Sensor fault detection method, fault detection device, processor and vehicle

Abstract

The present application provides a sensor fault detection method, a fault detection device, a processor and a vehicle, the fault detection method comprising: when the engine is in a stable operating condition and receives an abnormal signal from the target sensor, determining whether the communication of the target sensor is normal; when the communication of the target sensor is normal, if the signal change rate is greater than the signal change rate threshold, determining that the target sensor is faulty, if the signal change rate is less than or equal to the signal change rate threshold, determining again whether the target sensor is faulty at least based on the signal change time; when the communication of the target sensor is abnormal, controlling the engine to stop and at least detecting the connector to determine whether the target sensor is faulty. The present application determines whether the target sensor is faulty through multiple judgment conditions, avoiding the misjudgment caused by a single judgment condition, thereby solving the problem in the prior art that it is difficult to more accurately determine whether the sensor is faulty.

Description

Technical Field

[0001] The present application relates to the technical field of fuel cell engines, and in particular to a sensor fault detection method, a fault detection device, a computer-readable storage medium, a processor, and a vehicle. Background Art

[0002] The engine is connected to multiple sensors, and by acquiring signals from different sensors, it jointly controls the operation of the vehicle. At present, the definition of engine failure does not provide a reliability method for detecting sensor signals. In other words, the reliability of sensor signals is usually considered to be 100%. When a sensor fails or the connector connection is abnormal, it can be determined that the engine or component has failed, thereby controlling the engine to shut down. For example, when the coolant outlet temperature exceeds the specified range, the engine can report a level 2 fault, and the engine will be shut down under control. However, in the actual application process, the overtemperature in the above example may also be caused by a sensor failure, resulting in an error message, which in turn causes the engine to be shut down under control.

[0003] Therefore, there is an urgent need for a method that can more accurately determine whether a sensor is faulty.

[0004] The above information disclosed in the background technology section is only used to enhance the understanding of the background technology of the technology described in this article. Therefore, the background technology may contain certain information that does not form the prior art known in this country for those skilled in the art. Summary of the invention

[0005] The main purpose of the present application is to provide a sensor fault detection method, a fault detection device, a computer-readable storage medium, a processor and a vehicle to solve the problem in the prior art that it is difficult to accurately determine whether a sensor is faulty.

[0006] According to one aspect of an embodiment of the present invention, a sensor fault detection method is provided, wherein an engine is connected to a target sensor via a connector, and the fault detection method is applied in a controller of the engine, and the fault detection method comprises: when the engine is in a stable operating condition and receives an abnormal signal from the target sensor, determining whether the communication of the target sensor is normal; when the communication of the target sensor is normal, if the signal change rate is greater than a signal change rate threshold, determining that the target sensor is faulty; if the signal change rate is less than or equal to the signal change rate threshold, determining again whether the target sensor is faulty at least based on a signal change time, wherein the signal change rate is a change rate of the amplitude of the abnormal signal within a predetermined time when the engine is in the stable operating condition, and the signal change time is a time when a signal corresponding to the target sensor changes when the engine changes from the stable operating condition to other operating conditions; when the communication of the target sensor is abnormal, controlling the engine to stop and determining whether the target sensor is faulty at least by detecting the connector.

[0007] Optionally, determining again whether the target sensor is faulty at least based on the signal change time includes: determining that the target sensor is faulty when the signal change time is greater than an allowable time threshold.

[0008] Optionally, determining again whether the target sensor is faulty at least based on the signal change time also includes: when the signal change time is less than or equal to the permitted time threshold, determining whether the target sensor is faulty based on the coupling relationship between the signal trends of the target sensor and other sensors.

[0009] Optionally, in the case where the target sensor is a coolant inlet temperature sensor, and the other sensors are a coolant outlet temperature sensor and an air outlet temperature sensor, determining whether the target sensor is faulty is based on a coupling relationship between signal trends of the target sensor and the other sensors, including: when the coolant temperature remains constant and the power of the engine increases, detecting a first response moment when the signal corresponding to the coolant outlet temperature sensor reaches an increasing trend, and a second response moment when the signal corresponding to the air outlet temperature sensor reaches the increasing trend; determining an increasing response time based on the first response moment and the second response moment; determining that the coolant inlet temperature sensor is faulty if the increasing response time is greater than a first preset response time; determining that the coolant inlet temperature sensor is faulty if the increasing response time is less than or equal to the first preset response time, and determining that the coolant inlet temperature sensor is not faulty, and that the abnormal signal corresponding to the coolant inlet temperature sensor is caused by other components of the engine, or is caused by the operating conditions of the engine exceeding the permitted range.

[0010] Optionally, in the case where the target sensor is a coolant inlet temperature sensor, and the other sensors are a coolant outlet temperature sensor and an air outlet temperature sensor, determining whether the target sensor is faulty according to the coupling relationship between the signal trends of the target sensor and the other sensors includes: when the power of the engine remains constant and the coolant temperature decreases, detecting a third response moment when the signal corresponding to the coolant inlet temperature sensor reaches a decreasing trend, a fourth response moment when the signal corresponding to the coolant outlet temperature sensor reaches a decreasing trend, and a fifth response moment when the signal corresponding to the air outlet temperature sensor reaches a decreasing trend; determining a first decreasing response time according to the third response moment and the fourth response moment, and determining a second decreasing response time according to the third response moment and the fifth response moment; determining that the coolant inlet temperature sensor is faulty when both the first decreasing response time and the second decreasing response time are greater than a second preset response time; determining that the coolant inlet temperature sensor is faulty when the first decreasing response time and / or the second decreasing response time are less than or equal to the second preset response time, determining that the coolant inlet temperature sensor is not faulty, and that the abnormal signal corresponding to the coolant inlet temperature sensor is caused by other components of the engine, or caused by the operating conditions of the engine exceeding the permitted range.

[0011] Optionally, the target sensor is a coolant inlet temperature sensor, a coolant outlet temperature sensor or an air outlet temperature sensor, the engine is a fuel cell engine, and the predetermined time is obtained by starting the timing from the first receipt of the abnormal signal until the predetermined time is reached and stopping the timing.

[0012] According to another aspect of an embodiment of the present invention, a sensor fault detection device is also provided. The engine is connected to the target sensor through a connector. The fault detection device is applied in the controller of the engine. The fault detection device includes: a first determination unit, which is used to determine whether the communication of the target sensor is normal when the engine is in a stable operating condition and receives an abnormal signal from the target sensor; a second determination unit, which is used to determine that the target sensor is faulty if the signal change rate is greater than a signal change rate threshold when the communication of the target sensor is normal, and if the signal change rate is less than or equal to the signal change rate threshold, determine again whether the target sensor is faulty at least based on a signal change time, wherein the signal change rate is the change rate of the amplitude of the abnormal signal of the engine under the stable operating condition and within a predetermined time, and the signal change time is the time when the signal corresponding to the target sensor changes when the engine changes from the stable operating condition to other operating conditions; a control unit, which is used to control the engine to stop when the communication of the target sensor is abnormal and to determine whether the target sensor is faulty by at least detecting the connector.

