Pressurization system capability fault detection method

Abstract

A pressurization system capability fault detection method, comprising: determining whether pressurization system fault detection conditions are met; and after all the pressurization system fault detection conditions are met for a certain time, recording and collecting pressurization system capability fault data, and on the basis of the collected data, using an active pressurization mode to perform fault detection on a pressurization system regarding slow pressurization capability response or using an active depressurization mode to perform fault detection on the pressurization system regarding fast pressurization pressure response. Further disclosed are a system for implementing the method, and an electronic device and a computer-readable storage medium. The pressurization capability response time can be identified to determine whether a fault has occurred, and to detect problems early, thereby performing maintenance to ensure vehicle performance.

Description

Method for detecting boost system capacity failure

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] The embodiments of this application are based on and claim the priority of Chinese patent application with application number 202311285223.2 and application date September 28, 2023. The entire contents of the Chinese patent application are hereby introduced into the embodiments of this application as a reference. Technical Field

[0003] The present invention belongs to the field of engine control, and in particular relates to a method for detecting a capacity failure of a boost system. Background Art

[0004] In response to requests for engine intake boost and engine torque increase, the supercharging system is controlled to achieve more exhaust energy for supercharging. If the supercharging capacity is poor at this time, it will lead to insufficient torque capacity, affecting the performance of the vehicle (acceleration, climbing ability, and load capacity). Similarly, in response to requests for engine intake decompression and engine torque reduction, the supercharging system is controlled to achieve less exhaust energy for decompression. If the supercharging capacity is redundant at this time, it will lead to excessive torque capacity and an inability to reduce engine torque, resulting in power problems such as inability to decelerate. The occurrence of the above two situations may reduce the life of engine and supercharger components, affect vehicle performance, and pose a safety hazard. Therefore, it is necessary to perform fault detection on the performance of the vehicle's supercharging system.

[0005] Summary of the Invention

[0006] The main purpose of the present invention is to provide a method for detecting supercharging system capacity faults, which can detect engine supercharging system capacity too slow faults and engine supercharging system capacity too fast faults, so as to discover problems early, remind the driver to perform maintenance, and protect the life of the engine and supercharger components of the supercharging system.

[0007] The technical solution adopted in the present invention is:

[0008] A method for detecting capacity failure of a boost system,

[0009] Determine whether the boost system fault detection conditions are met;

[0010] When all the conditions for detecting faults of the boost system are met for a certain period of time, the boost system capacity fault data is recorded and collected. Based on the collected data, the active boosting method is used to detect the fault of the boost system boost capacity responding too slowly, or the active pressure reduction method is used to detect the fault of the boost system boost pressure responding too quickly.

[0011] As a second aspect of the present invention, a system for implementing the boost system capacity failure detection method is provided, comprising:

[0012] A judgment module, used to judge whether the boost system fault detection conditions are met;

[0013] The execution module is used to record and collect the boost system capacity fault data when all the boost system fault detection conditions are met for a certain period of time, and adopt the active boosting method to perform the boost system boost capacity response too slow fault detection or adopt the active pressure reduction method to perform the boost system boost pressure response too fast fault detection based on the collected data.

[0014] As a third aspect of the present invention, an electronic device is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the method when executing the computer program.

[0015] As a fourth aspect of the present invention, a computer-readable storage medium is provided, on which a computer program is stored, characterized in that the computer program implements the steps of the method when executed by a processor.

[0016] The beneficial effects produced by the present invention are:

[0017] Actively control the opening of the boost actuator, identify the boost capacity response time, and determine whether a fault has occurred, so that problems can be discovered early and repaired to ensure vehicle performance;

[0018] Real-time monitoring of the throttle inlet and outlet pressures ensures accurate fault detection while minimizing the impact on the engine's intake system.

[0019] At the same time, based on the performance of engine parameters, the control parameters are updated in real time to meet the fault detection accuracy under different life cycles of the engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0021] FIG1 is a flow chart of a method for detecting a capacity failure of a boosting system;

[0022] FIG2 is a schematic diagram of a flow chart showing a fault detection process for a supercharging system with a supercharging capability that responds too slowly;

[0023] FIG3 is a schematic diagram of a flow chart showing a fault detection process of a boost system's boost capability responding too quickly. DETAILED DESCRIPTION

[0024] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0025] As shown in FIG1 , a method for detecting supercharging system capability faults is described. The core idea is to first record and collect supercharging system performance fault data, and then determine whether a supercharging system performance fault occurs based on the data.

