CN113266477B - Engine downtime checking method and device - Google Patents
Engine downtime checking method and device Download PDFInfo
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- CN113266477B CN113266477B CN202110713285.3A CN202110713285A CN113266477B CN 113266477 B CN113266477 B CN 113266477B CN 202110713285 A CN202110713285 A CN 202110713285A CN 113266477 B CN113266477 B CN 113266477B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
- F02D17/04—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling rendering engines inoperative or idling, e.g. caused by abnormal conditions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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Abstract
The invention provides a method and a device for checking the stop time of an engine, which are applied to the technical field of automobiles.
Description
Technical Field
The invention belongs to the technical field of automobiles, and particularly relates to a method and a device for checking the stop time of an engine.
Background
Under the condition that a finished automobile power supply storage battery is not disconnected with an engine controller, the engine controller can record the time interval from last power-off to current power-on of the engine after T15 power-off, and the time interval is the shutdown time of the engine.
In practical application, the engine stop time is generally used for estimating the attenuation degree of relevant parameters of the engine, so that a reasonable initial value is conveniently used for accurately controlling the engine and other systems after next power-on. For example, the dew point detection function of the oxygen sensor needs to determine the temperature around the oxygen sensor after the power-on according to the shutdown time of the engine, and confirm the relevant calculation of the dew point success state determination logic based on the temperature. If a user directly disconnects the power supply storage battery from the engine controller after stopping the vehicle in the using process, the shutdown time of the engine cannot be normally timed, the engine shutdown time with wrong use of the dew point detection function after the power on of the next driving cycle is caused, the oxygen sensor is heated before the moisture around the oxygen sensor is completely evaporated, and the oxygen sensor is burnt.
In view of the important role of the engine stop time in the vehicle control process, how to verify the engine stop time and ensure the reliability of the engine stop time becomes one of the technical problems to be solved urgently by those skilled in the art.
Disclosure of Invention
In view of the above, the present invention aims to provide a method and a device for checking engine stop time, which are used for checking the engine stop time, ensuring the credibility of the engine stop time, and contributing to improving the vehicle operation safety, and the specific scheme is as follows:
in a first aspect, the present invention provides a method of engine off-time verification, comprising:
the method comprises the steps of obtaining engine stop time, a target historical parameter representing the running process of a vehicle in the previous driving cycle, a target current parameter representing the running state of the engine in the current driving cycle and a first stop time threshold;
if the engine stop time is smaller than the first stop time threshold, judging whether the target historical parameters meet a first check condition;
if the target historical parameter meets the first check condition, judging whether the target current parameter meets a second check condition;
and if the target current parameter meets the second check condition, judging that the engine stop time is not credible.
Optionally, the target history parameters include: engine run time, mileage, and coolant temperature of the last driving cycle;
the judging whether the target historical parameter meets a first check condition includes:
if at least one of the engine running time is greater than a running time threshold, the mileage is greater than a mileage threshold, and the coolant temperature of the previous driving cycle is greater than a first coolant temperature threshold is met, determining that the target historical parameter meets a first check condition;
determining that the target historical parameter does not satisfy the first check condition if the engine run time is not greater than the run time threshold, the mileage is not greater than the mileage threshold, and the coolant temperature of the last driving cycle is not greater than the first coolant temperature.
Optionally, the target current parameter includes: the coolant temperature, the engine oil temperature, and the pre-vortex exhaust temperature of the current driving cycle;
the judging whether the current target parameter meets a second check condition includes:
if at least one of the coolant temperature of the current driving cycle is smaller than a second coolant temperature threshold value, the engine oil temperature is smaller than an engine oil temperature threshold value and the pre-turbo exhaust temperature is smaller than an exhaust temperature threshold value is met, determining that the target current parameter meets a second check condition;
and if the coolant temperature of the current driving cycle is not less than the second coolant temperature threshold, the engine oil temperature is not less than the engine oil temperature threshold, and the pre-turbo exhaust temperature is not less than the exhaust temperature threshold, determining that the target current parameter does not meet the second check condition.
