial residual temperature value is monitored within 1S after the automobile is turned off.

[0113] It can be understood that the case where the automobile ignition coil meets the satisfaction value indicated by the first monitoring information can be understood as the case where the automobile ignition coil meets the requirement of the satisfaction value indicated by the first monitoring information. The initial residual temperature value monitored within 1S after the automobile is turned off can be understood as monitoring the residual temperature value of the automobile ignition coil immediately after the automobile is turned off. The monitoring device can be a temperature measuring device such as a miniature infrared thermometer or a miniature thermocouple, but is not limited thereto. The monitoring method is to place the probe of the measuring device close to the shell or heat sink of the ignition coil, record the temperature value within 1 second after the ignition is turned off as the initial residual temperature value, and the value reflects the heat residual condition of the ignition coil after work, i.e., the initial residual temperature value.

[0114] S320, monitoring the automobile ignition coil on the automobile according to a temperature sampling interval for a preset time to obtain a plurality of subsequent temperature values; wherein the subsequent temperature values are temperature values obtained by repeatedly sampling the temperature of the automobile ignition coil after obtaining the initial residual temperature value.

[0115] It can be understood that interval sampling is to detect the temperature of the automobile ignition coil after a certain preset time interval, and multiple times means repeated 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 or 10 minutes, etc.), so 5 seconds later, the temperature of the automobile ignition coil is detected to obtain a temperature value W2, 5 seconds later, the temperature of the automobile ignition coil is detected again to obtain a temperature value W3, and 5 seconds later, the temperature of the automobile ignition coil is detected again to obtain a temperature value W4, wherein W2, W3 and W4 are the plurality of subsequent temperature values; wherein the multiple times can be 3 times, 5 times, 10 times or 20 times, etc., but are not limited thereto; the detection times can be determined according to the temperature value of W1 after the initial residual temperature value W1; for example, if the temperature value of W1 is 100 degrees (for example, 100 degrees is the maximum bearing temperature), the maximum bearing temperature is reached, then 10 times of detection can be performed, if 30 degrees is reached, then 5 times of detection can be performed, etc., but are not limited thereto, and the number of times is not limited herein.

[0116] S330, obtaining second monitoring information according to the initial residual temperature value and the plurality of subsequent temperature values.

[0117] For example, the temperature drop rate V is obtained based on the initial residual temperature value W1 and multiple subsequent temperature values ​​W2, W3, ..., Wn (where n is the number of monitoring times). 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, i.e., 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 ignition coil has good heat dissipation performance, and the satisfaction value indicated by the second monitoring information is high. If the temperature drop rate V is less than or equal to the preset temperature drop rate threshold, it indicates that the ignition coil may have problems such as poor heat dissipation or malfunction, and the satisfaction value indicated by the second monitoring information is low. Therefore, the value of the satisfaction value can be determined based on 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. Then, the average temperature value is compared with a preset temperature threshold. If the average temperature value is lower than the preset temperature threshold, it indicates that the temperature control status of the ignition coil is good, and the satisfaction value indicated by the second monitoring information is high. If the average temperature value is higher than or equal to the preset temperature threshold, it indicates that the ignition coil may have problems such as overheating or malfunction, and the satisfaction value indicated by the second monitoring information is low. That is, the satisfaction value indicated by the second monitoring information is obtained based on the value of the satisfaction value.

[0118] With this setup, subsequent temperature values ​​can reflect the temperature changes of the ignition coil during the cooling process after the engine is turned off, thus providing a comprehensive understanding of its temperature 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 any abnormal temperature drops or sustained high temperatures.

[0119] In one possible implementation, please refer to Figure 5 S330, based on the initial residual temperature value and multiple subsequent temperature values, obtains second monitoring information, including:

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

[0121] It is understandable that the method of obtaining the temperature distribution of the coil can be achieved by arranging multiple high-precision temperature sensors, such as thermocouples or thermistors, on the coil. Alternatively, it can be obtained through thermal strain measurement; strain gauges are attached to key parts of the coil to measure the thermal strain during heating. The strain gauges convert mechanical strain into electrical signals, which are then collected and combined with parameters such as the elastic modulus of the coil material to obtain the integral value of thermal stress.

[0122] S332: Input the initial residual temperature value and multiple subsequent temperature values ​​into the temperature decay model to obtain the decay curve.

[0123] It can be understood that the temperature decay model is trained by using the initial residual temperature value and the plurality of subsequent temperature values as input and the decay curve as output.

