Clutch slip fault diagnosis method and device, vehicle and storage medium

Abstract

The present application belongs to the technical field of vehicles, and discloses a clutch slip fault diagnosis method, device, vehicle and storage medium. In the clutch slip fault diagnosis method, after the first engaging member is engaged with the second engaging member, the rotational speed difference between the first engaging member and the second engaging member is obtained, the rotational speed difference is compared with a preset difference value, if the rotational speed difference is not less than the preset difference value, it indicates that the clutch appears slip phenomenon at this time, the count value is increased by one, the count value is compared with a calibration value, if the count value is not less than the calibration value, it indicates that the slip phenomenon has occurred for many times in succession, and it can be determined that the clutch has a slip fault; in addition, if the count value is less than the calibration value, the clutch is controlled to be separated and re-engaged, it is judged whether the clutch can be normally engaged at this time, if the clutch can be normally engaged within a preset time, the count value can be cleared, and the timing is reset, so that false positives are prevented.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a method, device, vehicle, and storage medium for diagnosing clutch slippage faults. Background Technology

[0002] Compared to traditional clutches, electromagnetic clutches are simpler in structure, smaller in size, and more cost-effective. However, when an electromagnetic clutch slips, it can lead to reduced power transmission capacity, system malfunction, and clutch wear.

[0003] To address this, existing technology provides a method for determining whether a clutch is experiencing slippage based on the speed difference between the driving and driven discs. Specifically, when the speed difference exceeds a threshold, a slippage count is incremented. When the count exceeds a preset value, a clutch slippage fault is determined. In this process, if the slippage count does not exceed the preset value, the execution ends, and the count remains unchanged. In the next execution, if the speed difference exceeds the threshold, the slippage count is incremented again to obtain an updated count, until the count exceeds the preset value, thus confirming a clutch slippage fault. However, a single instance of clutch slippage may be caused by accidental factors. This method would continuously accumulate the number of slippage incidents, leading to false alarms and negatively impacting the driver's experience. Summary of the Invention

[0004] According to one aspect of the present invention, the present invention provides a method for diagnosing clutch slippage faults, in order to solve the problem that existing methods for judging slippage faults will continuously accumulate the number of clutch slippage incidents caused by accidental factors, thereby leading to false alarms and affecting the driver's user experience.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] A method for diagnosing clutch slippage faults, wherein the clutch includes a first engagement member and a second engagement member, the first engagement member being capable of engaging or disengaging with the second engagement member;

[0007] The clutch slippage fault diagnosis method includes:

[0008] Control the clutch to engage the first engagement member with the second engagement member;

[0009] Obtain the rotational speed of the first connecting member and the rotational speed of the second connecting member, and calculate the rotational speed difference between the first connecting member and the second connecting member;

[0010] Compare the speed difference with a preset difference.

[0011] If the speed difference is not less than the preset difference, the count of clutch slippage is incremented by one, and the following steps are continued:

[0012] Compare the count value with the calibrated value;

[0013] If the count value is not less than the calibrated value, then the clutch is determined to have a slippage fault.

[0014] If the count value is less than the calibration value, then continue with the following steps:

[0015] Controlling the clutch causes the first engaging member to separate from and re-engage with the second engaging member;

[0016] If the speed difference between the first engagement member and the second engagement member is always less than the preset difference within a preset time, the count of the number of times the clutch slips is reset to zero.

[0017] As a preferred embodiment of the clutch slippage fault diagnosis method, if the speed difference between the first engagement member and the second engagement member is not less than the preset difference within a preset time, then the count value of the number of clutch slippages is incremented by one.

[0018] As a preferred embodiment of the clutch slippage fault diagnosis method, controlling the clutch to separate and re-engage the first engagement member and the second engagement member includes:

[0019] Controlling the clutch causes the first engagement member to separate from the second engagement member;

[0020] Adjust the rotational speed of the first connecting member or the rotational speed of the second connecting member so that the difference in rotational speed between the first connecting member and the second connecting member is not greater than a threshold value;

[0021] Control the clutch to engage the first engagement member with the second engagement member.