Optionally, the process of obtaining the first stop time threshold includes:
acquiring the temperature of the cooling liquid of the previous driving cycle and the temperature of the cooling liquid of the current driving cycle;
calculating a difference value between the coolant temperature of the previous driving cycle and the coolant temperature of the current driving cycle to obtain a target coolant temperature difference value;
determining a first stop time threshold corresponding to the target cooling liquid temperature difference value according to a first preset mapping relation;
and the corresponding relation between the temperature difference value of the cooling liquid and the first stop time threshold value is recorded in the first preset mapping relation.
Optionally, if the engine stop time is not trusted, or the engine stop time is greater than or equal to the first stop time threshold, or the target current parameter does not satisfy the second check condition, resetting the dew point detection success status flag;
correcting an initial energy threshold value of dew point detection to obtain a target energy threshold value;
and carrying out dew point detection according to the target energy threshold value.
Optionally, the correcting the initial energy threshold of the dew point detection to obtain a target energy threshold includes:
acquiring a second downtime threshold;
wherein the second downtime threshold is greater than the first downtime threshold;
if the engine stop time is larger than or equal to the second stop time threshold, taking the initial energy threshold as a target energy threshold;
if the engine stop time is smaller than the second stop time threshold, determining a correction coefficient according to the engine stop time;
and correcting the initial energy threshold value of the dew point detection according to the correction coefficient to obtain a target energy threshold value.
Optionally, the obtaining the second downtime threshold includes:
acquiring the temperature of the cooling liquid of the previous driving cycle and the current environmental temperature;
calculating a difference value between the temperature of the cooling liquid in the previous driving cycle and the current environment temperature to obtain a target heat dissipation temperature difference value;
determining a second shutdown time threshold corresponding to the target heat dissipation temperature difference value according to a second preset mapping relation;
and recording a corresponding relation between the heat dissipation temperature difference value and a second shutdown time threshold value in the second preset mapping relation.
In a second aspect, the present invention provides an engine stop time verification apparatus, comprising:
the system comprises an acquisition unit, a control unit and a control unit, wherein the acquisition unit is used for acquiring the engine stop time, a target historical parameter representing the running process of a vehicle in the previous driving cycle, a target current parameter representing the running state of the engine in the current driving cycle and a first stop time threshold;
the first judgment unit is used for judging whether the target historical parameters meet first check conditions or not if the engine stop time is smaller than the first stop time threshold;
the second judging unit is used for judging whether the target current parameter meets a second check condition or not if the target historical parameter meets the first check condition;
and the judging unit is used for judging that the engine stop time is not credible if the target current parameter meets the second check condition.
Optionally, the target history parameters include: engine run time, mileage and coolant temperature of the last driving cycle;
the first determining unit, configured to determine whether the target history parameter meets a first verification condition, specifically includes:
if at least one of the engine running time is greater than a running time threshold, the mileage is greater than a mileage threshold, and the coolant temperature of the previous driving cycle is greater than a first coolant temperature threshold is met, determining that the target historical parameter meets a first check condition;
determining that the target historical parameter does not satisfy the first check condition if the engine run time is not greater than the run time threshold, the mileage is not greater than the mileage threshold, and the coolant temperature of the last driving cycle is not greater than the first coolant temperature.
Optionally, the target current parameter includes: the coolant temperature, the engine oil temperature, and the pre-vortex exhaust temperature of the current driving cycle;
the second determining unit is configured to, when determining whether the current target parameter meets a second check condition, specifically include:
if at least one of the coolant temperature of the current driving cycle is smaller than a second coolant temperature threshold value, the engine oil temperature is smaller than an engine oil temperature threshold value and the pre-vortex exhaust temperature is smaller than an exhaust temperature threshold value is met, determining that the target current parameter meets a second check condition;
and if the coolant temperature of the current driving cycle is not less than the second coolant temperature threshold, the engine oil temperature is not less than the engine oil temperature threshold, and the before-vortex exhaust temperature is not less than the exhaust temperature threshold, determining that the target current parameter does not meet the second check condition.
Based on the technical scheme, the engine stop time checking method provided by the invention has the advantages that after the engine stop time, the target historical parameter, the target current parameter and the first stop time threshold are obtained, if the engine stop time is smaller than the first stop time threshold, whether the target historical parameter meets the first checking condition or not is judged, and if the target historical parameter meets the first checking condition and the target current parameter meets the second checking condition, the engine stop time is judged to be unreliable.
Drawings
In order to more clearly illustrate the embodiments or technical solutions of the present invention, the drawings used in the embodiments or technical solutions in the prior art are briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to these drawings without creative efforts.
