Method, device and vehicle for identifying deterioration of a turbocharger pressure end in a high-altitude state

Abstract

The application provides a method and device for identifying deterioration of a pressure end of a supercharger at high altitudes and a vehicle, and relates to the technical field of supercharger deterioration identification. The method comprises: in a state where it is determined that the vehicle is free of faults, controlling the supercharger to supercharge according to a set pressure; obtaining an actual supercharging pressure of a supercharger intake manifold to obtain a first pressure, and obtaining an actual duty cycle of a supercharger electric control valve to obtain a first duty cycle; and in the case where the first pressure is equal to the set pressure, determining whether the supercharger has a deterioration phenomenon according to the first duty cycle. The method solves the problem of inaccurate identification results of the existing supercharger pressure end deterioration identification method in a high-altitude environment.

Description

Technical Field

[0001] This invention relates to the field of turbocharger degradation identification technology, and more specifically, to a method, apparatus, computer-readable storage medium, and vehicle for identifying turbocharger pressure end degradation at high altitudes. Background Technology

[0002] In the hardware design and performance calibration development stages, the power performance of natural gas engines must meet development targets in both plain and high-altitude environments. As altitude increases, the power performance of natural gas engines suffers a certain loss, which needs to be compensated for by adjusting the engine's electronic control parameters. At the same time, as the vehicle's mileage increases, the performance of the turbocharger's pressure end will deteriorate. It is necessary to accurately identify the deterioration state of the entire vehicle in order to further compensate the electronic control parameters on top of the high-altitude compensation.

[0003] In the existing technology, the identification of turbocharger pressure end deterioration is generally achieved by disassembly inspection or return to the factory for inspection. However, the above methods are used to check whether the turbocharger impeller and pressure shell and other related components are contaminated or aged in order to determine whether the turbocharger pressure end is deteriorated. The disassembly and assembly are not simple and the consumption cycle is long, which makes it difficult to achieve in large quantities and meet the user's needs.

[0004] To address the aforementioned technical issues, existing technologies propose using the intake pressure at the turbocharger's pressure end as a reference, comparing it with the theoretical intake pressure to determine if the turbocharger's pressure end has deteriorated. However, when vehicles travel at high altitudes, the air pressure at high altitudes interferes with the intake pressure under the same electronic control parameters, causing the identification results to be unreliable. In other words, the method of determining turbocharger pressure end deterioration solely through intake pressure cannot achieve accurate deterioration identification at high altitudes. Summary of the Invention

[0005] The main objective of this application is to provide a method, apparatus, computer-readable storage medium, and vehicle for identifying the degradation of the turbocharger end at high altitudes, so as to at least solve the problem that the identification results of the turbocharger end degradation identification method in the prior art are inaccurate in high-altitude environments.

[0006] To achieve the above objectives, according to one aspect of this application, a method for identifying the degradation of the turbocharger pressure end under high-altitude conditions is provided, comprising: under the condition that the vehicle is fault-free, controlling the turbocharger to boost pressure according to a set pressure; obtaining the actual boost pressure of the turbocharger intake manifold to obtain a first pressure, obtaining the actual duty cycle of the turbocharger electronic control valve to obtain a first duty cycle; and, when the first pressure is equal to the set pressure, determining whether the turbocharger has deteriorated based on the first duty cycle.

[0007] Optionally, when the first pressure is equal to the set pressure, determining whether the turbocharger is deteriorating based on the first duty cycle includes: determining whether the first duty cycle is equal to the preset duty cycle; and determining that the turbocharger is deteriorating when the first duty cycle is equal to the preset duty cycle.

[0008] Optionally, after determining whether the first duty cycle is equal to the preset duty cycle, the method further includes: determining whether the first duty cycle is greater than the preset duty cycle; if the first duty cycle is greater than the preset duty cycle, obtaining the current altitude; querying the target mapping relationship based on the current altitude and the set pressure to obtain the second duty cycle, where the target mapping relationship is the mapping relationship between the set pressure and the theoretical duty cycle at the current altitude; and determining whether the turbocharger has deteriorated based on the first duty cycle and the second duty cycle.

[0009] Optionally, determining whether the turbocharger is deteriorating based on the first duty cycle and the second duty cycle includes: determining that the turbocharger is not deteriorating when the first duty cycle is equal to the second duty cycle; and determining that the turbocharger is deteriorating when the first duty cycle is less than the second duty cycle.

[0010] Optionally, after obtaining the actual boost pressure of the turbocharger intake manifold to obtain the first pressure and the actual duty cycle of the turbocharger electronic control valve to obtain the first duty cycle, the method further includes: if the first pressure is less than the set pressure, determining whether the first duty cycle is equal to the preset duty cycle; if the first duty cycle is equal to the preset duty cycle, determining that the turbocharger has deterioration.

[0011] Optionally, before pressurizing the turbocharger according to the set pressure control, the method further includes: determining whether there is a fault in the engine based on fault codes or sensor monitoring data and actuator status; if there is a fault in the engine, troubleshooting the engine; if there is no fault in the engine, determining whether there is an air leak in the engine's pipeline.

[0012] Optionally, determining whether there is an air leak in the engine's piping includes: with the vehicle idling, determining the intake pressure of the intake manifold to obtain a second pressure; determining whether the second pressure is greater than a first preset pressure; if the second pressure is greater than the preset pressure, determining that there is an air leak in the intake manifold; closing the intake pipe and charging the intake pipe to the second preset pressure, and obtaining the pressure in the intake pipe after a preset time to obtain a third pressure; determining whether the difference between the third pressure and the second preset pressure is greater than a preset value; if the difference between the third pressure and the second preset pressure is greater than the preset value, determining that there is an air leak in the intake pipe; closing the exhaust pipe and charging the exhaust pipe to the second preset pressure, and obtaining the pressure in the exhaust pipe after a preset time to obtain a fourth pressure; determining whether the difference between the fourth pressure and the second preset pressure is greater than a preset value; if the difference between the fourth pressure and the second preset pressure is greater than the preset value, determining that there is an air leak in the exhaust pipe.

[0013] According to another aspect of this application, a device for identifying the degradation of the turbocharger pressure end under high-altitude conditions is provided. The device includes: controlling the turbocharger to boost pressure according to a set pressure when the vehicle is determined to be fault-free; obtaining the actual boost pressure of the turbocharger intake manifold to obtain a first pressure; obtaining the actual duty cycle of the turbocharger electronic control valve to obtain a first duty cycle; and determining whether the turbocharger has deterioration based on the first duty cycle when the first pressure is equal to the set pressure.

[0014] According to another aspect of this application, a computer-readable storage medium is provided, the computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device on which the computer-readable storage medium is located to perform any of the methods described.

[0015] According to another aspect of this application, a vehicle is provided, comprising: one or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, and the one or more programs include methods for performing any one of the methods described.

[0016] Applying the technical solution of this application, in the above-mentioned method for identifying the deterioration of the turbocharger pressure end under high-altitude conditions, firstly, under the condition that the whole vehicle is fault-free, the turbocharger is pressurized according to the set pressure; then, the actual boost pressure of the turbocharger intake manifold is obtained to obtain the first pressure, and the actual duty cycle of the turbocharger electronic control valve is obtained to obtain the first duty cycle; finally, when the first pressure is equal to the set pressure, the presence of deterioration in the turbocharger is determined according to the first duty cycle. This application identifies turbocharger degradation by using intake manifold pressure and the duty cycle of the electronically controlled valve. Specifically, when the intake manifold pressure meets the set value, the corresponding duty cycle is monitored. The duty cycle directly affects the opening of the electronically controlled valve, which in turn affects the opening of the bypass valve, thus controlling the turbocharger's performance. This application determines whether the turbocharger is degraded based on the relationship between the electronically controlled valve opening and the intake manifold pressure, and by introducing the influence of altitude on the intake pressure. This avoids the errors caused by the prior art's diagnosis based solely on the intake manifold pressure without considering the influence of altitude on the pressure. This solves the problem that the existing turbocharger pressure end degradation identification methods are inaccurate in high-altitude environments. Attached Figure Description

[0017] Figure 1 A hardware block diagram of a mobile terminal for identifying the degradation of the booster pressure end at high altitudes, according to an embodiment of this application, is shown.