[0013] According to another aspect of the embodiments of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium includes a stored program, wherein the program executes any one of the sensor fault detection methods.

[0014] According to yet another aspect of the embodiments of the present invention, a processor is provided, wherein the processor is used to run a program, wherein the program executes any one of the sensor fault detection methods when running.

[0015] According to one aspect of an embodiment of the present invention, there is further provided a vehicle, comprising a controller, wherein the controller comprises a sensor fault detection device, wherein the sensor fault detection device is used to execute any one of the sensor fault detection methods.

[0016] In an embodiment of the present invention, in the fault detection method of the sensor, when the engine is in a stable operating condition (i.e., during the operation of the engine) and receives an abnormal signal sent by the target sensor, it is determined whether the target sensor can communicate normally; when the target sensor can communicate normally and the signal change rate is greater than the signal change rate threshold, it is determined that the target sensor is faulty; when the signal change rate is less than or equal to the signal change rate threshold, it is determined again whether the target sensor is faulty at least according to the signal change time; when the target sensor cannot communicate normally, the engine is controlled to stop and at least the connector is detected to determine whether the target sensor is faulty. In this fault detection method, when the target sensor communicates normally (i.e., the abnormal communication of the target sensor is excluded) and the signal change rate is greater than the signal change rate threshold, it is directly determined that the target sensor is faulty; when the target sensor communicates normally and the signal change rate is less than or equal to the signal change rate threshold, it is determined again whether the target sensor is faulty at least according to the signal change time, that is, the present application determines whether the target sensor is faulty through multiple judgment conditions, which can avoid the problem of misjudgment caused by a single judgment condition and ensure that it can be more accurately determined whether the target sensor is faulty. Since the signal change rate and signal change time in the present application are both actual engine operation data, it is also possible to more accurately determine whether the target sensor is faulty, thereby solving the problem in the prior art that it is difficult to more accurately determine whether the sensor is faulty. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The drawings constituting part of the present application are used to provide a further understanding of the present application. The exemplary embodiments and descriptions of the present application are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0018] Figure 1 A flow chart of a sensor fault detection method according to an embodiment of the present application is shown;

[0019] Figure 2 A schematic diagram of the connection structure between an engine and a sensor according to an embodiment of the present application is shown;

[0020] Figure 3 A schematic diagram of signals of a target sensor of an engine under stable operating conditions according to an embodiment of the present application is shown;

[0021] Figure 4 A schematic diagram of signals of a target sensor when an engine changes from a stable operating condition to other operating conditions according to an embodiment of the present application is shown;

[0022] Figure 5A schematic structural diagram of a sensor fault detection device according to an embodiment of the present application is shown;

[0023] Figure 6 A flow chart of a sensor fault detection method according to a specific embodiment of the present application is shown.

[0024] The above drawings include the following reference numerals:

[0025] 10. First determination unit; 20. Second determination unit; 30. Control unit; 100. Humidifier; 101. Air outlet temperature sensor; 102. Coolant inlet temperature sensor; 103. Fuel cell; 104. Radiator; 105. Water pump; 106. Coolant outlet temperature sensor; 107. Inflection point; 108. Abnormal operating condition change curve; 109. Normal operating condition change curve; 110. Signal change time; 111. Operating condition change moment. DETAILED DESCRIPTION

[0026] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0027] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present application.

[0028] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present application described here. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0029] As mentioned in the background technology, it is difficult to accurately determine whether a sensor is faulty in the prior art. In order to solve the above problem, in a typical embodiment of the present application, a sensor fault detection method, a fault detection device, a computer-readable storage medium, a processor and a vehicle are provided.

[0030] According to an embodiment of the present application, a sensor fault detection method is provided.

[0031] Figure 1 FIG. 1 is a flow chart of a sensor fault detection method according to an embodiment of the present application. Figure 1 As shown, the fault detection method includes the following steps:

[0032] Step S101, when the engine is in a stable operating condition and an abnormal signal from the target sensor is received, determining whether the communication of the target sensor is normal;

[0033] Step S102, when the target sensor is communicating normally, if the signal change rate is greater than the signal change rate threshold, it is determined that the target sensor is faulty, and if the signal change rate is less than or equal to the signal change rate threshold, it is determined again whether the target sensor is faulty at least based on the signal change time, the signal change rate is the change rate of the amplitude of the abnormal signal of the engine under the stable operating condition and within a predetermined time, and the signal change time is the time when the signal corresponding to the target sensor changes when the engine changes from the stable operating condition to other operating conditions;

[0034] Step S103, in the case of abnormal communication of the target sensor, the engine is controlled to stop and at least the connector is detected to determine whether the target sensor is faulty.

[0035] In the above-mentioned sensor fault detection method, when the above-mentioned engine is in a stable operating condition (i.e., during the engine operation process) and receives an abnormal signal sent by the above-mentioned target sensor, it is determined whether the above-mentioned target sensor can communicate normally; when the above-mentioned target sensor can communicate normally and the signal change rate is greater than the signal change rate threshold, it is determined that the above-mentioned target sensor is faulty; when the signal change rate is less than or equal to the signal change rate threshold, it is determined again whether the above-mentioned target sensor is faulty at least according to the signal change time; when the above-mentioned target sensor cannot communicate normally, the above-mentioned engine is controlled to stop and at least the above-mentioned connector is detected to determine whether the above-mentioned target sensor is faulty. In this fault detection method, when the target sensor communicates normally (i.e., the abnormal communication of the target sensor is excluded) and the signal change rate is greater than the signal change rate threshold, it is directly determined that the target sensor is faulty; when the target sensor communicates normally and the signal change rate is less than or equal to the signal change rate threshold, it is determined again whether the target sensor is faulty at least according to the signal change time, that is, the present application determines whether the target sensor is faulty through multiple judgment conditions, which can avoid the problem of misjudgment caused by a single judgment condition and ensure that it can be more accurately determined whether the target sensor is faulty. Since the signal change rate and signal change time in the present application are both actual engine operation data, it is also possible to more accurately determine whether the target sensor is faulty, thereby solving the problem in the prior art that it is difficult to more accurately determine whether the sensor is faulty.

[0036] In actual application, the fault detection method in this application does not require the engine and the corresponding target sensor to be disassembled, that is, the fault detection method in this application is a non-destructive detection method. On the basis of being able to more accurately determine whether the target sensor is faulty, it can also avoid the problem of wasting time and irreversible damage to the engine caused by directly disassembling the engine and the corresponding target sensor and replacing new target sensors and other parts. In addition, there is no need to add additional detection equipment in the entire fault detection method, which ensures that the fault detection method of this application is low in cost and high in practicality.

