CN116066266A - Exhaust gas recirculation system fault detection method and device, storage medium and vehicle - Google Patents
Exhaust gas recirculation system fault detection method and device, storage medium and vehicle Download PDFInfo
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/49—Detecting, diagnosing or indicating an abnormal function of the EGR system
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Abstract
The disclosure relates to a fault detection method and device for an exhaust gas recirculation system, a storage medium and a vehicle, and belongs to the field of exhaust gas recirculation, wherein the method comprises the following steps: determining the actual air inlet pressure according to the current working condition of the engine; determining a first charge efficiency based on the actual intake air pressure and a model parameter determined based on a volume of a cylinder at valve closing, a standard intake air temperature, an actual intake air temperature, a standard atmospheric pressure, and the engine displacement; determining a second charge efficiency based on the exhaust gas recirculation model mass and the fresh intake mass; and calculating a difference between the first charging efficiency and the second charging efficiency, and determining whether the exhaust gas recirculation system is faulty according to the difference. By adopting the inflation efficiency instead of the air quantity as the judgment basis, the fault parts and the normal parts can be distinguished more accurately, so that false alarm or missing alarm is avoided.
Description
Technical Field
The present disclosure relates to the field of exhaust gas recirculation, and in particular, to an exhaust gas recirculation system fault detection method, apparatus, storage medium, and vehicle.
Background
Current diesel emission regulations are becoming more stringent, wherein the national six laws of light-duty diesel vehicles are already implemented, all Exhaust emission pollutant limit values are becoming more stringent, and in-engine purification mainly adopts an Exhaust Gas Recirculation (EGR) system, and if components of the Exhaust Gas recirculation system are damaged, exhaust Gas circulation control cannot work normally, so that engine emission is affected. It is therefore important to monitor the exhaust gas recirculation system in real time, and to diagnose whether the exhaust gas recirculation system is abnormal before emissions are out of standard.
In the related art, when the exhaust gas recirculation system monitors a control deviation of the amount of air in the exhaust gas recirculation system, it is determined that there is a malfunction in the exhaust gas recirculation system if the deviation value of the amount of air is out of an allowable range.
However, due to the large lateral extent of the area of operation of the light vehicle (large rotational speed range, small load range), the deviation distinction of the air quantity of the normal exhaust gas recirculation system from that of the failed exhaust gas recirculation system is not obvious, and false alarm missing is liable to occur. In addition, under the plateau environment, because the air is thin, the air inflow is relatively less, and the control deviation value of the normal part and the fault part is less obvious, so that the light vehicle runs in the plateau high-altitude environment, and the risk of false alarm is more easy to occur.
Disclosure of Invention
In order to solve the problems in the related art, the present disclosure provides an exhaust gas recirculation system failure detection method, apparatus, storage medium, and vehicle.
To achieve the above object, a first aspect of the present disclosure provides an exhaust gas recirculation system failure detection method, the method comprising:
determining the actual air inlet pressure according to the current working condition of the engine;
determining a first charge efficiency based on the actual intake air pressure and a model parameter determined based on a volume of a cylinder at valve closing, a standard intake air temperature, an actual intake air temperature, a standard atmospheric pressure, and the engine displacement;
determining a second charge efficiency based on the exhaust gas recirculation model mass and the fresh intake mass;
and calculating a difference between the first charging efficiency and the second charging efficiency, and determining whether the exhaust gas recirculation system is faulty according to the difference.
Optionally, the determining the actual air intake pressure according to the current working condition of the engine includes:
determining an intake total pressure by a pressure sensor;
inquiring a pre-calibrated MAP according to the current working condition of an engine, and determining the sum of the residual exhaust gas pressure and the gas reflux pressure of an air inlet cylinder corresponding to the current working condition;
and determining the pressure actually entering the cylinder as the sum of the total pressure of the inlet air minus the pressure of the residual exhaust gas of the inlet air cylinder and the gas reflux pressure.
Optionally, determining the second charge efficiency according to the current operating condition, the exhaust gas recirculation model mass, and the fresh intake air mass includes:
determining an exhaust gas recirculation model mass from an upstream pressure, a downstream pressure of an exhaust gas recirculation valve and an effective cross-sectional area of the exhaust gas recirculation valve;
determining an actual intake volume according to an ideal gas equation, the exhaust gas recirculation model mass, and the fresh intake mass;
determining a standard air inlet volume according to the total air inlet pressure, the rotating speed corresponding to the current working condition and the cylinder volume;
the second charge efficiency is obtained by dividing the actual intake volume by the standard intake volume.