[0018] Figure 2 A flowchart illustrating a method for identifying the degradation of a turbocharger pressure end at high altitudes, according to an embodiment of this application, is shown.

[0019] Figure 3 A schematic flowchart of an engine pipeline leakage diagnosis method provided according to an embodiment of this application is shown.

[0020] Figure 4 A flowchart illustrating a method for identifying the degradation of a turbocharger pressure end at high altitudes, according to another embodiment of this application, is shown.

[0021] Figure 5 The diagram illustrates a path spectrum of turbocharger pressure end efficiency degradation in a high-altitude environment, according to an embodiment of this application.

[0022] Figure 6 A structural block diagram of a device for identifying the degradation of a booster pressure end at high altitudes, according to an embodiment of this application, is shown.

[0023] The above figures include the following reference numerals:

[0024] 102. Processor; 104. Memory; 106. Transmission device; 108. Input / output device. Detailed Implementation

[0025] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0026] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0027] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate for the embodiments of this application described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0028] As described in the background section, existing technologies use the intake pressure at the turbocharger end as a reference and compare it with the intake pressure under theoretical conditions to determine whether the turbocharger end has deteriorated. However, this method cannot accurately identify deterioration under the influence of air pressure at high altitudes. To address the problem of inaccurate identification results of turbocharger end deterioration identification methods in high-altitude environments, embodiments of this application provide a method, apparatus, computer-readable storage medium, and vehicle for identifying turbocharger end deterioration at high altitudes.

[0029] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention.

[0030] The methods and embodiments provided in this application can be executed on a mobile terminal, a computer terminal, or a similar computing device. Taking running on a mobile terminal as an example, Figure 1 This is a hardware structure block diagram of a mobile terminal for a method of identifying the degradation of the booster pressure end at high altitudes, according to an embodiment of the present invention. Figure 1 As shown, a mobile terminal may include one or more ( Figure 1Only one is shown in the diagram. A processor 102 (which may include, but is not limited to, a microprocessor MCU or a programmable logic device FPGA, etc.) and a memory 104 for storing data are also shown. The mobile terminal may further include a transmission device 106 for communication functions and an input / output device 108. Those skilled in the art will understand that... Figure 1 The structure shown is for illustrative purposes only and does not limit the structure of the mobile terminal described above. For example, the mobile terminal may also include components that are more... Figure 1 The more or fewer components shown, or having the same Figure 1 The different configurations shown.

[0031] The memory 104 can be used to store computer programs, such as application software programs and modules, like the computer program corresponding to the method for identifying the degradation of the booster pressure end at high altitudes in this embodiment of the invention. The processor 102 executes various functional applications and data processing by running the computer program stored in the memory 104, thereby implementing the above-described method. The memory 104 may include high-speed random access memory and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to the mobile terminal via a network. Examples of the aforementioned networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof. The transmission device 106 is used to receive or send data via a network. Specific examples of the aforementioned networks may include wireless networks provided by the mobile terminal's communication provider. In one example, the transmission device 106 includes a Network Interface Controller (NIC), which can be connected to other network devices via a base station to communicate with the Internet. In one example, the transmission device 106 may be a radio frequency (RF) module, which is used to communicate with the Internet wirelessly.

[0032] This embodiment provides a method for identifying the degradation of the booster pressure end at high altitudes when operating on a mobile terminal, computer terminal, or similar computing device. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0033] Figure 2 This is a flowchart of a method for identifying the degradation of the turbocharger pressure end under high-altitude conditions, according to an embodiment of this application. Figure 2As shown, the method includes the following steps:

[0034] Step S201: After confirming that the vehicle is fault-free, pressurize the booster according to the set pressure control.

[0035] Understandably, in high-altitude environments, due to the reduced air density, natural gas engines require turbochargers to provide more efficient boost in order to maintain the same power output. The efficiency of the turbocharger's pressure end directly affects the engine's intake air volume and power performance.

[0036] Specifically, by reading fault codes and monitoring parameters from the engine control unit (ECU), it is confirmed that there are no known faults in the engine and its electronic control system. This avoids misinterpreting turbocharger performance degradation caused by faults in other components as a deterioration of the turbocharger's pressure end. Then, according to a preset control strategy, the turbocharger reaches the target boost pressure at the current altitude. This set pressure is based on the ideal pressure value that the engine should output under different loads and altitudes, and is achieved through ECU control.

[0037] Step S202: Obtain the actual boost pressure of the turbocharger intake manifold to obtain the first pressure; obtain the actual duty cycle of the turbocharger electronic control valve to obtain the first duty cycle.

[0038] Specifically, the actual boost pressure (first pressure) of the turbocharger intake manifold and the actual duty cycle (first duty cycle) of the turbocharger electronic control valve are acquired in real time.

[0039] It is understood that the aforementioned first pressure should theoretically be equal to the aforementioned set pressure. In this application, the deviation between the set first pressure and the set pressure within a certain value (such as 3 kPa) is considered equal.

[0040] Step S203: When the first pressure is equal to the set pressure, determine whether the booster has deteriorated based on the first duty cycle.

[0041] Specifically, if the first pressure is equal to the set pressure, then based on whether the first duty cycle is within the ideal operating range, a preliminary diagnosis can be made as to whether there is a deterioration state at the pressure end of the booster.

[0042] Under normal circumstances, to achieve a certain boost pressure, the duty cycle of the booster's electronic control valve should be at a relatively small value, indicating that the opening degree of the electronic control valve is small, and the booster can efficiently increase the intake pressure.

[0043] Specifically, the turbocharger electronic control valve of a natural gas engine controls the turbocharger's boost capacity by adjusting its outlet pressure through pulse width modulation (PWM) duty cycle. This allows for adjusting the boost capacity to respond to the engine's load demands under various operating conditions. Different types of turbocharger electronic control valves have different duty cycle calibration ranges, generally ranging from 5% to 85%. When the duty cycle is 5%, the solenoid valve is open, compressed air is discharged from the vent, and leakage is at its maximum. At this time, the compressed air cannot push the valve stem of the turbocharger electronic control valve, the valve cover is fully closed, and the turbocharger's boost capacity is at its maximum. When the duty cycle is 85%, the solenoid valve is closed, compressed air cannot be discharged from the vent, and the compressed air pushes the valve stem to its maximum position, the valve cover is fully open, and the turbocharger's boost capacity is at its minimum.

[0044] Through the above embodiments, this application monitors electronic control parameters (such as the duty cycle of the turbocharger electronic control valve and the intake manifold boost pressure) to determine whether the turbocharger pressure end efficiency has decreased. Compared with simply identifying based on boost pressure, this improves the accuracy and precision of identification. Specifically, this application is based on the principle that a decrease in turbocharger pressure end efficiency will lead to a further decrease in the duty cycle of the electronic control valve under the same boost pressure, or a decrease in boost pressure under the same duty cycle. This embodiment uses this principle for identification.