[0037] Specifically, in the above-mentioned embodiment, in the case of abnormal communication of the target sensor, the engine is controlled to stop and at least the connector is detected to determine whether the target sensor is faulty. For example, the target sensor may be determined to be faulty by reinserting the connector. Of course, the connector may also be detected by other feasible methods in the prior art to determine whether the target sensor is faulty. In fact, it is not limited to determining whether the target sensor is faulty by detecting the connector. Signal abnormalities caused by short circuit, open circuit, insulation, etc. may also be eliminated by observation, multimeter, etc.

[0038] Specifically, in the above-mentioned embodiment, the above-mentioned signal change rate can be obtained by the method mentioned in the factory instructions of the corresponding target sensor. The above-mentioned signal change time is the time when the signal corresponding to the target sensor changes when the engine changes from a stable operating condition to other operating conditions, that is, the operating condition of the engine (for example, adjusting the load of the corresponding vehicle, or changing the power of the radiator), and the response time of the target sensor due to the change of the engine operating condition. The start time of the above-mentioned signal change time is the start time when the engine changes from a stable operating condition to other operating conditions.

[0039] In a specific embodiment of the present application, if the target sensor is a temperature sensor, since in the actual operation process, the engine is in a stable operating condition and the temperature of the engine will not change significantly within a predetermined time, when the signal change rate is greater than the signal change rate threshold, it can be directly determined that the target sensor is faulty.

[0040] Specifically, in the above-mentioned embodiment, the above-mentioned predetermined time and the above-mentioned signal change rate threshold value may be data obtained through experiments. For engines of different models, the above-mentioned predetermined time and the above-mentioned signal change rate threshold value are not the same. Therefore, in the present application, there is no restriction on the size of the above-mentioned predetermined time and the above-mentioned signal change rate threshold value, and they can be adaptively adjusted according to the actual operating conditions of the engine, the model of the engine, etc.

[0041] It should be noted that the steps shown in the flowcharts of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and that, although a logical order is shown in the flowcharts, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0042] In one embodiment of the present application, whether the target sensor is faulty is determined again at least based on the signal change time, including: when the signal change time is greater than the permitted time threshold, that is, the target sensor times out and does not respond, it is determined that the target sensor is faulty. In this way, it is relatively simple to determine whether the target sensor is faulty.

[0043] Specifically, in the above embodiment, the above permission time threshold may be data obtained through a large number of experiments. For engines of different models, the above permission time threshold is not the same. Therefore, in the present application, there is no restriction on the size of the above permission time threshold, and it can be adaptively adjusted according to the actual operating conditions of the engine, the model of the engine, etc.

[0044] In order to further determine more accurately whether the target sensor is faulty, in another embodiment of the present application, whether the above-mentioned target sensor is faulty is determined again at least based on the signal change time, and also includes: when the above-mentioned signal change time is less than or equal to the permitted time threshold, determining whether the above-mentioned target sensor is faulty based on the coupling relationship between the signal trends of the above-mentioned target sensor and other sensors.

[0045] In another embodiment of the present application, when the target sensor is a coolant inlet temperature sensor, and the other sensors are a coolant outlet temperature sensor and an air outlet temperature sensor, determining whether the target sensor is faulty is based on the coupling relationship between the signal trends of the target sensor and the other sensors, including: when the coolant temperature remains constant and the power of the engine increases, detecting the first response time when the signal corresponding to the coolant outlet temperature sensor reaches the rising trend, and the second response time when the signal corresponding to the air outlet temperature sensor reaches the rising trend; determining the rising response time according to the first response time and the second response time; determining that the coolant inlet temperature sensor is faulty when the rising response time is greater than the first preset response time; determining that the coolant inlet temperature sensor is faulty when the rising response time is less than or equal to the first preset response time, and determining that the coolant inlet temperature sensor is not faulty, and that the abnormal signal corresponding to the coolant inlet temperature sensor is caused by other components of the engine, or that the operating condition of the engine exceeds the permitted range. In this embodiment, when the coolant temperature remains constant and the power of the engine increases, the temperature of the coolant inlet temperature sensor remains unchanged, while the temperature of the air outlet temperature sensor increases, and the temperature of the coolant outlet temperature sensor also increases. If the time difference between the moment when the coolant outlet temperature sensor rises and the moment when the air outlet temperature sensor rises, that is, the rising response time, is greater than the first preset response time, it is determined that the coolant inlet temperature sensor is faulty; if the rising response time is less than or equal to the first preset response time, it can be determined that the abnormal signal is not caused by the failure of the coolant inlet temperature sensor, but is caused by other components of the engine, or the engine's operating conditions exceed the permitted range. In this way, it is possible to further more accurately determine whether the coolant inlet temperature sensor is faulty.

[0046] In actual application, when the power of the engine remains constant and the coolant temperature decreases, the temperature of the coolant inlet temperature sensor will decrease, and correspondingly, the temperatures of the coolant outlet temperature sensor and the air outlet temperature sensor will also decrease. In order to further accurately determine whether the coolant inlet temperature sensor is faulty, in another embodiment of the present application, when the above-mentioned target sensor is the coolant inlet temperature sensor, and the above-mentioned other sensors are the coolant outlet temperature sensor and the air outlet temperature sensor, determining whether the above-mentioned target sensor is faulty is based on the coupling relationship between the signal trends of the above-mentioned target sensor and the other sensors, including: when the power of the above-mentioned engine remains constant and the coolant temperature decreases, detecting the third response moment when the signal corresponding to the above-mentioned coolant inlet temperature sensor reaches a decreasing trend, the above-mentioned coolant outlet temperature sensor The corresponding signal reaches the fourth response moment of the decreasing trend, and the signal corresponding to the above-mentioned air outlet temperature sensor reaches the fifth response moment of the decreasing trend; according to the above-mentioned third response moment and the above-mentioned fourth response moment, the first decreasing response time is determined, and the second decreasing response time is determined according to the above-mentioned third response moment and the above-mentioned fourth response moment; when the above-mentioned first decreasing response time and the above-mentioned second decreasing response time are both greater than the second preset response time, it is determined that the above-mentioned coolant inlet temperature sensor is faulty; when the above-mentioned first decreasing response time and / or the above-mentioned second decreasing response time is less than or equal to the above-mentioned second preset response time, it is determined that the above-mentioned coolant inlet temperature sensor is not faulty, and the above-mentioned abnormal signal corresponding to the above-mentioned coolant inlet temperature sensor is caused by other components of the above-mentioned engine, or is caused by the operating conditions of the above-mentioned engine exceeding the permitted range.