Optionally, the determining the first charging efficiency according to the actual intake air pressure and the model parameters includes:
determining a first product of the volume of the cylinder at the time of valve closing and the standard intake air temperature;
dividing the first product by a second product of the actual intake air temperature and the standard atmospheric pressure and the engine displacement to obtain model parameters;
the first charge efficiency is determined as a product of the model parameter and the actual intake air pressure.
Optionally, determining whether the exhaust gas recirculation system is malfunctioning based on the difference comprises:
determining that a forward deviation fault exists in the exhaust gas recirculation system under the condition that the difference value is larger than a first preset threshold value;
determining that a negative deviation fault exists in the exhaust gas recirculation system under the condition that the difference value is smaller than a second preset threshold value;
the first preset threshold is greater than the second preset threshold.
Optionally, the determining that the exhaust gas recirculation system has a forward deviation fault if the difference is greater than a first preset threshold includes:
determining that a forward deviation fault exists in the exhaust gas recirculation system under the condition that the accumulated duration of the difference value larger than the first preset threshold exceeds a first preset duration;
and in the case that the difference value is smaller than a second preset threshold value, determining that the exhaust gas recirculation system has a negative deviation fault comprises:
and under the condition that the accumulated time length of which the difference value is smaller than the second preset threshold value exceeds a second preset time length, determining that a negative deviation fault exists in the exhaust gas recirculation system.
Optionally, the method further comprises:
determining whether preset conditions are met according to the current working condition of the vehicle, wherein the preset conditions comprise:
the engine speed of the vehicle is in a preset speed interval;
the oil injection quantity of the vehicle is in a preset oil injection quantity interval;
the exhaust gas recirculation system is in a closed loop control state;
the opening of the exhaust gas recirculation valve is in a preset opening interval;
the determining the actual air inlet pressure according to the current working condition of the engine comprises the following steps:
and under the condition that the current working condition of the vehicle meets the preset condition, determining the actual air inlet pressure according to the current working condition of the engine.
A second aspect of the present disclosure provides an exhaust gas recirculation system failure detection device, the device comprising:
the first determining module is used for determining the actual air inlet pressure according to the current working condition of the engine;
the second determining module is used for determining the first charging efficiency according to the actual air inlet pressure and model parameters, wherein the model parameters are determined according to the volume of a cylinder when a valve is closed, the standard air inlet temperature, the actual air inlet temperature, the standard atmospheric pressure and the engine displacement;
a third determination module for determining a second charge efficiency based on the exhaust gas recirculation model mass and the fresh intake mass;
and a fourth determination module for calculating a difference between the first and second charging efficiencies, and determining whether the exhaust gas recirculation system is malfunctioning based on the difference.
A third aspect of the present disclosure provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of the method of any of the first aspects of the present disclosure.
A fourth aspect of the present disclosure provides a vehicle comprising an exhaust gas recirculation system, and an exhaust gas recirculation system failure detection device connected to the exhaust gas recirculation system for performing the method of any one of the first aspects of the present disclosure.
Through the technical scheme, the first charging efficiency obtained through the calculation of the pressure actually entering the cylinder is not obvious in the case of failure of the exhaust gas recirculation system, and the second charging efficiency obtained through the calculation based on the fresh air intake quality and the exhaust gas recirculation model quality is obvious in change, so that whether the exhaust gas recirculation system fails or not is determined by comparing the first charging efficiency with the second charging efficiency, and the charging efficiency is taken as a judgment basis, so that a failure part and a normal part can be distinguished more accurately, and false alarm or missing report is avoided.
Additional features and advantages of the present disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings are included to provide a further understanding of the disclosure, and are incorporated in and constitute a part of this specification, illustrate the disclosure and together with the description serve to explain, but do not limit the disclosure. In the drawings:
FIG. 1 is a flow chart illustrating a method of exhaust gas recirculation system fault detection according to an exemplary embodiment;
FIG. 2 is another flow chart illustrating a method of exhaust gas recirculation system fault detection according to an exemplary embodiment;
FIG. 3 is a block diagram illustrating an EGR system failure detection device, according to an exemplary embodiment;
FIG. 4 is a block diagram of an electronic device, shown in accordance with an exemplary embodiment;
FIG. 5 is a block diagram of a vehicle, according to an exemplary embodiment.