[0045] In this embodiment, firstly, under the condition that the vehicle is fault-free, the turbocharger is pressurized according to the set pressure control. Then, the actual boost pressure of the turbocharger intake manifold is obtained to obtain the first pressure, and the actual duty cycle of the turbocharger electronic control valve is obtained to obtain the first duty cycle. Finally, when the first pressure equals the set pressure, the presence of turbocharger degradation is determined based on the first duty cycle. This application identifies turbocharger degradation by using intake manifold pressure and the duty cycle of the electronic control valve. Specifically, when the intake manifold pressure meets the set value, the corresponding duty cycle is monitored. The duty cycle directly affects the opening of the electronic control valve, thereby affecting the opening of the bypass valve and controlling the turbocharger performance. This application determines whether the turbocharger is degraded based on the relationship between the electronic control valve opening and the intake manifold pressure, and introduces the influence of altitude on the intake pressure. This avoids the errors caused by the prior art's diagnosis based solely on the intake manifold pressure without considering the influence of altitude on the pressure, thus solving the problem of inaccurate identification results of turbocharger pressure end degradation identification methods in high-altitude environments.

[0046] In order to identify whether the turbocharger is deteriorating, in one optional implementation, step S203 includes:

[0047] Step S2031: Determine whether the first duty cycle is equal to the preset duty cycle;

[0048] The first duty cycle is compared with the preset duty cycle. The preset duty cycle refers to the duty cycle of the electronically controlled valve when the pressure end efficiency of the booster is at its maximum, and this value is usually around 5%.

[0049] Step S2032: If the first duty cycle is equal to the preset duty cycle, it is determined that the turbocharger has deteriorated.

[0050] Specifically, if the first duty cycle is equal to the preset duty cycle, although the turbocharger can reach the ideal set pressure while performing at its maximum capacity during the test, a lower duty cycle is required to achieve the same boost pressure in high-altitude application scenarios compared to the test environment. Therefore, it is determined that the turbocharger cannot meet the boost pressure in high-altitude use environments, and thus there is a deterioration phenomenon.

[0051] In a specific embodiment, under the operating conditions of an altitude of 3000 meters, 1300 r / min, and 100% throttle, the target boost pressure of the intake manifold was set at 240 kPa. In one test, the system monitored a first pressure of 241 kPa, which was not significantly different from the set pressure and met the requirements. Further verification was conducted to determine whether the first duty cycle was equal to the preset duty cycle. The measured first duty cycle was 5.17%, which is approximately the preset duty cycle of 5% for the turbocharger's electronic control valve. When the electronic control valve duty cycle is 5%, the turbocharger's bypass valve is closed, and the turbocharger's boost performance reaches its maximum. However, as the altitude increases, the turbocharger needs higher performance to output the same pressure, which is obviously impossible. Therefore, it was determined that the turbocharger exhibits deterioration.

[0052] Through the above embodiments, this application identifies whether the turbocharger has reached its limit conditions in the process of reaching the set pressure, and then determines whether the turbocharger can output the set pressure if it is operated in a higher altitude scenario, so as to accurately identify whether the turbocharger has deterioration.

[0053] Furthermore, by identifying the turbocharger's pressure end efficiency in real time, preventative maintenance measures can be taken, such as cleaning or replacing the pressure end components, extending hardware lifespan and reducing subsequent failures and repair costs caused by efficiency degradation. Moreover, during efficiency decline, the power loss caused by efficiency deterioration can be compensated for by adjusting the electronic control logic and parameter calibration, maintaining engine performance in high-altitude environments to ensure customer satisfaction.

[0054] To identify whether the turbocharger is deteriorating when the first duty cycle is not equal to the preset duty cycle, in an optional embodiment, after determining whether the first duty cycle is equal to the preset duty cycle, the method further includes:

[0055] Step S301: Determine whether the first duty cycle is greater than the preset duty cycle;

[0056] Similarly, the first duty cycle is compared with the preset duty cycle (5%).

[0057] Step S302: If the first duty cycle is greater than the preset duty cycle, obtain the current altitude;

[0058] Specifically, if the first duty cycle is greater than the preset duty cycle, it means that the boost performance of the turbocharger has not been maximized and there is still room for adjustment. At this time, the current altitude of the vehicle (i.e. the altitude to be measured) is obtained.

[0059] Step S303: Based on the current altitude and set pressure, query the target mapping relationship to obtain the second duty cycle. The target mapping relationship is the mapping relationship between the set pressure and the theoretical duty cycle at the current altitude.

[0060] Specifically, the duty cycle required to achieve the set pressure is determined based on the current altitude (which is usually smaller than in plains areas), resulting in the second duty cycle mentioned above.

[0061] It is understandable that the ECU stores a mapping relationship between the set pressure corresponding to different altitudes and the duty cycle required to reach the set pressure. This mapping relationship can be obtained by bench testing at different altitudes.

[0062] Step S304: Determine whether the turbocharger is deteriorating based on the first duty cycle and the second duty cycle.

[0063] Through the above embodiments, this application compares the actual duty cycle with the theoretical duty cycle after correcting for the influence of high-altitude air pressure to determine whether the performance degradation of the turbocharger under the current operating conditions is caused by high-altitude air pressure or by the presence of deterioration components, thus achieving accurate identification of turbocharger pressure-end deterioration.

[0064] Specifically, based on the first duty cycle and the aforementioned second duty cycle, it is determined whether the performance degradation of the turbocharger is solely caused by altitude, without including component deterioration.

[0065] To further identify whether the turbocharger is deteriorating, in an optional implementation, step S304 includes:

[0066] Step S3041: If the first duty cycle is equal to the second duty cycle, determine that the turbocharger does not have any deterioration.

[0067] Step S3042: If the first duty cycle is less than the second duty cycle, it is determined that the turbocharger is deteriorating.

[0068] Specifically, if the first duty cycle equals the second duty cycle, it indicates that although the turbocharger requires a larger duty cycle to reach the set pressure, this requirement is reasonable and matches the current altitude and engine operating conditions. In other words, the current performance degradation of the turbocharger is only caused by the change in air density (i.e., air pressure) due to altitude changes, and there is no further performance degradation due to turbocharger deterioration. Conversely, if the first duty cycle is less than the second duty cycle, it indicates that the current turbocharger cannot achieve the same pressure by only compensating for the impact of air density changes (i.e., air pressure changes) caused by altitude changes, and there is a further performance degradation. Therefore, it is determined that the turbocharger is deteriorating.

[0069] In practical implementation, assuming an altitude of 3049 meters, an engine speed of 1515 rpm, a throttle opening of 100%, and a target boost pressure of 237 kPa, the duty cycle corresponding to the target boost pressure is 30% at low altitudes. The duty cycle corrected for the higher altitude (second duty cycle) is 25%. In one test, the first duty cycle was recorded as 25.66%, indicating that although the electronically controlled valve needs to be open for a longer time to reach the set pressure, this is consistent with the pressure changes caused by altitude, thus confirming no degradation. However, in another test, the first duty cycle was recorded as 20%, indicating that compensating for the altitude alone is insufficient to achieve the same boost pressure, meaning there is performance degradation in the turbocharger.

[0070] To identify whether the turbocharger is deteriorating when the first duty cycle is less than a preset duty cycle, in an optional embodiment, after obtaining the actual boost pressure of the turbocharger intake manifold to obtain the first pressure and the actual duty cycle of the turbocharger electronic control valve to obtain the first duty cycle, the method further includes:

[0071] Step S401: If the first pressure is less than the set pressure, determine whether the first duty cycle is equal to the preset duty cycle.

[0072] Step S402: If the first duty cycle is equal to the preset duty cycle, it is determined that the turbocharger has deteriorated.

[0073] Specifically, under normal operating conditions, the actual duty cycle (first duty cycle) of the bypass valve of the turbocharger should be consistent with the preset duty cycle to ensure that the turbocharger can effectively provide the required pressure to meet the engine's needs under different operating conditions. However, when the turbocharger pressure end begins to deteriorate, even if the duty cycle of the electronic control valve is adjusted to the maximum or preset value, the turbocharger may not be able to generate enough pressure to reach the boost pressure (set pressure) set by the ECU. This is usually because the pressure end efficiency decreases, resulting in a weakening of air compression capacity. Therefore, when the first pressure is detected to be lower than the set pressure, if the first duty cycle is equal to the preset duty cycle at this time, it means that the electronic control valve has reached its maximum working intensity, but the boost effect is still insufficient, which directly indicates that there is efficiency deterioration at the turbocharger pressure end.