[0022] As a preferred embodiment of the clutch slippage fault diagnosis method, in comparing the speed difference with a preset difference, if the speed difference is less than the preset difference, then return to the step before comparing the speed difference with the preset difference: obtain the speed of the first engagement member and the speed of the second engagement member, and calculate the speed difference between the first engagement member and the second engagement member.

[0023] As a preferred embodiment of the clutch slippage fault diagnosis method, the first engagement member is connected to the engine, the second engagement member is connected to the motor, and the motor is connected to the power output terminal; the clutch slippage fault diagnosis method further includes, after determining that the clutch has slipped, the following:

[0024] Control the engine and the motor to stop working.

[0025] As a preferred embodiment of the clutch slippage fault diagnosis method, it also includes the following after controlling the engine and the motor to stop working:

[0026] The counter value is reset to zero.

[0027] According to another aspect of the present invention, a clutch slippage fault diagnosis device is provided, the clutch including a first engagement member and a second engagement member, the first engagement member being capable of engaging or disengaging with the second engagement member; comprising:

[0028] A clutch engagement module is used to control the clutch to engage the first engagement member with the second engagement member;

[0029] The rotational speed difference acquisition module is used to acquire the rotational speed of the first connecting member and the rotational speed of the second connecting member, and to calculate the rotational speed difference between the first connecting member and the second connecting member;

[0030] The speed difference comparison module is used to compare the speed difference with a preset difference.

[0031] The counting value increment module is used to increment the counting value by one when the rotational speed difference is not less than the preset difference.

[0032] A count value comparison module is used to compare the count value with the calibration value;

[0033] The clutch slippage fault determination module is used to determine that the clutch has a slippage fault when the count value is not less than the calibrated value.

[0034] The clutch disengagement and re-engagement module is used to control the clutch to disengage and re-engage the first engagement member and the second engagement member when the count value is less than the calibrated value;

[0035] The timing start module is used to start the timing.

[0036] The speed difference comparison and timing judgment module is used to compare the speed difference with the preset difference and to determine whether the timing time exceeds the preset time.

[0037] The count value clearing module is used to clear the count value of the number of times the clutch slips when the speed difference between the first engagement member and the second engagement member is always less than the preset difference within a preset time.

[0038] According to another aspect of the invention, a vehicle is provided, including a clutch comprising a first engagement member and a second engagement member, the first engagement member being capable of engaging or disengaging from the second engagement member; further comprising:

[0039] Vehicle controller;

[0040] A first speed sensor is used to acquire the speed of the first coupling member and send it to the vehicle controller;

[0041] A second speed sensor is used to acquire the speed of the second coupling member and send it to the vehicle controller;

[0042] Memory, used to store one or more programs;

[0043] When the one or more programs are executed by the vehicle controller, the vehicle controller controls the vehicle to implement the above-mentioned clutch slippage fault diagnosis method.

[0044] As a preferred embodiment of the vehicle, the vehicle is an aerial work platform vehicle, and includes an engine, a motor, a hydraulic pump, and a working system. The first connecting member is connected to the engine, the second connecting member is connected to the motor, the motor is connected to the hydraulic pump, and the hydraulic pump is used to drive the movement of the working system.

[0045] According to another aspect of the invention, a storage medium is provided on which a computer program is stored, which, when executed by a vehicle controller, enables the vehicle to implement the above-described clutch slippage fault diagnosis method.

[0046] The beneficial effects of this invention are:

[0047] This invention provides a method, apparatus, vehicle, and storage medium for diagnosing clutch slippage faults. In the method, after controlling the clutch to engage the first and second engagement components, the rotational speeds of the first and second engagement components are acquired, and the speed difference between them is calculated. This speed difference is compared to a preset difference. If the speed difference is not less than the preset difference, it indicates that clutch slippage has occurred, and the clutch slippage count is incremented. The count is then compared to a calibrated value. If the count is not less than the calibrated value, it indicates that slippage has occurred multiple times consecutively, thus confirming a clutch slippage fault. Furthermore, if the count is less than the calibrated value, the clutch is controlled to disengage and re-engage the first and second engagement components. If, within a preset time, the speed difference between the first and second engagement components remains less than the preset difference, it indicates that the clutch can engage normally within the preset time. In this case, the clutch slippage count is reset to zero and restarted from zero the next time the program is executed. This improves the system's anti-interference capability and adaptability to short-term sudden operating conditions, preventing false alarms. Attached Figure Description

