A multi-stage diagnosis and response method for AMT front auxiliary gearbox solenoid sticking fault

Abstract

The application discloses a multi-stage diagnosis and coping method for AMT front auxiliary gearbox solenoid sticking fault. The multi-stage diagnosis method comprises the following steps: acquiring the actual position state, the target position state and the current gear shifting state of the front auxiliary gearbox solenoid; judging whether the actual position state is consistent with the target position state, and starting timing if the actual position state is not consistent with the target position state; entering a fault diagnosis process when the timing exceeds a preset time; judging different sticking fault types according to the combination of the actual position state, the target position state and the current gear shifting state; and confirming the corresponding sticking fault after the fault diagnosis process is cyclically judged for a preset number of times. The application can quickly and accurately identify different forms of sticking faults, and accordingly take different coping measures, thereby improving the flexibility of fault diagnosis and processing, enabling the driver to limitarily restore driving under the premise of ensuring safety, and achieving the purposes of improving driving experience and actively seeking maintenance.

Description

Technical Field

[0001] This invention belongs to the field of automotive transmission control technology, and specifically relates to a multi-level diagnosis and handling method for AMT front auxiliary gearbox solenoid valve sticking fault. Background Technology

[0002] Chinese patent "A Method and System for Fault Diagnosis and Handling of Hybrid Electric Vehicles", publication number CN108762173A, publication date 2018-11-06, discloses a method and system for fault diagnosis and handling of hybrid electric vehicles. The method first acquires a fault signal from the CAN bus and outputs a fault handling trigger signal; then, it performs system state priority processing and outputs the corresponding fault handling trigger signal along with signals that need to be restricted or prohibited; finally, it performs handling processing, outputting the restricted or prohibited signals, thereby achieving fault diagnosis and handling. The system includes a fault diagnosis module, a system state management module, and a fault handling module.

[0003] Chinese patent "A Method, System, and Vehicle for Diagnosing Sticking of Shift Solenoid Valve in a Dual-Clutch Transmission", publication number CN115523291A, publication date 2022-12-27, discloses a method, system, and vehicle for diagnosing sticking of shift solenoid valve in a dual-clutch transmission. The method specifically includes the following steps: detecting whether the shift solenoid valve meets the preset conditions for detecting sticking faults; diagnosing sticking faults for different shift solenoid valves, detecting abnormal shift fork movement and / or abnormal gear position phenomena during the shifting process, and determining different sticking fault detection states; identifying and analyzing sticking faults based on different sticking fault detection states; outputting the sticking fault detection results in real time, and implementing corresponding fault resolution strategies. The system and vehicle correspond to the method.

[0004] In existing technologies, the problem of stuck solenoid valves in the front and auxiliary gearboxes of an AMT (Automated Manual Transmission) is addressed by monitoring the current and target positions of the front and auxiliary gearboxes. If the discrepancy persists for a certain period, it is identified as a stuck fault, and measures are taken to return the front and auxiliary gearboxes to empty and stop the vehicle. This method has drawbacks, including a long diagnostic cycle, inability to distinguish the type of stuck fault, and inability to allow the driver to resume driving to a limited extent. Summary of the Invention

[0005] In view of the problems existing in the background technology, the purpose of this invention is to provide a multi-level diagnosis and response method for AMT front and auxiliary box solenoid valve jamming faults that has high diagnostic efficiency, high safety and strong initiative.

[0006] To achieve the above objectives, in a first aspect, the present invention provides a multi-level diagnostic method for AMT front and auxiliary gearbox solenoid valve jamming faults, comprising: acquiring the actual position state, target position state, and current shift state of the front and auxiliary gearbox solenoid valve; determining whether the actual position state and the target position state are consistent, and if they are inconsistent, starting a timer; when the timer exceeds a preset time, entering the fault diagnosis process; determining different jamming fault types based on the combination of the actual position state, target position state, and current shift state; and confirming the corresponding jamming fault after cyclically judging the fault diagnosis process a preset number of times.

[0007] Preferably, the preset time and preset number of judgments can be set according to different types of jamming faults.

[0008] Preferably, the preset time is 1 to 3 seconds.

[0009] Preferably, the preset number of judgments is 2 to 5.