[0074] To rule out vehicle malfunctions and ensure the accuracy of the identification results, in one optional implementation, before pressurizing the booster according to the set pressure control, the above method further includes:

[0075] Step S501: Determine whether there is a fault in the engine based on the fault code or sensor monitoring data and actuator status. If there is a fault in the engine, troubleshoot the engine.

[0076] Specifically, the ECU continuously monitors the engine's operating status and records fault codes. The presence of fault codes may indicate a malfunction in engine sensors, actuators, or the control system. Before performing turbocharger pressure-side efficiency testing, the engine's fault codes must be read, and troubleshooting performed based on the codes' indications. Only after confirming that the engine is fault-free can the next step of the testing be carried out.

[0077] Understandably, in addition to diagnosing faults based on fault codes, engine faults can be further diagnosed by monitoring sensor data and actuator status, such as:

[0078] Static diagnostics for a vehicle that won't start when the key is turned on. This mainly involves checking sensors and actuators. Specifically, when the engine is cold and won't start when the key is turned on, check the following sensors to ensure they are normal: throttle opening, intake manifold pressure sensor value, throttle body pressure sensor value, intake manifold temperature sensor value, EGR cold air pressure sensor value, EGR valve opening, fuel gas pressure sensor value, and atmospheric pressure sensor value. If any sensor or actuator readings are abnormal, the problem must be resolved.

[0079] Step S502: If there is no engine malfunction, determine whether there is an air leak in the engine's pipeline.

[0080] Specifically, assuming engine malfunction has been ruled out as the cause of insufficient boost, leaks in the piping can also lead to insufficient boost, thus affecting the accurate assessment of the turbocharger's pressure-side efficiency. Therefore, after confirming that the engine system is fault-free, it is also necessary to check for leaks in the intake and exhaust pipes.

[0081] The above embodiments, by preemptively ruling out engine faults and pipeline leaks, ensure the accuracy of subsequent identification of turbocharger pressure-end efficiency degradation. This avoids misdiagnosis due to faults or leaks, improving the accuracy and reliability of the diagnosis.

[0082] To eliminate the impact of pipeline leakage on the identification results, in one optional implementation, such as Figure 3 As shown, step S502 above includes:

[0083] Step S5021: With the vehicle idling, determine the intake pressure of the intake manifold to obtain the second pressure;

[0084] Specifically, when the vehicle is idling, the engine load is relatively low, and the intake pressure (second pressure) of the intake manifold should be relatively stable.

[0085] Step S5022: Determine whether the second pressure is greater than the first preset pressure. If the second pressure is greater than the preset pressure, determine that there is an air leak in the intake manifold.

[0086] Specifically, it monitors whether the second pressure is greater than the first preset pressure. The first preset pressure is set based on the theoretical value of the normal intake manifold pressure under engine idling conditions. If the second pressure is higher than this value, it indicates that there may be additional air flowing into the intake manifold, and there is a possibility of air leakage.

[0087] Step S5023: Seal the intake pipe and pressurize the intake pipe to the second preset pressure, and after a preset time, obtain the pressure in the intake pipe to obtain the third pressure;

[0088] Step S5024: Determine whether the difference between the third pressure and the second preset pressure is greater than the preset value. If the difference between the third pressure and the second preset pressure is greater than the preset value, determine that there is an air leak in the intake pipe.

[0089] Step S5025: Seal the exhaust pipe and pressurize the exhaust pipe to the second preset pressure, and after a preset time, obtain the pressure in the exhaust pipe to obtain the fourth pressure;

[0090] Step S5026: Determine whether the difference between the fourth pressure and the second preset pressure is greater than the preset value. If the difference between the fourth pressure and the second preset pressure is greater than the preset value, determine that there is a leak in the exhaust pipe.

[0091] Specifically, the intake and exhaust pipes are sealed and inflated to a second preset pressure. This second preset pressure is a test pressure higher than the normal operating pressure, used to test the sealing performance of the pipes. With the pipes sealed, they are kept at the second preset pressure for a preset time, long enough to observe the natural pressure drop. The pressure inside the pipes after the preset time (a third or fourth pressure) is recorded and compared with the second preset pressure. If the difference between the third or fourth pressure and the second preset pressure is greater than the preset value, it indicates that the pressure inside the pipes still drops significantly even with the pipes sealed, suggesting a leak.

[0092] To enable those skilled in the art to better understand the technical solution of this application, the implementation process of the turbocharger pressure end degradation identification method under high altitude conditions will be described in detail below with reference to specific embodiments.

[0093] This embodiment relates to a specific method for identifying the degradation of the turbocharger pressure end under high-altitude conditions, such as... Figure 4 As shown, it includes the following steps:

[0094] Step S1: Check if there are any faults or fault codes in the engine. If so, troubleshoot the fault first.

[0095] Step S2: After troubleshooting, check for air leaks in the engine intake and exhaust pipes. If leaks are found, eliminate them first.

[0096] Step S3: With no faults in the vehicle, verify whether the boost pressure of the intake manifold meets the set pressure under the current operating conditions.

[0097] Step S4: If the intake manifold pressure is less than the set pressure and the turbocharger electronic control valve duty cycle is 5%, then the turbocharger pressure end is determined to be degraded.

[0098] Step S5: If the intake manifold pressure is equal to the set pressure and the turbocharger electronic control valve duty cycle is 5%, then the turbocharger pressure end is determined to be degraded.

[0099] Step S6: If the intake manifold pressure is equal to the set pressure and the duty cycle of the turbocharger electronic control valve is less than the duty cycle after compensation at the corresponding altitude, then the turbocharger pressure end is determined to be degraded.

[0100] Step S7: If the intake manifold pressure is equal to the set pressure and the duty cycle of the turbocharger electronic control valve is equal to the duty cycle after compensation at the corresponding altitude, then the turbocharger pressure end material is determined to be degraded.

[0101] In one specific embodiment, such as Figure 5As shown, the road spectrum cursor A indicates that under certain operating conditions (1300 r / min, 100% throttle external characteristic point), in a high-altitude environment (3022 m altitude), the turbocharger pressure end deteriorates (turbocharger electronic control valve duty cycle is 5.17%), and the boost pressure does not meet the standard (manifold boost pressure is 241 kPa, set value is 262 kPa); the road spectrum cursor B indicates that under certain operating conditions (1515 r / min, 100% throttle external characteristic point), in a high-altitude environment (3049 m altitude), the boost pressure meets the standard (manifold boost pressure is 237 kPa, set value is 237 kPa), but the turbocharger pressure end is deteriorating (turbocharger electronic control valve duty cycle is 8.66%).

[0102] It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases the steps shown or described may be executed in a different order than that shown here.

[0103] This application also provides a device for identifying the degradation of the turbocharger pressure end at high altitudes. It should be noted that this device can be used to execute the method for identifying the degradation of the turbocharger pressure end at high altitudes provided in this application. This device is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0104] The following describes the deterioration identification device for the pressure end of the turbocharger under high altitude conditions provided in the embodiments of this application.

[0105] Figure 6 This is a structural block diagram of a turbocharger pressure end degradation identification device under high-altitude conditions, according to an embodiment of this application. Figure 6 As shown, the device includes:

[0106] The first control unit 10 is used to control the booster to increase pressure according to the set pressure when it is determined that the whole vehicle is fault-free.

