A transmission working state recognition method, diagnosis device, medium and controller

Abstract

The present application belongs to the field of power transmission technology, and particularly relates to a transmission working state recognition method, a diagnostic device, a medium and a controller; a first condition confirmation step / unit classifies the working condition according to the validity of the speed signal and / or the temperature signal, a second state recognition step / unit recognizes the transmission chain combination state according to the engine speed (111) or the input shaft speed, a third threshold correction step / unit optimizes the speed threshold, and a temperature parameter other than the engine can be introduced, and correction data in different scenarios is obtained through a first table lookup process (331) and a second table lookup process (332); the method and the product can realize recognition by software on the premise of keeping the hardware unchanged, and the parameter can also be corrected by increasing the temperature detection position; the technical scheme is beneficial to the application of related systems such as an engine control system EMS (Engine Management System) in scenarios such as improving the driving control of a vehicle, especially a motorcycle, misfire diagnosis, and reverse drag working condition processing.

Description

Technical Field

[0001] This invention belongs to the field of power transmission technology, and particularly relates to a method, diagnostic device, medium and controller for identifying the working status of a transmission. Background Technology

[0002] Common automatic transmissions in vehicles include automated mechanical transmissions (AMT), continuously variable transmissions (CVT), dual-clutch transmissions (DCT), and automatic transmissions (AT). Among them, centrifugal CVTs are widely used in vehicles or transmission equipment such as scooters and four-wheeled sports motorcycles (900) due to their simple operation and smooth gear shifting.

[0003] Among them, the working state of the transmission is a prerequisite for carrying out in-depth applications. For vehicle systems, the working state of its transmission chain is closely related to functions such as drivability control, misfire diagnosis and control, and vehicle dragging status recognition; there is still a lack of effective solutions to this technical problem in related technologies. Summary of the Invention

[0004] This invention discloses a method for identifying the operating state of a transmission, used in a centrifugal continuously variable transmission (CVT). Its core process includes a first condition confirmation step and a second state identification step. The first condition confirmation step first needs to confirm the validity of the specified speed signal and / or temperature signal of the system to ensure that the determination process is valuable.

[0005] Specifically, if the temperature signal is invalid, the preset speed threshold calibration value of the centrifugal continuously variable transmission can be assigned to the current speed threshold value and the second state recognition step can be entered for judgment. At this time, the second state recognition step further obtains the engine speed or input shaft speed for judgment. If the engine speed or input shaft speed is greater than or equal to its current speed threshold value, the centrifugal continuously variable transmission is determined to be in the transmission chain engagement state.

[0006] Furthermore, once the aforementioned temperature signal is valid, the transmission operating state identification method may also include a third threshold correction step; wherein, if both the specified temperature signal and speed signal are valid, the method proceeds from the aforementioned first condition confirmation step to the third threshold correction step for judgment.

[0007] Specifically, for an engine-driven system, the third threshold correction step can obtain the transmission model temperature through a first lookup process based on the input shaft running time, downtime, and engine coolant temperature at startup, and then obtain the current value of its speed threshold through a second lookup process based on the model temperature and running distance.

[0008] The operating time can be the time corresponding to the driving time count value in the current driving cycle, and the stopping time can be the time corresponding to the stationary time count value in the current driving cycle. Then, by calculating the difference between the operating time and the stopping time, and then obtaining the transmission model temperature through the first lookup table process based on the engine coolant temperature at startup.

[0009] In addition, a replacement temperature can be used to replace the engine coolant temperature at startup and perform its third threshold correction step to obtain the transmission model temperature obtained through the first lookup table process at different temperatures; wherein, the replacement temperature can be the temperature value obtained from the preset sampling position of the centrifugal continuously variable transmission.

[0010] Furthermore, in order to cope with special operating conditions, such as when the engine management system (EMS) enters the initialization process or is in the initialization state, its second state identification step skips the first condition confirmation step and / or the third threshold correction step, and forces or directly outputs the transmission chain disconnection status information.

[0011] In addition, the third threshold correction step can also obtain the current value of the above-mentioned speed threshold according to the online correction process; wherein, the online correction process obtains the load and / or input shaft working condition data of the centrifugal continuously variable transmission in real time, and performs logical judgment or information processing to obtain the current value of its speed threshold.