FIG. 1 is a flow chart of a method for engine downtime verification provided by an embodiment of the present invention;
FIG. 2 is a flow chart of another engine downtime verification method provided by an embodiment of the present invention;
fig. 3 is a block diagram of an engine downtime verifying apparatus according to an embodiment of the present invention;
fig. 4 is a block diagram of another engine downtime verifying apparatus according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without making any creative effort based on the embodiments in the present invention, belong to the protection scope of the present invention.
In the actual use process of the vehicle, if the running time or the running mileage of the engine in the previous driving cycle exceeds a certain threshold, the temperature of the engine coolant, the temperature of the engine oil, the temperature of the exhaust gas and the like all rise, after the engine is stopped, the temperature gradually decays along with the prolonging of time, and finally decays to the vicinity of the ambient temperature, and the decay speed is influenced by the temperature of the ambient temperature in a very critical way, so that the judgment threshold of various parameters can be set based on the ambient temperature, which is one of the bases for realizing the embodiments of the invention.
Based on the above, referring to fig. 1, fig. 1 is a flowchart of an engine downtime verification method provided by an embodiment of the present invention, and the method may be applied to an electronic device, which may be an engine controller, or of course, other controllers on a vehicle that can acquire related data and execute a control program corresponding to the verification method provided by the present invention; referring to fig. 1, a flow of an engine downtime verification method provided in an embodiment of the present invention may include:
s100, obtaining the engine stop time, a target historical parameter representing the vehicle running process in the previous driving cycle, a target current parameter representing the engine running state in the current driving cycle and a first stop time threshold value.
It is contemplated that the engine stop times described in the embodiments of the present invention and in the subsequent embodiments refer to engine stop times collected after completion of the engine controller power-up during the current driving cycle.
Optionally, the target historical parameters characterizing the driving process of the vehicle in the previous driving cycle at least include the engine running time, the driving mileage and the coolant temperature of the previous driving cycle, and of course, other historical parameters such as the oil temperature of the previous driving cycle may also be included. It should be noted that the target historical parameters refer to parameters stored at the engine stop time in the previous driving cycle, and the specific storage rules and storage time can be implemented by referring to the prior art, which are not described herein again.
The target current parameters characterizing the engine operating state in the current driving cycle include at least: the coolant temperature, the engine oil temperature and the exhaust gas temperature before the vortex of the current driving cycle are similar to the target historical parameters, and the target current parameters can also comprise other contents, and the coolant temperature, the engine oil temperature and the exhaust gas temperature before the vortex of the current driving cycle also belong to the protection scope of the invention on the premise of not exceeding the core thought scope of the invention.
Alternatively, in an embodiment of the present invention, the first downtime threshold is determined based on a change in the coolant temperature. The method includes the steps of firstly, obtaining the temperature of cooling liquid of the previous driving cycle and the temperature of cooling liquid of the current driving cycle, calculating the difference between the temperature of cooling liquid of the previous driving cycle and the temperature of cooling liquid of the current driving cycle to obtain a target cooling liquid temperature difference, and then determining a first stop time threshold corresponding to the target cooling liquid temperature difference according to a first preset mapping relation, wherein the first preset mapping relation provided by the embodiment of the invention records the corresponding relation between the temperature of cooling liquid difference and the first stop time threshold.
And S110, judging whether the engine stop time is smaller than a first stop time threshold value, if so, executing S120.
After obtaining the parameters, firstly judging whether the engine stop time is smaller than a first stop time threshold value, if the engine stop time is smaller than the first stop time threshold value, further judging the credibility of the engine stop time is needed, executing S120, otherwise, if the engine stop time is larger than or equal to the first stop application threshold value, the credible engine stop time is judged.
S120, judging whether the target historical parameters meet first checking conditions, if so, executing S130.
Optionally, in the case of the specific parameter included in the target historical parameter, if at least one of the engine running time is greater than the running time threshold, the mileage is greater than the mileage threshold, and the coolant temperature of the previous driving cycle is greater than the first coolant temperature threshold is satisfied, it is determined that the target historical parameter satisfies the first check condition, and S130 is continuously performed, and conversely, if the engine running time is not greater than the running time threshold, the mileage is not greater than the mileage threshold, and the coolant temperature of the previous driving cycle is not greater than the first coolant temperature, it is determined that the target historical parameter does not satisfy the first check condition, and the current check process is exited.