Detailed Description
Specific embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating and illustrating the disclosure, are not intended to limit the disclosure.
In the related art, in some vehicle operation scenes, such as a plateau environment and a low-oxygen environment, the control deviation value of the normal part and the fault part based on the air quantity distinction is less obvious, so that the light vehicle is easy to have a false alarm risk when operating in such an environment.
In order to solve the problems in the related art, the embodiments of the present disclosure provide an exhaust gas recirculation system failure detection method. Fig. 1 is a flowchart illustrating a fault detection method of an exhaust gas recirculation system according to an exemplary embodiment, where the method may be executed by an engine ECU (Electronic Control Unit ) or other vehicle-mounted electronic devices, and the disclosure is not limited thereto, and the method includes:
s101, determining the actual air inlet pressure according to the current working condition of the engine.
S102, determining first charging efficiency according to the actual air inlet pressure and model parameters, wherein the model parameters are determined according to the volume of a cylinder when a valve is closed, a standard air inlet temperature, the actual air inlet temperature, the standard atmospheric pressure and the engine displacement.
Specifically, in some embodiments, the determining the first charging efficiency according to the actual intake air pressure and the model parameter includes:
determining a first product of the volume of the cylinder at the time of valve closing and the standard intake air temperature;
dividing the first product by a second product of the actual intake air temperature and the standard atmospheric pressure and the engine displacement to obtain model parameters;
the first charge efficiency is determined as a product of the model parameter and the actual intake air pressure.
Expressed by a formula, the first inflation efficiency eta vol1 Can be according to the formula
Calculated, the +.>
Wherein m is Actual practice is that of Represents the actual intake air mass, m Standard of Air intake mass, V, representing standard conditions Actual practice is that of Representing the volume of the cylinder when the valve is closed, T Standard of Represents the standard air inlet temperature T Actual practice is that of Represents the actual intake air temperature, P Standard of Represents standard atmospheric pressure, V Standard of And represents engine displacement, and R is the specific gas constant of dry air. />
Can be calibrated as model parameters FAC. Based on this, the first charging efficiency may be determined based on the actual intake air pressure and the model parameters.
And S103, determining the second charging efficiency according to the exhaust gas recirculation model quality and the fresh air intake quality.
Wherein the fresh air intake amount may be detected based on an air flow meter.
S104, calculating a difference value between the first charging efficiency and the second charging efficiency, and determining whether the exhaust gas recirculation system is faulty according to the difference value.
In the embodiment of the disclosure, the first charging efficiency obtained by calculating the pressure actually entering the cylinder does not change obviously when the exhaust gas recirculation system fails, and the second charging efficiency obtained by calculating the fresh air intake quality and the exhaust gas recirculation model quality changes obviously, so that whether the exhaust gas recirculation system fails or not is determined by comparing the first charging efficiency with the second charging efficiency, and the charging efficiency is taken as a judging basis, so that a failure part and a normal part can be distinguished more accurately, and false alarm or missing report is avoided.
In some alternative embodiments, the determining the actual intake pressure based on the current operating condition of the engine includes:
determining an intake total pressure by a pressure sensor;
inquiring a pre-calibrated MAP according to the current working condition of an engine, and determining the sum of the residual exhaust gas pressure and the gas reflux pressure of an air inlet cylinder corresponding to the current working condition;
and determining the actual air inlet pressure as the sum of the total air inlet pressure minus the residual exhaust gas pressure of the air inlet cylinder and the gas reflux pressure.
Specifically, the actual intake pressure may be according to formula P Actual practice is that of ＝(P Total (S) -P Residual + reflux ) Calculated, itIn P Actual practice is that of Represents the actual intake pressure, P Total (S) Represents the total pressure of the inlet air, P Residual + reflux Representing the sum of the residual exhaust gas pressure and the gas return pressure of the intake cylinder. That is, the first inflation efficiency η vol1 Can be according to the formula eta vol1 ＝(P Total (S) -P Residual + reflux ) FAC calculated.