[0010] Preferably, based on the combination of the actual position state Sr of the auxiliary gearbox solenoid valve, the target position state St of the front auxiliary gearbox, and the current shifting state Gr of the front auxiliary gearbox, the jamming fault types are divided into: front auxiliary gearbox high position jamming, front auxiliary gearbox low position jamming, front auxiliary gearbox neutral gear jamming, front auxiliary gearbox high half-stage jamming, and front auxiliary gearbox low half-stage jamming.

[0011] Further optimized, the front auxiliary gearbox is stuck in a high position: Sr is high gear, St is not high gear, and Gr is in shifting state.

[0012] Further optimized, the front auxiliary gearbox is stuck in a low position: Sr is low gear, St is not low gear, and Gr is in shifting state.

[0013] Further optimized, the front auxiliary gearbox is stuck in neutral: St is not in neutral, Sr is in neutral, and Gr is in gear shift state.

[0014] A further preferred configuration is the front auxiliary gearbox high-segment jamming: Sr is in the high-segment, Gr is in the shifting state, and one of the following two conditions must be met:

[0015] 1) Sr was originally a high-end product, while St is not a high-end product.

[0016] 2) Sr was not originally high-end, while St is the target of high-end.

[0017] A further preferred configuration is the front auxiliary gearbox low-end jamming condition: Sr is in the low-end position, Gr is in the shifting state, and one of the following two conditions must be met:

[0018] 1) Sr was originally a low-end product, while the target St is not a low-end product;

[0019] 2) Sr was not originally low-end, and St is the target low-end.

[0020] Secondly, for the different jamming faults diagnosed by the multi-level diagnostic method in the first aspect, different countermeasures should be taken:

[0021] For high-position jamming, maintain a high gear and limit the main gearbox; for low-position jamming, maintain a low gear and limit the main gearbox; for neutral jamming, maintain the front auxiliary gearbox in neutral; for high half-stage jamming, maintain neutral and disengage the clutch; for low half-stage jamming, maintain neutral and disengage the clutch.

[0022] Preferably, if the front auxiliary gearbox is stuck in a high position, the front auxiliary gearbox is kept in a high gear, and the main transmission is only allowed to engage the high gear of the front auxiliary gearbox, while indicating a fault.

[0023] Preferably, if the front auxiliary gearbox is stuck in a low position, the main transmission will only allow the front auxiliary gearbox to be engaged in a low gear, while simultaneously indicating a fault.

[0024] Preferably, if the front auxiliary gearbox is stuck in neutral, the front auxiliary gearbox should be kept in neutral while a fault indication is displayed.

[0025] Preferably, if the front auxiliary gearbox is stuck in the high half section, the front auxiliary gearbox should be kept in neutral and the clutch disengaged, while a fault indication should be displayed.

[0026] Preferably, if the lower half of the front auxiliary gearbox is stuck, the front auxiliary gearbox should be kept in neutral and the clutch disengaged, while a fault indication should be displayed.

[0027] Preferably, all fault conditions should be resolved by turning off the engine when it is convenient for the driver to stop the vehicle.

[0028] The beneficial effects of this invention are: compared with the prior art, this multi-level diagnostic method can identify jamming faults more quickly and distinguish different forms of jamming; the coping method allows the driver to resume shifting and driving to a limited extent under partial fault conditions, improving the flexibility of dealing with faults.

[0029] This invention can quickly and accurately identify different types of jamming faults and take different countermeasures accordingly, improving the flexibility of fault diagnosis and handling, and enabling drivers to resume driving to a limited extent while ensuring safety, thereby improving the driving experience and encouraging proactive maintenance. Attached Figure Description

[0030] Figure 1 This invention provides a diagnostic and troubleshooting process for front and auxiliary gearbox jamming faults. Detailed Implementation

[0031] The technical solutions (including preferred technical solutions) of the present invention will be further described in detail below with reference to the accompanying drawings and by way of listing some optional embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0032] like Figure 1 As shown, in a first aspect, the multi-level diagnostic method for AMT front and auxiliary gearbox solenoid valve sticking fault designed in this invention includes: acquiring the actual position state, target position state, and current shift state of the front and auxiliary gearbox solenoid valve; determining whether the actual position state and the target position state are consistent, and if they are inconsistent, starting a timer; when the timer exceeds a preset time, entering the fault diagnosis process; determining different sticking fault types based on the combination of the actual position state, target position state, and current shift state; and confirming the corresponding sticking fault after cyclically judging the fault diagnosis process a preset number of times.