[0124] S333, performing thermal stress analysis on the decay curve to obtain the current thermal stress integral value of the automobile ignition coil.

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

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

[0127] Exemplarily, the thermal stress integral comparison value can reflect the difference between the current ignition coil and the healthy coil in terms of thermal stress, 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 the ignition coil has problems such as poor heat dissipation, thermal stress concentration, or material aging, which may lead to performance degradation or increased risk of failure of the ignition coil.

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

[0129] Exemplarily, the thermal stress integral comparison value is converted into a satisfaction value indicated by the second monitoring information. For example, the conversion method can be that, according to the description of step S334, 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 the ignition coil has problems such as poor heat dissipation, thermal stress concentration, or material aging, so the thermal stress integral comparison value 0 to 1 corresponds to the satisfaction value indicated by the second monitoring information, i.e., the thermal stress integral comparison value 0 to 1 corresponds to the satisfaction value 0 to 100 indicated by the second monitoring information, specifically, the thermal stress integral comparison value is 0, the satisfaction value indicated by the second monitoring information is 0, the thermal stress integral comparison value is 1, the satisfaction value indicated by the second monitoring information is 100, the thermal stress integral comparison value is 0.55, the satisfaction value indicated by the second monitoring information is 55, and the like, but not limited thereto.

[0130] In this way, by taking the thermal stress integral value of the healthy coil as a reference standard, the thermal stress of the automobile ignition coil in the normal working state can be accurately understood. The attenuation curve of the current coil based on the temperature attenuation model is analyzed and the integral value is calculated, the thermal stress change of the current coil at different times after the ignition is extinguished is accurately calculated, and the thermal state of the coil is comprehensively and accurately evaluated, which helps to determine whether the coil needs to be repaired or replaced, and improves the maintenance efficiency.

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

[0132] It can be understood that the satisfaction of the satisfaction value of the automobile ignition coil obtained under the automobile operating condition according to the first monitoring information and the satisfaction of the satisfaction value of the automobile ignition coil obtained under the automobile temperature control state according to the second monitoring information are used to determine the cleaning time of the accumulated carbon on the automobile ignition coil and the predicted remaining service life of the automobile ignition coil.

[0133] In summary, it is helpful to adapt to the actual use scene of the automobile ignition coil, prevent sudden failure of the automobile ignition coil, accurately predict the remaining service life of the ignition coil and the cleaning time of the accumulated carbon, avoid vehicle breakdown or performance decline caused by ignition coil failure, and more targetedly maintain the automobile ignition coil according to the causes of the formation of the accumulated carbon and the insulation aging, thereby prolonging the service life of the ignition coil and improving the stability of the automobile ignition coil.

[0134] It should be understood that the size of the serial number of each step in the above-mentioned embodiments does not mean the order of execution, and the execution order of each process should be determined according to its function and inherent logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0135] Corresponding to the monitoring method of the automobile ignition coil described in the above embodiments, the embodiments of the present application also provide a monitoring system of the automobile ignition coil. Each unit of the system can realize each step of the monitoring method of the automobile ignition coil. Figure 6 The structure block diagram of the monitoring system of the automobile ignition coil provided by the embodiments of the present application is shown, and only the parts related to the embodiments of the present application are shown for ease of illustration.

[0136] Reference Figure 6 The monitoring system of the automobile ignition coil includes:

[0137] The acquisition unit is configured to acquire current use information of the automobile ignition coil; wherein the use information is used to indicate the time and use condition of the automobile ignition coil;

[0138] The first monitoring unit is configured to monitor the automobile operating condition of the current automobile ignition coil according to the use information, and obtain first monitoring information; wherein the first monitoring information is used to indicate the satisfaction value of the automobile ignition coil under the automobile operating condition;

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

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

[0141] It should be noted that the information interaction and execution process between the above system / units are based on the same concept as the method embodiments of the present application, and the specific functions and technical effects brought by them can be referred to the method embodiments part, which will not be repeated here.

[0142] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the division of the above functional units and modules is exemplified, and in actual application, the above functions can be completed by 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. The functional units and modules in the embodiments can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware or software. In addition, the specific name of each functional unit and module is only for easy distinction, and does not limit the protection scope of the present application. The specific working process of the units and modules in the system can refer to the corresponding process in the foregoing method embodiments, which will not be repeated here.

