A method and related apparatus for diagnosing the cooling efficiency of an intercooler

Abstract

This invention discloses a method and related apparatus for diagnosing intercooler cooling efficiency, relating to the field of vehicle fault diagnosis. The method includes: finding the benchmark intercooler cooling efficiency corresponding to the current vehicle operating condition based on a pre-determined benchmark intercooler cooling efficiency table; determining vehicle dynamic aging compensation parameters based on the current vehicle operating condition and accumulated key parameters of vehicle operation; using these compensation parameters to compensate the benchmark intercooler cooling efficiency to obtain a predicted intercooler cooling efficiency value; when the current intercooler cooling efficiency is less than the predicted intercooler cooling efficiency value, calculating the difference between the predicted intercooler cooling efficiency value and a preset efficiency change range as a dynamic efficiency threshold; and comparing the current intercooler cooling efficiency with the dynamic efficiency threshold to determine whether there is a risk of intercooler failure. The determination process of the dynamic efficiency threshold in this invention considers the current vehicle operating condition and the vehicle dynamic aging compensation parameters, thus effectively reducing the occurrence of false positives and false negatives.

Description

Technical Field

[0001] This invention relates to the field of vehicle fault diagnosis technology, and more specifically, to a method and related apparatus for diagnosing intercooler cooling efficiency. Background Technology

[0002] Intercooler cooling efficiency is a key indicator calculated based on the intercooler inlet air temperature, intercooler outlet air temperature, and cooling medium inlet temperature. It is used to characterize the cooling performance of the intercooler. Since this key indicator directly reflects the heat exchange effect of the intercooler in actual operation, it is necessary to diagnose the intercooler cooling efficiency.

[0003] Current methods for diagnosing intercooler cooling efficiency compare the calculated efficiency with a preset static efficiency threshold. If the efficiency is lower than this threshold, an intercooler fault risk alarm is triggered, prompting the driver to request repairs. However, since the engine is typically located in the engine compartment at the rear of the vehicle, dynamic changes in its operating conditions can significantly interfere with the diagnostic results. For example, when a vehicle suddenly decelerates from high speed, the engine intake air volume drops rapidly, but the intercooler outlet air temperature remains relatively high, leading to a lower calculated cooling efficiency and increasing the likelihood of misdiagnosis or missed diagnosis. Summary of the Invention

[0004] In view of this, the present invention discloses a method and related apparatus for diagnosing intercooler cooling efficiency, in order to solve the problem that the calculated intercooler cooling efficiency in the existing solution is too low, which can easily lead to misdiagnosis and missed diagnosis of faults.

[0005] A method for diagnosing the cooling efficiency of an intercooler includes:

[0006] Based on the pre-determined benchmark intercooler cooling efficiency table, find the benchmark intercooler cooling efficiency corresponding to the current vehicle operating conditions.

[0007] The vehicle dynamic aging compensation parameters are determined based on the current vehicle operating conditions and the accumulated key parameters of vehicle operation.

[0008] The cooling efficiency of the benchmark intercooler is compensated using the vehicle dynamic aging compensation parameters to obtain a predicted value of the intercooler cooling efficiency.

[0009] When the current intercooler cooling efficiency is less than the predicted intercooler cooling efficiency, the difference between the predicted intercooler cooling efficiency and the preset efficiency change range is calculated, and the difference is determined as the dynamic efficiency threshold.

[0010] The current intercooler cooling efficiency is compared with the dynamic efficiency threshold to determine whether there is a risk of intercooler failure.

[0011] Optionally, vehicle dynamic aging compensation parameters are determined based on the current vehicle operating conditions and accumulated key parameters of vehicle operation, including:

[0012] Based on the pre-determined table of intercooler cooling efficiency degradation values, find the corresponding intercooler cooling efficiency degradation value for the current vehicle operating condition.

[0013] Obtain the accumulated key parameters of the vehicle's operation;

[0014] Based on the pre-determined intercooler cooling efficiency degradation coefficient table, find the intercooler cooling efficiency degradation coefficient corresponding to the cumulative key parameters of vehicle operation;

[0015] The intercooler cooling efficiency degradation value and the intercooler cooling efficiency degradation coefficient are determined as the vehicle dynamic aging compensation parameters.

[0016] Optionally, the vehicle dynamic aging compensation parameters are used to compensate the benchmark intercooler cooling efficiency to obtain a predicted value for the intercooler cooling efficiency, including:

[0017] Calculate the product of the intercooler cooling efficiency degradation value and the intercooler cooling efficiency degradation coefficient;

[0018] The product of the reference intercooler cooling efficiency and the product is added together, and the result is determined as the predicted value of the intercooler cooling efficiency.

[0019] Optionally, the current intercooler cooling efficiency is compared with the dynamic efficiency threshold to determine whether the intercooler is at risk of failure, including:

[0020] If the current intercooler cooling efficiency is less than the dynamic efficiency threshold, it is determined that the intercooler is at risk of failure.

[0021] Optionally, the current intercooler cooling efficiency is compared with the dynamic efficiency threshold to determine whether the intercooler is at risk of failure, including:

[0022] If the current intercooler cooling efficiency is less than the dynamic efficiency threshold, determine whether the torque value in the current vehicle operating condition is less than the torque threshold.

[0023] If the torque value is less than the torque threshold value, the duration during which the current intercooler cooling efficiency is less than the dynamic efficiency threshold is accumulated according to the first time weighting coefficient to obtain the first accumulation time.

[0024] If the first accumulated time reaches a preset time threshold, it is determined that the intercooler is at risk of failure.