[0026] First, the boost system performance fault detection must meet certain conditions:

[0027] The boost control is in a closed-loop control state; the boost control closed-loop control conditions can be found in Patent No.: 201910988050.8, Patent Name: Exhaust Gas Turbine Engine Boost Closed-Loop Adaptive System and Control Method;

[0028] The engine speed fluctuation is within a preset range, which in this example is ±15 rpm;

[0029] The actual engine intake air density fluctuates within a preset range, which in this example is ±20 mgpl. The target engine intake air density can be found in patent number: 202210330714.3, patent name: Target intake air density control method, device, apparatus, and readable storage medium.

[0030] The actual intake pressure of the engine (the actual value of the intake pressure at the throttle outlet, i.e., the pressure of the gas entering the cylinder) fluctuates within a preset range, which in this example is ±2 kPa;

[0031] The target intake pressure of the engine (the target value of the intake pressure at the throttle outlet, i.e., the pressure of the gas entering the cylinder) fluctuates within a preset range, which in this example is ±2 kPa.

[0032] The difference between the target opening of the boost actuator and the actual opening (the larger the opening, the stronger the boost capability, the opening changes from 0% to 100%) is within a preset range, in this example ±1%;

[0033] The throttle opening fluctuation is within a preset range, which in this example is ±1%;

[0034] No throttle valve failure occurs;

[0035] There is no fault in the boost system related sensors;

[0036] No faults occurred in the actuators related to the boost system;

[0037] Recording and collecting supercharging system performance fault data can only be performed after all of the above conditions have been met for a period exceeding a preset time t0 (2 seconds in this example). If all of the above conditions are not met during the recording and collection of supercharging system performance fault data, the diagnosis is terminated and recording and collecting of supercharging system performance fault data can only be performed again in the current driving cycle when all of the above conditions are met again.

[0038] The following details performance fault detection in two situations, both of which require that all the above conditions are met.

[0039] See Figure 2. In the first scenario, after all the above conditions are met, the system reads the average boost actuator opening (pctBoostActuatorAvg), the average actual intake pressure (pAftThrActAvg), the average target intake pressure (pAftThrDsrdAvg), the average actual throttle inlet pressure (pPreThrActAvg), and the average target boost pressure (pBoostDsrdAvg). If all of the following conditions are met, active boost is used to detect a boost system performance fault.

[0040] 1) The average value of the boost actuator opening, pctBoostActuatorAvg, does not exceed the preset value, which is 80% in this example;

[0041] 2) The target boost pressure average value pBoostDsrdAvg is greater than a preset value, which depends on the atmospheric pressure and engine speed and is not less than the atmospheric pressure; the preset value is equal to the atmospheric pressure + f1(n, p Amb ), where n is the engine speed, p Amb is the atmospheric pressure. The values ​​in this example are as follows:

[0042] 3) Ratio of the actual average intake pressure pAftThrActAvg to the actual average throttle inlet intake pressure pPreThrActAvg Not less than a preset value A, which is related to the engine speed n;

[0043] The relationship between the preset value A and the engine speed n is as follows:

[0044] When the first condition is met, the target opening of the boost actuator is actively increased. The actual opening of the boost actuator will then follow the target opening based on closed-loop control. The first condition must be met throughout the entire process of increasing and controlling the target opening of the boost actuator, otherwise fault detection for the first condition will terminate. The time taken for the actual throttle inlet pressure to stabilize is recorded from the moment the actual opening of the boost actuator reaches the target opening. The specific steps are as follows:

[0045] Read the average value of the boost actuator opening before actively increasing the boost actuator target opening, pctBoostActuatorAvg, recorded as pct Dsrd1 ; Increase the target opening of the boost actuator to pct Dsrd2 =pct Dsrd1 ×k Inc ×(1+k IncAdapt ), where k Inc The target opening of the boost actuator increases the boost coefficient. In this example, it is 1.2, k IncAdapt It is a self-updating adjustment coefficient. Its default value is 0. It is continuously updated and saved after the vehicle is powered off.