[0047] In actual application, when the number of corresponding temperature sensors is 3, the possibility of two or more temperature sensors failing at the same time is low. Therefore, when it is detected that there is no coupling relationship between the signal corresponding to one temperature sensor and the signals corresponding to the other two temperature sensors, it can be determined that the temperature sensor is faulty.

[0048] In a specific embodiment of the present application, Figure 2 The figure shows a schematic diagram of the connection structure between the engine and the sensor. The stack 103 in the fuel cell engine is connected to the humidifier 100, and the stack 103 is also connected to the water pump 105, and the water pump 105 is connected to the radiator 104. Among them, the air outlet temperature sensor 101 is located between the humidifier 100 and the stack 103, the coolant inlet temperature sensor is located between the radiator 104 and the stack 103, and the coolant outlet temperature sensor 106 is located between the stack 103 and the water pump 105. Of course, in actual application, the temperature sensor in the fuel cell engine system is not limited to Figure 2The three temperature sensors shown are the coolant inlet temperature sensor, the coolant outlet temperature sensor and the air outlet temperature sensor. Other temperature sensors may also be provided. That is to say, in actual application, the number and position of the temperature sensors in the fuel cell engine are not limited to Figure 2 The number and connection positions are shown.

[0049] In one embodiment of the present application, the target sensor is a coolant inlet temperature sensor, a coolant outlet temperature sensor or an air outlet temperature sensor, the engine is a fuel cell engine, and the predetermined time is obtained by starting from the first receipt of the abnormal signal until the predetermined time is reached and then stopping the timing. In this embodiment, the predetermined time is obtained by starting from the first receipt of the abnormal signal, which ensures that the subsequent signal change rate is relatively accurate, and further ensures that it is possible to more accurately determine whether the target sensor is faulty.

[0050] In a specific embodiment of the present application, Figure 3 The above-mentioned start time of the predetermined time can also be the time when the abnormal signal is received and the inflection point 107 appears for the first time, which further ensures that the signal change rate determined according to the predetermined time is more accurate.

[0051] In another specific embodiment of the present application, Figure 4 As shown in FIG. 1 , it is a schematic diagram of the signal of the target sensor when the engine changes from a stable operating condition to other operating conditions. At the operating condition change moment 111, the engine operating condition begins to change, that is, the engine changes from a stable operating condition to other operating conditions. At this time, the stable operating condition curve corresponding to the target sensor in the stable operating condition will change with the change of the engine operating condition. Figure 4 As shown, in the case where the target sensor has not failed, after the signal change time 110, the normal operating condition change curve 109 changes with the change of the operating condition of the engine, that is, Figure 4 The normal operating condition change curve 109 shown in FIG. 1 shows a downward trend. In the case of a target sensor failure, after the signal change time 110 has passed, the abnormal operating condition change curve 108 does not change with the change of the engine operating condition. Therefore, in the case where the signal change time 110 is greater than the allowable time threshold, it can be directly determined that the corresponding target sensor is faulty.

[0052] The embodiment of the present application also provides a sensor fault detection device. It should be noted that the sensor fault detection device of the embodiment of the present application can be used to execute the sensor fault detection method provided in the embodiment of the present application. The sensor fault detection device provided in the embodiment of the present application is introduced below.

[0053] Figure 5 is a schematic diagram of the structure of a sensor fault detection device according to an embodiment of the present application. The engine is connected to the target sensor via a connector, and the above-mentioned fault detection device is applied to the controller of the above-mentioned engine, such as Figure 5 As shown, the fault detection device comprises:

[0054] The first determination unit 10 is used to determine whether the communication of the target sensor is normal when the engine is in a stable operating condition and an abnormal signal of the target sensor is received;

[0055] A second determination unit 20 is used for, when the target sensor is communicating normally, determining that the target sensor is faulty if the signal change rate is greater than a signal change rate threshold, and if the signal change rate is less than or equal to the signal change rate threshold, determining again whether the target sensor is faulty at least based on a signal change time, wherein the signal change rate is a change rate of the amplitude of the abnormal signal of the engine under the stable operating condition and within a predetermined time, and the signal change time is a time when the signal corresponding to the target sensor changes when the engine changes from the stable operating condition to other operating conditions;

[0056] The control unit 30 is used for controlling the engine to stop when the target sensor has abnormal communication and at least detecting the connector to determine whether the target sensor is faulty.

[0057] In the above-mentioned sensor fault detection device, the first determination unit is used to determine whether the above-mentioned target sensor can communicate normally when the above-mentioned engine is in a stable operating condition (i.e., during the operation of the engine) and receives an abnormal signal sent by the above-mentioned target sensor; the second determination unit is used to determine that the above-mentioned target sensor is faulty when the above-mentioned target sensor is able to communicate normally and when the signal change rate is greater than the signal change rate threshold, and to determine again whether the above-mentioned target sensor is faulty when the signal change rate is less than or equal to the signal change rate threshold, at least based on the signal change time; the control unit is used to control the above-mentioned engine to shut down when the above-mentioned target sensor is unable to communicate normally and to determine whether the above-mentioned target sensor is faulty by at least detecting the above-mentioned connector. In this fault detection method, when the target sensor communicates normally (i.e., the target sensor communication abnormality is excluded) and the signal change rate is greater than the signal change rate threshold, the target sensor fault is directly determined. When the target sensor communicates normally and the signal change rate is less than or equal to the signal change rate threshold, it is determined again whether the target sensor is faulty at least based on the signal change time. That is, the present application determines whether the target sensor is faulty through multiple judgment conditions, which can avoid the problem of misjudgment caused by a single judgment condition and ensure that it can be more accurately determined whether the target sensor is faulty. Since the signal change rate and signal change time in the present application are both actual engine operation data, it can also be more accurately determined whether the target sensor is faulty, thereby solving the problem of difficulty in more accurately determining whether the sensor is faulty in the prior art.

[0058] In actual application, the fault detection method in this application does not require the engine and the corresponding target sensor to be disassembled, that is, the fault detection method in this application is a non-destructive detection method. On the basis of being able to more accurately determine whether the target sensor is faulty, it can also avoid the problem of wasting time and irreversible damage to the engine caused by directly disassembling the engine and the corresponding target sensor and replacing new target sensors and other parts. In addition, there is no need to add additional detection equipment in the entire fault detection method, which ensures that the fault detection method of this application is low in cost and high in practicality.

[0059] Specifically, in the above-mentioned embodiment, in the case of abnormal communication of the target sensor, the engine is controlled to stop and at least the connector is detected to determine whether the target sensor is faulty. For example, the target sensor may be determined to be faulty by reinserting the connector. Of course, the connector may also be detected by other feasible methods in the prior art to determine whether the target sensor is faulty. In fact, it is not limited to determining whether the target sensor is faulty by detecting the connector. Signal abnormalities caused by short circuit, open circuit, insulation, etc. may also be eliminated by observation, multimeter, etc.