It should be noted that the operation time threshold, the mileage threshold, and the first coolant temperature threshold are all set based on the ambient temperature, and the specific setting process may determine the corresponding mapping relationship by calibration on the basis of a large amount of historical data and test data, and after obtaining the current ambient temperature, determine the corresponding judgment threshold by querying the corresponding mapping relationship.
S130, judging whether the current target parameter meets a second check condition, if so, executing S140.
And under the condition that the target historical parameters meet the first check condition, further judging whether the current parameters of the target meet the second check condition.
In the case where the target current parameter includes the foregoing parameter, it is determined that the target current parameter satisfies the second check condition if at least one of a coolant temperature of the current driving cycle is less than a second coolant temperature threshold, an oil temperature is less than an oil temperature threshold, and a pre-vortex exhaust temperature is less than an exhaust temperature threshold is satisfied; conversely, if the coolant temperature of the current driving cycle is not less than the second coolant temperature threshold, the oil temperature is not less than the oil temperature threshold, and the pre-turbo exhaust temperature is not less than the exhaust temperature threshold, it is determined that the target current parameter does not satisfy the second check condition.
Similarly to the foregoing, the second coolant temperature threshold, the oil temperature threshold, and the exhaust temperature threshold in this step are also actually set based on the ambient temperature, and the specific determination process may refer to the relevant contents in S120, and will not be further described here.
And S140, judging that the engine stop time is not credible.
Through the judgment of the steps, if the engine stopping time is smaller than the first stopping time threshold value, the target historical parameter meets the first check condition, and the target current parameter meets the second check condition, the engine stopping time obtained by the current driving cycle is judged to be incredible and cannot be adopted.
In summary, the verification method provided by the embodiment of the invention can verify the engine stop time, judge the credibility of the engine stop time, and contribute to improving the safety of the vehicle.
As mentioned above, the engine shutdown time may be used to estimate the degree of attenuation of the engine related parameter, and may also be used to perform dew point detection on the oxygen sensor, optionally, referring to fig. 2, based on the embodiment shown in fig. 1, the embodiment shown in fig. 2 may also perform dew point detection on the oxygen sensor based on a checking process of the engine shutdown time, and based on the corresponding process in fig. 1, the process of the method further includes:
s150, under the condition that the engine stopping time is not credible, or the engine stopping time is more than or equal to the first stopping time threshold value, or the target current parameter does not meet the second check condition, resetting the dew point detection success state identification bit, and correcting the initial energy threshold value of the dew point detection to obtain the target energy threshold value.
In both cases where the engine off time is equal to or greater than the first off time threshold and the target current parameter does not satisfy the second check condition, the initial energy threshold for dew point detection needs to be corrected based on the engine off time. To further subdivide the modification process, embodiments of the present invention provide a second downtime threshold, and the second downtime threshold is greater than or equal to the first downtime threshold in the preceding step. If the engine stopping time is larger than or equal to the second stopping time threshold, the engine stopping time obtained in the current driving cycle is credible, the size of the initial energy threshold does not need to be adjusted, and the initial energy threshold can be used as a target energy threshold; on the contrary, if the engine stop time is smaller than the second stop time threshold (greater than or equal to the first stop time threshold), a correction coefficient is further determined according to the engine stop time, and the initial energy threshold of the dew point detection is corrected according to the obtained correction coefficient to obtain a target energy threshold.
It should be noted that the correction coefficient is positively correlated with the engine stop time, and the longer the engine stop time is, the larger the correction coefficient is, and accordingly, the larger the target energy threshold is. As for the specific correspondence between the correction coefficient and the engine stop time, it may be determined based on the actual engine operating state and the test data, and the present invention is not limited thereto.
Alternatively, the selection of the second downtime threshold may be determined based on the coolant temperature and the ambient temperature. Specifically, the temperature of the cooling liquid of the previous driving cycle and the current environment temperature are obtained, the difference between the temperature of the cooling liquid of the previous driving cycle and the current environment temperature is calculated, a target heat dissipation temperature difference is obtained, and then a second stop time threshold corresponding to the target heat dissipation temperature difference is determined according to a second preset mapping relation, wherein the second preset mapping relation records the corresponding relation between the heat dissipation temperature difference and the second stop time threshold.