By adopting the scheme, the pressure detected by the sensor and the sum of the residual exhaust gas pressure and the gas reflux pressure of the air inlet cylinder obtained by inquiring the pre-calibrated MAP according to the current working condition are calculated to obtain the actual air inlet pressure which is difficult to directly measure.
In some alternative embodiments, determining the second charge efficiency based on the current operating condition, the exhaust gas recirculation model mass, and the fresh intake air mass includes:
determining an exhaust gas recirculation model mass from an upstream pressure, a downstream pressure of an exhaust gas recirculation valve and an effective cross-sectional area of the exhaust gas recirculation valve;
determining an actual intake volume according to an ideal gas equation, the exhaust gas recirculation model mass, and the fresh intake mass;
determining a standard air inlet volume according to the total air inlet pressure, the rotating speed corresponding to the current working condition and the cylinder volume;
the second charge efficiency is obtained by dividing the actual intake volume by the standard intake volume.
In particular, exhaust gas recirculation model mass m EGR Can be determined according to the following formula:
wherein A is E Representing the effective cross-sectional area, P, of the EGR valve up Represents the upstream pressure of the EGR valve, which may be calculated from the pre-vortex pressure, P dn Representing said downstream pressure of the egr valve, which may be based on the intake air pressureCalculated.
Second charging efficiency eta vol2 Can be calculated according to the following formula:
wherein due to V Actual practice is that of V is determined from the volume of the exhaust gas recirculation system and the fresh intake volume according to the ideal gas equation pv=mrt Actual practice is that of ＝(m ERG *T EGR )+(m HFM *T 21 )，m HFM Representing fresh intake mass, T EGR Represents the intake air temperature after the exhaust gas recirculation cooling, T 21 Represents the temperature of the air intake after intercooling, V cyl Representing cylinder volume, N eng And indicating the rotating speed corresponding to the current working condition.
In still other alternative embodiments, determining whether the exhaust gas recirculation system is malfunctioning based on the difference comprises:
determining that a forward deviation fault exists in the exhaust gas recirculation system under the condition that the difference value is larger than a first preset threshold value;
determining that a negative deviation fault exists in the exhaust gas recirculation system under the condition that the difference value is smaller than a second preset threshold value;
the first preset threshold is greater than the second preset threshold.
The first preset threshold value and the second preset threshold value can be calibrated according to a demarcation line with obvious distinction between a normal piece and a fault piece in an actual test.
The positive deviation fault represents excessive control of the exhaust gas recirculation system, so that the amount of exhaust gas entering the cylinder is too high, the charging efficiency is too high, and the negative deviation fault is opposite. By adopting the scheme, whether the exhaust gas recirculation system has a positive deviation fault or a negative deviation fault is determined by calculating the difference value between the first inflation efficiency and the second inflation efficiency and comparing the deviation value with the calibration value.
Further, the determining that the exhaust gas recirculation system has a forward deviation fault if the difference is greater than a first preset threshold value includes:
determining that a forward deviation fault exists in the exhaust gas recirculation system under the condition that the accumulated duration of the difference value larger than the first preset threshold exceeds a first preset duration;
and in the case that the difference value is smaller than a second preset threshold value, determining that the exhaust gas recirculation system has a negative deviation fault comprises:
and under the condition that the accumulated time length of which the difference value is smaller than the second preset threshold value exceeds a second preset time length, determining that a negative deviation fault exists in the exhaust gas recirculation system.
For example, the first preset duration may be 5 seconds and the second preset duration may be 6 seconds, and the first preset duration may be equal to the second preset duration, for example, the first preset duration and the second preset duration may both be 5 seconds.
By adopting the scheme, the fault duration is accumulated, and the fault of the exhaust gas recirculation system of the vehicle is determined when the accumulated time duration exceeds the preset time duration, so that false alarm caused by calculation errors or other faults can be avoided, and the fault determination is more accurate.