[0143] The present application also provides a monitoring device for an automobile ignition coil, Figure 7 The control device of the monitoring device for the automobile ignition coil provided by an embodiment of the present application is shown in the structure diagram. As shown in the figure, Figure 7 The control device 6 of this embodiment includes at least one processor 60 ( Figure 7one), at least one memory 61 (only one shown Figure 7 one), at least one memory 61 (only one shown

[0144] By way of example, the computer program 62 can be segmented into one or more modules / units stored in the memory 61 and executed by the processor 60 to accomplish the present application. The one or more modules / units are a series of computer program instruction segments capable of accomplishing specific functions, which 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 desktop computer, a notebook computer, or the like computing device. The control device 6 can include, but is not limited to, the processor 60, the memory 61. Those skilled in the art can understand that the control device 6 can include more or less components, or combine certain components, or different components, for example, can also include input / output devices, network access devices, buses, and the like. Figure 7 The control device 6 is merely an example and does not constitute a limitation on the control device 6, and can include more or less components than shown, or combine certain components, or different components, for example, can also include input / output devices, network access devices, buses, and the like.

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

[0147] The memory 61 can be an internal storage unit of the control device 6 in some embodiments, such as a hard disk or a memory of the control device 6. The memory 61 can also be an external storage device of the control device 6 in other embodiments, 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 can include both an internal storage unit and an external storage device of the control device 6. The memory 61 is used to store an operating system, an application program, a boot loader, data, and other programs, etc., such as program codes of the computer program, etc. The memory 61 can also be used to temporarily store data that has been output or will be output.

[0148] The embodiments of the present application further provide a computer readable storage medium, which stores a computer program. The computer program is executed by a processor to implement the steps in any of the above method embodiments.

[0149] The embodiments of the present application provide a computer program product. When the computer program product is run on the monitoring device of the automobile ignition coil, the monitoring device of the automobile ignition coil implements the steps in any of the above method embodiments.

[0150] The integrated unit, if implemented in the form of a software function unit and sold or used as an independent product, can be stored in a computer readable storage medium. Based on such understanding, the present application can implement all or part of the processes in the above-mentioned embodiment methods through a computer program to instruct related hardware to complete, and the computer program can be stored in a computer readable storage medium. When the computer program is executed by a processor, the steps of each method embodiment described above can be implemented. The computer program includes computer program code, which can be in the form of source code, object code, executable files or some intermediate forms. The computer readable medium at least includes any entity or device capable of carrying the computer program code to the monitoring device of the automobile 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, U disk, mobile hard disk, magnetic disk or optical disk, etc. In some jurisdictions, according to legislation and patent practice, the computer readable medium can not be an electrical carrier signal and a telecommunication signal. In the above embodiments, the description of each embodiment has its own emphasis, and the parts not described or recorded in detail in a certain embodiment can be referred to the relevant description of other embodiments.

[0151] Those skilled in the art can realize that the units and algorithm steps of each example described in combination with the embodiments disclosed herein can be realized in electronic hardware or a combination of computer software and electronic hardware. Whether the functions are realized in hardware or software depends on the specific application and design constraints of the technical solution. The skilled person can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application.

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

[0153] The units described as separate components may or may not be physically separate, and the components displayed as units may or may not be physical units, that is, may be located in one place, or may also be distributed to multiple network units. Part or all of the units can be selected to achieve the purpose of the embodiment scheme according to actual needs.