[0107] Understandably, in high-altitude environments, due to the reduced air density, natural gas engines require turbochargers to provide more efficient boost in order to maintain the same power output. The efficiency of the turbocharger's pressure end directly affects the engine's intake air volume and power performance.

[0108] Specifically, by reading fault codes and monitoring parameters from the engine control unit (ECU), it is confirmed that there are no known faults in the engine and its electronic control system. This avoids misinterpreting turbocharger performance degradation caused by faults in other components as a deterioration of the turbocharger's pressure end. Then, according to a preset control strategy, the turbocharger reaches the target boost pressure at the current altitude. This set pressure is based on the ideal pressure value that the engine should output under different loads and altitudes, and is achieved through ECU control.

[0109] The first acquisition unit 20 is used to acquire the actual boost pressure of the turbocharger intake manifold to obtain the first pressure, and to acquire the actual duty cycle of the turbocharger electronic control valve to obtain the first duty cycle.

[0110] Specifically, the actual boost pressure (first pressure) of the turbocharger intake manifold and the actual duty cycle (first duty cycle) of the turbocharger electronic control valve are acquired in real time.

[0111] It is understood that the aforementioned first pressure should theoretically be equal to the aforementioned set pressure. In this application, the deviation between the set first pressure and the set pressure within a certain value (such as 3 kPa) is considered equal.

[0112] The first determining unit 30 is used to determine whether the booster has deterioration based on the first duty cycle when the first pressure is equal to the set pressure.

[0113] Specifically, if the first pressure is equal to the set pressure, then based on whether the first duty cycle is within the ideal operating range, a preliminary diagnosis can be made as to whether there is a deterioration state at the pressure end of the booster.

[0114] Under normal circumstances, to achieve a certain boost pressure, the duty cycle of the booster's electronic control valve should be at a relatively small value, indicating that the opening degree of the electronic control valve is small, and the booster can efficiently increase the intake pressure.

[0115] Specifically, the turbocharger electronic control valve of a natural gas engine controls the turbocharger's boost capacity by adjusting its outlet pressure through pulse width modulation (PWM) duty cycle. This allows for adjusting the boost capacity to respond to the engine's load demands under various operating conditions. Different types of turbocharger electronic control valves have different duty cycle calibration ranges, generally ranging from 5% to 85%. When the duty cycle is 5%, the solenoid valve is open, compressed air is discharged from the vent, and leakage is at its maximum. At this time, the compressed air cannot push the valve stem of the turbocharger electronic control valve, the valve cover is fully closed, and the turbocharger's boost capacity is at its maximum. When the duty cycle is 85%, the solenoid valve is closed, compressed air cannot be discharged from the vent, and the compressed air pushes the valve stem to its maximum position, the valve cover is fully open, and the turbocharger's boost capacity is at its minimum.

[0116] Through the above embodiments, this application monitors electronic control parameters (such as the duty cycle of the turbocharger electronic control valve and the intake manifold boost pressure) to determine whether the turbocharger pressure end efficiency has decreased. Compared with simply identifying based on boost pressure, this improves the accuracy and precision of identification. Specifically, this application is based on the principle that a decrease in turbocharger pressure end efficiency will lead to a further decrease in the duty cycle of the electronic control valve under the same boost pressure, or a decrease in boost pressure under the same duty cycle. This embodiment uses this principle for identification.

[0117] In this embodiment, the first control unit, under the condition that the vehicle is fault-free, controls the turbocharger to pressurize according to the set pressure; the first acquisition unit acquires the actual boost pressure of the turbocharger intake manifold to obtain the first pressure, and acquires the actual duty cycle of the turbocharger electronic control valve to obtain the first duty cycle; the first determination unit, when the first pressure equals the set pressure, determines whether the turbocharger has deteriorated based on the first duty cycle. This application identifies turbocharger deterioration by using intake manifold pressure and the duty cycle of the electronic control valve. Specifically, when the intake manifold pressure meets the set value, the corresponding duty cycle is monitored. The duty cycle directly affects the opening of the electronic control valve, thereby affecting the opening of the bypass valve and controlling the turbocharger performance. This application determines whether the turbocharger has deteriorated based on the relationship between the electronic control valve opening and the intake manifold pressure, and introduces the influence of altitude on the intake pressure. This avoids the errors caused by the prior art's diagnosis based solely on the intake manifold pressure without considering the influence of altitude on the pressure, thus solving the problem of inaccurate identification results of turbocharger pressure end deterioration identification methods in high-altitude environments.

[0118] In order to identify whether the turbocharger has deteriorated, in one optional embodiment, the first determining unit includes:

[0119] The first determining module is used to determine whether the first duty cycle is equal to the preset duty cycle;

[0120] The first duty cycle is compared with the preset duty cycle. The preset duty cycle refers to the duty cycle of the electronically controlled valve when the pressure end efficiency of the booster is at its maximum, and this value is usually around 5%.

[0121] The second determining module is used to determine that the turbocharger has deteriorated when the first duty cycle is equal to the preset duty cycle.

[0122] Specifically, if the first duty cycle is equal to the preset duty cycle, although the turbocharger can reach the ideal set pressure while performing at its maximum capacity during the test, a lower duty cycle is required to achieve the same boost pressure in high-altitude application scenarios compared to the test environment. Therefore, it is determined that the turbocharger cannot meet the boost pressure in high-altitude use environments, and thus there is a deterioration phenomenon.

[0123] In a specific embodiment, under the operating conditions of an altitude of 3000 meters, 1300 r / min, and 100% throttle, the target boost pressure of the intake manifold was set at 240 kPa. In one test, the system monitored a first pressure of 241 kPa, which was not significantly different from the set pressure and met the requirements. Further verification was conducted to determine whether the first duty cycle was equal to the preset duty cycle. The measured first duty cycle was 5.17%, which is approximately the preset duty cycle of 5% for the turbocharger's electronic control valve. When the electronic control valve duty cycle is 5%, the turbocharger's bypass valve is closed, and the turbocharger's boost performance reaches its maximum. However, as the altitude increases, the turbocharger needs higher performance to output the same pressure, which is obviously impossible. Therefore, it was determined that the turbocharger exhibits deterioration.

[0124] Through the above embodiments, this application identifies whether the turbocharger has reached its limit conditions in the process of reaching the set pressure, and then determines whether the turbocharger can output the set pressure if it is operated in a higher altitude scenario, so as to accurately identify whether the turbocharger has deterioration.

[0125] Furthermore, by identifying the turbocharger's pressure end efficiency in real time, preventative maintenance measures can be taken, such as cleaning or replacing the pressure end components, extending hardware lifespan and reducing subsequent failures and repair costs caused by efficiency degradation. Moreover, during efficiency decline, the power loss caused by efficiency deterioration can be compensated for by adjusting the electronic control logic and parameter calibration, maintaining engine performance in high-altitude environments to ensure customer satisfaction.

[0126] In order to identify whether the turbocharger is deteriorating when the first duty cycle is not equal to the preset duty cycle, in an optional embodiment, the above-mentioned device further includes:

[0127] The second determining unit is used to determine whether the first duty cycle is greater than the preset duty cycle after determining whether the first duty cycle is equal to the preset duty cycle;

[0128] Similarly, the first duty cycle is compared with the preset duty cycle (5%).

[0129] The second acquisition unit is used to acquire the current altitude when the first duty cycle is greater than the preset duty cycle;

[0130] Specifically, if the first duty cycle is greater than the preset duty cycle, it means that the boost performance of the turbocharger has not been maximized and there is still room for adjustment. At this time, the current altitude of the vehicle (i.e. the altitude to be measured) is obtained.

[0131] The third acquisition unit is used to query the target mapping relationship based on the current altitude and the set pressure to obtain the second duty cycle. The target mapping relationship is the mapping relationship between the set pressure and the theoretical duty cycle at the current altitude.