And S160, carrying out dew point detection according to the target energy threshold value.
After the target energy threshold is determined, dew point detection can be performed according to the target energy threshold. The specific detection process can be implemented based on the prior art and is not described in detail here.
In summary, the verification method provided by the embodiment of the invention can correct the energy threshold of the dew point detection on the basis of verifying the engine stop time, so as to ensure that the temperature of the oxygen sensor is raised for a sufficient time, eliminate water drops around the oxygen sensor, avoid damaging the oxygen sensor in the dew point detection process, and improve the safety of the dew point detection.
The engine downtime checking device described below may be regarded as a functional module architecture that needs to be set in a central device to implement the engine downtime checking method provided by the embodiment of the present invention; the following description may be cross-referenced with the above.
Fig. 3 is a block diagram of an engine downtime verifying apparatus according to an embodiment of the present invention, and referring to fig. 3, the apparatus may include:
the acquiring unit 10 is used for acquiring the engine stop time, a target historical parameter representing the vehicle running process in the previous driving cycle, a target current parameter representing the engine running state in the current driving cycle and a first stop time threshold;
the first judging unit 20 is configured to judge whether the target historical parameter meets a first check condition if the engine downtime is smaller than a first downtime threshold;
a second judging unit 30, configured to judge whether the target current parameter meets a second check condition if the target history parameter meets the first check condition;
and the judging unit 40 is used for judging that the engine stop time is not credible if the target current parameter meets the second check condition.
Optionally, the target history parameters include: engine run time, mileage, and coolant temperature of the last driving cycle;
the first determining unit 20 is configured to determine whether the target history parameter meets a first verification condition, and specifically includes:
if at least one of the running time of the engine is greater than a running time threshold, the mileage is greater than a mileage threshold and the coolant temperature of the previous driving cycle is greater than a first coolant temperature threshold is met, determining that the target historical parameter meets a first check condition;
and if the engine running time is not greater than the running time threshold, the traveled distance is not greater than the mileage threshold and the coolant temperature of the last driving cycle is not greater than the first coolant temperature, determining that the target historical parameter does not meet the first check condition.
Optionally, the target current parameters include: the coolant temperature, the engine oil temperature and the pre-vortex exhaust temperature of the current driving cycle;
the second determining unit 30 is configured to determine whether the current target parameter meets the second check condition, and specifically includes:
if at least one of the coolant temperature of the current driving cycle is smaller than a second coolant temperature threshold value, the engine oil temperature is smaller than an engine oil temperature threshold value and the exhaust gas temperature before the vortex is smaller than an exhaust gas temperature threshold value is met, determining that the target current parameter meets a second check condition;
and if the coolant temperature of the current driving cycle is not less than the second coolant temperature threshold, the engine oil temperature is not less than the engine oil temperature threshold, and the vortex front exhaust temperature is not less than the exhaust temperature threshold, determining that the target current parameter does not meet the second check condition.
Optionally, the obtaining unit 10 is configured to obtain a first downtime threshold, and specifically includes:
acquiring the temperature of the cooling liquid of the previous driving cycle and the temperature of the cooling liquid of the current driving cycle;
calculating the difference value between the coolant temperature of the last driving cycle and the coolant temperature of the current driving cycle to obtain a target coolant temperature difference value;
determining a first stop time threshold corresponding to the target cooling liquid temperature difference value according to a first preset mapping relation;
the first preset mapping relation records the corresponding relation between the coolant temperature difference value and the first stop time threshold value.
Optionally, referring to fig. 4, fig. 4 is a block diagram of another engine downtime verifying apparatus provided in the embodiment of the present invention, and on the basis of the embodiment shown in fig. 3, the apparatus further includes:
the resetting unit 50 is used for resetting the dew point detection success state identification bit if the engine stop time is not credible, or the engine stop time is greater than or equal to the first stop time threshold value, or the target current parameter does not meet the second check condition;
a correcting unit 60, configured to correct the initial energy threshold of the dew point detection, so as to obtain a target energy threshold;
and a detection unit 70 for detecting the dew point according to the target energy threshold.