[0025] Optionally, it also includes:

[0026] If the torque value is not less than the torque threshold value, the duration for which the current intercooler cooling efficiency is less than the dynamic efficiency threshold is accumulated according to the second time weighting coefficient to obtain the second accumulated time, wherein the second time weighting coefficient is greater than the first time weighting coefficient.

[0027] If the second accumulated time reaches the preset time threshold, it is determined that the intercooler has a risk of failure.

[0028] Optionally, the process of determining the benchmark intercooler cooling efficiency table includes:

[0029] During the vehicle development phase, an initial intercooler cooling efficiency table is calibrated for different vehicle operating conditions.

[0030] During the break-in period of a new vehicle, the actual intercooler cooling efficiency of the new vehicle under different vehicle operating conditions is calculated.

[0031] For the same vehicle operating condition range, the corresponding benchmark intercooler cooling efficiency is calculated by combining the actual intercooler cooling efficiency, the initial intercooler cooling efficiency in the initial intercooler cooling efficiency table, and the calibration coefficient.

[0032] The cooling efficiency of each benchmark intercooler under different vehicle operating conditions is summarized to obtain the benchmark intercooler cooling efficiency table.

[0033] A device for diagnosing the cooling efficiency of an intercooler, comprising:

[0034] The reference efficiency determination unit is used to find the reference intercooler cooling efficiency corresponding to the current vehicle operating condition based on a pre-determined reference intercooler cooling efficiency table.

[0035] The aging compensation parameter determination unit is used to determine the vehicle dynamic aging compensation parameters based on the current vehicle operating conditions and the accumulated key parameters of vehicle operation.

[0036] The compensation unit is used to compensate the cooling efficiency of the benchmark intercooler using the vehicle dynamic aging compensation parameters to obtain a predicted value of the intercooler cooling efficiency.

[0037] The dynamic efficiency threshold determination unit is used to calculate the difference between the predicted value of the intercooler cooling efficiency and the preset efficiency change range when the current intercooler cooling efficiency is less than the predicted value of the intercooler cooling efficiency, and to determine the difference as the dynamic efficiency threshold.

[0038] The diagnostic unit is used to compare the current intercooler cooling efficiency with the dynamic efficiency threshold to determine whether there is a risk of intercooler failure.

[0039] A computer storage medium storing at least one instruction, which, when executed by a processor, implements the intercooler cooling efficiency diagnosis method described above.

[0040] An electronic device, comprising: a memory and a processor;

[0041] The memory is used to store at least one instruction;

[0042] The processor is used to execute at least one instruction to implement the intercooler cooling efficiency diagnosis method described above.

[0043] As can be seen from the above technical solution, the present invention discloses a method and related device for diagnosing intercooler cooling efficiency. According to a predetermined benchmark intercooler cooling efficiency table, the benchmark intercooler cooling efficiency corresponding to the current vehicle operating condition is found. The vehicle dynamic aging compensation parameters are determined based on the current vehicle operating condition and the vehicle's accumulated key operating parameters. The benchmark intercooler cooling efficiency is compensated using the vehicle dynamic aging compensation parameters to obtain a predicted value of the intercooler cooling efficiency. When the current intercooler cooling efficiency is less than the predicted value of the intercooler cooling efficiency, the difference between the predicted value of the intercooler cooling efficiency and the preset efficiency change range is calculated, and the difference is determined as a dynamic efficiency threshold. The current intercooler cooling efficiency is compared with the dynamic efficiency threshold to determine whether there is a risk of intercooler failure. The determination process of the dynamic efficiency threshold in this invention fully considers the current vehicle operating conditions and the vehicle dynamic aging compensation parameters determined based on the current vehicle operating conditions and the accumulated key parameters of vehicle operation. Therefore, compared with the static efficiency threshold, the dynamic efficiency threshold can more accurately fit the actual operating conditions of the vehicle and can be adjusted in real time as the vehicle operating conditions change and the degree of aging deepens. This allows for a more accurate judgment of whether the intercooler cooling efficiency is normal, effectively reducing the occurrence of fault misjudgment and missed judgment, thereby improving the reliability and effectiveness of diagnosis. Attached Figure Description

[0044] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the published drawings without creative effort.

[0045] Figure 1 This is a schematic diagram of an engine air passage connection disclosed in an embodiment of the present invention;

[0046] Figure 2 This is a flowchart of a method for diagnosing the cooling efficiency of an intercooler, as disclosed in an embodiment of the present invention.

[0047] Figure 3This is a schematic diagram of the structure of an intercooler cooling efficiency diagnostic device disclosed in an embodiment of the present invention;

[0048] Figure 4 This is a schematic diagram of the structure of an electronic device disclosed in an embodiment of the present invention. Detailed Implementation

[0049] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0050] This invention discloses a method and related device for diagnosing intercooler cooling efficiency. The process of determining the dynamic efficiency threshold fully considers the current vehicle operating conditions and the vehicle dynamic aging compensation parameters determined based on the current vehicle operating conditions and the accumulated key parameters of vehicle operation. Therefore, compared with the static efficiency threshold, the dynamic efficiency threshold can more accurately match the actual operating conditions of the vehicle and can be adjusted in real time as the vehicle operating conditions change and the degree of aging deepens. This allows for a more accurate determination of whether the intercooler cooling efficiency is normal, effectively reducing the occurrence of misdiagnosis and missed diagnosis, thereby improving the reliability and effectiveness of diagnosis.

[0051] For a better understanding of the intercooler cooling efficiency diagnosis process disclosed in this invention, please refer to [link / reference]. Figure 1 The present invention discloses a schematic diagram of an engine air circuit connection, which includes: an air filter 1, a turbocharger pressure end 2, an intercooler 3, an intercooler front temperature sensor 4, a throttle valve 5, an intercooler rear temperature sensor 6, and a turbocharger scroll end 7. The intercooler front temperature sensor 4 and the intercooler rear temperature sensor 6 can also use temperature models.