[0048] Figure 1 This is a flowchart of the clutch slippage fault diagnosis method in Embodiment 1 of the present invention;

[0049] Figure 2 This is the flowchart of the clutch slippage fault diagnosis method in Embodiment 2 of the present invention. Figure 1 ;

[0050] Figure 3 This is the flowchart of the clutch slippage fault diagnosis method in Embodiment 2 of the present invention. Figure 2 ;

[0051] Figure 4 This is a schematic diagram of the clutch slippage fault diagnosis device in an embodiment of the present invention;

[0052] Figure 5 This is a schematic diagram of the vehicle structure in an embodiment of the present invention.

[0053] In the picture:

[0054] 300. Clutch engagement module; 301. Speed ​​difference acquisition module; 302. Speed ​​difference comparison module; 303. Count increment module; 304. Count comparison module; 305. Clutch slippage fault determination module; 306. Clutch disengagement and re-engagement module; 307. Timing start module; 308. Speed ​​difference comparison and timing judgment module; 309. Count reset and timing reset module;

[0055] 400. Vehicle controller; 410. First speed sensor; 420. Second speed sensor; 430. Memory;

[0056] 500, Clutch; 501, First engagement member; 502, Second engagement member; 510, Engine; 520, Electric motor; 530, Hydraulic pump; 540, Working system. Detailed Implementation

[0057] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0058] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0059] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0060] In the description of this embodiment, the terms "upper," "lower," "left," and "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0061] Example 1

[0062] When an electromagnetic clutch slips, it leads to a decrease in power transmission capacity, system malfunction, and clutch wear. Existing technology provides a method to determine clutch slippage based on the speed difference between the driving and driven discs. Specifically, when the speed difference exceeds a threshold, a slippage count is incremented; when the count exceeds a preset value, a clutch slippage fault is determined. However, a single instance of clutch slippage can be caused by accidental factors. This method would accumulate the number of slippage incidents, leading to false alarms and negatively impacting the driver's experience.

[0063] To address the aforementioned issues, this embodiment provides a clutch slippage fault diagnosis method. This method solves the problem that existing slippage fault judgment methods accumulate the number of clutch slippage incidents caused by accidental factors, leading to false alarms and affecting the driver's user experience. This method can be applied in the field of vehicle technology.

[0064] The clutch slippage fault diagnosis method in this embodiment can be executed by a clutch slippage fault diagnosis device, which can be implemented by software and / or hardware and integrated into the vehicle. The clutch slippage fault diagnosis method is implemented through a clutch, wherein the clutch includes a first engagement member and a second engagement member, the first engagement member being capable of engaging or disengaging with the second engagement member.

[0065] Reference Figure 1 Specifically, the method for diagnosing clutch slippage faults includes the following steps.

[0066] S100: Control the clutch to engage the first engagement member with the second engagement member.

[0067] After the first engagement member and the second engagement member engage, power can be transmitted. If the clutch is properly engaged, the speed difference between the first engagement member and the second engagement member will be small. If the clutch slips, the speed difference between the first engagement member and the second engagement member will be large.

[0068] S101: Obtain the rotational speed of the first connecting member and the rotational speed of the second connecting member, and calculate the rotational speed difference between the first connecting member and the second connecting member.

[0069] Specifically, the rotational speed of the first engagement member can be obtained by a first speed sensor installed on the clutch, and the rotational speed of the second engagement member can be obtained by a second speed sensor installed on the clutch.

[0070] The speed difference between the first and second connecting members should be positive or zero. Therefore, in this step, the speed difference is specifically the difference between the larger speed of the first connecting member and the smaller speed of the second connecting member, or the absolute value of the difference between the speed of the first connecting member and the speed of the second connecting member.

[0071] S102: Compare the speed difference with the preset difference.

[0072] If the speed difference is not less than the preset difference, then proceed to step S103.