[0132] Specifically, the duty cycle required to achieve the set pressure is determined based on the current altitude (which is usually smaller than in plains areas), resulting in the second duty cycle mentioned above.

[0133] It is understandable that the ECU stores a mapping relationship between the set pressure corresponding to different altitudes and the duty cycle required to reach the set pressure. This mapping relationship can be obtained by bench testing at different altitudes.

[0134] The third determining unit is used to determine whether the turbocharger has deteriorated based on the first duty cycle and the second duty cycle.

[0135] Through the above embodiments, this application compares the actual duty cycle with the theoretical duty cycle after correcting for the influence of high-altitude air pressure to determine whether the performance degradation of the turbocharger under the current operating conditions is caused by high-altitude air pressure or by the presence of deterioration components, thus achieving accurate identification of turbocharger pressure-end deterioration.

[0136] Specifically, based on the first duty cycle and the aforementioned second duty cycle, it is determined whether the performance degradation of the turbocharger is solely caused by altitude, without including component deterioration.

[0137] To further identify whether the turbocharger is deteriorating, in one optional implementation, the third determining unit in the above step includes:

[0138] The third determining module is used to determine that the turbocharger does not have any deterioration when the first duty cycle is equal to the second duty cycle;

[0139] The fourth determination module is used to determine that the turbocharger has deteriorated when the first duty cycle is less than the second duty cycle.

[0140] Specifically, if the first duty cycle equals the second duty cycle, it indicates that although the turbocharger requires a larger duty cycle to reach the set pressure, this requirement is reasonable and matches the current altitude and engine operating conditions. In other words, the current performance degradation of the turbocharger is only caused by the change in air density (i.e., air pressure) due to altitude changes, and there is no further performance degradation due to turbocharger deterioration. Conversely, if the first duty cycle is less than the second duty cycle, it indicates that the current turbocharger cannot achieve the same pressure by only compensating for the impact of air density changes (i.e., air pressure changes) caused by altitude changes, and there is a further performance degradation. Therefore, it is determined that the turbocharger is deteriorating.

[0141] In practical implementation, assuming an altitude of 3049 meters, an engine speed of 1515 rpm, a throttle opening of 100%, and a target boost pressure of 237 kPa, the duty cycle corresponding to the target boost pressure is 30% at low altitudes. The duty cycle corrected for the higher altitude (second duty cycle) is 25%. In one test, the first duty cycle was recorded as 25.66%, indicating that although the electronically controlled valve needs to be open for a longer time to reach the set pressure, this is consistent with the pressure changes caused by altitude, thus confirming no degradation. However, in another test, the first duty cycle was recorded as 20%, indicating that compensating for the altitude alone is insufficient to achieve the same boost pressure, meaning there is performance degradation in the turbocharger.

[0142] To identify whether the turbocharger is deteriorating when the first duty cycle is less than the preset duty cycle, the above method also includes:

[0143] The fourth determining unit is used, in an optional embodiment, after obtaining the actual boost pressure of the turbocharger intake manifold to obtain the first pressure, and obtaining the actual duty cycle of the turbocharger electronic control valve to obtain the first duty cycle, to determine whether the first duty cycle is equal to the preset duty cycle when the first pressure is less than the set pressure.

[0144] The fifth determining unit is used to determine that the turbocharger has deterioration when the first duty cycle is equal to the preset duty cycle.

[0145] Specifically, under normal operating conditions, the actual duty cycle (first duty cycle) of the bypass valve of the turbocharger should be consistent with the preset duty cycle to ensure that the turbocharger can effectively provide the required pressure to meet the engine's needs under different operating conditions. However, when the turbocharger pressure end begins to deteriorate, even if the duty cycle of the electronic control valve is adjusted to the maximum or preset value, the turbocharger may not be able to generate enough pressure to reach the boost pressure (set pressure) set by the ECU. This is usually because the pressure end efficiency decreases, resulting in a weakening of air compression capacity. Therefore, when the first pressure is detected to be lower than the set pressure, if the first duty cycle is equal to the preset duty cycle at this time, it means that the electronic control valve has reached its maximum working intensity, but the boost effect is still insufficient, which directly indicates that there is efficiency deterioration at the turbocharger pressure end.

[0146] To rule out vehicle malfunctions and ensure the accuracy of the identification results, in one optional embodiment, the above-mentioned device further includes:

[0147] The sixth determining unit is used to determine whether there is a fault in the engine based on fault codes or sensor monitoring data and actuator status before the turbocharger is pressurized according to the set pressure control; if there is a fault in the engine, the engine fault is eliminated.

[0148] Specifically, the ECU continuously monitors the engine's operating status and records fault codes. The presence of fault codes may indicate a malfunction in engine sensors, actuators, or the control system. Before performing turbocharger pressure-side efficiency testing, the engine's fault codes must be read, and troubleshooting performed based on the codes' indications. Only after confirming that the engine is fault-free can the next step of the testing be carried out.

[0149] Understandably, in addition to diagnosing faults based on fault codes, engine faults can be further diagnosed by monitoring sensor data and actuator status, such as:

[0150] Static diagnostics for a vehicle that won't start when the key is turned on. This mainly involves checking sensors and actuators. Specifically, when the engine is cold and won't start when the key is turned on, check the following sensors to ensure they are normal: throttle opening, intake manifold pressure sensor value, throttle body pressure sensor value, intake manifold temperature sensor value, EGR cold air pressure sensor value, EGR valve opening, fuel gas pressure sensor value, and atmospheric pressure sensor value. If any sensor or actuator readings are abnormal, the problem must be resolved.

[0151] The seventh determining unit is used to determine whether there is an air leak in the engine's pipelines when there is no engine malfunction.

[0152] Specifically, assuming engine malfunction has been ruled out as the cause of insufficient boost, leaks in the piping can also lead to insufficient boost, thus affecting the accurate assessment of the turbocharger's pressure-side efficiency. Therefore, after confirming that the engine system is fault-free, it is also necessary to check for leaks in the intake and exhaust pipes.

[0153] The above embodiments, by preemptively ruling out engine faults and pipeline leaks, ensure the accuracy of subsequent identification of turbocharger pressure-end efficiency degradation. This avoids misdiagnosis due to faults or leaks, improving the accuracy and reliability of the diagnosis.

[0154] To eliminate the impact of pipeline leakage on the identification results, in one optional implementation, the seventh determining unit includes:

[0155] The fifth determining module is used to determine the intake pressure of the intake manifold when the vehicle is idling, and obtain the second pressure.

[0156] Specifically, when the vehicle is idling, the engine load is relatively low, and the intake pressure (second pressure) of the intake manifold should be relatively stable.

[0157] The sixth determining module is used to determine whether the second pressure is greater than the first preset pressure. If the second pressure is greater than the preset pressure, it is determined that there is an air leak in the intake manifold.

[0158] Specifically, it monitors whether the second pressure is greater than the first preset pressure. The first preset pressure is set based on the theoretical value of the normal intake manifold pressure under engine idling conditions. If the second pressure is higher than this value, it indicates that there may be additional air flowing into the intake manifold, and there is a possibility of air leakage.

[0159] The first acquisition module is used to close the intake pipe, inflate the intake pipe to a second preset pressure, and acquire the pressure in the intake pipe after a preset time to obtain a third pressure.

[0160] The seventh determining module is used to determine whether the difference between the third pressure and the second preset pressure is greater than a preset value. If the difference between the third pressure and the second preset pressure is greater than the preset value, it is determined that there is an air leak in the air intake pipe.

[0161] The second acquisition module is used to close the exhaust pipe, inflate the exhaust pipe to a second preset pressure, and acquire the pressure in the exhaust pipe after a preset time to obtain a fourth pressure.