[0052] Cooling air flows from air filter 1 through turbocharger pressure end 2 to the location of temperature sensor 4 before the intercooler, then through the cold zone of intercooler 3, then through temperature sensor 6 after the intercooler, and finally through throttle valve 5 into engine 8. After combustion, engine 8 exhausts exhaust gas through the exhaust pipe, which then passes through turbocharger scroll end 7.

[0053] Figure 1 The intercooler inlet temperature sensor 4 collects the intercooler inlet air temperature, and the intercooler outlet temperature sensor 6 collects the intercooler outlet air temperature. The cooling medium inlet temperature is detected and its specific value is obtained before it enters the engine air passage.

[0054] The formula for calculating the cooling efficiency of an intercooler is as follows:

[0055] (1);

[0056] In the formula, This indicates the intercooler's cooling efficiency. This indicates the air temperature at the intercooler inlet. This indicates the air temperature at the intercooler outlet. This indicates the inlet temperature of the cooling medium.

[0057] When the intercooler is an air-to-air intercooler, the ambient temperature of the air-to-air intercooler is defined as the inlet temperature of the cooling medium. .

[0058] It should be noted that, Figure 1 The text only describes the engine body and does not show the aftertreatment system.

[0059] See Figure 2 The present invention discloses a flowchart of a method for diagnosing the cooling efficiency of an intercooler, which includes the following steps:

[0060] Step S101: Based on the pre-determined benchmark intercooler cooling efficiency table, find the benchmark intercooler cooling efficiency corresponding to the current vehicle operating condition.

[0061] The reference intercooler cooling efficiency table in this application records the reference intercooler cooling efficiency corresponding to different vehicle operating conditions.

[0062] By matching the current vehicle operating condition with each vehicle operating condition interval recorded in the reference intercooler cooling efficiency table, the target vehicle operating condition interval to which the current vehicle operating condition belongs is determined. The reference intercooler cooling efficiency corresponding to the target vehicle operating condition interval is the reference intercooler cooling efficiency corresponding to the current vehicle operating condition.

[0063] The current vehicle operating conditions include, but are not limited to, engine speed and torque.

[0064] Step S102: Determine the vehicle dynamic aging compensation parameters based on the current vehicle operating conditions and the accumulated key parameters of vehicle operation.

[0065] Among them, the key parameters of vehicle operation accumulation include: vehicle operation mileage and / or engine operation accumulation power.

[0066] As vehicle mileage and / or engine power accumulate, vehicles will exhibit varying degrees of aging. In this embodiment, dynamic aging compensation parameters are determined based on the current vehicle operating conditions and key accumulated vehicle operating parameters. These parameters characterize the normal reduction in intercooler cooling efficiency during the normal aging process of the vehicle.

[0067] The vehicle dynamic aging compensation parameters include: intercooler cooling efficiency degradation value and intercooler cooling efficiency degradation coefficient.

[0068] Step S103: Compensate the cooling efficiency of the benchmark intercooler using the vehicle dynamic aging compensation parameters to obtain the predicted value of the intercooler cooling efficiency.

[0069] During long-term vehicle operation, the intercooler gradually ages due to various factors such as dust accumulation, component wear, and corrosion, all of which lead to a decrease in its cooling efficiency. However, the benchmark intercooler cooling efficiency is usually measured under new equipment or ideal conditions, without considering the effects of aging. By introducing dynamic aging compensation parameters, the cooling efficiency of the intercooler under actual aging conditions can be more accurately reflected, making the performance evaluation results more accurate and reliable.

[0070] The aging rate and extent of an intercooler may vary depending on the vehicle's operating conditions. For example, in vehicles that frequently operate in harsh environments (such as high temperature, high humidity, and dust), the intercooler may age faster. Dynamic aging compensation parameters can be adjusted according to the vehicle's actual operating conditions, thereby more accurately predicting the intercooler's cooling efficiency under different conditions and providing more detailed data support for vehicle performance evaluation.

[0071] Step S104: When the current intercooler cooling efficiency is less than the predicted intercooler cooling efficiency value, calculate the difference between the predicted intercooler cooling efficiency value and the preset efficiency change range, and determine the difference as the dynamic efficiency threshold.

[0072] The predicted intercooler cooling efficiency can essentially be considered as the cooling efficiency corresponding to the intercooler in its current actual aging state. When the current intercooler cooling efficiency is determined to be less than the predicted value, it means that the current intercooler cooling efficiency is low, and correspondingly, the intercooler's cooling performance may decline. To further improve the accuracy of intercooler cooling efficiency diagnosis, this invention uses the difference between the predicted intercooler cooling efficiency and a preset efficiency change range as a dynamic efficiency threshold.

[0073] The value of the preset efficiency change range is determined according to actual needs, for example, it can be 0.3.

[0074] Step S105: Compare the current intercooler cooling efficiency with the dynamic efficiency threshold to determine whether there is a risk of intercooler failure.