[0073] The preset difference value is the minimum speed difference between the two engaging components when clutch slippage occurs. If the speed difference reaches the preset difference value, it indicates that the clutch is slipping. If the preset difference value is not reached, it indicates that the clutch is engaged normally.

[0074] S103: Increment the count of clutch slippage counts by one.

[0075] If the speed difference is not less than the first preset difference, it indicates that the clutch is slipping, so the count value is incremented by one to accumulate the number of slippage occurrences. After step S103 is completed, the following steps continue.

[0076] S104: Compare the count value with the calibration value.

[0077] If the count value is not less than the calibrated value, proceed to step S105; if the count value is less than the calibrated value, proceed to step S106.

[0078] S105: The clutch has been found to be slipping.

[0079] If the count value is not less than the calibrated value, it indicates that the clutch has experienced repeated slippage, suggesting a clutch slippage failure. The calibrated value can be manually determined based on the clutch model and actual operating conditions.

[0080] S106: Control the clutch to separate and re-engage the first engagement member and the second engagement member.

[0081] If the count value is lower than the calibrated value, it indicates that the clutch has not yet experienced multiple consecutive slippage phenomena, and further observation is needed to determine if a clutch slippage failure has occurred. Furthermore, even if clutch slippage is caused by accidental factors, the clutch should be disengaged immediately to avoid affecting power transmission and to prevent clutch failure due to continuous slippage.

[0082] If the speed difference between the first engagement member and the second engagement member is always less than the preset difference within a preset time, the count of clutch slippage times will be reset to zero.

[0083] If the speed difference between the first and second engaging components remains less than the preset difference within a preset time period, it indicates that the clutch can engage normally within the preset time period. At this time, the count value can be reset to zero, and the count will start from zero again when the program is executed next time. This improves the system's anti-interference capability and adaptability to short-term sudden operating conditions, and prevents false alarms. Specifically, this step includes the following steps S107-S110.

[0084] S107: Start timing.

[0085] S108: Obtain the rotational speed of the first connecting member and the rotational speed of the second connecting member, and calculate the rotational speed difference between the first connecting member and the second connecting member.

[0086] S109: Compare the speed difference with the preset difference and determine whether the timing time exceeds the preset time.

[0087] If the speed difference is less than the preset difference and the timing time does not exceed the preset time, then return to step S108; if the speed difference is less than the preset difference and the timing time exceeds the preset time, then execute step S110.

[0088] After the clutch re-engages, timing begins, and it is determined whether the speed difference between the first engagement component and the second engagement component is less than a preset difference, thereby accumulating the normal engagement time of the clutch. If the timing time does not exceed the preset time, the process returns to step S108 to re-obtain the speed difference between the first engagement component and the second engagement component in order to further determine whether the previous clutch slippage phenomenon was accidental.

[0089] Understandably, the above process can be repeated multiple times within a preset time. The more times it is repeated, the higher the accuracy of clutch slippage fault diagnosis. In actual use, the number of cycles within the preset time should be increased as much as possible to achieve real-time detection.

[0090] S110: The count of clutch slippage is reset to zero, and the timer is reset.

[0091] If the timing exceeds the preset time, it indicates that the normal engagement time of the clutch has exceeded the preset time. It can be determined that the previous clutch slippage was caused by accidental factors and will not affect the subsequent normal engagement. Therefore, the count value is cleared to zero and the timing is reset.

[0092] The clutch slippage fault diagnosis method provided in this embodiment can diagnose clutch slippage faults. To avoid the continuous accumulation of clutch slippage counts caused by accidental factors, if the count value is less than the calibrated value, the clutch is controlled to separate and re-engage the first and second engagement components, and a timer is started. The rotational speeds of the first and second engagement components are acquired again, and the speed difference between them is calculated. The speed difference is compared with a preset difference, and it is determined whether the timer exceeds a preset time. If the speed difference is less than the preset difference, it indicates that the clutch is properly engaged, and the previous clutch slippage fault has been resolved. Whether the slippage phenomenon is caused by accidental factors needs to be further determined by timing. If the timing time does not exceed the preset time, the rotational speed of the first engagement component and the rotational speed of the second engagement component are obtained, and the speed difference between the first engagement component and the second engagement component is calculated. The speed difference is then compared with the preset difference to determine whether the clutch is still properly engaged. If the timing time exceeds the preset time, it indicates that the clutch can be properly engaged within the preset time. At this time, the count value can be cleared to zero, and the timing is reset. The count will start from zero again when the program is executed next time, thereby improving the system's anti-interference ability and adaptability to short-term sudden working conditions and preventing false alarms.