[0033] For different jamming faults diagnosed by the multi-level diagnostic method in the first aspect, different countermeasures are taken: for high-level jamming, maintain high gear and limit the main gearbox gear; for low-level jamming, maintain low gear and limit the main gearbox gear; for neutral jamming, maintain the front auxiliary gearbox in neutral; for high half-stage jamming, maintain neutral and disengage the clutch; for low half-stage jamming, maintain neutral and disengage the clutch.

[0034] Specifically, this invention improves and refines the existing technology for diagnosing front and auxiliary gearbox jamming faults. For mild jamming situations, it allows the driver to continue driving for a period of time, encouraging them to proactively seek vehicle recovery. The specific measures involve using the actual position state (Sr) of the front and auxiliary gearbox solenoid valve, the target position state (St) of the front and auxiliary gearbox, and the current shifting state (Gr) of the front and auxiliary gearbox as diagnostic input signals, while ensuring that the front and auxiliary gearbox position sensor is functioning correctly. When the actual position state of the current and auxiliary gearbox solenoid valve is inconsistent with the target position state, and the front and auxiliary gearbox has not completed the shifting action within a time T, the diagnostic process begins. By identifying the states of the Sr, St, and Gr signals, the diagnostic methods are categorized into five types:

[0035] 1. The front auxiliary gearbox solenoid valve is initially in the high position, but in the St state it is not in the high position, and in the Gr state it is in the shifting state and cannot complete the shifting action for more than T time, while in the Sr state it is in the high position. After this diagnostic process is repeated t times, it reports that the front auxiliary gearbox is stuck in the high position.

[0036] The troubleshooting procedure is as follows: Keep the front auxiliary gearbox in a high gear, and only allow the main gearbox to be engaged in the high gear of the front auxiliary gearbox until the vehicle stops and the power is turned off. At the same time, the instrument panel will display a fault indicating that the front auxiliary gearbox is stuck in a high position.

[0037] 2. The front and auxiliary gearbox solenoid valves are initially in the low position, but in the St state they are not in the low position, and in the Gr state they are in the shifting state and cannot complete the shifting action for more than T time, while in the Sr state they are in the low position. After this diagnostic process is repeated t times, it reports that the front and auxiliary gearbox is stuck in the low position.

[0038] The troubleshooting procedure is as follows: Keep the front auxiliary gearbox in a low gear, and only allow the main gearbox to be engaged in the low gear of the front auxiliary gearbox until the vehicle is stopped and the power is turned off. At the same time, the instrument panel will display a fault indicating that the front auxiliary gearbox is stuck in a low position.

[0039] 3. The St state is not in neutral, the Gr state is in shifting mode and fails to complete the shifting action for more than T time, and the Sr state is in neutral. After this diagnostic process cycles t times, it reports that the front auxiliary gearbox is stuck in neutral.

[0040] The troubleshooting procedure is as follows: Keep the front auxiliary gearbox in neutral until the vehicle stops and the power is turned off, at which point the instrument panel will display a fault indicating that the front auxiliary gearbox is stuck in neutral.

[0041] 4.a. The original position of the front auxiliary gearbox solenoid valve is in high gear, the St state is not in high gear, the Gr state is in shifting state and cannot complete the shifting action for more than T time, and the Sr is in the high half stage.

[0042] b. The original position of the front auxiliary box solenoid valve is not in the high gear, the St state is in the high gear, the Gr state is in the shifting state and cannot complete the shifting action for more than T time, and the Sr is in the high half stage.

[0043] Under both of the above conditions, after the diagnostic process is repeated t times, the report indicates that the front auxiliary box is stuck in the high half section.

[0044] The troubleshooting procedure is as follows: Keep the front auxiliary gearbox in neutral, disengage the clutch, and continue until the vehicle stops and the power is turned off. At the same time, the instrument panel will display a fault indicating that the front auxiliary gearbox is stuck in the upper half of its range.

[0045] 5.a. The original position of the front auxiliary box solenoid valve is low, the St state is not low, the Gr state is in the shifting state and cannot complete the shifting action for more than T time, and the Sr is in the low half stage.