[0060] Specifically, in the above-mentioned embodiment, the above-mentioned signal change rate can be obtained by the method mentioned in the factory instructions of the corresponding target sensor. The above-mentioned signal change time is the time when the signal corresponding to the target sensor changes when the engine changes from a stable operating condition to other operating conditions, that is, the operating condition of the engine (for example, adjusting the load of the corresponding vehicle, or changing the power of the radiator), and the response time of the target sensor due to the change of the engine operating condition. The start time of the above-mentioned signal change time is the start time when the engine changes from a stable operating condition to other operating conditions.

[0061] In a specific embodiment of the present application, if the target sensor is a temperature sensor, since in the actual operation process, the engine is in a stable operating condition and the temperature of the engine will not change significantly within a predetermined time, when the signal change rate is greater than the signal change rate threshold, it can be directly determined that the target sensor is faulty.

[0062] Specifically, in the above-mentioned embodiment, the above-mentioned predetermined time and the above-mentioned signal change rate threshold value may be data obtained through experiments. For engines of different models, the above-mentioned predetermined time and the above-mentioned signal change rate threshold value are not the same. Therefore, in the present application, there is no restriction on the size of the above-mentioned predetermined time and the above-mentioned signal change rate threshold value, and they can be adaptively adjusted according to the actual operating conditions of the engine, the model of the engine, etc.

[0063] In one embodiment of the present application, the second determination includes a first determination module, which is used to determine that the target sensor has failed when the signal change time is greater than the permitted time threshold, that is, the target sensor has timed out and has not responded. This makes it relatively simple to determine whether the target sensor has failed.

[0064] Specifically, in the above embodiment, the above permission time threshold may be data obtained through a large number of experiments. For engines of different models, the above permission time threshold is not the same. Therefore, in the present application, there is no restriction on the size of the above permission time threshold, and it can be adaptively adjusted according to the actual operating conditions of the engine, the model of the engine, etc.

[0065] In order to further more accurately determine whether the target sensor is faulty, in another embodiment of the present application, the second determination unit also includes a second determination module, which is used to determine whether the target sensor is faulty based on the coupling relationship between the signal trends of the target sensor and other sensors when the signal change time is less than or equal to the permitted time threshold.

[0066] In another embodiment of the present application, when the target sensor is a coolant inlet temperature sensor, and the other sensors are a coolant outlet temperature sensor and an air outlet temperature sensor, the second determination module includes a first detection submodule, a first determination submodule, a second determination submodule and a third determination submodule, wherein the first detection submodule is used to detect a first response moment when the signal corresponding to the coolant outlet temperature sensor reaches an increasing trend and a second response moment when the signal corresponding to the air outlet temperature sensor reaches the increasing trend when the coolant temperature remains constant and the power of the engine increases; the first determination submodule is used to determine an increasing response time according to the first response moment and the second response moment; the second determination submodule is used to determine that the coolant inlet temperature sensor is faulty when the increasing response time is greater than a first preset response time; the third determination submodule is used to determine that the coolant inlet temperature sensor is not faulty when the increasing response time is less than or equal to the first preset response time, and that the abnormal signal corresponding to the coolant inlet temperature sensor is caused by other components of the engine, or that the operating condition of the engine exceeds the permitted range. In this embodiment, when the coolant temperature remains constant and the engine power increases, the temperature of the coolant inlet temperature sensor remains constant, while the temperature of the air outlet temperature sensor increases, and the temperature of the coolant outlet temperature sensor also increases. If the time difference between the moment when the coolant outlet temperature sensor increases and the moment when the air outlet temperature sensor increases, that is, the increase response time, is greater than the first preset response time, it is determined that the coolant inlet temperature sensor is faulty; if the increase response time is less than or equal to the first preset response time, it can be determined that the abnormal signal is not caused by the failure of the coolant inlet temperature sensor, but by other parts of the engine, or by the engine's operating conditions exceeding the permitted range, so that it can be further more accurately determined whether the coolant inlet temperature sensor is faulty.

[0067] In actual application, when the power of the engine remains constant and the coolant temperature decreases, the temperature of the coolant inlet temperature sensor will decrease, and correspondingly, the temperatures of the coolant outlet temperature sensor and the air outlet temperature sensor will also decrease. In order to further and more accurately determine whether the coolant inlet temperature sensor is faulty, in another embodiment of the present application, when the above-mentioned target sensor is the coolant inlet temperature sensor and the above-mentioned other sensors are the coolant outlet temperature sensor and the air outlet temperature sensor, the above-mentioned second determination module includes a second detection submodule, a fourth determination submodule, a fifth determination submodule and a sixth determination submodule, wherein the above-mentioned second detection submodule is used to detect the third response moment when the signal corresponding to the above-mentioned coolant inlet temperature sensor reaches a decreasing trend when the power of the above-mentioned engine remains constant and the coolant temperature decreases, and the signal corresponding to the above-mentioned coolant outlet temperature sensor reaches a decreasing trend. the fourth determining submodule is used to determine the first reduction response time according to the third response time and the fourth response time, and to determine the second reduction response time according to the third response time and the fifth response time; the fifth determining submodule is used to determine that the coolant inlet temperature sensor is faulty when the first reduction response time and the second reduction response time are both greater than the second preset response time; the sixth determining submodule is used to determine that the coolant inlet temperature sensor is not faulty and that the abnormal signal corresponding to the coolant inlet temperature sensor is caused by other components of the engine, or that the operating condition of the engine exceeds the permitted range, when the first reduction response time and / or the second reduction response time are less than or equal to the second preset response time.

[0068] In actual application, when the number of corresponding temperature sensors is 3, the possibility of two or more temperature sensors failing at the same time is low. Therefore, when it is detected that there is no coupling relationship between the signal corresponding to one temperature sensor and the signals corresponding to the other two temperature sensors, it can be determined that the temperature sensor is faulty.

[0069] In a specific embodiment of the present application, Figure 2As shown, it is a schematic diagram of the connection structure between the engine and the target sensor. The fuel cell stack 103 in the fuel cell engine is connected to the humidifier 100, and the fuel cell stack 103 is also connected to the water pump 105, and the water pump 105 is connected to the radiator 104. Among them, the air outlet temperature sensor 101 is located between the humidifier 100 and the fuel cell stack 103, the coolant inlet temperature sensor is located between the radiator 104 and the fuel cell stack 103, and the coolant outlet temperature sensor 106 is located between the fuel cell stack 103 and the water pump 105. Of course, in the actual application process, the temperature sensor in the fuel cell engine system is not limited to Figure 2 The three temperature sensors shown are the coolant inlet temperature sensor, the coolant outlet temperature sensor and the air outlet temperature sensor. Other temperature sensors may also be provided. That is to say, in actual application, the number and position of the temperature sensors in the fuel cell engine are not limited to Figure 2 The number and connection positions are shown.

