A transmission correction method, fault diagnosis device, storage medium and controller

Abstract

The present application belongs to the field of power transmission technology, and particularly relates to a transmission correction method, a fault diagnosis device, a storage medium and a controller; a first condition confirmation step / unit introduces information such as engine speed (111), throttle opening (112), running time (112), shutdown time (114) and the like, and constructs a diagnosis working condition; a second feature matching step / unit identifies the wear degree in a self-learning process, and a third threshold correction step / unit corrects the speed threshold (009) in combination with the matched calibrated parameters; the method and product correct the engine speed threshold of the combined speed change caused by wear in the transmission chain in the system in a self-adaptive learning manner without changing the hardware of the vehicle or the transmission device (900); the method can adapt to the disturbance caused by the replacement of the transmission belt (017) in the actual scene, and is beneficial to improving the reliability and service life of the centrifugal continuously variable transmission (001) CVT (Continuously Variable Transmission).

Description

Technical Field

[0001] This invention belongs to the field of power transmission technology, and particularly relates to a transmission calibration method, fault diagnosis device, storage medium and controller. 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] like Figure 1 As shown, centrifugal CVTs transmit torque through a transmission chain engagement process; however, in related technologies, the error in obtaining characteristic engine speed thresholds by methods such as parameter lookup tables may cause inaccurate transmission chain identification, which in turn affects the implementation of processes such as vehicle drivability control, misfire diagnosis control, and vehicle towing status identification.

[0004] In addition, such as Figure 1 The wear level of the transmission belt 017 shown is difficult to accurately reflect to the control unit and maintenance process, which further threatens the safe operation of the system.

[0005] Therefore, it is necessary to improve the control methods and related products of centrifugal CVTs in order to overcome the above-mentioned technical problems, provide maintenance tips, and actively prevent transmission failure and related risks caused by excessive wear of the transmission belt 017. Summary of the Invention

[0006] This invention discloses a transmission calibration method for a centrifugal continuously variable transmission (CVT), comprising a first condition confirmation step and a second feature matching step. The first condition confirmation step can jump based on the true or false nature of a first logic value compared with a reference standard, which is obtained in real time based on the magnitude and / or the magnitude and / or the differential value of the engine speed N1, throttle opening, running time and / or stopping time. The differential value can be the rate of change of throttle opening or the rate of change of engine speed.

[0007] Specifically, if the first logic value is true, the second feature matching step is entered and the engine speed N1 at the time of jump execution is recorded; if the first difference between the engine speed N1 at the time of jump and the matched feature speed N0 is within a preset range, the self-learning value is updated to the first difference; otherwise, its self-learning value remains unchanged; where the self-learning value represents the change in engagement speed caused by the wear of the centrifugal continuously variable transmission; its reference standard is obtained by pre-calibration through testing, and the initial value of its self-learning value is the speed threshold of the transmission chain engagement feature engine.

[0008] Furthermore, the transmission calibration method may also include a third threshold correction step; the third threshold correction step adds the self-learned value to the third engagement threshold before correction to obtain the current value of the third engagement threshold, and the third engagement threshold represents the engagement characteristics of the centrifugal continuously variable transmission transmission chain; the speed threshold is a predetermined value pre-matched and calibrated or obtained by looking up the engine operating parameters of the current driving cycle from the endurance mileage and / or the current driving cycle.

[0009] Furthermore, if the second difference between the engine speed N1 at the time of the jump and the matched characteristic speed N0 is greater than the preset maintenance upper limit threshold, the instrument display will be adjusted to the maintenance reminder illuminated state; in this illuminated state, the instrument display information and / or audible, visual, and electrical information will be output; otherwise, the instrument display will be adjusted to the maintenance reminder off state; in this off state, the instrument information output will be terminated or prohibited.

[0010] Specifically, the truth value of its first logic value is obtained when at least one of the first speed throttle condition, the second throttle opening condition, the third throttle derivative condition, the fourth time count condition, the fifth engine speed condition, and the sixth speed derivative condition in its first condition confirmation step satisfies the reference standard.

[0011] Furthermore, its second throttle opening condition is conditional upon the fulfillment of its first engine speed throttle condition; its third throttle differential condition is conditional upon the fulfillment of its second throttle opening condition; its fourth time counting condition is conditional upon the fulfillment of its third throttle differential condition; its fifth engine speed condition is conditional upon the fulfillment of its fourth time counting condition; and its sixth engine speed differential condition is conditional upon the fulfillment of its fifth engine speed condition.

[0012] Specifically, the first throttle speed condition is met when the engine speed N1 and the throttle opening signal are valid; the second throttle opening condition is met when the throttle opening is within the matching range; the third throttle derivative condition is met when the first derivative of the throttle opening with respect to time is within the matching range; the fourth time counting condition is met when the difference between the running time and the stopping time is greater than the matching threshold; the fifth engine speed condition is met when the engine speed N1 is within the matching range; and the sixth speed derivative condition is met when the first derivative of the engine speed N1 is less than the matching threshold. Otherwise, none of the above conditions are met.

[0013] Wherein, engine speed N1 is the actual value of engine speed N1 when the first derivative of engine speed N1 with respect to time within a preset range is less than a preset threshold; its first logical value can be obtained by comparing the actual speed of the transmission chain obtained at the moment of speed change of the vehicle or transmission equipment or the moment of sudden change of torque consumption calculated by the engine with the threshold in the above reference standard.