[0162] The eighth determining module is used to determine whether the difference between the fourth pressure and the second preset pressure is greater than a preset value. If the difference between the fourth pressure and the second preset pressure is greater than the preset value, it is determined that there is a leak in the exhaust pipe.

[0163] Specifically, the intake and exhaust pipes are sealed and inflated to a second preset pressure. This second preset pressure is a test pressure higher than the normal operating pressure, used to test the sealing performance of the pipes. With the pipes sealed, they are kept at the second preset pressure for a preset time, long enough to observe the natural pressure drop. The pressure inside the pipes after the preset time (a third or fourth pressure) is recorded and compared with the second preset pressure. If the difference between the third or fourth pressure and the second preset pressure is greater than the preset value, it indicates that the pressure inside the pipes still drops significantly even with the pipes sealed, suggesting a leak.

[0164] The aforementioned high-altitude turbocharger pressure end degradation identification device includes a processor and a memory. The first control unit, the first acquisition unit, and the first determination unit are all stored as program units in the memory, and the processor executes the program units stored in the memory to achieve the corresponding functions. All of the above modules are located in the same processor; alternatively, the modules may be located in different processors in any combination.

[0165] The processor contains a kernel, which retrieves the corresponding program units from memory. One or more kernels can be configured, and adjusting kernel parameters can improve the accuracy of turbocharger pressure-side degradation identification.

[0166] The memory may include non-permanent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0167] This invention provides a computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device containing the computer-readable storage medium to perform the aforementioned method for identifying the degradation of the booster pressure end under high-altitude conditions.

[0168] Specifically, the methods for identifying the degradation of the turbocharger pressure end at high altitudes include:

[0169] Step S201: After confirming that the vehicle is fault-free, pressurize the booster according to the set pressure control.

[0170] Specifically, by reading fault codes and monitoring parameters from the engine control unit (ECU), it is confirmed that there are no known faults in the engine and its electronic control system. This avoids misinterpreting turbocharger performance degradation caused by faults in other components as a deterioration of the turbocharger's pressure end. Then, according to a preset control strategy, the turbocharger reaches the target boost pressure at the current altitude. This set pressure is based on the ideal pressure value that the engine should output under different loads and altitudes, and is achieved through ECU control.

[0171] Step S202: Obtain the actual boost pressure of the turbocharger intake manifold to obtain the first pressure; obtain the actual duty cycle of the turbocharger electronic control valve to obtain the first duty cycle.

[0172] Specifically, the actual boost pressure (first pressure) of the turbocharger intake manifold and the actual duty cycle (first duty cycle) of the turbocharger electronic control valve are acquired in real time.

[0173] Step S203: When the first pressure is equal to the set pressure, determine whether the booster has deteriorated based on the first duty cycle.

[0174] Specifically, if the first pressure is equal to the set pressure, then based on whether the first duty cycle is within the ideal operating range, a preliminary diagnosis can be made as to whether there is a deterioration state at the pressure end of the booster.

[0175] This invention provides a processor for running a program, wherein the program executes the aforementioned method for identifying the degradation of the booster pressure end under high-altitude conditions.

[0176] Specifically, the methods for identifying the degradation of the turbocharger pressure end at high altitudes include:

[0177] Step S201: After confirming that the vehicle is fault-free, pressurize the booster according to the set pressure control.

[0178] Specifically, by reading fault codes and monitoring parameters from the engine control unit (ECU), it is confirmed that there are no known faults in the engine and its electronic control system. This avoids misinterpreting turbocharger performance degradation caused by faults in other components as a deterioration of the turbocharger's pressure end. Then, according to a preset control strategy, the turbocharger reaches the target boost pressure at the current altitude. This set pressure is based on the ideal pressure value that the engine should output under different loads and altitudes, and is achieved through ECU control.

[0179] Step S202: Obtain the actual boost pressure of the turbocharger intake manifold to obtain the first pressure; obtain the actual duty cycle of the turbocharger electronic control valve to obtain the first duty cycle.

[0180] Specifically, the actual boost pressure (first pressure) of the turbocharger intake manifold and the actual duty cycle (first duty cycle) of the turbocharger electronic control valve are acquired in real time.

[0181] Step S203: When the first pressure is equal to the set pressure, determine whether the booster has deteriorated based on the first duty cycle.

[0182] Specifically, if the first pressure is equal to the set pressure, then based on whether the first duty cycle is within the ideal operating range, a preliminary diagnosis can be made as to whether there is a deterioration state at the pressure end of the booster.

[0183] This invention provides a vehicle, which includes a processor, a memory, and a program stored in the memory and executable on the processor. When the processor executes the program, it performs at least the following steps:

[0184] Step S201: After confirming that the vehicle is fault-free, pressurize the booster according to the set pressure control.

[0185] Specifically, by reading fault codes and monitoring parameters from the engine control unit (ECU), it is confirmed that there are no known faults in the engine and its electronic control system. This avoids misinterpreting turbocharger performance degradation caused by faults in other components as a deterioration of the turbocharger's pressure end. Then, according to a preset control strategy, the turbocharger reaches the target boost pressure at the current altitude. This set pressure is based on the ideal pressure value that the engine should output under different loads and altitudes, and is achieved through ECU control.

[0186] Step S202: Obtain the actual boost pressure of the turbocharger intake manifold to obtain the first pressure; obtain the actual duty cycle of the turbocharger electronic control valve to obtain the first duty cycle.

[0187] Specifically, the actual boost pressure (first pressure) of the turbocharger intake manifold and the actual duty cycle (first duty cycle) of the turbocharger electronic control valve are acquired in real time.

[0188] Step S203: When the first pressure is equal to the set pressure, determine whether the booster has deteriorated based on the first duty cycle.

[0189] Specifically, if the first pressure is equal to the set pressure, then based on whether the first duty cycle is within the ideal operating range, a preliminary diagnosis can be made as to whether there is a deterioration state at the pressure end of the booster.

[0190] This application also provides a computer program product, which, when executed on a data processing device, is suitable for executing an initialization program having at least the following method steps:

[0191] Step S201: After confirming that the vehicle is fault-free, pressurize the booster according to the set pressure control.

[0192] Specifically, by reading fault codes and monitoring parameters from the engine control unit (ECU), it is confirmed that there are no known faults in the engine and its electronic control system. This avoids misinterpreting turbocharger performance degradation caused by faults in other components as a deterioration of the turbocharger's pressure end. Then, according to a preset control strategy, the turbocharger reaches the target boost pressure at the current altitude. This set pressure is based on the ideal pressure value that the engine should output under different loads and altitudes, and is achieved through ECU control.

[0193] Step S202: Obtain the actual boost pressure of the turbocharger intake manifold to obtain the first pressure; obtain the actual duty cycle of the turbocharger electronic control valve to obtain the first duty cycle.

[0194] Specifically, the actual boost pressure (first pressure) of the turbocharger intake manifold and the actual duty cycle (first duty cycle) of the turbocharger electronic control valve are acquired in real time.

[0195] Step S203: When the first pressure is equal to the set pressure, determine whether the booster has deteriorated based on the first duty cycle.

[0196] Specifically, if the first pressure is equal to the set pressure, then based on whether the first duty cycle is within the ideal operating range, a preliminary diagnosis can be made as to whether there is a deterioration state at the pressure end of the booster.

[0197] It is obvious to those skilled in the art that the modules or steps of the present invention described above can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. They can be implemented using computer-executable program code, and thus can be stored in a storage device for execution by a computing device. In some cases, the steps shown or described can be performed in a different order than those described herein, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, the present invention is not limited to any particular combination of hardware and software.