[0154] The above embodiments are only used to illustrate the technical solutions of the present application, but not limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that the technical solutions recorded in the foregoing embodiments can still be modified, or some technical features can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. A monitoring method of an automobile ignition coil, characterized by, The method comprises the following steps: acquiring current use information of an automobile ignition coil; wherein the use information is used to indicate the time and use condition of the current automobile ignition coil; monitoring the automobile running condition of the current automobile ignition coil according to the use information to obtain first monitoring information; wherein the first monitoring information is used to indicate the satisfaction value of the automobile ignition coil under the automobile running condition; monitoring the automobile temperature control state of the current automobile ignition coil when the automobile 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 of the automobile ignition coil under the automobile temperature control state; obtaining monitoring total information according to the first monitoring information and the second monitoring information; wherein the monitoring total information is used to indicate the monitoring result of the automobile ignition coil, and the monitoring result comprises the cleaning time of the carbon deposit on the automobile ignition coil and the predicted remaining service life of the automobile ignition coil; wherein the step of monitoring the automobile running condition of the current automobile ignition coil according to the use information to obtain first monitoring information comprises the following steps: monitoring the automobile stable condition of the current automobile ignition coil based on the use information to obtain first sub-monitoring information; wherein the first sub-monitoring information is used to indicate the satisfaction value of the automobile ignition coil under the automobile stable condition; monitoring the automobile mutation condition of the current automobile ignition coil based on the use information to obtain second sub-monitoring information; wherein the second sub-monitoring information is used to indicate the satisfaction value of the automobile ignition coil under the automobile mutation condition; monitoring the automobile frequent start-stop condition of the current automobile ignition coil based on the use information to obtain third sub-monitoring information; wherein the third sub-monitoring information is used to indicate the satisfaction value of the automobile ignition coil under the automobile frequent start-stop condition; obtaining the first monitoring information according to the first sub-monitoring information, the second sub-monitoring information and the third sub-monitoring information; the step of monitoring the automobile temperature control state of the current automobile ignition coil when the automobile ignition coil meets the satisfaction value indicated by the first monitoring information to obtain second monitoring information comprises the following steps: monitoring the residual temperature of the automobile ignition coil after the automobile is turned off when the automobile ignition coil meets the satisfaction value indicated by the first monitoring information to obtain an initial residual temperature value; wherein the initial residual temperature value is monitored within 1S after the automobile is turned off; monitoring the automobile ignition coil multiple times according to a temperature sampling interval within a preset time to obtain multiple subsequent temperature values; wherein the subsequent temperature values are temperature values obtained by sampling the automobile ignition coil multiple times after the initial residual temperature value is obtained; obtaining the second monitoring information according to the initial residual temperature value and the multiple subsequent temperature values.

2. The monitoring method of an automobile ignition coil according to claim 1, characterized by, the step of acquiring the use information of the current automobile ignition coil comprises the following steps: acquiring the replacement time and replacement frequency of the automobile ignition coil; According to the replacement time, an operation time of the automobile ignition coil is obtained; wherein the operation time is used to indicate a cumulative working time of the automobile ignition coil; If the replacement times is 0, and the cumulative working time indicated by the operation time is X, the use information is determined based on the detection of the automobile ignition coil according to the operation time, wherein the X is a positive integer.

3. The monitoring method of an automobile ignition coil according to claim 2, characterized by, The method further comprises: If the replacement times is greater than 0, the replacement time of each automobile ignition coil is obtained; The replacement time of each automobile ignition coil is arranged in order according to replacement conditions from A to X; wherein, The replacement time A is earlier than the replacement time X, and the replacement conditions are arranged in order according to the early or late of the replacement time; The replacement time of each automobile ignition coil is arranged in order to obtain a currently used automobile ignition coil and the replacement time of the currently used automobile ignition coil; The use information is determined according to the replacement time of the currently used automobile ignition coil and the current time.

4. The monitoring method of an automobile ignition coil according to claim 1, characterized by, The automobile ignition coil is monitored based on the use information to obtain a first sub-monitoring information, comprising: Based on the use information, the automobile ignition coil is monitored under a cold start condition to obtain a breakdown voltage value, and a voltage rising speed is obtained according to the breakdown voltage value; A voltage rising slope is obtained according to the voltage rising speed, and the first ignition success rate of the automobile ignition coil is obtained by calculating the voltage rising slope; wherein the voltage rising slope is 1.5kV / ms at normal temperature; The current value and the temperature value of the automobile ignition coil under a high load condition are monitored, and the temperature change rate is obtained by calculating the current value and the temperature value; wherein the high load condition includes continuous high speed and continuous climbing of the automobile; Based on the temperature change rate, the high frequency harmonic state of the automobile ignition coil is obtained by analyzing the current ripple; The first sub-monitoring information is obtained according to the first ignition success rate of the automobile ignition coil and the high frequency harmonic state of the automobile ignition coil.

5. The monitoring method of an automobile ignition coil according to claim 1, wherein The automobile ignition coil is monitored based on the use information to obtain a second sub-monitoring information, comprising: Based on the use information, the energy mutation value and the continuous over-limit times of the automobile ignition coil under the automobile sudden acceleration condition are monitored; wherein the energy mutation value includes the sudden increase rate of the primary current and the peak value of the ignition voltage; The sudden acceleration condition value is obtained according to the sudden increase rate of the primary current, the peak value of the ignition voltage and the continuous over-limit times; wherein the sudden acceleration condition value is used to indicate the satisfaction value obtained by the automobile ignition coil under the sudden acceleration condition; The counter electromotive force value of the automobile ignition coil under the sudden deceleration condition is monitored; The recovery efficiency value of the automobile ignition coil under the sudden deceleration condition is obtained according to the counter electromotive force value, and the sudden deceleration condition value is obtained by calculating based on the recovery efficiency value; wherein the sudden deceleration condition value is used to indicate the satisfaction value obtained by the automobile ignition coil under the sudden deceleration condition; The second sub-monitoring information is obtained according to the sudden acceleration working condition value and the sudden deceleration working condition value.