[0046] Read the time when the actual opening of the boost actuator reaches its target opening and record the time t1 when the actual throttle inlet intake pressure stabilizes. The condition for the actual boost actuator opening to reach its target opening is that the difference between the actual and target openings does not exceed ±1%. The condition for the actual throttle inlet intake pressure to stabilize is that the actual throttle inlet intake pressure fluctuation does not exceed ±2 kPa.

[0047] When the actual throttle inlet intake pressure tends to be stable, the ratio of the actual intake pressure average value pAftThrAvgAct to the actual throttle inlet intake pressure average value pPreThrActAvg

[0048] if Then, when the first case fault detection is performed next time, the self-updated adjustment coefficient k IncAdapt To update: k IncAdapt =k IncAdapt (z)-0.1;

[0049] if Then, when the first case fault detection is performed next time (not updated during this fault detection), the self-updated adjustment coefficient k IncAdapt To update: k IncAdapt =k IncAdapt (z)+0.1;

[0050] In other cases, k IncAdapt =kIncAdapt (z), k IncAdapt (z) is the self-update adjustment coefficient of the last self-learning update.

[0051] Perform the supercharging system supercharging ability response too slow fault detection test, when t1≥f1(n,p Dsrd2 )×f1(n,p DsrdErr )×(1+k Lim1Adpat ) indicates a slow boost response fault. This fault is detected at most once during the vehicle's driving cycle. If the first condition is met and the following occurs: the number of slow boost response faults divided by the number of times the first condition is met exceeds a preset value (0.85 in this example), the slow boost response fault is confirmed, an error fault code is reported, and the number of slow boost response faults and the number of times the first condition is met are cleared to 0.

[0052] where f1(n,p Dsrd2 ) is calculated from the engine speed and the supercharger target opening as pct Dsrd2 The corresponding target boost pressure p Dsrd2 Determine the basic threshold time 1,p DsrdErr The target boost pressure p after increasing the target opening of the supercharger Dsrd2 The difference between the target boost pressure before increasing the supercharger target opening, f1(n,p DsrdErr ) is calculated from the difference between the engine speed and the target boost pressure p DsrdErr Determine the basic threshold time 2,k Lim1Adpat is the threshold self-learning update coefficient, the default value is 0, and the self-learning update is continuously performed and will be saved after the vehicle is powered off. Dsrd2 )×f1(n,p DsrdErr The calibration method simulates test data from a component with a critical boost system capacity failure and adds a margin. To account for component variations, the margin in this example is 0.5s. A critical boost system capacity failure component is one approaching a slow boost capacity response failure, with the supercharger efficiency of the component no more than 80% of a new component.

[0053] k Lim1Adpat The update method is: when the actual intake pressure at the throttle valve tends to be stable, the target boost pressure p Dsrd2 The average value of the difference between the actual boost pressure and the Err1 and target boost pressure p Dsrd2 Ratio If 1) And p Err1 ≥3, then update the k corresponding to the same working conditions (the same working conditions refer to the same engine speed, actual cylinder intake density, target intake pressure, and atmospheric pressure). Lim1Adpat =k Lim1Adpat(z)-0.025. k Lim1Adpat (z) is the self-update adjustment coefficient of the last self-learning update. The self-learning update coefficient is updated at most once during a driving cycle. 2) And 2≥p Err1 ≥2, then update the k corresponding to the same working conditions (the same working conditions refer to the same engine speed, actual intake density entering the cylinder, target intake pressure, and atmospheric pressure). Lim1Adpat =k Lim1Adpat (z) + 0.01. k Lim1Adpat (z) is the self-update adjustment coefficient of the last self-learning update. The self-learning update coefficient is updated at most once during a driving cycle. Lim1Adpat After the update, the new self-learning update coefficient will be executed only in the next driving cycle.

[0054] See Figure 3, Case 2: After all the above conditions are met, the following values ​​are read: average boost actuator opening (pctBoostActuatorAvg), average actual intake pressure (pAftThrActAvg), average target intake pressure (pAftThrDsrdAvg), average actual throttle inlet pressure (pPreThrActAvg), and average target boost pressure (pBoostDsrdAvg). If all of the following conditions are met, active pressure reduction is used to detect a boost system performance fault.

[0055] The average value of the boost actuator opening, pctBoostActuatorAvg, exceeds the preset value, which is 50% in this example.