In some optional implementations, the method further comprises:
determining whether preset conditions are met according to the current working condition of the vehicle, wherein the preset conditions comprise:
the engine speed of the vehicle is in a preset speed interval;
the oil injection quantity of the vehicle is in a preset oil injection quantity interval;
the exhaust gas recirculation system is in a closed loop control state;
the opening of the exhaust gas recirculation valve is in a preset opening interval;
the method for inquiring the MAP to determine the calibrated charging efficiency according to the engine speed and the fuel injection quantity comprises the following steps:
and under the condition that the current working condition of the vehicle meets the preset condition, inquiring MAP to determine the calibrated charging efficiency according to the engine speed and the fuel injection quantity.
The preset rotation speed interval and the range of the preset oil injection amount interval can be calibrated according to the running area of the whole vehicle, and are used for eliminating the area with inaccurate calculation of the inflation efficiency, and in some whole vehicle experiments, the preset rotation speed interval is generally set between 1000 and 2000 rpm, for example, the preset rotation speed interval can be 1500 to 1800 rpm, and the preset oil injection amount interval is generally set between 0 and 400mg/hub (milligrams per stroke), for example, can be 200 to 300mg/hub. The preset opening interval may be, for example, greater than 0%, less than 100%, for example, greater than 0%, less than 80%, which is not limited in the present disclosure.
By adopting the scheme, the judgment of whether the exhaust gas recirculation system has faults or not can be carried out through the scheme when the working conditions of the vehicle meet the preset conditions, so that missing report and false report are avoided, the calculated amount of the electronic controller can be reduced, and the judgment of whether the faults exist or not can be carried out under the working conditions easy to have faults, so that the judgment result is more accurate.
In addition, it is worth noting that the above method is preferably applied to light diesel vehicles. Since the method provided by the embodiment of the present disclosure determines whether the exhaust gas recirculation system is faulty or not more complicated than the calculation process of the solution in the related art, in the case that the related art has been able to determine whether the exhaust gas recirculation system of the heavy vehicle is faulty or not more accurately, although the method provided by the embodiment of the present disclosure may be adopted, the load of the processor of the vehicle may be increased.
In order to enable those skilled in the art to better understand the solutions provided by the embodiments of the present disclosure, the present disclosure further provides fig. 2, another flowchart of an exhaust gas recirculation system fault detection method, as shown in fig. 2, the method including the steps of:
s201, judging whether the current working condition of the engine meets the preset condition.
Wherein, the preset condition may include:
the engine speed of the vehicle is more than or equal to 1000 rpm and less than or equal to 1800 rpm;
the fuel injection quantity of the vehicle is more than or equal to 100mg/hub and less than or equal to 300mg/hub;
the exhaust gas recirculation system is in a closed loop control state;
the opening degree of the exhaust gas recirculation valve is more than 0% and less than 100%;
in the case where the preset condition is satisfied, step S202 and the following steps are performed.
S202, determining the total inlet pressure P through a pressure sensor Total (S) Fresh intake mass m is determined by means of an air flow meter HFM 。
S203, according to formula eta vol1 ＝(P Total (S) -P Residual + reflux ) FAC calculation yields the first aeration efficiency.
S204, according to the formula
And calculating to obtain the quality of the exhaust gas recirculation model.
S205, according to the formula
And calculating to obtain the second inflation efficiency.
S206, calculating a difference between the first inflation efficiency and the second inflation efficiency.
S207, judging whether the difference is larger than a first preset threshold.
In the case where it is determined that the difference is greater than the first preset threshold, step S209 is performed.
S208, judging whether the difference value is smaller than a second preset threshold value.
In case it is determined that the difference is smaller than the second preset threshold, step S210 is performed.
S209, judging whether the accumulated time length of the difference value larger than the first preset threshold exceeds 5S.
In the case where it is determined that the accumulation time period is longer than 5S, step S211 and step S213 are performed.
S210, judging whether the accumulated time length of the difference value smaller than the second preset threshold value exceeds 5S.
In the case where it is determined that the accumulated time period is longer than 5S, step S212 and step S213 are performed.
S211, determining that the exhaust gas recirculation system has a forward deviation fault.
S212, determining that the exhaust gas recirculation system has negative deviation faults.
S213, performing corresponding fault processing, and activating a fault lamp.
In the embodiment of the disclosure, the calibration inflation efficiency is obtained by inquiring the MAP, the estimated inflation efficiency is obtained by calculation, the calibration inflation efficiency and the estimated inflation efficiency are compared, whether the exhaust gas recirculation system fails or not is determined, and the inflation efficiency is adopted as a judgment basis, so that fault parts and normal parts can be distinguished more accurately and obviously, and false alarm or missing report is avoided.