[0075] In summary, this invention discloses a method for diagnosing intercooler cooling efficiency. Based on a pre-determined benchmark intercooler cooling efficiency table, the method finds the benchmark intercooler cooling efficiency corresponding to the current vehicle operating condition. Based on the current vehicle operating condition and accumulated key parameters of vehicle operation, the method determines vehicle dynamic aging compensation parameters. The benchmark intercooler cooling efficiency is compensated using these parameters to obtain a predicted intercooler cooling efficiency value. When the current intercooler cooling efficiency is less than the predicted value, the method calculates the difference between the predicted value and a preset efficiency change range, and uses this difference as a dynamic efficiency threshold. The current intercooler cooling efficiency is compared with the dynamic efficiency threshold to determine if there is a risk of intercooler malfunction. The determination process of the dynamic efficiency threshold in this invention fully considers the current vehicle operating conditions and the vehicle dynamic aging compensation parameters determined based on the current vehicle operating conditions and the accumulated key parameters of vehicle operation. Therefore, compared with the static efficiency threshold, the dynamic efficiency threshold can more accurately fit the actual operating conditions of the vehicle and can be adjusted in real time as the vehicle operating conditions change and the degree of aging deepens. This allows for a more accurate judgment of whether the intercooler cooling efficiency is normal, effectively reducing the occurrence of fault misjudgment and missed judgment, thereby improving the reliability and effectiveness of diagnosis.

[0076] In one embodiment, the process of determining a benchmark intercooler cooling efficiency table may include:

[0077] (1) During the vehicle development phase, an initial intercooler cooling efficiency table is calibrated for different vehicle operating conditions.

[0078] In practical applications, during the vehicle development phase, the ECU (Electronic Control Unit) is used to calibrate an initial intercooler cooling efficiency table based on the vehicle's condition at the time of development and for different vehicle operating conditions.

[0079] Taking vehicle operating conditions including two parameters, speed and torque, as an example, please refer to the example of the initial intercooler cooling efficiency table shown in Table 1.

[0080] Table 1

[0081]

[0082] (2) During the break-in period of a new vehicle, calculate the actual intercooler cooling efficiency of the new vehicle under different vehicle operating conditions.

[0083] The break-in period for a new car can be defined as the period when the mileage of the new car is between 0 and 5000 kilometers.

[0084] Taking the vehicle operating conditions, including the two parameters of speed and torque, as an example, the actual intercooler cooling efficiency of the new car under different vehicle operating conditions is calculated according to formula (1).

[0085] In practical applications, when multiple actual intercooler cooling efficiency values ​​are calculated for each vehicle operating condition range, the moving average method can be used to determine the actual intercooler cooling efficiency corresponding to that vehicle operating condition range. Specifically, firstly, the intercooler cooling efficiency under a certain vehicle operating condition range is calculated according to the intercooler cooling efficiency calculation formula shown in formula (1); then, the moving average method (for example, taking the average value of 1~10 seconds, the average value of 2~11 seconds, etc.) is used to obtain the final actual intercooler cooling efficiency.

[0086] (3) For the same vehicle operating condition range, the corresponding benchmark intercooler cooling efficiency is calculated by combining the actual intercooler cooling efficiency, the initial intercooler cooling efficiency in the initial intercooler cooling efficiency table, and the calibration coefficient.

[0087] The formula for calculating the cooling efficiency of the benchmark intercooler is as follows:

[0088] The benchmark intercooler cooling efficiency = calculated actual intercooler cooling efficiency × fac1 + (1-fac1) × initial intercooler cooling efficiency.

[0089] In the formula, fac1 is the calibration coefficient set by the ECU, for example, fac1=0.3.

[0090] Taking the vehicle operating conditions, including the parameters of speed and torque, as an example, the actual intercooler cooling efficiency calculated under the vehicle operating conditions of speed of 1200 r / min and torque of 400 Nm is 0.75, the corresponding initial intercooler cooling efficiency in Table 1 is 0.7, and fac1=0.3.

[0091] Therefore, the cooling efficiency of the reference intercooler is 0.75 × 0.3 + (1 - 0.3) × 0.7 = 0.715.

[0092] (4) Summarize the cooling efficiency of each reference intercooler under different vehicle operating conditions to obtain the reference intercooler cooling efficiency table.

[0093] Taking vehicle operating conditions including the two parameters of speed and torque as an example, please refer to the example of the benchmark intercooler cooling efficiency table shown in Table 2.

[0094] Table 2

[0095]

[0096] In one embodiment, step S102 may specifically include:

[0097] (1) Based on the pre-determined table of intercooler cooling efficiency degradation values, find the intercooler cooling efficiency degradation value corresponding to the current vehicle operating condition.

[0098] Taking vehicle operating conditions, including parameters such as speed and torque, as an example, please refer to the example of the intercooler cooling efficiency degradation value table shown in Table 3.

[0099] Table 3

[0100]

[0101] Taking the current vehicle operating conditions, including the parameters of speed and torque, as an example, under the vehicle operating conditions of speed of 1200 r / min and torque of 400 Nm, the intercooler cooling efficiency degradation value corresponding to the current vehicle operating conditions can be found in Table 3 as -0.11.

[0102] (2) Obtain the cumulative key parameters of the vehicle operation.

[0103] Taking the vehicle's cumulative key parameter of operation as the vehicle's mileage as an example, the vehicle's mileage is 5,000 to 20,000 km.

[0104] (3) Based on the pre-determined intercooler cooling efficiency degradation coefficient table, find the intercooler cooling efficiency degradation coefficient corresponding to the cumulative key parameters of vehicle operation.

[0105] Taking the vehicle's cumulative key parameter of mileage as an example, please refer to the example of the intercooler cooling efficiency degradation coefficient table shown in Table 4.

[0106] Table 4

[0107]

[0108] As can be seen from Table 4, the intercooler cooling efficiency degradation coefficient is 1 when the vehicle's mileage is between 5000 and 20000 km.

[0109] (4) The intercooler cooling efficiency degradation value and the intercooler cooling efficiency degradation coefficient are determined as the vehicle dynamic aging compensation parameters.

[0110] In one embodiment, step S103 may specifically include:

[0111] (1) Calculate the product of the cooling efficiency degradation value of the intercooler and the cooling efficiency degradation coefficient of the intercooler;

[0112] (2) Add the product of the reference intercooler cooling efficiency and the product, and determine the result of the addition as the predicted value of the intercooler cooling efficiency.