[0093] Example 2

[0094] This embodiment provides a method for diagnosing clutch slippage faults, which is a specific implementation based on the first embodiment described above. Furthermore, in this embodiment, the clutch is applied to a hybrid vehicle, which employs a mechanical structure similar to the P2 configuration. The first engagement component of the clutch is connected to the engine, the second engagement component is connected to the motor, and the motor is connected to the power output terminal.

[0095] Reference Figures 2-3 The method for diagnosing clutch slippage faults includes the following steps.

[0096] S200: Control the clutch to engage the first engagement member with the second engagement member.

[0097] S201: Obtain the rotational speed of the first connecting member and the rotational speed of the second connecting member, and calculate the rotational speed difference between the first connecting member and the second connecting member.

[0098] S202: Compare the speed difference with the preset difference.

[0099] If the speed difference is less than the preset difference, return to step S201; if the speed difference is not less than the preset difference, proceed to step S203.

[0100] If the speed difference does not reach the preset difference, it indicates that the clutch is engaged normally. At this time, no other control measures are needed. The process can return to step S201, reacquire the speed of the first engagement component and the speed of the second engagement component, and calculate the speed difference between the first engagement component and the second engagement component to re-determine whether the clutch is slipping.

[0101] S203: Increment the count of clutch slippage events by one.

[0102] S204: Compare the count value with the calibration value.

[0103] If the count value is not less than the calibrated value, proceed to steps S210-S212; if the count value is less than the calibrated value, proceed to steps S220-S224.

[0104] S210: The clutch has been found to be slipping.

[0105] S211: Controls the engine and motor to stop working.

[0106] Specifically, this involves controlling the engine to shut off and the electric motor to deactivate, thereby stopping the power system. Additionally, upon confirming a clutch slippage fault, an alarm message is issued to remind the driver to stop and inspect the vehicle; this alarm message can be an audible or visual signal.

[0107] S212: Reset the count of clutch slippage events to zero.

[0108] After the engine and motor stop working, the clutch slippage fault should be repaired. At this time, the count of clutch slippage is reset to zero and will start counting again the next time the program runs.

[0109] S220: Control the clutch to separate and re-engage the first engagement member from the second engagement member.

[0110] Specifically, step S220 includes S2201-S2203.

[0111] S2201: Control the clutch to separate the first engagement member from the second engagement member.

[0112] S2202: Adjust the rotational speed of the first connecting member or the rotational speed of the second connecting member so that the difference in rotational speed between the first connecting member and the second connecting member is not greater than a threshold value.

[0113] If the count value is less than the calibrated value, it indicates that the clutch slippage has not occurred frequently, and further observation of the clutch's operation is still necessary. In this embodiment, the clutch is disengaged, its speed adjusted, and then re-engaged, and the test is performed again. Specifically, the clutch is first controlled to disengage the first engagement component from the second engagement component. Then, the speed of the first engagement component or the speed of the second engagement component is adjusted so that the speed difference between the first and second engagement components does not exceed a threshold value. The threshold value is the maximum speed difference that allows the first and second engagement components to engage. If the count value is not greater than this threshold value, it indicates that the first and second engagement components can engage normally at this time.

[0114] S2203: Control the clutch to engage the first engagement member with the second engagement member.

[0115] If the speed difference between the first engagement member and the second engagement member is always less than the preset difference within a preset time, the count of clutch slippage is reset to zero; if the speed difference between the first engagement member and the second engagement member is not less than the preset difference within a preset time, the count of clutch slippage is incremented by one.

[0116] If the speed difference between the first engagement member and the second engagement member is not less than the preset difference within a preset time, it indicates that clutch slippage has occurred again within the preset time. Therefore, this slippage needs to be recorded, i.e., the count of clutch slippage is incremented by one. Specifically, the above steps include the following steps S221-S224.