Optionally, the correcting unit 60 is configured to correct the initial energy threshold of the dew point detection to obtain a target energy threshold, and specifically includes:
acquiring a second downtime threshold;
wherein the second downtime threshold is greater than the first downtime threshold;
if the engine stop time is larger than or equal to the second stop time threshold, taking the initial energy threshold as a target energy threshold;
if the engine stopping time is smaller than the second stopping time threshold value, determining a correction coefficient according to the engine stopping time;
and correcting the initial energy threshold value of the dew point detection according to the correction coefficient to obtain a target energy threshold value.
Optionally, the modifying unit 60 is configured to obtain a second downtime threshold, and specifically includes:
acquiring the temperature of the cooling liquid of the previous driving cycle and the current environmental temperature;
calculating the difference value between the temperature of the cooling liquid of the last driving cycle and the current environment temperature to obtain a target heat dissipation temperature difference value;
determining a second shutdown time threshold corresponding to the target heat dissipation temperature difference value according to a second preset mapping relation;
and the second preset mapping relation records the corresponding relation between the heat dissipation temperature difference value and the second shutdown time threshold.
Those of skill would further appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative components and steps have been described above generally in terms of their functionality in order to clearly illustrate this interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the technical solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. A software module may reside in Random Access Memory (RAM), memory, read Only Memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended 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 (5)
1. An engine downtime verification method, comprising:
the method comprises the steps of obtaining engine stop time, a target historical parameter representing the running process of a vehicle in the previous driving cycle, a target current parameter representing the running state of the engine in the current driving cycle and a first stop time threshold;
if the engine stop time is smaller than the first stop time threshold, judging whether the target historical parameters meet a first check condition;
if the target historical parameter meets the first check condition, judging whether the target current parameter meets a second check condition;
if the target current parameter meets the second check condition, judging that the engine stop time is not credible;
the target history parameters include: engine run time, mileage, and coolant temperature of the last driving cycle;
the judging whether the target historical parameter meets a first check condition includes:
if at least one of the engine running time is greater than a running time threshold, the mileage is greater than a mileage threshold, and the coolant temperature of the previous driving cycle is greater than a first coolant temperature threshold is met, determining that the target historical parameter meets a first check condition;
determining that the target historical parameter does not satisfy the first check condition if the engine run time is not greater than the run time threshold, the mileage is not greater than the mileage threshold, and the coolant temperature of the last driving cycle is not greater than the first coolant temperature;
the target current parameters include: the coolant temperature, the engine oil temperature and the pre-vortex exhaust temperature of the current driving cycle;
the judging whether the current target parameter meets a second check condition includes:
if at least one of the coolant temperature of the current driving cycle is smaller than a second coolant temperature threshold value, the engine oil temperature is smaller than an engine oil temperature threshold value and the pre-vortex exhaust temperature is smaller than an exhaust temperature threshold value is met, determining that the target current parameter meets a second check condition;
if the coolant temperature of the current driving cycle is not less than the second coolant temperature threshold, the engine oil temperature is not less than the engine oil temperature threshold, and the pre-turbo exhaust temperature is not less than the exhaust temperature threshold, determining that the target current parameter does not satisfy the second check condition;
if the engine stopping time is credible, or the engine stopping time is more than or equal to the first stopping time threshold, or the target current parameter does not meet the second check condition, resetting the dew point detection success state identification bit;
correcting an initial energy threshold value of dew point detection to obtain a target energy threshold value;
and carrying out dew point detection according to the target energy threshold value.
2. The engine downtime verification method of claim 1, wherein the process of obtaining the first downtime threshold comprises:
acquiring the temperature of the cooling liquid of the previous driving cycle and the temperature of the cooling liquid of the current driving cycle;
calculating a difference value between the coolant temperature of the previous driving cycle and the coolant temperature of the current driving cycle to obtain a target coolant temperature difference value;
determining a first stop time threshold corresponding to the target cooling liquid temperature difference value according to a first preset mapping relation;
and the corresponding relation between the temperature difference value of the cooling liquid and the first stop time threshold value is recorded in the first preset mapping relation.
3. The engine downtime verification method of claim 1, wherein the modifying the initial energy threshold for dew point detection to obtain a target energy threshold comprises:
acquiring a second downtime threshold;
wherein the second downtime threshold is greater than the first downtime threshold;
if the engine stop time is larger than or equal to the second stop time threshold, taking the initial energy threshold as a target energy threshold;
if the engine stop time is smaller than the second stop time threshold, determining a correction coefficient according to the engine stop time;
and correcting the initial energy threshold value of the dew point detection according to the correction coefficient to obtain a target energy threshold value.