[0012] Accordingly, this invention also discloses a diagnostic device that can also be used in a centrifugal continuously variable transmission (CVT) system. Its core includes a first condition confirmation unit and a second state recognition unit. The first condition confirmation unit confirms the validity of the speed signal and / or temperature signal. If the temperature signal is invalid, the preset speed threshold calibration value of the centrifugal CVT is assigned to the current value of the speed threshold and the second state recognition unit is activated.

[0013] Furthermore, its second state recognition unit acquires the engine speed or input shaft speed. If the engine speed or input shaft speed is greater than or equal to the current value of the speed threshold, it determines that the centrifugal continuously variable transmission is in the transmission chain engagement state.

[0014] In addition, the diagnostic device may also be provided with a third threshold correction unit; wherein, if both the temperature signal and the speed signal are valid, the execution process of the third threshold correction unit is activated by the first condition confirmation unit.

[0015] Specifically, its third threshold correction unit obtains the transmission model temperature through a first lookup process based on the input shaft running time, downtime, and engine coolant temperature at startup, and obtains the current value of the aforementioned speed threshold through a second lookup process based on the model temperature and running distance.

[0016] The operating time can be the time corresponding to the driving time count value in the current driving cycle, and the downtime can be the time corresponding to the stationary time count value in the current driving cycle.

[0017] Similarly, after calculating the difference between its operating time and downtime, the temperature of the aforementioned transmission model can be obtained through the first lookup table process based on the engine coolant temperature at startup, and other steps can then be executed.

[0018] In addition, a replacement temperature can be used to replace the engine coolant temperature at startup and a third threshold correction unit can be executed to obtain the transmission model temperature obtained through the first lookup table process at different temperatures; wherein, the replacement temperature can be the temperature value of the preset sampling position of the centrifugal continuously variable transmission.

[0019] Furthermore, under special operating conditions, such as when the engine control system (EMS) enters the initialization process or is in the initialization state, its second state identification unit can force or directly output the transmission chain disconnection status information by disabling the operation of its first condition confirmation unit and / or third threshold correction unit.

[0020] Furthermore, its third threshold correction unit can also obtain the current value of the speed threshold according to the online correction process; specifically, its online correction process obtains the load and / or input shaft working condition data of the centrifugal continuously variable transmission in real time and performs logical judgment or information processing to obtain the current value of the speed threshold.

[0021] Similarly, embodiments of the present invention also disclose a computer storage medium and a controller, which adopt the same inventive concept; the computer storage medium includes a storage medium body for storing a computer program, and when the computer program is executed by a microprocessor, it can implement any of the above-mentioned transmission operating state identification methods; the controller includes any of the above-mentioned diagnostic devices and / or computer storage medium, and the implementation process is similar and will not be described in detail here.

[0022] In summary, the first condition confirmation step / unit of this invention classifies the operating conditions based on the validity of the speed signal and / or temperature signal; the second state identification step / unit identifies the transmission chain engagement state based on the engine speed or input shaft speed; and the third threshold correction step / unit optimizes the speed threshold and can introduce temperature parameters other than the engine, and obtains correction data for different scenarios through the first lookup table process and the second lookup table process.

[0023] Specifically, its methods and products can identify the engagement state of the centrifugal continuously variable transmission (CVT) drive chain by software while keeping the hardware unchanged; parameters can also be corrected by adding temperature detection locations; its technical solutions are beneficial for related systems such as engine control systems (EMS) in improving vehicles, especially motorcycles, in scenarios such as drivability control, misfire diagnosis, and handling of towing conditions.

[0024] It should be noted that the terms "first," "second," and similar terms used in this article are merely for describing the constituent elements of the technical solution and do not constitute a limitation on the technical solution, nor should they be interpreted as an indication or implication of the importance of the corresponding elements; elements with terms such as "first," "second," or similar terms indicate that at least one of the elements is included in the corresponding technical solution. Attached Figure Description

[0025] To more clearly illustrate the technical solution of the present invention and facilitate a further understanding of its technical effects, features, and objectives, the present invention will be described in detail below with reference to the accompanying drawings. The drawings constitute an essential part of the specification and are used together with Embodiment 1 of the present invention to illustrate the technical solution of the present invention, but do not constitute a limitation on the present invention.