[0117] S221: Start timing.

[0118] S222: Obtain the rotational speed of the first connecting member and the rotational speed of the second connecting member, and calculate the rotational speed difference between the first connecting member and the second connecting member.

[0119] S223: Compare the speed difference with the preset difference and determine whether the timing time exceeds the preset time.

[0120] If the speed difference is less than the preset difference and the timing time does not exceed the preset time, then return to step S222; if the speed difference is less than the preset difference and the timing time exceeds the preset time, then execute step S224.

[0121] In addition, if the speed difference is not less than the preset difference, it indicates that the clutch slips again within the preset time, and the process returns to step S203, that is, the count of clutch slippage is incremented by one.

[0122] S224: The count of clutch slippage is reset to zero, and the timer is reset.

[0123] The clutch slippage fault diagnosis method provided in this embodiment, based on the clutch slippage fault diagnosis method in Embodiment 1 above, has the following aspects: On the one hand, in step S202, if the speed difference is less than a preset difference, it indicates that the clutch is normally engaged, and the process returns to step S201 to re-acquire the speeds of the first engagement component and the second engagement component, and calculate the speed difference between the first and second engagement components to re-determine whether the clutch has slipped. On the other hand, after determining that the clutch has slipped, the engine and motor are stopped, and the count value is reset to zero. The counting restarts the next time the program runs. Furthermore, in step S223, if the speed difference is not less than the preset difference, it indicates that the clutch has slipped again within a preset time, and the process returns to step S203, i.e., the count value is incremented by one, and the number of slippage occurrences continues to be accumulated.

[0124] Example 3

[0125] This embodiment provides a clutch slippage fault diagnosis device, which is used to perform the clutch slippage fault diagnosis method described in the above embodiment. The clutch includes a first engagement member and a second engagement member, and the first engagement member can engage or disengage with the second engagement member.

[0126] Reference Figure 4 The clutch slippage fault diagnosis device includes a clutch engagement module 300, a speed difference acquisition module 301, a speed difference comparison module 302, a count value increment module 303, a count value comparison module 304, a clutch slippage fault determination module 305, a clutch disengagement and re-engagement module 306, and a count value clearing module 307.

[0127] The clutch engagement module 300 controls the clutch to engage the first engagement member and the second engagement member; the speed difference acquisition module 301 acquires the speed of the first engagement member and the speed of the second engagement member, and calculates the speed difference between the first engagement member and the second engagement member; the speed difference comparison module 302 compares the speed difference with a preset difference; the count increment module 303 increments the count when the speed difference is not less than the preset difference; the count comparison module 304 compares the count with a calibrated value; the clutch slippage fault determination module 305 determines that the clutch has slipped when the count is not less than the calibrated value; the clutch disengagement and re-engagement module 306 controls the clutch to disengage and re-engage the first engagement member and the second engagement member when the count is less than the calibrated value; and the count reset module 307 resets the count of clutch slippage counts to zero when the speed difference between the first engagement member and the second engagement member is always less than the preset difference within a preset time.

[0128] The clutch slippage fault diagnosis device provided in this embodiment controls the clutch to engage the first engagement component and the second engagement component through the clutch engagement module 300; acquires the rotational speed of the first engagement component and the rotational speed of the second engagement component through the speed difference acquisition module 301, and calculates the speed difference between the first engagement component and the second engagement component; compares the speed difference with a preset difference through the speed difference comparison module 302; if the speed difference is not less than the preset difference, increments the count value by one through the count value increment module 303; compares the count value with a calibration value through the count value comparison module 304; if the count value is not less than the calibration value, determines that the clutch has slippage fault through the clutch slippage fault determination module 305; if the count value is less than the calibration value, controls the clutch to separate and re-engage the first engagement component and the second engagement component through the clutch disengagement and re-engagement module 306; when the speed difference between the first engagement component and the second engagement component is always less than the preset difference within a preset time, the count value reset module 307 is used to reset the count value of the number of clutch slippages to zero. This clutch slippage fault diagnosis device can diagnose clutch slippage faults, while also improving the system's anti-interference capability and adaptability to short-term sudden operating conditions, and preventing false alarms.