4. The engine downtime verification method of claim 3, wherein the obtaining a second downtime threshold comprises:
acquiring the temperature of the cooling liquid of the previous driving cycle and the current environmental temperature;
calculating a difference value between the temperature of the cooling liquid in the previous driving cycle and the current environment temperature to obtain a target heat dissipation temperature difference value;
determining a second shutdown time threshold corresponding to the target heat dissipation temperature difference value according to a second preset mapping relation;
and recording a corresponding relation between the heat dissipation temperature difference value and a second shutdown time threshold value in the second preset mapping relation.
5. An engine downtime verification apparatus, comprising:
the system comprises an acquisition unit, a control unit and a control unit, wherein the acquisition unit is used for acquiring the engine stop time, a target historical parameter representing the running process of a vehicle in the previous driving cycle, a target current parameter representing the running state of the engine in the current driving cycle and a first stop time threshold;
the first judgment unit is used for judging whether the target historical parameters meet first verification conditions or not if the engine shutdown time is smaller than the first shutdown time threshold;
the second judging unit is used for judging whether the target current parameter meets a second check condition or not if the target historical parameter meets the first check condition;
the judging unit is used for judging that the engine stop time is not credible if the target current parameter meets the second check condition;
the target history parameters include: engine run time, mileage, and coolant temperature of the last driving cycle;
the first determining unit, configured to determine whether the target history parameter meets a first verification condition, specifically includes:
if at least one of the engine running time is greater than a running time threshold, the mileage is greater than a mileage threshold, and the coolant temperature of the previous driving cycle is greater than a first coolant temperature threshold is met, determining that the target historical parameter meets a first check condition;
determining that the target historical parameter does not satisfy the first check condition if the engine run time is not greater than the run time threshold, the mileage is not greater than the mileage threshold, and the coolant temperature of the last driving cycle is not greater than the first coolant temperature;
the target current parameters include: the coolant temperature, the engine oil temperature and the pre-vortex exhaust temperature of the current driving cycle;
the second determining unit is configured to, when determining whether the current target parameter meets a second check condition, specifically include:
if at least one of the coolant temperature of the current driving cycle is smaller than a second coolant temperature threshold value, the engine oil temperature is smaller than an engine oil temperature threshold value and the pre-turbo exhaust temperature is smaller than an exhaust temperature threshold value is met, determining that the target current parameter meets a second check condition;
if the coolant temperature of the current driving cycle is not less than the second coolant temperature threshold, the engine oil temperature is not less than the engine oil temperature threshold, and the pre-turbo exhaust temperature is not less than the exhaust temperature threshold, determining that the target current parameter does not satisfy the second check condition;
the resetting unit is used for resetting the dew point detection success state identification bit if the engine stop time is not credible, or the engine stop time is more than or equal to a first stop time threshold value, or the target current parameter does not meet a second check condition;
the correcting unit is used for correcting the initial energy threshold value of the dew point detection to obtain a target energy threshold value;
and the detection unit is used for carrying out dew point detection according to the target energy threshold value.
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| JPH08270494A (en) * | 1995-03-31 | 1996-10-15 | Hitachi Ltd | Engine stop time data monitoring diagnostic method |
| US6531872B1 (en) * | 2000-09-29 | 2003-03-11 | General Motors Corporation | Ignition-off timer diagnostic |
| JP4635264B2 (en) * | 2008-02-14 | 2011-02-23 | 本田技研工業株式会社 | Abnormality judgment device |
| KR102335532B1 (en) * | 2017-09-12 | 2021-12-03 | 현대자동차주식회사 | Fault diagnosis of timer for engine off time monitoring |
| KR102420666B1 (en) * | 2017-12-21 | 2022-07-14 | 현대자동차주식회사 | Vehicle and engine off timer diagnosis method thereof |
| CN108278160B (en) * | 2018-01-29 | 2020-06-16 | 中国第一汽车股份有限公司 | Exhaust dew point detection system for internal combustion engine |
| CN110966104B (en) * | 2019-11-26 | 2021-03-02 | 奇瑞汽车股份有限公司 | System and method for calculating engine system downtime |
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