[0056] The target boost pressure average value pBoostDsrdAvg is not greater than a preset value, which depends on the atmospheric pressure and engine speed, and is not less than the atmospheric pressure. The preset value is equal to atmospheric pressure + f1(n, p Amb ); where n is the engine speed, p Amb is the atmospheric pressure. The values ​​in this example are as follows:

[0057] The ratio of the actual intake pressure average value pAftThrActAvg to the actual throttle inlet intake pressure average value pPreThrActAvg Not greater than a preset value A, which is related to the engine speed n.

[0058] The relationship between the preset value A and the engine speed n is:

[0059] When the second condition is met, the target opening of the boost actuator is actively lowered, and the actual opening of the boost actuator will follow the target opening based on closed-loop control. The second condition must be met throughout the entire process of lowering the target opening of the boost actuator, otherwise the fault detection for the second condition will terminate. The time from the actual opening of the boost actuator reaching the target opening is recorded, and the time for the actual throttle inlet intake pressure to stabilize is recorded. The specific steps are as follows:

[0060] Read the average value of the boost actuator opening before actively increasing the boost actuator target opening, pctBoostActuatorAvg, recorded as pct Dsrd3 ; Increase the target opening of the boost actuator to pct Dsrd4 =pct Dsrd3 ×k Dec ×(1+k DecAdapt ), where k Dec The target opening of the boost actuator is used to reduce the boost coefficient. In this example, it is set to 0.85, k DecAdapt It is a self-updating adjustment coefficient. Its default value is 0. It is continuously updated and saved after the vehicle is powered off.

[0061] Read the time when the actual opening of the boost actuator reaches its target opening and record the time t2 when the actual throttle inlet intake pressure stabilizes. The condition for the actual boost actuator opening to reach its target opening is that the difference between the actual and target openings does not exceed ±1%. The condition for the actual throttle inlet intake pressure to stabilize is that the actual throttle inlet intake pressure fluctuation does not exceed ±2 kPa.

[0062] When the actual throttle inlet intake pressure tends to be stable, the ratio of the actual intake pressure average value pAftThrAvgAct to the actual throttle inlet intake pressure average value pPreThrActAvg

[0063] if Then, when the second fault detection is performed next time, the self-updated adjustment coefficient k DecAdapt To update: k DecAdapt =k DecAdapt (z)-0.05;

[0064] if Then, when the second fault detection is performed next time (not updated during this fault detection), the self-updated adjustment coefficient k DecAdapt To update: k DecAdapt =k DecAdapt (z)+0.02;

[0065] In other cases, k DecAdapt =kDecAdapt (z). k DecAdapt (z) is the self-update adjustment coefficient of the last self-learning update.

[0066] The steps for detecting the fault of the boost pressure response of the boost system being too fast are as follows:

[0067] When t2≤f2(n,p Dsrd4 )×f2(n,p DsrdErr )×(1+k Lim2Adpat ) indicates a boost pressure response too fast fault. This fault is detected at most once during the vehicle drive cycle. If the second condition is met and the following occurs: the number of boost pressure response too fast faults divided by the number of times the second condition is met exceeds a preset value (0.85 in this example), the boost pressure response too fast fault is confirmed, an error fault code is reported, and the boost pressure response too fast fault count and the number of times the second condition is met are reset to 0.

[0068] where f2(n,p Dsrd4 ) is calculated from the engine speed and the supercharger target opening as pct Dsrd4 The corresponding target boost pressure p Dsrd4 Determine the basic threshold time 3,p DsrdErr The target boost pressure p after reducing the target opening of the supercharger Dsrd4 The difference between the target boost pressure before reducing the supercharger target opening, f2(n,p DsrdErr ) is calculated from the difference between the engine speed and the target boost pressure p DsrdErr Determine the basic threshold time 4,k Lim2Adpat is the threshold self-learning update coefficient, the default value is 0, and the self-learning update is continuously performed and will be saved after the vehicle is powered off. Dsrd2 εf2(n,p DsrdErr The calibration method simulates test data from a component experiencing a critical boost system failure and deducts a margin. To account for component variations, a margin of 0.5s is used in this example. A critical boost system failure refers to a component approaching a supercharger failure. The resulting supercharger efficiency is higher than that of a newly built component, reaching 120% of that of a new one.