[0129] Example 4

[0130] Reference Figure 5 This embodiment provides a vehicle, which includes a clutch 500. The clutch 500 includes a first engagement member 501 and a second engagement member 502. The first engagement member 501 is capable of engaging or disengaging with the second engagement member 502. The vehicle also includes a vehicle controller 400, a first speed sensor 410, a second speed sensor 420, and a memory 430.

[0131] In this embodiment, the vehicle is an aerial work platform vehicle, including an engine 510, a motor 520, a hydraulic pump 530, and a working system 540. The working system 540 is used for lifting and translating operations of the robotic arm. In some aerial work platforms, the working system 540 can also provide power for vehicle movement. The first connecting member 501 is connected to the engine 510, the second connecting member 502 is connected to the motor 520, and the motor 520 is connected to the hydraulic pump 530, which drives the working system 540. Furthermore, the first speed sensor 410 and the second speed sensor 420 are both located on the clutch 500. The engine 510, clutch 500, motor 520, first speed sensor 410, second speed sensor 420, and memory 430 are all electrically connected to a vehicle controller 400, which has timing and counting functions. The connection relationships of the above structures are as follows: Figure 4 As shown, Figure 4In the diagram, solid lines represent mechanical connections, while dashed lines represent electrical or communication connections.

[0132] The first speed sensor 410 is used to acquire the speed of the first connecting member and send it to the vehicle controller 400; the second speed sensor 420 is used to acquire the speed of the second connecting member and send it to the vehicle controller 400.

[0133] The memory 430, as a computer-readable storage medium, can be used to store software programs, computer-executable programs, and modules, such as the program instructions / modules corresponding to the clutch slippage fault diagnosis method in this embodiment of the invention. The vehicle controller 400 executes various vehicle functions and data processing by running the software programs, instructions, and modules stored in the memory 430, thereby realizing the clutch slippage fault diagnosis method described in the above embodiment.

[0134] The memory 430 primarily includes a program storage area and a data storage area. The program storage area stores the operating system and at least one application program required for a given function; the data storage area stores data created based on terminal usage. Furthermore, the memory 430 may include high-speed random access memory and non-volatile memory, such as at least one disk storage device, flash memory, or other non-volatile solid-state storage device. In some instances, the memory 430 may further include remotely configured memories 430 relative to the vehicle controller 400, which can be connected to the vehicle via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0135] The vehicle provided in Embodiment 4 of the present invention and the clutch slippage fault diagnosis method provided in the above embodiments belong to the same inventive concept. Technical details not described in detail in this embodiment can be found in the above embodiments. Furthermore, this embodiment has the same beneficial effects as the clutch slippage fault diagnosis method.

[0136] Example 5

[0137] Embodiment 5 of the present invention also provides a storage medium storing a computer program thereon. When the program is executed by the vehicle controller, the vehicle implements the clutch slippage fault diagnosis method as described in the above embodiments of the present invention.

[0138] Of course, the computer-executable instructions provided in the embodiments of the present invention are not limited to the operations in the clutch slippage fault diagnosis method as described above, but can also perform related operations in the clutch slippage fault diagnosis device provided in the embodiments of the present invention, and have corresponding functions and beneficial effects.

[0139] Based on the above description of the implementation methods, those skilled in the art can clearly understand that the present invention can be implemented using software and necessary general-purpose hardware, and of course, it can also be implemented using hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as a computer floppy disk, read-only memory (ROM), random access memory (RAM), flash memory, hard disk, or optical disk, etc., including several instructions to cause a computer device (which may be a robot, personal computer, server, or network device, etc.) to execute the clutch slippage fault diagnosis method described in the various embodiments of the present invention.

[0140] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art will be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A method for diagnosing clutch slippage faults, wherein the clutch includes a first engagement member and a second engagement member, the first engagement member being capable of engaging or disengaging with the second engagement member; Its features are, The clutch slippage fault diagnosis method includes: Control the clutch to engage the first engagement member with the second engagement member; Obtain the rotational speed of the first connecting member and the rotational speed of the second connecting member, and calculate the rotational speed difference between the first connecting member and the second connecting member; Compare the speed difference with a preset difference. If the speed difference is not less than the preset difference, the count of clutch slippage is incremented by one, and the following steps are continued: Compare the count value with the calibrated value; If the count value is not less than the calibrated value, then the clutch is determined to have a slippage fault. If the count value is less than the calibration value, then continue with the following steps: Controlling the clutch causes the first engaging member to separate from and re-engage with the second engaging member; If the speed difference between the first engagement member and the second engagement member is always less than the preset difference within a preset time, the count of the number of times the clutch slips is reset to zero.