[0046] b. The original position of the front auxiliary box solenoid valve is not in the low gear. The St state is in the low gear and the Gr state is in the shifting state. The shifting action cannot be completed after T time, and the Sr is in the low half stage.

[0047] Under the above two conditions, after the diagnostic process is repeated t times, the report indicates that the lower half of the front auxiliary box is stuck.

[0048] The troubleshooting procedure is as follows: Keep the front auxiliary gearbox in neutral, disengage the clutch, and continue until the vehicle stops and the power is turned off. At the same time, the instrument panel will display a fault indicating that the front auxiliary gearbox is stuck in the lower half of its range.

[0049] Among the five types of fault classifications mentioned above, the cases of high-position jamming and low-position jamming of the front auxiliary box allow the front auxiliary box not to immediately return to empty. In such cases, the driver can engage a limited gear and continue driving for a certain distance, which makes it easier for the driver to control the timing of stopping when parking is inconvenient and improves the driver's initiative in dealing with faults.

[0050] Example 1

[0051] On a vehicle equipped with a 12-speed AMT, during the shifting process from a high gear to a low gear in the front auxiliary gearbox, the shifting process took more than 2 seconds (T is 2 seconds in this example) and the front auxiliary gearbox remained in a high gear (the front auxiliary gearbox position sensor was not faulty). After this repeated three times (t is 3), a front auxiliary gearbox high-position jamming fault was confirmed. The solution is to keep the front auxiliary gearbox in a high gear, and only allow the main gearbox to be engaged in the gear where the front auxiliary gearbox is in a high gear (even-numbered gears in this example). The driver can gradually shift to lower odd and even gears until it is convenient for the driver to turn off the power and stop the vehicle.

[0052] Example 2

[0053] On a vehicle equipped with a 12-speed AMT, during the shift from a high gear to a low gear, the shifting process of the front auxiliary gearbox takes more than 2 seconds (T is 2 seconds in this example) and the front auxiliary gearbox position remains in the high half position (the front auxiliary gearbox position sensor is not faulty). After this happens three times (t is 3), a front auxiliary gearbox high half position stuck fault is confirmed. The solution is to keep the transmission in neutral, disengage the clutch, and continue until the driver stops the vehicle and turns off the power.

[0054] Example 3

[0055] On a vehicle equipped with a 12-speed AMT, during the shift from neutral to a lower gear, the shifting process of the front auxiliary gearbox takes more than 2 seconds (T is 2 seconds in this example) and the front auxiliary gearbox remains in neutral (the front auxiliary gearbox position sensor is not faulty). After this happens three times (t is 3), a front auxiliary gearbox neutral jamming fault is confirmed. The solution is to keep the transmission in neutral, disengage the clutch, and continue until the driver stops the vehicle and turns off the power.

[0056] Example 4

[0057] On a vehicle equipped with a 12-speed AMT, during the shifting process from a low gear to a high gear in the front auxiliary gearbox, the shifting process took more than 2 seconds (T is 2 seconds in this example) and the front auxiliary gearbox remained in a low gear (the front auxiliary gearbox position sensor was not faulty). After this repeated three times (t is 3), a front auxiliary gearbox low-position jamming fault was confirmed. The solution is to keep the front auxiliary gearbox in a low gear, and the main gearbox should only be engaged in the gear where the front auxiliary gearbox is in a low gear (odd gears in this example). The driver can gradually shift to low odd gears until it is convenient for the driver to turn off the power and stop the vehicle.

[0058] Example 5

[0059] On a vehicle equipped with a 12-speed AMT, during the shift from a low gear to a high gear, the front auxiliary gearbox failed to complete the shift process for more than 2 seconds (T is 2 seconds in this example); and the front auxiliary gearbox position remained in the lower half (the front auxiliary gearbox position sensor was not faulty). After this repeated three times (t is 3), a front auxiliary gearbox lower half stuck fault was confirmed. The solution is to keep the transmission in neutral, disengage the clutch, and continue until the driver stops the vehicle and turns off the power.

[0060] In Examples 1 and 4, the driver does not need to immediately shift to neutral to stop. Instead, they can gradually downshift to start in neutral and drive for a period of time until it is convenient to stop and turn off the power.

[0061] It will be readily understood by those skilled in the art that the above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, combinations, substitutions, improvements, etc., made under the spirit and principles of the present invention are included within the protection scope of the present invention.