[0026] The same reference numerals in the attached diagrams represent the same parts, specifically:

[0027] Figure 1 This is a schematic diagram illustrating an application scenario of an embodiment of the present invention.

[0028] Figure 2 This is a flowchart illustrating an embodiment of the method of the present invention. Figure 1 .

[0029] Figure 3 This is a schematic diagram of the structural composition of an embodiment of the device of the present invention.

[0030] Figure 4 This is a flowchart illustrating an embodiment of the method of the present invention. Figure 2 .

[0031] Figure 5 This is a schematic diagram of the composition structure of an embodiment of the product of the present invention. Figure 3 .

[0032] Figure 6 This is a schematic diagram of the composition structure of an embodiment of the product of the present invention. Figure 1 .

[0033] Figure 7 This is a schematic diagram of the composition structure of an embodiment of the product of the present invention. Figure 2 .

[0034] Figure 8 This is a schematic diagram of the composition structure of an embodiment of the product of the present invention. Figure 4 .

[0035] in:

[0036] 001 - Centrifugal continuously variable transmission;

[0037] 009 - Speed ​​threshold calibration value;

[0038] 010 - Low speed output;

[0039] 011-Power transmission path;

[0040] 013-Drive disk assembly;

[0041] 015 - Passive disk group;

[0042] 017 - Transmission belt;

[0043] 019 -- Current value of speed threshold

[0044] 020 - High-speed output;

[0045] 022 - Clamping force;

[0046] 100 - First condition confirmation step;

[0047] 107 - Seventh Power-On Initial Conditions;

[0048] 108 - Conditions for the Eighth Engine to be Effective;

[0049] 109 - Ninth effective water temperature condition;

[0050] 111 - Engine speed or input shaft speed;

[0051] 113 - Operating time;

[0052] 114 - Downtime;

[0053] 122 - Engine coolant temperature at startup;

[0054] 133 - Operating distance, i.e., the total cumulative mileage of the vehicle;

[0055] 144 - Temperature of the transmission model;

[0056] 200 - Second State Recognition Step;

[0057] 231 - Transmission chain disconnected;

[0058] 232 - Transmission chain engagement state;

[0059] 234 - State determination process;

[0060] 300 - Third threshold correction step;

[0061] 331 - First table lookup process;

[0062] 332 - Second table lookup process;

[0063] 600 - Diagnostic device;

[0064] 610 - First condition confirmation unit;

[0065] 620 - Second State Recognition Unit;

[0066] 630 - Third threshold correction unit;

[0067] 900 - Vehicles or transmission equipment;

[0068] 901 - Controller;

[0069] 903 - Computer storage media;

[0070] 999 - Equipment Operators. Implementation

[0071] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Of course, the specific embodiments described below are merely illustrative of the technical solutions of the present invention, and not intended to limit the invention. Furthermore, the parts described in the embodiments or drawings are merely illustrative examples of relevant parts of the present invention, and not the entirety of the invention.

[0072] like Figure 2 , Figure 4 The transmission operating state identification method shown can be used for fault diagnosis of centrifugal continuously variable transmissions or other related applications; its core processing includes a first condition confirmation step 100 and a second state identification step 200; wherein, the first condition confirmation step 100 confirms the validity of the speed signal and / or temperature signal.

[0073] Specifically, if the above temperature signal is invalid, then it will be as follows: Figure 1 The centrifugal continuously variable transmission 001 shown has its preset speed threshold calibration value 009 assigned to the current speed threshold value 019 and enters its second state identification step 200.

[0074] Furthermore, in its second state recognition step 200, the engine speed 111 or the input shaft speed is obtained. If the engine speed 111 or the input shaft speed is greater than or equal to the current value of the speed threshold 019, it is determined that the centrifugal continuously variable transmission 001 is in the transmission chain engagement state 232.

[0075] Furthermore, in order to adapt to most working conditions, the method also includes a third threshold correction step 300; wherein, if both the temperature signal and the speed signal are valid, the process of the third threshold correction step 300 is initiated from the first condition confirmation step 100.