[0070] In one embodiment of the present application, the target sensor is a coolant inlet temperature sensor, a coolant outlet temperature sensor or an air outlet temperature sensor, the engine is a fuel cell engine, and the predetermined time is obtained by starting from the first receipt of the abnormal signal until the predetermined time is reached and then stopping the timing. In this embodiment, the predetermined time is obtained by starting from the first receipt of the abnormal signal, which ensures that the subsequent signal change rate is relatively accurate, and further ensures that it is possible to more accurately determine whether the target sensor is faulty.

[0071] In a specific embodiment of the present application, Figure 3 The above-mentioned start time of the predetermined time can also be the time when the abnormal signal is received and the inflection point 107 appears for the first time, which further ensures that the signal change rate determined according to the predetermined time is more accurate.

[0072] In another specific embodiment of the present application, Figure 4 As shown in FIG. 1 , it is a schematic diagram of the signal of the target sensor when the engine changes from a stable operating condition to other operating conditions. At the operating condition change moment 111, the engine operating condition begins to change, that is, the engine changes from a stable operating condition to other operating conditions. At this time, the stable operating condition curve corresponding to the target sensor in the stable operating condition will change with the change of the engine operating condition. Figure 4 As shown, in the case where the target sensor has not failed, after the signal change time 110, the normal operating condition change curve 109 changes with the change of the operating condition of the engine, that is, Figure 4The normal operating condition change curve 109 shown in FIG. 1 shows a downward trend. In the case of a target sensor failure, after the signal change time 110 has passed, the abnormal operating condition change curve 108 does not change with the change of the engine operating condition. Therefore, in the case where the signal change time 110 is greater than the allowable time threshold, it can be directly determined that the corresponding target sensor is faulty.

[0073] The above-mentioned sensor fault detection device includes a processor and a memory. The above-mentioned first determination unit, second determination unit and control unit are all stored in the memory as program units, and the processor executes the above-mentioned program units stored in the memory to realize corresponding functions.

[0074] The processor includes a kernel, which retrieves the corresponding program unit from the memory. One or more kernels can be provided, and the problem that it is difficult to accurately determine whether a sensor is faulty in the prior art can be solved by adjusting kernel parameters.

[0075] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0076] An embodiment of the present invention provides a computer-readable storage medium on which a program is stored. When the program is executed by a processor, the above-mentioned sensor fault detection method is implemented.

[0077] An embodiment of the present invention provides a processor, and the processor is used to run a program, wherein the sensor fault detection method is executed when the program is run.

[0078] In a typical embodiment of the present application, a vehicle is further provided, the vehicle comprising a controller, the controller comprising a sensor fault detection device, the fault detection device being used to execute any one of the above-mentioned sensor fault detection methods.

[0079] The above-mentioned vehicle includes a controller, and the above-mentioned controller includes the above-mentioned fault detection device, and the above-mentioned fault detection device can execute any one of the above-mentioned sensor fault detection methods. In the above-mentioned fault detection method, when the above-mentioned engine is in a stable operating condition (i.e., during the operation of the engine) and receives an abnormal signal sent by the above-mentioned target sensor, it is determined whether the above-mentioned target sensor can communicate normally; when the above-mentioned target sensor can communicate normally, and when the signal change rate is greater than the signal change rate threshold, it is determined that the above-mentioned target sensor is faulty, and when the signal change rate is less than or equal to the signal change rate threshold, it is determined again whether the above-mentioned target sensor is faulty at least based on the signal change time; when the above-mentioned target sensor cannot communicate normally, the above-mentioned engine is controlled to stop and at least the above-mentioned connector is detected to determine whether the above-mentioned target sensor is faulty. In this fault detection method, when the target sensor communicates normally (i.e., the target sensor communication abnormality is excluded) and the signal change rate is greater than the signal change rate threshold, the target sensor fault is directly determined. When the target sensor communicates normally and the signal change rate is less than or equal to the signal change rate threshold, it is determined again whether the target sensor is faulty at least based on the signal change time. That is, the present application determines whether the target sensor is faulty through multiple judgment conditions, which can avoid the problem of misjudgment caused by a single judgment condition and ensure that it can be more accurately determined whether the target sensor is faulty. Since the signal change rate and signal change time in the present application are both actual engine operation data, it can also be more accurately determined whether the target sensor is faulty, thereby solving the problem of difficulty in more accurately determining whether the sensor is faulty in the prior art.

[0080] An embodiment of the present invention provides a device, the device including a processor, a memory, and a program stored in the memory and executable on the processor, and when the processor executes the program, at least the following steps are implemented:

[0081] Step S101, when the engine is in a stable operating condition and an abnormal signal from the target sensor is received, determining whether the communication of the target sensor is normal;

[0082] Step S102, when the target sensor is communicating normally, if the signal change rate is greater than the signal change rate threshold, it is determined that the target sensor is faulty, and if the signal change rate is less than or equal to the signal change rate threshold, it is determined again whether the target sensor is faulty at least based on the signal change time, the signal change rate is the change rate of the amplitude of the abnormal signal of the engine under the stable operating condition and within a predetermined time, and the signal change time is the time when the signal corresponding to the target sensor changes when the engine changes from the stable operating condition to other operating conditions;

[0083] Step S103, in the case of abnormal communication of the target sensor, the engine is controlled to stop and at least the connector is detected to determine whether the target sensor is faulty.

[0084] The devices in this article can be servers, PCs, PADs, mobile phones, etc.

[0085] The present application also provides a computer program product, which, when executed on a data processing device, is suitable for executing a program for initializing at least the following method steps:

[0086] Step S101, when the engine is in a stable operating condition and an abnormal signal from the target sensor is received, determining whether the communication of the target sensor is normal;

[0087] Step S102, when the target sensor is communicating normally, if the signal change rate is greater than the signal change rate threshold, it is determined that the target sensor is faulty, and if the signal change rate is less than or equal to the signal change rate threshold, it is determined again whether the target sensor is faulty at least based on the signal change time, the signal change rate is the change rate of the amplitude of the abnormal signal of the engine under the stable operating condition and within a predetermined time, and the signal change time is the time when the signal corresponding to the target sensor changes when the engine changes from the stable operating condition to other operating conditions;

[0088] Step S103, in the case of abnormal communication of the target sensor, the engine is controlled to stop and at least the connector is detected to determine whether the target sensor is faulty.

[0089] In order to enable those skilled in the art to more clearly understand the technical solution of the present application, the technical solution and technical effects of the present application will be explained below in conjunction with specific embodiments.