[0069] k Lim2Adpat The update method is: when the actual intake pressure at the throttle valve tends to be stable, the target boost pressure p Dsrd4 The average value of the difference between the actual boost pressure and the Err2 and target boost pressure p Dsrd4 Ratio

[0070] if And p Err1≥3, then update the k corresponding to the same working conditions (the same working conditions refer to the same engine speed, actual cylinder intake density, target intake pressure, and atmospheric pressure) Lim2Adpat =k Lim2Adpat (z)-0.02. k Lim2Adpat (z) is the self-update adjustment coefficient of the last self-learning update. The self-learning update coefficient is updated at most once during a driving cycle.

[0071] if And 2≥p Err1 ≥2, then update the k corresponding to the same working conditions (the same working conditions refer to the same engine speed, actual intake density entering the cylinder, target intake pressure, and atmospheric pressure). Lim1Adpat =k Lim1Adpat (z) + 0.01. k Lim2Adpat (z) is the self-update adjustment coefficient of the last self-learning update. The self-learning update coefficient is updated at most once during a driving cycle. Lim2Adpat (z) After the update, the new self-learning update coefficient will be executed only in the next driving cycle.

[0072] It should be understood that those skilled in the art can make improvements or changes based on the above description, and all such improvements and changes should fall within the scope of protection of the appended claims of the present invention.

Claims

1. A method for detecting the failure of the supercharging system capacity, which is used in the electronic equipment of a vehicle, is characterized in that: Judge whether the supercharging system failure detection conditions are met; After all the supercharging system failure detection conditions are met for a certain period of time, record and collect the supercharging system capacity failure data; According to the collected supercharging system capacity failure data, adopt the active supercharging method to detect the supercharging capacity response too slow failure of the supercharging system, or adopt the active pressure reduction method to detect the supercharging pressure response too fast failure of the supercharging system.

2. The method for detecting the ability failure of the supercharging system according to claim 1, wherein: The supercharging system failure detection conditions include: The supercharging control is in the closed-loop control state; The engine speed fluctuation is within the preset range; The actual intake air density fluctuation of the engine is within the preset range; The actual intake air pressure fluctuation of the engine is within the preset range; The target intake air pressure fluctuation of the engine is within the preset range; The throttle opening fluctuation is within the preset range; No failure occurs in the throttle; No failure occurs in the supercharging system-related sensors; No failure occurs in the supercharging system-related actuators; After all the above conditions are met for more than the preset time t0, the recording and collection of the supercharging system performance failure data can be carried out; if all the above conditions are not met during the recording and collection of the supercharging system performance failure data, the diagnosis is terminated.

3. The method for detecting the failure of the supercharging system capacity according to claim 1, wherein: The supercharging system capacity failure data includes the average opening degree pctBoostActuatorAvg of the supercharging actuator, the average actual intake air pressure pAftThrActAvg, the average target intake air pressure pAftThrDsrdAvg, the average intake air pressure pPreThrActAvg at the actual inlet of the throttle, and the average target supercharging pressure pBoostDsrdAvg.

4. The method for detecting the failure of the supercharging system capacity according to claim 3, wherein: The steps of detecting the supercharging capacity response too slow failure of the supercharging system by adopting the active supercharging method according to the collected data are as follows: Judge whether the conditions for detecting the supercharging capacity response too slow failure of the supercharging system are met; When all the conditions for detecting the supercharging capacity response too slow failure of the supercharging system are met, actively increase the target opening degree of the supercharging actuator; During the whole process of increasing and regulating the target opening degree of the supercharging actuator, the conditions for detecting the supercharging capacity response too slow failure of the supercharging system need to be met all the time, otherwise the detection of the supercharging capacity response too slow failure of the supercharging system is terminated; start timing from when the actual opening degree of the supercharging actuator reaches its target opening degree, and record the time when the intake air pressure at the actual inlet of the throttle tends to be stable; After the intake air pressure at the actual inlet of the throttle tends to be stable, detect the supercharging capacity response too slow failure of the supercharging system according to the time when the intake air pressure at the actual inlet of the throttle tends to be stable.