[0113] For example, taking a vehicle operating condition with a speed of 1200 r / min and a torque of 400 Nm as an example, Table 3 shows that the benchmark intercooler cooling efficiency for the current vehicle operating condition is 0.715, and Table 3 also shows that the intercooler cooling efficiency degradation value for the current vehicle operating condition is -0.11.

[0114] The vehicle's operating mileage is 5000~20000km. From Table 4, the intercooler cooling efficiency degradation coefficient is found to be 1.

[0115] Predicted intercooler cooling efficiency = 0.715 + (-0.11) × 1 = 0.605.

[0116] In one embodiment, step S105 may specifically include:

[0117] If the current intercooler cooling efficiency is less than the dynamic efficiency threshold, it is determined that the intercooler is at risk of failure.

[0118] The main function of the intercooler is to lower the temperature of the boosted air and increase its density, thereby increasing the engine's intake air volume and enabling the engine to burn fuel more completely, resulting in greater power output. If the intercooler malfunctions, leading to a decrease in cooling efficiency, the air entering the engine will be too hot, reducing air density and intake air volume, which in turn affects the engine's power output and combustion efficiency. This invention determines that the intercooler is at risk of malfunction when its current cooling efficiency is below the dynamic efficiency threshold, allowing technicians to take timely and effective measures to ensure the engine always operates in good condition and maintains the vehicle's power performance.

[0119] During vehicle operation, different fault diagnosis strategies are employed based on the varying needs for monitoring the intercooler's operating status across different torque ranges. When the vehicle is in a low torque range, such as when the torque is less than 500 Nm, the engine load is relatively low, the intercooler operates more smoothly, and the probability of fault occurrence is relatively low. To improve the accuracy of fault diagnosis and avoid misjudgments due to transient fluctuations or external interference, it is required that the fault determination speed be slower and the continuous diagnosis time be longer when diagnosing intercooler cooling efficiency. This allows for more comprehensive data collection and analysis to accurately determine whether a true intercooler fault exists.

[0120] When a vehicle operates in a high-torque range, such as with a torque of at least 500 Nm, the engine load increases, and the intercooler needs to withstand higher thermal loads and pressures, significantly increasing the risk of malfunction. In this situation, to detect problems promptly and prevent further deterioration that could impact engine performance, it is crucial to quickly determine if an intercooler fault exists, with a short diagnostic timeframe to allow for swift repair or adjustment. By setting different fault detection requirements for different torque ranges, false alarms can be reduced when the intercooler is functioning correctly, and faults can be quickly identified when they do occur.

[0121] Based on this, in one embodiment, step S105 may specifically include:

[0122] (1) If the current intercooler cooling efficiency is less than the dynamic efficiency threshold, determine whether the torque value in the current vehicle operating condition is less than the torque threshold value;

[0123] The torque threshold value is the boundary between the low torque region and the high torque region. For example, the torque threshold value is 500 Nm.

[0124] When the torque value is less than the torque threshold, the vehicle is determined to be operating in the low torque region.

[0125] When the torque value is not less than the torque threshold value, the vehicle is determined to be operating in the high torque region.

[0126] (2) If the torque value is less than the torque threshold value, the duration for which the current intercooler cooling efficiency is less than the dynamic efficiency threshold is accumulated according to the first time weighting coefficient to obtain the first accumulated time.

[0127] In this embodiment, if the torque value is less than the torque threshold, the vehicle is determined to be operating in a low torque region, which corresponds to the first time weighting coefficient fac2. The value of the first time weighting coefficient fac2 is determined according to actual needs; for example, the value of the first time weighting coefficient fac2 is 1. For every second that the current intercooler cooling efficiency is less than the dynamic efficiency threshold, the first cumulative time is incremented by 1.

[0128] (3) If the first accumulated time reaches the preset time threshold, it is determined that there is a risk of failure in the intercooler.

[0129] The value of the preset time threshold is determined according to actual needs, and this invention does not limit it.

[0130] For example, taking a vehicle operating at 1200 r / min and 400 Nm as an example, assuming the torque threshold is 500 Nm, since 400 Nm < 500 Nm, the vehicle is determined to be operating in the low torque region.

[0131] Table 2 shows that the benchmark intercooler cooling efficiency for the current vehicle operating condition is 0.715, and Table 3 shows that the intercooler cooling efficiency degradation value for the current vehicle operating condition is -0.11.

[0132] The vehicle's operating mileage is 5000~20000km. From Table 4, the intercooler cooling efficiency degradation coefficient is found to be 1.

[0133] Therefore, the predicted cooling efficiency of the intercooler is 0.715 + (-0.11) × 1 = 0.605.

[0134] Taking a preset efficiency change range of 0.3 as an example, the dynamic efficiency threshold determined under the current vehicle operating conditions is 0.605-0.3=0.305.

[0135] If the calculated current intercooler cooling efficiency is 0.28, since 0.28 < 0.305, it is determined that the intercooler may be at risk of failure. At this point, the final failure risk confirmation begins. Using a first time weighting coefficient fac2 = 1, the duration of 0.28 < 0.305 is accumulated. For each additional second, the first accumulated time is incremented by 1, resulting in the final first accumulated time. When this first accumulated time reaches a preset time threshold (e.g., 100), it is determined that the intercooler is at risk of failure.

[0136] In one embodiment, the intercooler cooling efficiency diagnostic method may further include:

[0137] If the torque value is not less than the torque threshold value, the duration for which the current intercooler cooling efficiency is less than the dynamic efficiency threshold is accumulated according to the second time weighting coefficient to obtain the second accumulated time, wherein the second time weighting coefficient is greater than the first time weighting coefficient.