[0076] Specifically, the third threshold correction step 300 can obtain the transmission model temperature 144 through the first lookup table process 331 based on the input shaft running time 113, the downtime 114 and the engine coolant temperature 122 at startup, and further obtain the current value of the speed threshold 019 through the second lookup table process 332 based on the model temperature 144 and the running distance 133; Alternatively, a pre-matched speed setpoint can be used as the judgment threshold and assigned to the current value of the speed threshold 019.

[0077] Among them, the running time 113 can be the time corresponding to the driving time count value in the current driving cycle, and the downtime 114 can be the time corresponding to the stationary time count value in the current driving cycle.

[0078] Specifically, after calculating the difference between the running time 113 and the downtime 114, the transmission model temperature 144 can be obtained through the first lookup table process 331 based on the engine coolant temperature 122 at startup.

[0079] In addition, the transmission operating state identification method may also use a replacement temperature 123 to replace the engine coolant temperature 122 at startup and perform a third threshold correction step 300 to obtain the transmission model temperature 144 obtained by the first lookup table process 331 at different temperatures; wherein, the replacement temperature 123 may be the temperature value of the preset sampling position of the centrifugal continuously variable transmission 001.

[0080] In scenarios where the system is starting up or about to complete the startup, such as when the engine control system (EMS) or a similar system has entered the initialization process or is in the initialization state, the second state identification step 200 can skip the first condition confirmation step 100 and / or the third threshold correction step 300, and force or directly output the transmission chain disconnection state 231 information to save unnecessary processing time.

[0081] Furthermore, its third threshold correction step 300 can also obtain its current speed threshold value 019 according to the online correction process; the online correction process can obtain the load and / or input shaft working condition data of the centrifugal continuously variable transmission 001 in real time and perform logical judgment or information processing to obtain its current speed threshold value 019.

[0082] Accordingly, such as Figure 3 The diagnostic device 600 shown can also be used for the control and management of the centrifugal continuously variable transmission 001; specifically, it may include a first condition confirmation unit 610 and a second state recognition unit 620.

[0083] The first condition confirmation unit 610 confirms the validity of the speed signal and / or temperature signal; if the temperature signal is invalid, the preset speed threshold calibration value 009 of the centrifugal continuously variable transmission 001 is assigned to the current speed threshold value 019 and the second state recognition unit 620 is activated.

[0084] Furthermore, its second state recognition unit 620 acquires the engine speed 111 or the input shaft speed. If the engine speed 111 or the input shaft speed is greater than or equal to the current value of the speed threshold 019, it is determined that the centrifugal continuously variable transmission 001 is in the transmission chain engagement state 232.

[0085] Furthermore, the diagnostic device 600 may also be provided with a third threshold correction unit 630; wherein, if both the temperature signal and the speed signal are valid, the execution process of the third threshold correction unit 630 is activated by the first condition confirmation unit 610.

[0086] Specifically, its third threshold correction unit 630 obtains the transmission model temperature 144 through the first lookup table process 331 based on the input shaft running time 113, the shutdown time 114 and the engine cooling water temperature 122 at startup, and obtains the current value of the speed threshold 019 through the second lookup table process 332 based on the model temperature 144 and the running distance 133.

[0087] Among them, the running time 113 can be the time corresponding to the driving time count value in the current driving cycle, and the downtime 114 can be the time corresponding to the stationary time count value in the current driving cycle.

[0088] Furthermore, after calculating the difference between its operating time 113 and shutdown time 114, the transmission model temperature 144 can be obtained through the first lookup table process 331 based on the engine coolant temperature 122 at startup.

[0089] In addition, the diagnostic device can also replace the engine coolant temperature 122 at startup with temperature 123 and perform the operation of the third threshold correction unit 630 to obtain the transmission model temperature 144 obtained by the first lookup table process 331 at different temperatures; the replacement temperature 123 can be the temperature value of the preset sampling position of the centrifugal continuously variable transmission 001.

[0090] Similarly, if the engine control system enters the initialization process or is in the initialization state, its second state identification unit 620 can disable the operation of the first condition confirmation unit 610 and / or the third threshold correction unit 630, and force or directly output the information of the transmission chain disconnection state 231.