5. The method for detecting the failure of the supercharging system capacity according to claim 4, wherein: The conditions for detecting the supercharging capacity response too slow failure of the supercharging system are: 1) The average opening degree pctBoostActuatorAvg of the supercharging actuator does not exceed the preset value; 2) The average target boost pressure pBoostDsrdAvg is greater than a preset value that depends on the atmospheric pressure and the engine speed and that is not less than the atmospheric pressure; the preset value is equal to the atmospheric pressure + f1(n, p Amb ), where n is the engine speed and p Amb is the atmospheric pressure; f1(n,p Amb ) has the following values: 3) Ratio of the actual average intake pressure pAftThrActAvg to the actual average intake pressure at the throttle inlet pPreThrActAvg It is not less than the preset value A, and this preset value A is related to the engine speed n; The relationship between the preset value A and the engine speed n is as follows:

6. The method for detecting the capacity failure of the supercharging system according to claim 4, wherein: The steps of timing from when the actual opening of the supercharger actuator reaches its target opening and recording the time when the actual intake pressure at the throttle inlet tends to be stable are as follows: Read the average value of the boost actuator opening before actively increasing the target opening of the boost actuator, denoted as pctBoostActuatorAvg, and record it as pct Dsrd1 ; Increase the target opening of the supercharger actuator to pct Dsrd2 = pct Dsrd1 × k Inc × (1 + k IncAdapt ), where k Inc is the supercharging coefficient for increasing the target opening of the supercharger actuator, and k IncAdapt is the self-update adjustment coefficient, whose default value is 0, and it will be continuously updated later and saved after the vehicle is powered off; Read and record the time t1 when the actual intake pressure at the throttle inlet tends to be stable, starting from when the actual opening of the supercharger actuator reaches its target opening. Among them, the judgment condition for the actual opening of the supercharger actuator to reach its target opening is that the difference between the actual opening of the supercharger actuator and the target opening does not exceed ±1%; The judgment condition for the actual intake pressure at the throttle inlet to tend to be stable is that the fluctuation of the actual intake pressure at the throttle inlet does not exceed ±2 kPa; When the reading of the actual intake air pressure at the throttle inlet tends to be stable, the ratio of the average actual intake air pressure pAftThrAvgAct to the average actual intake air pressure pPreThrActAvg at the throttle inlet If Then, when performing the slow response fault detection of the supercharging system's supercharging capacity next time, the self-update adjustment coefficient k IncAdapt will be updated as: k IncAdapt = k IncAdapt (z) - 0.1; If Then, when performing the fault detection for the slow response of the supercharging system's supercharging capacity next time, the self-update adjustment coefficient k IncAdapt will be updated: k IncAdapt = k IncAdapt (z) + 0.1, for this fault Do not update during fault detection; In other cases, k IncAdapt = k IncAdapt (z); k IncAdapt (z) is the self-update adjustment coefficient updated by the previous self-learning.

7. The method for detecting the supercharging system capacity fault according to claim 4, characterized in that: The steps of detecting the fault of too slow response of the supercharging system supercharging capacity according to the time when the actual intake pressure at the throttle inlet tends to be stable are as follows: When t1 ≥ f1(n, p Dsrd2 ) × f1(n, p DsrdErr ) × (1 + k Lim1Adpat ), it indicates that the supercharging capacity response is too slow and a fault occurs; during the vehicle driving cycle, it is detected at most once. If the following situation occurs when the supercharging capacity response too slow fault detection condition of the supercharging system is satisfied: the number of occurrences of the supercharging pressure response too slow fault divided by the number of times the supercharging capacity response too slow fault detection condition of the supercharging system is satisfied exceeds the preset value, it indicates that the supercharging capacity response too slow fault is confirmed, the fault code is reported, and the number of occurrences of the supercharging pressure response too slow fault and the number of times the first situation is satisfied are cleared to 0; Among them, t1 is the time when the actual intake air pressure at the throttle valve inlet tends to be stable; f1(n, p Dsrd2 ) is the basic threshold time 1 corresponding to the engine speed and the target opening of the supercharger being pct Dsrd2 of the corresponding target boost pressure p Dsrd2 determined, p DsrdErr is the difference between the target boost pressure p after increasing the target opening of the supercharger and the target boost pressure before increasing the target opening of the supercharger, f1(n, p Dsrd2 is the basic threshold time 2 determined by the difference between the engine speed and the target boost pressure p DsrdErr DsrdErr Lim1Adpat Dsrd2 DsrdErr k is the threshold self-learning update coefficient, whose default value is 0, continuously performs self-learning updates, and will be saved after the vehicle is powered off; the calibration method of f1(n, p Dsrd2 )×f1(n, p DsrdErr ) is to simulate the test data under the condition of a component with a limit boost system ability failure and add a certain margin; among them, the component with a limit boost system ability failure refers to the component close to the component with a slow boost ability response, and the efficiency of its supercharger does not exceed 80% of the new component; k Lim1Adpat The update method for is: when the actual intake air pressure at the throttle inlet tends to be stable, the target boost pressure p Dsrd2 The average value p of the difference between the actual boost pressure Err1 And the target boost pressure p Dsrd2 Ratio If and p Err1 ≥ 3, then update k corresponding to the same operating condition Lim1Adpat = k Lim1Adpat (z) - 0.025; k Lim1Adpat (z) is the self-update adjustment coefficient updated by the last self-learning. The self-learning update coefficient is updated at most once during one driving cycle; If and 2 ≥ p Err1 ≥ 2, then update k corresponding to the same operating condition Lim1Adpat = k Lim1Adpat (z) + 0.01; k Lim1Adpat (z) is the self-update adjustment coefficient updated by the previous self-learning. The self-learning update coefficient is updated at most once during one driving cycle; k Lim1Adpat After the update, the new self-learning update coefficient will start to be executed in the next driving cycle.