Based on the same inventive concept, fig. 3 is a block diagram of an exhaust gas recirculation system failure detection device 30 according to an exemplary embodiment, and as shown in fig. 3, the device 30 includes:
a first determining module 31, configured to determine an actual intake air pressure according to a current working condition of the engine;
a second determination module 32 for determining a first charge efficiency based on the actual intake air pressure and model parameters determined based on the volume of the cylinder at valve closing, a standard intake air temperature, an actual intake air temperature, a standard atmospheric pressure, and the engine displacement;
a third determination module 33 for determining a second charge efficiency based on the exhaust gas recirculation model mass and the fresh intake mass;
a fourth determination module 34 is configured to calculate a difference between the first and second charge efficiencies and determine whether the exhaust gas recirculation system is malfunctioning based on the difference.
Optionally, the first determining module 31 is specifically configured to:
determining an intake total pressure by a pressure sensor;
inquiring a pre-calibrated MAP according to the current working condition of an engine, and determining the sum of the residual exhaust gas pressure and the gas reflux pressure of an air inlet cylinder corresponding to the current working condition;
and determining the pressure actually entering the cylinder as the sum of the total pressure of the inlet air minus the pressure of the residual exhaust gas of the inlet air cylinder and the gas reflux pressure.
Optionally, the third determining module 33 is specifically configured to:
determining an exhaust gas recirculation model mass from an upstream pressure, a downstream pressure of an exhaust gas recirculation valve and an effective cross-sectional area of the exhaust gas recirculation valve;
determining an actual intake volume according to an ideal gas equation, the exhaust gas recirculation model mass, and the fresh intake mass;
determining a standard air inlet volume according to the total air inlet pressure, the rotating speed corresponding to the current working condition and the cylinder volume;
the second charge efficiency is obtained by dividing the actual intake volume by the standard intake volume.
Optionally, the fourth determination module 34 includes:
a first determining submodule, configured to determine that a forward deviation fault exists in the exhaust gas recirculation system if the difference value is greater than a first preset threshold value;
a second determining submodule, configured to determine that a negative deviation fault exists in the exhaust gas recirculation system if the difference value is less than a second preset threshold value;
the first preset threshold is greater than the second preset threshold.
Optionally, the first determining sub-module is specifically further configured to:
determining that a forward deviation fault exists in the exhaust gas recirculation system under the condition that the accumulated duration of the difference value larger than the first preset threshold exceeds a first preset duration;
the second determination submodule is specifically further configured to:
and under the condition that the accumulated time length of which the difference value is smaller than the second preset threshold value exceeds a second preset time length, determining that a negative deviation fault exists in the exhaust gas recirculation system.
Optionally, the device 30 includes:
the third determining module is configured to determine whether a preset condition is met according to a current working condition of the vehicle, where the preset condition includes:
the engine speed of the vehicle is in a preset speed interval;
the oil injection quantity of the vehicle is in a preset oil injection quantity interval;
the exhaust gas recirculation system is in a closed loop control state;
the opening of the exhaust gas recirculation valve is in a preset opening interval;
the first determining module 31 is specifically configured to:
and under the condition that the current working condition of the vehicle meets the preset condition, determining the actual air inlet pressure according to the current working condition of the engine.
The specific manner in which the various modules perform the operations in the apparatus of the above embodiments have been described in detail in connection with the embodiments of the method, and will not be described in detail herein.
Fig. 4 is a block diagram of an electronic device 400, shown in accordance with an exemplary embodiment. As shown in fig. 4, the electronic device 400 may include: a processor 401, a memory 402. The electronic device 400 may also include one or more of a multimedia component 403, an input/output (I/O) interface 404, and a communication component 405.