[0091] Furthermore, the third threshold correction unit 630 can also obtain the current value of the speed threshold 019 according to the online correction process; the online correction process can obtain the working condition data of the load and / or input shaft of the centrifugal continuously variable transmission 001 in real time and perform logical judgment or information processing to obtain the current value of the speed threshold 019.

[0092] In addition, such as Figures 5 to 8 The computer storage medium 903 and controller 901 shown can also be used for fault diagnosis of centrifugal continuously variable transmissions or other related applications; wherein, the computer storage medium 903 includes a storage medium body for storing computer programs; when the computer program is executed by the microprocessor, it is used to implement any of the above-mentioned transmission operating state identification methods; its controller 901 includes any of the above-mentioned diagnostic devices 600 and / or computer storage medium 903, which can solve the same technical problems.

[0093] In practical applications, the drive disc assembly 013 clamps the transmission belt 017 to achieve torque transmission. That is, the clamping force 022 required for the transmission chain to engage is generated by the centrifugal force of the drive disc assembly 013 rotating on the pleles, causing the pleles to shift.

[0094] Specifically, for the hardware of the centrifugal continuously variable transmission 001, the displacement of its plenum, i.e. the magnitude of the clamping force 022, is related to the rotational speed of the drive disc assembly 013 or other input shafts; therefore, the present invention obtains the engagement state of the transmission chain through the engine speed 111 connected to the drive disc assembly 013.

[0095] Specifically, for the determined centrifugal continuously variable transmission (CVT) hardware 001, the factors affecting the correspondence between the determination of its transmission chain engagement state and the engine speed 111 include the vehicle's operating mileage, i.e., the operating distance 133, and the temperature of the centrifugal CVT or the engine coolant temperature.

[0096] Among these factors, wear caused by the vehicle's mileage will affect the amount of displacement required for the drive belt to clamp; the drive belt, especially the rubber drive belt, has the characteristic of thermal expansion and contraction; therefore, the temperature of the centrifugal continuously variable transmission 001 also affects the amount of displacement required for the drive belt to clamp.

[0097] In this embodiment, using the vehicle's real-time engine speed (111), engine coolant temperature, driving time count (running time 113), vehicle stationary time count (stop time 114), and total vehicle mileage count (running distance 133), while the engine speed (111) and engine coolant temperature signals are valid, the centrifugal continuously variable transmission (CVT) model temperature can be obtained by looking up a table using the difference between the driving time count and the vehicle stationary time count recorded in the EMS and the engine coolant temperature signal at startup. Then, the transmission chain engagement characteristic engine speed threshold can be obtained by looking up a table using the centrifugal CVT model temperature and the total vehicle mileage count. Finally, the vehicle's transmission chain engagement status can be determined based on the relationship between the engine speed and the transmission chain engagement characteristic engine speed threshold.

[0098] Specifically, if the engine control system (EMS) is powered on and initialized, the centrifugal continuously variable transmission (CVT) 001 is considered to be in a disengaged transmission chain state 231. Furthermore, if the engine speed signal 111 is invalid at this time, the transmission chain engagement state is also considered to be a disengaged transmission chain state 231. Furthermore, when the speed signal is valid, if the coolant temperature 122 is invalid when the engine starts, the current value 019 of the transmission chain engagement characteristic engine speed threshold is replaced with a pre-matched fixed value, that is, the speed threshold calibration value 009, and the process proceeds to the third threshold correction step 300 or the third threshold correction unit 630.

[0099] Further, the third threshold correction step 300 or the third threshold correction unit 630 determines the relationship between the signal of engine speed 111 and the current value 019 of the transmission chain engagement characteristic engine speed threshold; when the signal of engine speed 111 is greater than or equal to the current value 019 of the transmission chain engagement characteristic engine speed threshold, the vehicle transmission chain is determined to be engaged, i.e., in the transmission chain engaged state 232; conversely, when the signal of engine speed 111 is less than the current value 019 of the transmission chain engagement characteristic engine speed threshold, the vehicle transmission chain is determined to be disengaged, i.e., in the transmission chain disengaged state 231.