[0138] If the second accumulated time reaches the preset time threshold, it is determined that the intercooler has a risk of failure.

[0139] In this embodiment, when the torque value is not less than the torque threshold, the vehicle is determined to be operating in the high torque region. The low torque region corresponds to the second time weighting coefficient fac3. The value of the second time weighting coefficient fac3 is determined according to actual needs; for example, the value of the second time weighting coefficient fac3 is 3. For every second that the current intercooler cooling efficiency is less than the dynamic efficiency threshold, the second cumulative time is incremented by 3.

[0140] For example, taking a vehicle operating at 1200 r / min and 800 Nm as an example, assuming the torque threshold is 500 Nm, since 800 Nm > 500 Nm, the vehicle is determined to be operating in the high torque region.

[0141] Table 2 shows that the baseline intercooler cooling efficiency for the current vehicle operating condition is 0.93, and Table 3 shows that the deterioration value of the intercooler cooling efficiency for the current vehicle operating condition is -0.08.

[0142] The vehicle's operating mileage is 5000~20000km. From Table 4, the intercooler cooling efficiency degradation coefficient is found to be 1.

[0143] Therefore, the predicted cooling efficiency of the intercooler is 0.93 + (-0.08) × 1 = 0.85.

[0144] Taking a preset efficiency change range of 0.3 as an example, the dynamic efficiency threshold determined under the current vehicle operating conditions is 0.85-0.3=0.55.

[0145] If the calculated current intercooler cooling efficiency is 0.53, since 0.53 < 0.55, it is determined that the intercooler may be at risk of failure. At this point, the final failure risk confirmation begins. According to the second time weighting coefficient fac3=3, the duration of 0.53 < 0.55 is accumulated. For every second added, the second accumulated time is increased by 3, and the final second accumulated time is obtained. When this second accumulated time reaches a preset time threshold (e.g., 100), it is determined that the intercooler is at risk of failure.

[0146] Corresponding to the above method embodiments, the present invention also discloses an intercooler cooling efficiency diagnostic device.

[0147] See Figure 3 A schematic diagram of a cooling efficiency diagnostic device for an intercooler disclosed in an embodiment of the present invention is shown. The device includes:

[0148] The reference efficiency determination unit 201 is used to find the reference intercooler cooling efficiency corresponding to the current vehicle operating condition based on a pre-determined reference intercooler cooling efficiency table.

[0149] The reference intercooler cooling efficiency table in this application records the reference intercooler cooling efficiency corresponding to different vehicle operating conditions.

[0150] By matching the current vehicle operating condition with each vehicle operating condition interval recorded in the reference intercooler cooling efficiency table, the target vehicle operating condition interval to which the current vehicle operating condition belongs is determined. The reference intercooler cooling efficiency corresponding to the target vehicle operating condition interval is the reference intercooler cooling efficiency corresponding to the current vehicle operating condition.

[0151] The current vehicle operating conditions include, but are not limited to, engine speed and torque.

[0152] The aging compensation parameter determination unit 202 is used to determine the vehicle dynamic aging compensation parameters based on the current vehicle operating conditions and the accumulated key parameters of vehicle operation.

[0153] Among them, the key parameters of vehicle operation accumulation include: vehicle operation mileage and / or engine operation accumulation power.

[0154] As vehicle mileage and / or engine power accumulate, vehicles will exhibit varying degrees of aging. In this embodiment, dynamic aging compensation parameters are determined based on the current vehicle operating conditions and key accumulated vehicle operating parameters. These parameters characterize the normal reduction in intercooler cooling efficiency during the normal aging process of the vehicle.

[0155] The vehicle dynamic aging compensation parameters include: intercooler cooling efficiency degradation value and intercooler cooling efficiency degradation coefficient.

[0156] The compensation unit 203 is used to compensate the cooling efficiency of the reference intercooler using the vehicle dynamic aging compensation parameters to obtain a predicted value of the intercooler cooling efficiency.

[0157] During long-term vehicle operation, the intercooler gradually ages due to various factors such as dust accumulation, component wear, and corrosion, all of which lead to a decrease in its cooling efficiency. However, the benchmark intercooler cooling efficiency is usually measured under new equipment or ideal conditions, without considering the effects of aging. By introducing dynamic aging compensation parameters, the cooling efficiency of the intercooler under actual aging conditions can be more accurately reflected, making the performance evaluation results more accurate and reliable.

[0158] The aging rate and extent of an intercooler may vary depending on the vehicle's operating conditions. For example, in vehicles that frequently operate in harsh environments (such as high temperature, high humidity, and dust), the intercooler may age faster. Dynamic aging compensation parameters can be adjusted according to the vehicle's actual operating conditions, thereby more accurately predicting the intercooler's cooling efficiency under different conditions and providing more detailed data support for vehicle performance evaluation.

[0159] The dynamic efficiency threshold determination unit 204 is used to calculate the difference between the predicted value of the intercooler cooling efficiency and the preset efficiency change range when the current intercooler cooling efficiency is less than the predicted value of the intercooler cooling efficiency, and to determine the difference as the dynamic efficiency threshold.

[0160] The predicted intercooler cooling efficiency can essentially be considered as the cooling efficiency corresponding to the intercooler in its current actual aging state. When the current intercooler cooling efficiency is determined to be less than the predicted value, it means that the current intercooler cooling efficiency is low, and correspondingly, the intercooler's cooling performance may decline. To further improve the accuracy of intercooler cooling efficiency diagnosis, this invention uses the difference between the predicted intercooler cooling efficiency and a preset efficiency change range as a dynamic efficiency threshold.

[0161] The value of the preset efficiency change range is determined according to actual needs, for example, it can be 0.3.