Wherein the processor 401 is configured to control the overall operation of the electronic device 400 to perform all or part of the steps in the above-described exhaust gas recirculation system failure detection method. The memory 402 is used to store various types of data to support operation at the electronic device 400, which may include, for example, instructions for any application or method operating on the electronic device 400, as well as application-related data such as pre-calibrated MAPs, preset thresholds for parameters, cumulative durations of occurrence of charge efficiency bias faults, and the like. The Memory 402 may be implemented by any type or combination of volatile or non-volatile Memory devices, such as static random access Memory (Static Random Access Memory, SRAM for short), electrically erasable programmable Read-Only Memory (Electrically Erasable Programmable Read-Only Memory, EEPROM for short), erasable programmable Read-Only Memory (Erasable Programmable Read-Only Memory, EPROM for short), programmable Read-Only Memory (Programmable Read-Only Memory, PROM for short), read-Only Memory (ROM for short), magnetic Memory, flash Memory, magnetic disk, or optical disk. The multimedia component 403 may include a screen and an audio component. Wherein the screen may be, for example, a touch screen, the audio component being for outputting and/or inputting audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signal may be further stored in the memory 402 or transmitted through the communication component 405. The audio assembly further comprises at least one speaker for outputting audio signals. The I/O interface 404 provides an interface between the processor 401 and other interface modules, which may be a keyboard, mouse, buttons, etc. These buttons may be virtual buttons or physical buttons. The communication component 405 is used for wired or wireless communication between the electronic device 400 and other devices. Wireless communication, such as Wi-Fi, bluetooth, near field communication (Near Field Communication, NFC for short), 2G, 3G, 4G, NB-IOT, eMTC, or other 5G, etc., or one or a combination of more of them, is not limited herein. The corresponding communication component 405 may thus comprise: wi-Fi module, bluetooth module, NFC module, etc.
In an exemplary embodiment, the electronic device 400 may be implemented by one or more application specific integrated circuits (Application Specific Integrated Circuit, abbreviated ASIC), digital signal processor (Digital Signal Processor, abbreviated DSP), digital signal processing device (Digital Signal Processing Device, abbreviated DSPD), programmable logic device (Programmable Logic Device, abbreviated PLD), field programmable gate array (Field Programmable Gate Array, abbreviated FPGA), controller, microcontroller, microprocessor, or other electronic components for performing the above-described exhaust gas recirculation system fault detection method.
In another exemplary embodiment, a computer readable storage medium is also provided, comprising program instructions which, when executed by a processor, implement the steps of the exhaust gas recirculation system fault detection method described above. For example, the computer readable storage medium may be the memory 402 including program instructions described above, which are executable by the processor 401 of the electronic device 400 to perform the exhaust gas recirculation system failure detection method described above.
In another exemplary embodiment, a computer program product is also provided, comprising a computer program executable by a programmable apparatus, the computer program having code portions for performing the above-described exhaust gas recirculation system fault detection method when executed by the programmable apparatus.
Fig. 5 is a block diagram of a vehicle 50 according to an exemplary embodiment, the vehicle 50 including an exhaust gas recirculation system 51, and an exhaust gas recirculation system failure detection device 30 connected to the exhaust gas recirculation system 51, the exhaust gas recirculation system failure detection device 30 being operable to perform steps for implementing the exhaust gas recirculation system failure detection method described above, as shown in fig. 5. Those skilled in the art will appreciate that in practice, the vehicle 50 includes other components, and that fig. 5 only shows portions relevant to the embodiments of the present disclosure, and that other necessary vehicle components are not shown.
The preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings, but the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solutions of the present disclosure within the scope of the technical concept of the present disclosure, and all the simple modifications belong to the protection scope of the present disclosure.
In addition, the specific features described in the foregoing embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, the present disclosure does not further describe various possible combinations.
Moreover, any combination between the various embodiments of the present disclosure is possible as long as it does not depart from the spirit of the present disclosure, which should also be construed as the disclosure of the present disclosure.
Claims (10)
1. A method of fault detection for an exhaust gas recirculation system, the method comprising:
determining the actual air inlet pressure according to the current working condition of the engine;
determining a first charge efficiency based on the actual intake air pressure and a model parameter determined based on a volume of a cylinder at valve closing, a standard intake air temperature, an actual intake air temperature, a standard atmospheric pressure, and the engine displacement;
determining a second charge efficiency based on the exhaust gas recirculation model mass and the fresh intake mass;
and calculating a difference between the first charging efficiency and the second charging efficiency, and determining whether the exhaust gas recirculation system is faulty according to the difference.