[0100] Specifically, if the engine speed signal of 111 and the engine coolant temperature signal are valid, the centrifugal continuously variable transmission model temperature, i.e., transmission model temperature 144, is obtained by looking up the difference between the driving time count and the vehicle stationary time count in the current driving cycle recorded in the engine control system EMS and the engine coolant temperature signal at startup.

[0101] Furthermore, the correction value of the engine speed threshold for the transmission chain engagement characteristic is obtained by looking up the temperature of the centrifugal continuously variable transmission model and the vehicle's cumulative total mileage, and this correction value is used as the current value 019 of the speed threshold. Then, the relationship between the signal of engine speed 111 and the current value 019 of the engine speed threshold for the transmission chain engagement characteristic is determined using the above steps. Similarly, when the signal of engine speed 111 is greater than or equal to the current value 019 of the engine speed threshold for the transmission chain engagement characteristic, the vehicle's transmission chain is determined to be engaged; conversely, when the signal of engine speed 111 is less than the current value 019 of the engine speed threshold for the transmission chain engagement characteristic, the vehicle's transmission chain is determined to be disengaged.

[0102] Therefore, by introducing the engine speed signal of 111, the engine coolant temperature signal, the driving time count in the current driving cycle, the vehicle stationary time count in the current driving cycle, and the vehicle's cumulative total mileage count, the identification of the engagement state of the centrifugal continuously variable transmission (CVT) transmission chain can be achieved without changing the basic vehicle electronic and electrical architecture or increasing any production costs.

[0103] Furthermore, in this embodiment of the invention, the centrifugal continuously variable transmission (CVT) model temperature, i.e., transmission model temperature 144, is calculated by the difference between the driving time count and the vehicle stationary time count recorded in the engine control system (EMS) during the current driving cycle and the engine coolant temperature signal at startup. Alternatively, the temperature can be corrected by adding temperature sensor hardware to collect the centrifugal CVT temperature.

[0104] On the other hand, in the embodiments of the present invention, the transmission chain engagement characteristic engine speed threshold is calculated by the difference between the driving time count and the vehicle stationary time count recorded in the current driving cycle in the engine control system EMS, the engine coolant temperature signal at startup, and the vehicle's cumulative total mileage count. The current value of the speed threshold is 019. Alternatively, a pre-calibrated fixed transmission chain engagement characteristic engine speed threshold, i.e., the speed threshold calibration value is 009, can be used.

[0105] It should be noted that the above embodiments are only for more clearly illustrating the technical solution of the present invention. Those skilled in the art will understand that the implementation of the present invention is not limited to the above content. Any obvious changes, substitutions or replacements made based on the above content do not exceed the scope of the technical solution of the present invention. Other implementations will also fall within the scope of the present invention without departing from the concept of the present invention.

Claims

1. A method for identifying the operating state of a transmission, used in a centrifugal continuously variable transmission (001), characterized in that... The process includes a first condition confirmation step (100) and a second state recognition step (200); wherein, the first condition confirmation step (100) confirms the validity of the speed signal and the temperature signal; if the temperature signal is invalid, the preset speed threshold calibration value (009) of the centrifugal continuously variable transmission (001) is assigned to the current speed threshold value (019) and the process proceeds to the second state recognition step (200); the second state recognition step (200) obtains the engine speed (111) or the input shaft speed, and if the engine speed (111) or the input shaft speed is greater than or equal to the current speed threshold value (019), the centrifugal continuously variable transmission (001) is determined to be invalid. 001) In the transmission chain engagement state (232); it also includes a third threshold correction step (300); wherein, if both the temperature signal and the speed signal are valid, the third threshold correction step (300) is entered from the first condition confirmation step (100); the third threshold correction step (300) obtains the transmission model temperature (144) through the first lookup table process (331) based on the input shaft running time (113), the downtime (114) and the engine cooling water temperature (122) at startup, and obtains the current value of the speed threshold (019) through the second lookup table process (332) based on the transmission model temperature (144) and the running distance (133); The input shaft operating time (113) includes the time corresponding to the driving time count value in the current driving cycle, and the stopping time (114) includes the time corresponding to the stationary time count value in the current driving cycle.