Claims

1. A multi-level diagnostic method for the stuck solenoid valve of an AMT front and auxiliary gearbox, characterized in that, include: Acquire the actual position state Sr, target position state St, and current shift state Gr of the front auxiliary gearbox solenoid valve; determine whether the actual position state Sr and the target position state St are consistent; if they are inconsistent, start timing; when the timing exceeds the preset time, enter the fault diagnosis process; determine different jamming fault types based on the combination of the actual position state Sr, target position state St, and current shift state Gr. After the fault diagnosis process is cycled and judged a preset number of times, the corresponding jamming fault is confirmed; among them, the jamming fault types are divided into: front auxiliary gearbox high position jamming, front auxiliary gearbox low position jamming, front auxiliary gearbox neutral gearbox jamming, front auxiliary gearbox high half section jamming and front auxiliary gearbox low half section jamming. Wherein: the conditions for the front auxiliary gearbox to be stuck at a high position are: Sr is in high gear, St is not in high gear, and Gr is in a shifting state; The conditions for the front auxiliary gearbox to jam at a low position are: Sr is in low gear, St is not in low gear, and Gr is in a shifting state. The conditions for the front auxiliary gearbox to be stuck in neutral are: St is not in neutral, Sr is in neutral, and Gr is in a shifting state. The conditions for the front auxiliary gearbox to be stuck in the high half-stage are: Sr is in the high half-stage, Gr is in the shift state, and one of the following two conditions is met: 1) Sr was originally in high gear, and St is not in high gear; 2) Sr was not originally in high gear, and St is in high gear. The front auxiliary gearbox low half-stage jamming: Sr is in the low half-stage, Gr is in the shift state, and one of the following two conditions is met: 1) Sr was originally in low gear, and St is not in low gear; 2) Sr was not originally in low gear, and St is in low gear.

2. The multi-level diagnostic method for AMT front and auxiliary gearbox solenoid valve sticking fault according to claim 1, characterized in that: The preset time is 1 to 3 seconds; the preset number of judgments is 2 to 5.

3. The multi-level diagnostic method for AMT front and auxiliary gearbox solenoid valve sticking fault according to claim 1, characterized in that, After confirming the corresponding jamming fault, take the following measures: For high-position jamming of the front auxiliary gearbox, maintain high gear and restrict the main gearbox gear; for low-position jamming of the front auxiliary gearbox, maintain low gear and restrict the main gearbox gear; for neutral jamming of the front auxiliary gearbox, maintain neutral; for high half-section jamming of the front auxiliary gearbox, maintain neutral and disengage the clutch; for low half-section jamming of the front auxiliary gearbox, maintain neutral and disengage the clutch.

4. The multi-level diagnostic method for AMT front and auxiliary gearbox solenoid valve sticking fault according to claim 3, characterized in that: For the aforementioned high-position jamming of the front auxiliary gearbox, maintain the front auxiliary gearbox in a high gear, and the main transmission will only allow engagement of the high gear of the front auxiliary gearbox, while simultaneously displaying a fault warning; for the aforementioned low-position jamming of the front auxiliary gearbox, maintain the front auxiliary gearbox in a low gear, and the main transmission will only allow engagement of the low gear of the front auxiliary gearbox, while simultaneously displaying a fault warning.

5. The multi-level diagnostic method for AMT front and auxiliary gearbox solenoid valve sticking fault according to claim 4, characterized in that: If the front auxiliary gearbox is stuck in neutral, keep the front auxiliary gearbox in neutral and display a fault message.

6. The multi-level diagnostic method for AMT front and auxiliary gearbox solenoid valve sticking fault according to claim 5, characterized in that: For the high half of the front auxiliary gearbox being stuck, keep the front auxiliary gearbox in neutral and the clutch disengaged, and simultaneously indicate a fault; for the low half of the front auxiliary gearbox being stuck, keep the front auxiliary gearbox in neutral and the clutch disengaged, and simultaneously indicate a fault.

7. The multi-level diagnostic method for AMT front and auxiliary gearbox solenoid valve sticking fault according to any one of claims 3 to 6, characterized in that: All fault conditions must be resolved by turning off the engine when it is convenient for the driver to stop the vehicle.

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