[0090] Example

[0091] This embodiment relates to a sensor fault detection method, such as Figure 6 As shown, when the engine is in a stable operating condition and an abnormal signal of a target sensor is received, it is determined whether the communication of the target sensor is normal.

[0092] In the case of normal communication of the target sensor, determine whether the signal change rate (which can be calculated according to the corresponding target sensor factory instructions) is greater than the signal change rate threshold. If the signal change rate is greater than the signal change rate threshold, determine that the target sensor is faulty; if the signal change rate is less than or equal to the signal change rate threshold, then determine again whether the signal change time (i.e., the response time of the target sensor as the engine operating conditions change) is greater than the allowable time threshold to determine again whether the target sensor is faulty. In the case of abnormal communication of the target sensor, control the engine to stop and at least detect the above-mentioned connector to determine whether the target sensor is faulty.

[0093] If the signal change time is greater than the permissible time threshold, the target sensor is determined to be faulty. If the signal change time is less than or equal to the permissible time threshold, it is determined whether the target sensor is faulty based on the coupling relationship between the signal trends of the target sensor and other sensors.

[0094] When the signal trend of the target sensor satisfies the coupling relationship with the signal trend of other sensors, it is determined that the target sensor is not faulty, and the abnormal signal of the target sensor is caused by other engine parts or the engine operating conditions exceeding the permitted range; when the signal trend of the target sensor does not satisfy the coupling relationship with the signal trend of other sensors, it is determined that the target sensor is faulty. For example, when the target sensor is the coolant inlet temperature sensor, and the other sensors are the coolant outlet temperature sensor and the air outlet temperature sensor, and the coolant temperature remains constant and the engine power increases, the temperature of the coolant inlet temperature sensor remains unchanged, while the temperature of the air outlet temperature sensor increases, and the temperature of the coolant outlet temperature sensor also increases. If the time difference between the moment when the coolant outlet temperature sensor rises and the moment when the air outlet temperature sensor rises, that is, the rising response time, is greater than the first preset response time, it is determined that the coolant inlet temperature sensor is faulty (that is, the signal trends of the coolant inlet temperature sensor, the coolant outlet temperature sensor and the air outlet temperature sensor are not consistent, that is, they do not meet the corresponding coupling relationship); if the rising response time is less than or equal to the first preset response time (that is, the signal trends of the coolant inlet temperature sensor, the coolant outlet temperature sensor and the air outlet temperature sensor are consistent, that is, they meet the corresponding coupling relationship), it can be determined that the abnormal signal is not caused by the failure of the coolant inlet temperature sensor, but is caused by other components of the engine, or the engine's operating conditions exceed the permitted range. For another example, when the power of the engine remains constant and the coolant temperature decreases, the temperature of the coolant inlet temperature sensor will decrease, and correspondingly the temperatures of the coolant outlet temperature sensor and the air outlet temperature sensor will also decrease. When the first decrease response time (i.e., the response time of the coolant outlet temperature sensor as the coolant inlet temperature sensor decreases) and the second decrease response time (i.e., the response time of the air outlet temperature sensor as the coolant inlet temperature sensor decreases) are both greater than the second preset response time, it is determined that the coolant inlet temperature sensor is faulty; when the first decrease response time and / or the second decrease response time is less than or equal to the second preset response time, it is determined that the coolant inlet temperature sensor is not faulty, and the abnormal signal corresponding to the coolant inlet temperature sensor is caused by other components of the engine, or is caused by the engine operating conditions exceeding the permitted range.

[0095] In the above embodiments of the present invention, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0096] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only schematic. For example, the division of the above-mentioned units can be a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0097] The units described above as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0098] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0099] If the above-mentioned integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server or a network device, etc.) to perform all or part of the steps of the above-mentioned methods of each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk and other media that can store program codes.

[0100] From the above description, it can be seen that the above embodiments of the present application achieve the following technical effects:

[0101] 1) In the sensor fault detection method of the present application, when the engine is in a stable operating condition (i.e., the engine is in operation) and receives an abnormal signal sent by the target sensor, it is determined whether the target sensor can communicate normally; when the target sensor can communicate normally and the signal change rate is greater than the signal change rate threshold, it is determined that the target sensor is faulty; when the signal change rate is less than or equal to the signal change rate threshold, it is determined again whether the target sensor is faulty at least according to the signal change time; when the target sensor cannot communicate normally, the engine is controlled to stop and at least the connector is detected to determine whether the target sensor is faulty. In the fault detection method, when the target sensor communicates normally (i.e., the abnormal communication of the target sensor is excluded) and the signal change rate is greater than the signal change rate threshold, it is directly determined that the target sensor is faulty; when the target sensor communicates normally and the signal change rate is less than or equal to the signal change rate threshold, it is determined again whether the target sensor is faulty at least according to the signal change time, that is, the present application determines whether the target sensor is faulty through multiple judgment conditions, which can avoid the problem of misjudgment caused by a single judgment condition and ensure that it can be more accurately determined whether the target sensor is faulty. Since the signal change rate and signal change time in the present application are both actual engine operation data, it is also possible to more accurately determine whether the target sensor is faulty, thereby solving the problem in the prior art that it is difficult to more accurately determine whether the sensor is faulty.

[0102] 2) In the sensor fault detection device of the present application, the first determination unit is used to determine whether the above-mentioned target sensor can communicate normally when the above-mentioned engine is in a stable operating condition (that is, the engine is in operation) and receives an abnormal signal sent by the above-mentioned target sensor; the second determination unit is used to determine that the above-mentioned target sensor is faulty when the above-mentioned target sensor is able to communicate normally and when the signal change rate is greater than the signal change rate threshold, and to determine again whether the above-mentioned target sensor is faulty when the signal change rate is less than or equal to the signal change rate threshold, at least based on the signal change time; the control unit is used to control the above-mentioned engine to shut down when the above-mentioned target sensor cannot communicate normally and to determine whether the above-mentioned target sensor is faulty by at least detecting the above-mentioned connector. In this fault detection method, when the target sensor communicates normally (i.e., the target sensor communication abnormality is excluded) and the signal change rate is greater than the signal change rate threshold, the target sensor fault is directly determined. When the target sensor communicates normally and the signal change rate is less than or equal to the signal change rate threshold, it is determined again whether the target sensor is faulty at least based on the signal change time. That is, the present application determines whether the target sensor is faulty through multiple judgment conditions, which can avoid the problem of misjudgment caused by a single judgment condition and ensure that it can be more accurately determined whether the target sensor is faulty. Since the signal change rate and signal change time in the present application are both actual engine operation data, it can also be more accurately determined whether the target sensor is faulty, thereby solving the problem of difficulty in more accurately determining whether the sensor is faulty in the prior art.