2. The transmission operating state identification method as described in claim 1, wherein: After the difference between the input shaft running time (113) and the shutdown time (114), the transmission model temperature (144) is obtained through the first lookup table process (331) based on the engine cooling water temperature (122) at startup.

3. The transmission operating state identification method as described in claim 1 or 2, wherein: Replace the engine coolant temperature (122) at startup with the replacement temperature (123) and perform the third threshold correction step (300) to obtain the transmission model temperature (144) obtained by the first lookup table process (331) at different temperatures; the replacement temperature (123) includes the temperature value of the centrifugal continuously variable transmission (001) at a preset sampling position.

4. The transmission operating state identification method as described in claim 3, wherein: If the engine control system enters the initialization process or is in the initialization state, the second state identification step (200) skips the first condition confirmation step (100) and / or the third threshold correction step (300), and forces or directly outputs the transmission chain disconnection state (231) information.

5. The transmission operating state identification method as described in claim 1, 2, or 4, wherein: The third threshold correction step (300) obtains the current value (019) of the speed threshold according to the online correction process; the online correction process obtains the load and / or input shaft working condition data of the centrifugal continuously variable transmission (001) in real time and performs logical judgment or information processing to obtain the current value (019) of the speed threshold.

6. A diagnostic device (600) for a centrifugal continuously variable transmission (001), characterized in that... The system includes a first condition confirmation unit (610) and a second state recognition unit (620). The first condition confirmation unit (610) confirms the validity of the speed and temperature signals. If the temperature signal is invalid, it assigns the preset speed threshold calibration value (009) of the centrifugal continuously variable transmission (001) to the current speed threshold value (019) and activates the second state recognition unit (620). The second state recognition unit (620) acquires the engine speed (111) or the input shaft speed. If the engine speed (111) or the input shaft speed is greater than or equal to the current speed threshold value (019), it determines that the centrifugal continuously variable transmission (001) is valid. The transmission chain is engaged (232); it also includes a third threshold correction unit (630); wherein, if both the temperature signal and the speed signal are valid, the execution process of the third threshold correction unit (630) is activated by the first condition confirmation unit (610); the third threshold correction unit (630) obtains the transmission model temperature (144) through a first lookup table process (331) based on the input shaft running time (113), the downtime (114) and the engine cooling water temperature (122) at startup, and obtains the current value of the speed threshold (019) through a second lookup table process (332) based on the transmission model temperature (144) and the running distance (133); The input shaft operating time (113) includes the time corresponding to the driving time count value in the current driving cycle, and the stopping time (114) includes the time corresponding to the stationary time count value in the current driving cycle.

7. The diagnostic device (600) as claimed in claim 6, wherein: After the difference between the input shaft running time (113) and the shutdown time (114), the transmission model temperature (144) is obtained through the first lookup table process (331) based on the engine cooling water temperature (122) at startup.

8. The diagnostic device (600) as claimed in claim 6 or 7, wherein: The engine coolant temperature (122) at startup is replaced by a replacement temperature (123), and the third threshold correction unit (630) is executed to obtain the transmission model temperature (144) obtained by the first lookup table process (331) at different temperatures; the replacement temperature (123) includes the temperature value of the centrifugal continuously variable transmission (001) at a preset sampling position.

9. The diagnostic device (600) as claimed in claim 8, wherein: If the engine control system enters the initialization process or is in the initialization state, the second state identification unit (620) disables the operation of the first condition confirmation unit (610) and / or the third threshold correction unit (630), and forces or directly outputs the transmission chain disconnection state (231) information.

10. The diagnostic device (600) as claimed in claim 6, 7 or 9, wherein: The third threshold correction unit (630) obtains the current value (019) of the speed threshold according to the online correction process; the online correction process obtains the working condition data of the load and / or input shaft of the centrifugal continuously variable transmission (001) in real time and performs logical judgment or information processing to obtain the current value (019) of the speed threshold.

11. A computer storage medium (903) comprising a storage medium body for storing a computer program; wherein the computer program, when executed by a microprocessor, implements the transmission operating state identification method as described in any one of claims 1 to 5.

12. A controller (901) comprising a diagnostic device (600) as claimed in any one of claims 6 to 9; and / or a computer storage medium (903) as claimed in claim 11.

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