8. The method for detecting the supercharging system capacity fault according to claim 3, characterized in that: The steps of detecting the fault of too fast response of the supercharging system supercharging pressure by using the active pressure reduction method according to the collected data are as follows: Judge whether the conditions for detecting the fault of too fast response of the supercharging system supercharging pressure are met; When all the conditions for detecting the fault of too fast response of the supercharging system supercharging pressure are met, actively reduce the target opening of the supercharger actuator, and the actual opening of the supercharger actuator will follow its target opening based on closed-loop control; During the whole process of reducing and regulating the target opening of the supercharger actuator, the conditions for detecting the fault of too fast response of the supercharging system supercharging pressure need to be always met, otherwise the detection of the fault of too fast response of the supercharging system supercharging pressure terminates. Start timing from when the actual opening of the supercharger actuator reaches its target opening, and record the time when the actual intake pressure at the throttle inlet tends to be stable; After the actual intake pressure at the throttle inlet tends to be stable, detect the fault of too fast response of the supercharging system supercharging pressure according to the time when the actual intake pressure at the throttle inlet tends to be stable.

9. The method for detecting the supercharging system capacity fault according to claim 8, characterized in that: The conditions for detecting the fault of too fast response of the supercharging system supercharging pressure include: The average opening of the supercharger actuator pctBoostActuatorAvg exceeds the preset value; The target average boost pressure pBoostDsrdAvg is not greater than a preset value that depends on the atmospheric pressure and the engine speed, and this preset value is not less than the atmospheric pressure; this preset value is equal to the atmospheric pressure + f1(n, p Amb ). where n is the engine speed and p Amb is the atmospheric pressure; f1(n,p Amb ) takes the following values: Ratio of the actual intake pressure average value pAftThrActAvg to the actual intake pressure average value pPreThrActAvg at the throttle valve actual inlet It is not greater than the preset value A, and this preset value A is related to the engine speed n; The relationship between the preset value A and the engine speed n is as follows:

10. The method for detecting the supercharging system capacity fault according to claim 8, characterized in that: The steps of timing from when the actual opening of the supercharger actuator reaches its target opening and recording the time when the actual intake pressure at the throttle inlet tends to be stable are as follows: Read the average value of the boost actuator opening pctBoostActuatorAvg before actively increasing the boost actuator target opening, denoted as pct Dsrd3 ; Increase the boost actuator target opening to pct Dsrd4 = pct Dsrd3 + k Dec ×(1 + k DecAdapt ), where k Dec is the boost actuator target opening reduction boost coefficient, and k DecAdapt is the self-update adjustment coefficient, whose default value is 0, and is continuously updated later and saved after the vehicle is powered off; Read and record the time t2 when the actual intake pressure at the throttle inlet tends to be stable, starting from when the actual opening of the supercharger actuator reaches its target opening. Among them, the judgment condition for the actual opening of the supercharger actuator to reach its target opening is that the difference between the actual opening of the supercharger actuator and the target opening does not exceed ±1%; The judgment condition for the actual intake pressure at the throttle inlet to tend to be stable is that the fluctuation of the actual intake pressure at the throttle inlet does not exceed ±2 kPa; When the actual intake air pressure at the throttle inlet readout tends to stabilize, the ratio of the average actual intake air pressure pAftThrAvgAct to the average actual intake air pressure at the throttle inlet pPreThrActAvg If Then, when performing the over - quick response fault detection of the supercharging system pressure next time, the self - updating adjustment coefficient k DecAdapt will be updated: k DecAdapt = k DecAdapt (z)-0.05; If Then, when performing the fault detection of the over-fast response of the supercharging pressure of the supercharging system next time, the self-update adjustment coefficient k DecAdapt will be updated as: k DecAdapt = k DecAdapt (z) + 0.02, and it will not be updated during this fault detection; In other cases, k DecAdapt = k DecAdapt (z), where k DecAdapt (z) is the self-update adjustment coefficient updated by the previous self-learning; The steps of detecting the fault of too fast response of the supercharging system supercharging pressure according to the time when the actual intake pressure at the throttle inlet tends to be stable are as follows: When t2 + f2(n, p Dsrd4 ) × f2(n, p DsrdErr ) × (1 + k Lim2Adpat ), it indicates that a fault of too fast supercharging capacity response has occurred; it is detected at most once during the vehicle driving cycle. If the following situation occurs when the detection condition of too fast supercharging pressure response fault of the supercharging system is met: the number of occurrences of too fast supercharging pressure response fault divided by the number of times when the detection condition of too fast supercharging pressure response fault of the supercharging system is met exceeds the preset value, it indicates that the fault of too fast supercharging capacity response is confirmed, the fault code is reported, and the number of occurrences of too fast supercharging pressure response fault and the number of times when the second situation is met are cleared to 0; Among them, f2(n, p Dsrd4 ) is the basic threshold time 3 corresponding to the engine speed and the target opening of the supercharger being pct Dsrd4 of the target boost pressure p Dsrd4 determined, p DsrdErr is the target boost pressure p after reducing the target opening of the supercharger Dsrd4 and the difference between the target boost pressure before reducing the target opening of the supercharger, f2(n, p DsrdErr ) is the basic threshold time 4 determined by the difference between the engine speed and the target boost pressure p DsrdErr determined, k Lim2Adpat is the threshold self-learning update coefficient, whose default value is 0, continuously performs self-learning updates, and will be saved after the vehicle is powered off; f2(n,p Dsrd2 ) × f2(n,p DsrdErr ) is calibrated by simulating the test data of the components with the maximum supercharging system capacity failure and subtracting a certain margin. Herein, the components with the maximum supercharging system capacity failure refer to the components that are close to the components with the problem of too fast response of the supercharging capacity. The efficiency of their superchargers is greater than the newly built efficiency and reaches 120% of the new components; k Lim2Adpat The update method for: when the actual intake air pressure at the throttle inlet tends to be stable, the average value p of the difference between the target boost pressure p Dsrd4 and the actual boost pressure Err2 compared with the target boost pressure p Dsrd4 ratio If and p Err1 ≥ 3, then update k corresponding to the same operating condition Lim2Adpat = k Lim2Adpat (z) - 0.02, k Lim2Adpat (z) is the self-update adjustment coefficient updated by the last self-learning. The self-learning update coefficient is updated at most once during one driving cycle. If and 2 ≥ p Err1 ≥ 2, then update k corresponding to the same operating conditions Lim1Adpat = k Lim1Adpat (z) + 0.01, k Lim2Adpat (z) is the self-update adjustment coefficient updated in the previous self-learning. The self-learning update coefficient is updated at most once during one driving cycle, k Lim2Adpat (z) starts to execute the new self-learning update coefficient in the next driving cycle after being updated.

11. A system for implementing the method for detecting the ability failure of the supercharging system according to any one of claims 1-10, characterized in that, Include: A judgment module, configured to judge whether the supercharging system fault detection conditions are met; An execution module, configured to record and collect supercharging system capability fault data after all the supercharging system fault detection conditions are met for a certain period of time, and perform supercharging system supercharging capability response too slow fault detection by means of active supercharging or perform supercharging system supercharging pressure response too fast fault detection by means of active pressure reduction according to the collected data.

12. An electronic device, comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein when the processor executes the computer program, the steps of the method according to any one of claims 1-10 are implemented.

13. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by the processor, the steps of the method according to any one of claims 1-10 are implemented.

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