[0162] The diagnostic unit 205 is used to compare the current intercooler cooling efficiency with the dynamic efficiency threshold to determine whether there is a risk of intercooler failure.

[0163] In summary, this invention discloses an intercooler cooling efficiency diagnostic device. Based on a pre-determined benchmark intercooler cooling efficiency table, it finds the benchmark intercooler cooling efficiency corresponding to the current vehicle operating condition. Based on the current vehicle operating condition and accumulated key parameters of vehicle operation, it determines vehicle dynamic aging compensation parameters. The benchmark intercooler cooling efficiency is compensated using these parameters to obtain a predicted intercooler cooling efficiency value. When the current intercooler cooling efficiency is less than the predicted value, the difference between the predicted value and the preset efficiency change range is calculated, and this difference is determined as a dynamic efficiency threshold. The current intercooler cooling efficiency is compared with the dynamic efficiency threshold to determine whether the intercooler has a fault risk. The determination process of the dynamic efficiency threshold in this invention fully considers the current vehicle operating conditions and the vehicle dynamic aging compensation parameters determined based on the current vehicle operating conditions and the accumulated key parameters of vehicle operation. Therefore, compared with the static efficiency threshold, the dynamic efficiency threshold can more accurately fit the actual operating conditions of the vehicle and can be adjusted in real time as the vehicle operating conditions change and the degree of aging deepens. This allows for a more accurate judgment of whether the intercooler cooling efficiency is normal, effectively reducing the occurrence of fault misjudgment and missed judgment, thereby improving the reliability and effectiveness of diagnosis.

[0164] In one embodiment, the aging compensation parameter determination unit 202 can be specifically used for:

[0165] Based on the pre-determined table of intercooler cooling efficiency degradation values, find the corresponding intercooler cooling efficiency degradation value for the current vehicle operating condition.

[0166] Obtain the accumulated key parameters of the vehicle's operation;

[0167] Based on the pre-determined intercooler cooling efficiency degradation coefficient table, find the intercooler cooling efficiency degradation coefficient corresponding to the cumulative key parameters of vehicle operation;

[0168] The intercooler cooling efficiency degradation value and the intercooler cooling efficiency degradation coefficient are determined as the vehicle dynamic aging compensation parameters.

[0169] In one embodiment, the compensation unit 203 can be specifically used for:

[0170] Calculate the product of the intercooler cooling efficiency degradation value and the intercooler cooling efficiency degradation coefficient;

[0171] The product of the reference intercooler cooling efficiency and the product is added together, and the result is determined as the predicted value of the intercooler cooling efficiency.

[0172] In one embodiment, the diagnostic unit 205 can specifically be used for:

[0173] If the current intercooler cooling efficiency is less than the dynamic efficiency threshold, it is determined that the intercooler is at risk of failure.

[0174] In one embodiment, the diagnostic unit 205 can specifically be used for:

[0175] If the current intercooler cooling efficiency is less than the dynamic efficiency threshold, determine whether the torque value in the current vehicle operating condition is less than the torque threshold.

[0176] If the torque value is less than the torque threshold value, the duration during which the current intercooler cooling efficiency is less than the dynamic efficiency threshold is accumulated according to the first time weighting coefficient to obtain the first accumulation time.

[0177] If the first accumulated time reaches a preset time threshold, it is determined that the intercooler is at risk of failure.

[0178] In one embodiment, the diagnostic unit 205 can also be used for:

[0179] If the torque value is not less than the torque threshold value, the duration for which the current intercooler cooling efficiency is less than the dynamic efficiency threshold is accumulated according to the second time weighting coefficient to obtain the second accumulated time, wherein the second time weighting coefficient is greater than the first time weighting coefficient.

[0180] If the second accumulated time reaches the preset time threshold, it is determined that the intercooler has a risk of failure.

[0181] In one embodiment, the intercooler cooling efficiency diagnostic device may further include:

[0182] The benchmark efficiency table determination unit is used for:

[0183] During the vehicle development phase, an initial intercooler cooling efficiency table is calibrated for different vehicle operating conditions.

[0184] During the break-in period of a new vehicle, the actual intercooler cooling efficiency of the new vehicle under different vehicle operating conditions is calculated.

[0185] For the same vehicle operating condition range, the corresponding benchmark intercooler cooling efficiency is calculated by combining the actual intercooler cooling efficiency, the initial intercooler cooling efficiency in the initial intercooler cooling efficiency table, and the calibration coefficient.

[0186] The cooling efficiency of each benchmark intercooler under different vehicle operating conditions is summarized to obtain the benchmark intercooler cooling efficiency table.

[0187] It should be noted that for the specific working principles of each component in the device embodiment, please refer to the corresponding section of the method embodiment, which will not be repeated here.

[0188] Corresponding to the above embodiments, the present invention also discloses a computer storage medium that stores at least one instruction, which, when executed by a processor, implements the steps shown in the embodiments of the intercooler cooling efficiency diagnosis method.

[0189] Corresponding to the above embodiments, such as Figure 4 As shown, the present invention also provides a schematic diagram of the structure of an electronic device, which may include: a processor 10 and a memory 20;

[0190] The processor 10 and the memory 20 communicate with each other via the communication bus 30.

[0191] Processor 10, for executing at least one instruction;

[0192] Memory 20 is used to store at least one instruction;

[0193] Processor 10 may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement embodiments of the present invention.

[0194] The memory 20 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage.

[0195] In this embodiment, the processor executes at least one instruction to implement the steps shown in the intercooler cooling efficiency diagnosis method.

[0196] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, 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 a process, method, article, or apparatus. Without further limitations, 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 said element.