[0103] 3) The vehicle of the present application includes a controller, and the controller includes the fault detection device, which can execute any of the above-mentioned sensor fault detection methods. In the above-mentioned fault detection method, when the engine is in a stable operating condition (i.e., the engine is in operation) and receives an abnormal signal sent by the target sensor, it is determined whether the target sensor can communicate normally; when the target sensor can communicate normally and the signal change rate is greater than the signal change rate threshold, it is determined that the target sensor is faulty; when the signal change rate is less than or equal to the signal change rate threshold, it is determined again whether the target sensor is faulty at least based on the signal change time; when the target sensor cannot communicate normally, the engine is controlled to stop and at least the connector is detected to determine whether the target sensor is faulty. In this fault detection method, when the target sensor communicates normally (i.e., the target sensor communication abnormality is excluded) and the signal change rate is greater than the signal change rate threshold, the target sensor fault is directly determined. When the target sensor communicates normally and the signal change rate is less than or equal to the signal change rate threshold, it is determined again whether the target sensor is faulty at least based on the signal change time. That is, the present application determines whether the target sensor is faulty through multiple judgment conditions, which can avoid the problem of misjudgment caused by a single judgment condition and ensure that it can be more accurately determined whether the target sensor is faulty. Since the signal change rate and signal change time in the present application are both actual engine operation data, it can also be more accurately determined whether the target sensor is faulty, thereby solving the problem of difficulty in more accurately determining whether the sensor is faulty in the prior art.

[0104] The above description is only the preferred embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A sensor fault detection method, wherein an engine is connected to a target sensor via a connector, and the fault detection method is applied to a controller of the engine, characterized in that: The fault detection method comprises: When the engine is in a stable operating condition and an abnormal signal from the target sensor is received, determining whether the communication of the target sensor is normal; In the case where the target sensor communicates normally, if the signal change rate is greater than the signal change rate threshold, it is determined that the target sensor is faulty; if the signal change rate is less than or equal to the signal change rate threshold, it is determined again whether the target sensor is faulty at least based on the signal change time, the signal change rate is the change rate of the amplitude of the abnormal signal of the engine under the stable operating condition and within a predetermined time, and the signal change time is the time when the signal corresponding to the target sensor changes when the engine changes from the stable operating condition to other operating conditions; In the case of abnormal communication of the target sensor, controlling the engine to stop and at least detecting the connector to determine whether the target sensor is faulty; At least based on the signal change time, determining again whether the target sensor is faulty includes: when the signal change time is greater than the permitted time threshold, determining that the target sensor is faulty; at least based on the signal change time, determining again whether the target sensor is faulty also includes: when the signal change time is less than or equal to the permitted time threshold, determining whether the target sensor is faulty based on the coupling relationship between the signal trends of the target sensor and other sensors.

2. The fault detection method according to claim 1, characterized in that: In a case where the target sensor is a coolant inlet temperature sensor and the other sensors are a coolant outlet temperature sensor and an air outlet temperature sensor, determining whether the target sensor is faulty according to a coupling relationship between signal trends of the target sensor and the other sensors includes: When the coolant temperature remains constant and the engine power increases, detecting a first response time when the signal corresponding to the coolant outlet temperature sensor reaches an increasing trend, and a second response time when the signal corresponding to the air outlet temperature sensor reaches the increasing trend; Determining an increased response time according to the first response time and the second response time; In the case where the rising response time is greater than the first preset response time, determining that the coolant inlet temperature sensor is faulty; When the rising response time is less than or equal to the first preset response time, it is determined that the coolant inlet temperature sensor is not faulty, and the abnormal signal corresponding to the coolant inlet temperature sensor is caused by other components of the engine, or the operating condition of the engine exceeds the permitted range.

3. The fault detection method according to claim 1, characterized in that: In a case where the target sensor is a coolant inlet temperature sensor and the other sensors are a coolant outlet temperature sensor and an air outlet temperature sensor, determining whether the target sensor is faulty according to a coupling relationship between signal trends of the target sensor and the other sensors includes: When the power of the engine remains constant and the coolant temperature decreases, detecting a third response time when the signal corresponding to the coolant inlet temperature sensor reaches a decreasing trend, a fourth response time when the signal corresponding to the coolant outlet temperature sensor reaches a decreasing trend, and a fifth response time when the signal corresponding to the air outlet temperature sensor reaches a decreasing trend; Determine a first reduced response time according to the third response time and the fourth response time, and determine a second reduced response time according to the third response time and the fifth response time; When the first decrease response time and the second decrease response time are both greater than a second preset response time, determining that the coolant inlet temperature sensor is faulty; When the first reduction response time and / or the second reduction response time is less than or equal to the second preset response time, it is determined that the coolant inlet temperature sensor is not faulty, and the abnormal signal corresponding to the coolant inlet temperature sensor is caused by other components of the engine, or the operating condition of the engine exceeds the permitted range.

4. The fault detection method according to claim 1, characterized in that: The target sensor is a coolant inlet temperature sensor, a coolant outlet temperature sensor or an air outlet temperature sensor, the engine is a fuel cell engine, and the predetermined time is obtained by starting from the first receipt of the abnormal signal until the predetermined time is reached and then stopping the timing.

5. A sensor fault detection device, wherein an engine is connected to a target sensor via a connector, and the fault detection device is applied to a controller of the engine, characterized in that: The fault detection device comprises: a first determining unit, configured to determine whether the communication of the target sensor is normal when the engine is in a stable operating condition and an abnormal signal of the target sensor is received; a second determination unit, configured to determine that the target sensor is faulty if a signal change rate is greater than a signal change rate threshold when the target sensor communicates normally, and to determine again whether the target sensor is faulty at least based on a signal change time if the signal change rate is less than or equal to the signal change rate threshold, wherein the signal change rate is a change rate of an amplitude of the abnormal signal of the engine under the stable operating condition and within a predetermined time, and the signal change time is a time when a signal corresponding to the target sensor changes when the engine changes from the stable operating condition to other operating conditions; a control unit, configured to control the engine to stop and determine whether the target sensor is faulty by at least detecting the connector when the target sensor has abnormal communication; The second determination unit includes a first determination module, which is used to determine that the target sensor has failed when the signal change time is greater than the permitted time threshold. The second determination unit also includes a second determination module, which is used to determine whether the target sensor has failed based on the coupling relationship between the signal trends of the target sensor and other sensors when the signal change time is less than or equal to the permitted time threshold.

6. A computer-readable storage medium, characterized in that: The computer-readable storage medium includes a stored program, wherein the program executes the sensor failure detection method according to any one of claims 1 to 4.

7. A processor, characterized in that: The processor is used to run a program, wherein the program executes the sensor fault detection method according to any one of claims 1 to 4 when running.

8. A vehicle, characterized in that: It comprises a controller, wherein the controller comprises a fault detection device for a sensor, wherein the fault detection device is used to execute the fault detection method for the sensor according to any one of claims 1 to 4.

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