[0198] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0199] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0200] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0201] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0202] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0203] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0204] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic tape, disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0205] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0206] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0207] As can be seen from the above description, the embodiments of this application achieve the following technical effects:

[0208] 1) The method for identifying the deterioration of the turbocharger pressure end under high-altitude conditions in this application is as follows: First, under the condition that the whole vehicle is fault-free, the turbocharger is pressurized according to the set pressure; then, the actual boost pressure of the turbocharger intake manifold is obtained to obtain the first pressure, and the actual duty cycle of the turbocharger electronic control valve is obtained to obtain the first duty cycle; finally, when the first pressure is equal to the set pressure, the presence of deterioration of the turbocharger is determined according to the first duty cycle. This application identifies turbocharger degradation by using intake manifold pressure and the duty cycle of the electronically controlled valve. Specifically, when the intake manifold pressure meets the set value, the corresponding duty cycle is monitored. The duty cycle directly affects the opening of the electronically controlled valve, which in turn affects the opening of the bypass valve, thus controlling the turbocharger's performance. This application determines whether the turbocharger is degraded based on the relationship between the electronically controlled valve opening and the intake manifold pressure, and by introducing the influence of altitude on the intake pressure. This avoids the errors caused by the prior art's diagnosis based solely on the intake manifold pressure without considering the influence of altitude on the pressure. This solves the problem that the existing turbocharger pressure end degradation identification methods are inaccurate in high-altitude environments.

[0209] 2) The turbocharger pressure end deterioration identification device under high altitude conditions of this application includes a first control unit that controls the turbocharger to pressurize according to a set pressure when the whole vehicle is determined to be fault-free; a first acquisition unit that acquires the actual boost pressure of the turbocharger intake manifold to obtain a first pressure and acquires the actual duty cycle of the turbocharger electronic control valve to obtain a first duty cycle; and a first determination unit that determines whether the turbocharger has deterioration phenomena based on the first duty cycle when the first pressure is equal to the set pressure. This application identifies turbocharger degradation by using intake manifold pressure and the duty cycle of the electronically controlled valve. Specifically, when the intake manifold pressure meets the set value, the corresponding duty cycle is monitored. The duty cycle directly affects the opening of the electronically controlled valve, which in turn affects the opening of the bypass valve, thus controlling the turbocharger's performance. This application determines whether the turbocharger is degraded based on the relationship between the electronically controlled valve opening and the intake manifold pressure, and by introducing the influence of altitude on the intake pressure. This avoids the errors caused by the prior art's diagnosis based solely on the intake manifold pressure without considering the influence of altitude on the pressure. This solves the problem that the existing turbocharger pressure end degradation identification methods are inaccurate in high-altitude environments.

[0210] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for identifying the degradation of the turbocharger pressure end under high-altitude conditions, characterized in that, include: Once it is confirmed that the vehicle is free of faults, the booster is pressurized according to the set pressure control. Obtain the actual boost pressure of the turbocharger intake manifold to get the first pressure, and obtain the actual duty cycle of the turbocharger electronic control valve to get the first duty cycle; When the first pressure is equal to the set pressure, determine whether the booster has deteriorated based on the first duty cycle. When the first pressure equals the set pressure, determining whether the booster exhibits deterioration based on the first duty cycle includes: Determine whether the first duty cycle is equal to the preset duty cycle; When the first duty cycle is equal to the preset duty cycle, it is determined that the turbocharger exhibits the aforementioned degradation phenomenon. After determining whether the first duty cycle is equal to the preset duty cycle, the method further includes: Determine whether the first duty cycle is greater than the preset duty cycle; If the first duty cycle is greater than the preset duty cycle, obtain the current altitude; Based on the current altitude and the set pressure, a target mapping relationship is queried to obtain the second duty cycle. The target mapping relationship is the mapping relationship between the set pressure and the theoretical duty cycle at the current altitude. Determine whether the turbocharger exhibits the aforementioned degradation phenomenon based on the first duty cycle and the second duty cycle; Determining whether the turbocharger exhibits the aforementioned degradation based on the first duty cycle and the second duty cycle includes: When the first duty cycle is equal to the second duty cycle, it is determined that the turbocharger does not exhibit the aforementioned degradation phenomenon; If the first duty cycle is less than the second duty cycle, it is determined that the turbocharger exhibits the aforementioned degradation phenomenon.

2. The method according to claim 1, characterized in that, After obtaining the actual boost pressure of the turbocharger intake manifold to obtain the first pressure, and obtaining the actual duty cycle of the turbocharger electronic control valve to obtain the first duty cycle, the method further includes: If the first pressure is less than the set pressure, determine whether the first duty cycle is equal to the preset duty cycle; When the first duty cycle is equal to the preset duty cycle, it is determined that the turbocharger exhibits the aforementioned degradation phenomenon.

3. The method according to any one of claims 1 or 2, characterized in that, Before pressurizing the booster according to the set pressure, the method further includes: Determine whether the engine is faulty based on fault codes or sensor monitoring data and actuator status, and troubleshoot the engine if it is faulty. If the engine is not faulty, determine whether there is an air leak in the engine's piping.

4. The method according to claim 3, characterized in that, Determine if there are any leaks in the engine's lines, including: With the vehicle idling, the intake pressure of the intake manifold is determined to obtain the second pressure; Determine whether the second pressure is greater than the first preset pressure. If the second pressure is greater than the preset pressure, determine that there is an air leak in the intake manifold. The intake pipe is sealed, and air is introduced into the intake pipe to a second preset pressure. After a preset time, the pressure inside the intake pipe is obtained to obtain a third pressure. Determine whether the difference between the third pressure and the second preset pressure is greater than a preset value. If the difference between the third pressure and the second preset pressure is greater than the preset value, determine that there is an air leak in the air intake pipe. The exhaust pipe is sealed, and air is introduced into the exhaust pipe to the second preset pressure. After the preset time period, the pressure inside the exhaust pipe is obtained to obtain the fourth pressure. Determine whether the difference between the fourth pressure and the second preset pressure is greater than the preset value. If the difference between the fourth pressure and the second preset pressure is greater than the preset value, determine that there is an air leak in the exhaust pipe.

5. A device for identifying the degradation of the pressure end of a turbocharger at high altitudes, characterized in that, The device includes: The first control unit is used to control the supercharger to increase pressure according to the set pressure when the vehicle is determined to be fault-free. The first acquisition unit is used to acquire the actual boost pressure of the turbocharger intake manifold to obtain the first pressure, and to acquire the actual duty cycle of the turbocharger electronic control valve to obtain the first duty cycle. The first determining unit is used to determine whether the booster has deterioration when the first pressure is equal to the set pressure, based on the first duty cycle. The first determining unit includes: The first determining module is used to determine whether the first duty cycle is equal to the preset duty cycle; The second determining module is used to determine that the turbocharger has the degradation phenomenon when the first duty cycle is equal to the preset duty cycle; The device further includes: The second determining unit is used to determine whether the first duty cycle is greater than the preset duty cycle after determining whether the first duty cycle is equal to the preset duty cycle; The second acquisition unit is used to acquire the current altitude when the first duty cycle is greater than the preset duty cycle; The third acquisition unit is used to query the target mapping relationship based on the current altitude and the set pressure to obtain the second duty cycle. The target mapping relationship is the mapping relationship between the set pressure and the theoretical duty cycle at the current altitude. The third determining unit is used to determine whether the turbocharger exhibits the degradation phenomenon based on the first duty cycle and the second duty cycle; The third determining unit includes: The third determining module is used to determine that the turbocharger does not have the degradation phenomenon when the first duty cycle is equal to the second duty cycle; The fourth determining module is used to determine that the turbocharger has the degradation phenomenon when the first duty cycle is less than the second duty cycle.

6. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device on which the computer-readable storage medium is located to perform the method according to any one of claims 1 to 4.

7. A vehicle, characterized in that, include: One or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, the one or more programs comprising methods for performing any one of claims 1 to 4.

Images