[0197] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0198] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An intercooler cooling efficiency diagnosis method characterized by, include: Based on the pre-determined benchmark intercooler cooling efficiency table, find the benchmark intercooler cooling efficiency corresponding to the current vehicle operating conditions. The vehicle dynamic aging compensation parameters are determined based on the current vehicle operating conditions and the accumulated key parameters of vehicle operation. The cooling efficiency of the benchmark intercooler is compensated using the vehicle dynamic aging compensation parameters to obtain a predicted value of the intercooler cooling efficiency. When the current intercooler cooling efficiency is less than the predicted intercooler cooling efficiency, the difference between the predicted intercooler cooling efficiency and the preset efficiency change range is calculated, and the difference is determined as the dynamic efficiency threshold. The current intercooler cooling efficiency is compared with the dynamic efficiency threshold to determine whether there is a risk of intercooler failure.

2. The intercooler cooling efficiency diagnostic method according to claim 1, characterized by, The vehicle dynamic aging compensation parameters are determined based on the current vehicle operating conditions and accumulated key parameters of vehicle operation, including: Based on the pre-determined table of intercooler cooling efficiency degradation values, find the corresponding intercooler cooling efficiency degradation value for the current vehicle operating condition. Obtain the accumulated key parameters of the vehicle's operation; Based on the pre-determined intercooler cooling efficiency degradation coefficient table, find the intercooler cooling efficiency degradation coefficient corresponding to the cumulative key parameters of vehicle operation; The intercooler cooling efficiency degradation value and the intercooler cooling efficiency degradation coefficient are determined as the vehicle dynamic aging compensation parameters.

3. The method of diagnosing cooling efficiency of an intercooler according to claim 2, characterized by, The cooling efficiency of the benchmark intercooler is compensated using the vehicle dynamic aging compensation parameters to obtain a predicted value for the intercooler cooling efficiency, including: Calculate the product of the intercooler cooling efficiency degradation value and the intercooler cooling efficiency degradation coefficient; The product of the reference intercooler cooling efficiency and the product is added together, and the result is determined as the predicted value of the intercooler cooling efficiency.

4. The method for diagnosing the cooling efficiency of an intercooler according to any one of claims 1 to 3, characterized in that, The current intercooler cooling efficiency is compared with the dynamic efficiency threshold to determine whether the intercooler is at risk of failure, including: If the current intercooler cooling efficiency is less than the dynamic efficiency threshold, it is determined that the intercooler is at risk of failure.

5. The method for diagnosing the cooling efficiency of an intercooler according to any one of claims 1 to 3, characterized in that, The current intercooler cooling efficiency is compared with the dynamic efficiency threshold to determine whether the intercooler is at risk of failure, including: If the current intercooler cooling efficiency is less than the dynamic efficiency threshold, determine whether the torque value in the current vehicle operating condition is less than the torque threshold. If the torque value is less than the torque threshold value, the duration during which the current intercooler cooling efficiency is less than the dynamic efficiency threshold is accumulated according to the first time weighting coefficient to obtain the first accumulation time. If the first accumulated time reaches a preset time threshold, it is determined that the intercooler is at risk of failure.

6. The intercooler cooling efficiency diagnosis method according to claim 5, characterized in that, Also includes: If the torque value is not less than the torque threshold value, the duration for which the current intercooler cooling efficiency is less than the dynamic efficiency threshold is accumulated according to the second time weighting coefficient to obtain the second accumulated time, wherein the second time weighting coefficient is greater than the first time weighting coefficient. If the second accumulated time reaches the preset time threshold, it is determined that the intercooler has a risk of failure.

7. The intercooler cooling efficiency diagnosis method according to claim 1, characterized in that, The process of determining the benchmark intercooler cooling efficiency table includes: During the vehicle development phase, an initial intercooler cooling efficiency table is calibrated for different vehicle operating conditions. During the break-in period of a new vehicle, the actual intercooler cooling efficiency of the new vehicle under different vehicle operating conditions is calculated. For the same vehicle operating condition range, the corresponding benchmark intercooler cooling efficiency is calculated by combining the actual intercooler cooling efficiency, the initial intercooler cooling efficiency in the initial intercooler cooling efficiency table, and the calibration coefficient. The cooling efficiency of each benchmark intercooler under different vehicle operating conditions is summarized to obtain the benchmark intercooler cooling efficiency table.

8. A device for diagnosing the cooling efficiency of an intercooler, characterized in that, include: The reference efficiency determination unit is used to find the reference intercooler cooling efficiency corresponding to the current vehicle operating condition based on a pre-determined reference intercooler cooling efficiency table. The aging compensation parameter determination unit is used to determine the vehicle dynamic aging compensation parameters based on the current vehicle operating conditions and the accumulated key parameters of vehicle operation. The compensation unit is used to compensate the cooling efficiency of the benchmark intercooler using the vehicle dynamic aging compensation parameters to obtain a predicted value of the intercooler cooling efficiency. The dynamic efficiency threshold determination unit is used to calculate the difference between the predicted value of the intercooler cooling efficiency and the preset efficiency change range when the current intercooler cooling efficiency is less than the predicted value of the intercooler cooling efficiency, and to determine the difference as the dynamic efficiency threshold. The diagnostic unit is used to compare the current intercooler cooling efficiency with the dynamic efficiency threshold to determine whether there is a risk of intercooler failure.

9. A computer storage medium, characterized in that, The computer storage medium stores at least one instruction, which, when executed by the processor, implements the intercooler cooling efficiency diagnosis method as described in any one of claims 1 to 7.

10. An electronic device, characterized in that, The electronic device includes: a memory and a processor; The memory is used to store at least one instruction; The processor is used to execute the at least one instruction to implement the intercooler cooling efficiency diagnosis method as described in any one of claims 1 to 7.

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