6. The monitoring method of an automobile ignition coil according to claim 1, wherein The third sub-monitoring information is obtained by monitoring the automobile frequent start-stop working condition of the current automobile ignition coil based on the use information, including: Based on the use information, the capacitance capacity of the automobile ignition coil is obtained, and an ignition pulse voltage waveform is collected; wherein the sampling rate of the collected ignition pulse voltage waveform is 1 MS / S; The collected ignition pulse voltage waveform is subjected to Hanning window and 1024-point FFT analysis to extract high-frequency noise energy greater than 10 kHz; The capacitance capacity attenuation value is obtained according to the high-frequency noise energy and the capacitance capacity; The dynamic health index is obtained by calculation based on the capacitance capacity attenuation value and a dynamic health calculation formula; The third sub-monitoring information is obtained according to the dynamic health index.

7. The monitoring method of an automobile ignition coil according to claim 1, wherein The second monitoring information is obtained according to the initial residual temperature value and the plurality of subsequent temperature values, including: The thermal stress integral value of a healthy coil is obtained; The initial residual temperature value and the plurality of subsequent temperature values are input into a temperature attenuation model to obtain an attenuation curve; The thermal stress integral value of the current automobile ignition coil is obtained by further analyzing the attenuation curve; The thermal stress integral comparison value is obtained by comparing the thermal stress integral value of the current automobile ignition coil with the thermal stress integral value of the healthy coil; The second monitoring information is obtained according to the thermal stress integral comparison value.

8. A monitoring system for an automotive ignition coil, characterized by It includes: The acquisition unit is used for acquiring the use information of the current automobile ignition coil; wherein the use information is used to indicate the time and use condition of the automobile ignition coil; The first monitoring unit is used for monitoring the automobile running working condition of the current automobile ignition coil according to the use information to obtain the first monitoring information; wherein the first monitoring information is used to indicate the satisfaction value obtained by the automobile ignition coil under the automobile running working condition; The second monitoring unit is used for monitoring the automobile temperature control state of the current automobile ignition coil to obtain the second monitoring information when the automobile ignition coil meets the satisfaction value indicated by the first monitoring information; wherein the second monitoring information is used to indicate the satisfaction value obtained by the automobile ignition coil under the automobile temperature control state; The result unit is used for obtaining 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 automobile ignition coil, and the monitoring result includes the cleaning time of the automobile ignition coil and the predicted remaining service life of the automobile ignition coil; The first monitoring unit is specifically used for: The automobile stable working condition of the current automobile ignition coil is monitored based on the use information to obtain the first sub-monitoring information; wherein the first sub-monitoring information is used to indicate the satisfaction value obtained by the automobile ignition coil under the automobile stable working condition. monitoring the automobile ignition coil under the automobile mutation working condition based on the use information, to obtain second sub-monitoring information; wherein the second sub-monitoring information is used to indicate the satisfaction value of the automobile ignition coil under the automobile mutation working condition; monitoring the automobile ignition coil under the automobile frequent start-stop working condition based on the use information, to obtain third sub-monitoring information; wherein the third sub-monitoring information is used to indicate the satisfaction value of the automobile ignition coil under the automobile frequent start-stop working condition; obtaining the first monitoring information according to the first sub-monitoring information, the second sub-monitoring information and the third sub-monitoring information; the second monitoring unit is specifically used for: monitoring the residual temperature of the automobile ignition coil after the automobile is turned off to obtain an initial residual temperature value, in the case that the automobile ignition coil meets the satisfaction value indicated by the first monitoring information; wherein the initial residual temperature value is monitored within 1S after the automobile is turned off; monitoring the automobile ignition coil multiple times within a preset time according to a temperature sampling interval, to obtain multiple subsequent temperature values; wherein the subsequent temperature values are temperature values obtained by sampling the automobile ignition coil multiple times after the initial residual temperature value is obtained; obtaining the second monitoring information according to the initial residual temperature value and the multiple subsequent temperature values.

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