2. The clutch slippage fault diagnosis method according to claim 1, characterized in that, If the speed difference between the first engagement member and the second engagement member is not less than the preset difference within a preset time, then the count of clutch slippage is incremented by one.

3. The clutch slippage fault diagnosis method according to claim 1, characterized in that, Controlling the clutch to disengage and re-engage the first engagement member and the second engagement member includes: Controlling the clutch causes the first engagement member to separate from the second engagement member; Adjust the rotational speed of the first connecting member or the rotational speed of the second connecting member so that the difference in rotational speed between the first connecting member and the second connecting member is not greater than a threshold value; Control the clutch to engage the first engagement member with the second engagement member.

4. The clutch slippage fault diagnosis method according to claim 1, characterized in that, If the speed difference is less than the preset difference when comparing the speed difference with the preset difference, then return to the step before comparing the speed difference with the preset difference: obtain the speed of the first connecting member and the speed of the second connecting member, and calculate the speed difference between the first connecting member and the second connecting member.

5. The clutch slippage fault diagnosis method according to any one of claims 1-4, characterized in that, The first engagement member is connected to the engine, the second engagement member is connected to the motor, and the motor is connected to the power output terminal; the clutch slippage fault diagnosis method further includes, after determining that the clutch has experienced a slippage fault: Control the engine and the motor to stop working.

6. The clutch slippage fault diagnosis method according to claim 5, characterized in that, It also includes the following after the control of the engine and the motor to stop working: The counter value is reset to zero.

7. A clutch slippage fault diagnosis device, wherein the clutch includes a first engagement member and a second engagement member, the first engagement member being capable of engaging or disengaging with the second engagement member; characterized in that, include: A clutch engagement module is used to control the clutch to engage the first engagement member with the second engagement member; The rotational speed difference acquisition module is used to acquire the rotational speed of the first connecting member and the rotational speed of the second connecting member, and to calculate the rotational speed difference between the first connecting member and the second connecting member; The speed difference comparison module is used to compare the speed difference with a preset difference. The counting value increment module is used to increment the counting value by one when the rotational speed difference is not less than the preset difference. A count value comparison module is used to compare the count value with the calibration value; The clutch slippage fault determination module is used to determine that the clutch has a slippage fault when the count value is not less than the calibrated value. The clutch disengagement and re-engagement module is used to control the clutch to disengage and re-engage the first engagement member and the second engagement member when the count value is less than the calibrated value; The count value clearing module is used to clear the count value of the number of times the clutch slips when the speed difference between the first engagement member and the second engagement member is always less than the preset difference within a preset time.

8. A vehicle, comprising a clutch, the clutch including a first engagement member and a second engagement member, the first engagement member being capable of engaging or disengaging from the second engagement member; characterized in that, Also includes: Vehicle controller; A first speed sensor is used to acquire the speed of the first coupling member and send it to the vehicle controller; A second speed sensor is used to acquire the speed of the second coupling member and send it to the vehicle controller; Memory, used to store one or more programs; When the one or more programs are executed by the vehicle controller, the vehicle controller controls the vehicle to implement the clutch slippage fault diagnosis method as described in any one of claims 1-6.

9. The vehicle according to claim 8, characterized in that, The vehicle is an aerial work platform vehicle and includes an engine, a motor, a hydraulic pump, and a working system. The first connecting member is connected to the engine, the second connecting member is connected to the motor, the motor is connected to the hydraulic pump, and the hydraulic pump is used to drive the working system to move.

10. A storage medium having a computer program stored thereon, characterized in that, When the program is executed by the vehicle controller, the vehicle implements the clutch slippage fault diagnosis method as described in any one of claims 1-6.

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