2. The method of claim 1, wherein said determining an actual intake pressure based on a current operating condition of the engine comprises:
determining an intake total pressure by a pressure sensor;
inquiring a pre-calibrated MAP according to the current working condition of an engine, and determining the sum of the residual exhaust gas pressure and the gas reflux pressure of an air inlet cylinder corresponding to the current working condition;
and determining the pressure actually entering the cylinder as the sum of the total pressure of the inlet air minus the pressure of the residual exhaust gas of the inlet air cylinder and the gas reflux pressure.
3. The method of claim 2, wherein determining a second charge efficiency based on the current operating condition, an exhaust gas recirculation model mass, and a fresh intake air mass comprises:
determining an exhaust gas recirculation model mass from an upstream pressure, a downstream pressure of an exhaust gas recirculation valve and an effective cross-sectional area of the exhaust gas recirculation valve;
determining an actual intake volume according to an ideal gas equation, the exhaust gas recirculation model mass, and the fresh intake mass;
determining a standard air inlet volume according to the total air inlet pressure, the rotating speed corresponding to the current working condition and the cylinder volume;
the second charge efficiency is obtained by dividing the actual intake volume by the standard intake volume.
4. The method of claim 1, wherein said determining a first charge efficiency based on said actual intake air pressure and model parameters comprises:
determining a first product of the volume of the cylinder at the time of valve closing and the standard intake air temperature;
dividing the first product by a second product of the actual intake air temperature and the standard atmospheric pressure and the engine displacement to obtain model parameters;
the first charge efficiency is determined as a product of the model parameter and the actual intake air pressure.
5. The method of claim 1, wherein determining whether an exhaust gas recirculation system is malfunctioning based on the difference comprises:
determining that a forward deviation fault exists in the exhaust gas recirculation system under the condition that the difference value is larger than a first preset threshold value;
determining that a negative deviation fault exists in the exhaust gas recirculation system under the condition that the difference value is smaller than a second preset threshold value;
the first preset threshold is greater than the second preset threshold.
6. The method of claim 5, wherein the determining that the exhaust gas recirculation system has a forward bias fault if the difference is greater than a first preset threshold comprises:
determining that a forward deviation fault exists in the exhaust gas recirculation system under the condition that the accumulated duration of the difference value larger than the first preset threshold exceeds a first preset duration;
and in the case that the difference value is smaller than a second preset threshold value, determining that the exhaust gas recirculation system has a negative deviation fault comprises:
and under the condition that the accumulated time length of which the difference value is smaller than the second preset threshold value exceeds a second preset time length, determining that a negative deviation fault exists in the exhaust gas recirculation system.
7. The method according to any one of claims 1-6, further comprising:
determining whether preset conditions are met according to the current working condition of the vehicle, wherein the preset conditions comprise:
the engine speed of the vehicle is in a preset speed interval;
the oil injection quantity of the vehicle is in a preset oil injection quantity interval;
the exhaust gas recirculation system is in a closed loop control state;
the opening of the exhaust gas recirculation valve is in a preset opening interval;
the determining the actual air inlet pressure according to the current working condition of the engine comprises the following steps:
and under the condition that the current working condition of the vehicle meets the preset condition, determining the actual air inlet pressure according to the current working condition of the engine.
8. An exhaust gas recirculation system failure detection device, characterized by comprising:
the first determining module is used for determining the actual air inlet pressure according to the current working condition of the engine;
the second determining module is used for determining the first charging efficiency according to the actual air inlet pressure and model parameters, wherein the model parameters are determined according to the volume of a cylinder when a valve is closed, the standard air inlet temperature, the actual air inlet temperature, the standard atmospheric pressure and the engine displacement;
a third determination module for determining a second charge efficiency based on the exhaust gas recirculation model mass and the fresh intake mass;
and a fourth determination module for calculating a difference between the first and second charging efficiencies, and determining whether the exhaust gas recirculation system is malfunctioning based on the difference.
9. A non-transitory computer readable storage medium having stored thereon a computer program, characterized in that the program when executed by a processor realizes the steps of the method according to any of claims 1-7.
10. A vehicle comprising an exhaust gas recirculation system, and an exhaust gas recirculation system failure detection device connected to the exhaust gas recirculation system for performing the method of any of claims 1-7.
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