[0014] Accordingly, this invention also discloses a fault diagnosis device; similarly, it includes a first condition confirmation unit and a second feature matching unit; the first condition confirmation unit jumps based on the true or false of a first logic value compared with the magnitude and / or differential value of the real-time acquired engine speed N1, throttle opening, running time and / or shutdown time and reference standard; if the first logic value is true, it enters the execution process of the second feature matching unit and records the engine speed N1 at the time of jump execution.

[0015] Specifically, if the first difference between the engine speed N1 at the time of the jump and the matching characteristic speed N0 is within a preset range, the self-learning value is updated to the first difference; otherwise, the self-learning value remains unchanged. The self-learning value also represents the change in engagement speed caused by the wear of the centrifugal continuously variable transmission. Its reference standard can also be obtained through pre-calibration by testing, and the initial value of its self-learning value can be the speed threshold of the transmission chain engagement characteristic engine.

[0016] Furthermore, the fault diagnosis device may also be equipped with a third threshold correction unit; the third threshold correction unit adds the self-learned value to the third engagement threshold before correction to obtain the current value of the third engagement threshold, which represents the engagement characteristics of the centrifugal continuously variable transmission transmission chain; the speed threshold is a predetermined value pre-matched and calibrated or obtained by looking up the engine operating parameters of the endurance mileage and / or the current driving cycle.

[0017] Specifically, if the second difference between the engine speed N1 at the time of the jump and the matched characteristic speed N0 is greater than the preset maintenance upper limit threshold, the instrument display can be adjusted to the maintenance reminder illuminated state; in the illuminated state, the instrument display information and / or sound, light, and electrical information are output; otherwise, the instrument display is adjusted to the maintenance reminder off state; this off state will terminate or prohibit the information output of the instrument.

[0018] The truth value of the first logic value is obtained when at least one of the first speed throttle condition, the second throttle opening condition, the third throttle derivative condition, the fourth time count condition, the fifth engine speed condition, and the sixth speed derivative condition in the first condition confirmation unit satisfies the reference standard; the second throttle opening condition is conditional upon the first speed throttle condition being met; the third throttle derivative condition is conditional upon the second throttle opening condition being met; the fourth time count condition is conditional upon the third throttle derivative condition being met; the fifth engine speed condition is conditional upon the fourth time count condition being met; and the sixth speed derivative condition is conditional upon the fifth engine speed condition being met.

[0019] Specifically, the first throttle speed condition is met when the engine speed N1 and the throttle opening signal are valid; the second throttle opening condition is met when the throttle opening is within the matching range; the third throttle derivative condition is met when the first derivative of the throttle opening with respect to time is within the matching range; the fourth time counting condition is met when the difference between the running time and the stopping time is greater than the matching threshold; the fifth engine speed condition is met when the engine speed N1 is within the matching range; and the sixth speed derivative condition is met when the first derivative of the engine speed N1 is less than the matching threshold. Otherwise, none of the above conditions are met.

[0020] In addition, the engine speed N1 can be the actual value when the first derivative of the engine speed N1 with respect to time within a preset range is less than a preset threshold; its first logic value can be obtained by comparing the actual speed of the transmission chain with the threshold in the reference standard, based on the moment of speed change of the vehicle or transmission equipment or the moment of sudden change in torque consumption calculated by the engine.

[0021] Similarly, the computer storage medium and controller disclosed in the embodiments of the present invention also adopt the same inventive concept, which will not be described again here.

[0022] In summary, the first condition confirmation step / unit of this invention introduces information such as engine speed, throttle opening, running time, and downtime to construct diagnostic conditions; the second feature matching step / unit identifies the degree of wear through a self-learning process; and the third threshold correction step / unit corrects the speed threshold by combining the parameters of the matching calibration. Without modifying the vehicle or transmission hardware, the method and product use adaptive learning to correct the engine speed threshold of the transmission chain coupling feature caused by wear-induced speed changes. This adapts to disturbances caused by transmission belt replacement in real-world scenarios, which is beneficial for improving the reliability and service life of centrifugal continuously variable transmissions (CVTs).

[0023] 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

[0024] 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.

[0025] The same reference numerals in the attached diagrams represent the same parts, specifically: Figure 1 This is a flowchart illustrating an embodiment of the method of the present invention. Figure 1 .

[0026] Figure 2 This is a schematic diagram illustrating an application scenario of an embodiment of the present invention.

[0027] Figure 3 This is a flowchart illustrating an embodiment of the method of the present invention. Figure 2 .

[0028] Figure 4 This is a schematic diagram of the structural composition of an embodiment of the device of the present invention.

[0029] Figure 5 This is a schematic diagram of the composition structure of an embodiment of the product of the present invention. Figure 1 .

[0030] Figure 6 This is a schematic diagram of the composition structure of an embodiment of the product of the present invention. Figure 2 .

[0031] Figure 7 This is a schematic diagram of the composition structure of an embodiment of the product of the present invention. Figure 3 .

[0032] Figure 8 This is a schematic diagram of the composition structure of an embodiment of the product of the present invention. Figure 4 .

[0033] in: 001 - Centrifugal continuously variable transmission; 009 - Speed ​​threshold; 010 - Low speed output; 011-Power transmission path; 013-Drive disk assembly; 015 - Passive disk group; 017 - Transmission belt; 020 - High-speed output; 022 - Clamping force; 100 - First condition confirmation step; 101 - First RPM throttle condition; 102 - Second throttle opening condition; 103 - Third throttle differential condition; 104 - Fourth time counting condition; 105 - Fifth Engine RPM Conditions; 106 - Sixth rotational speed differential condition; 110 - First type of condition; 111 - Engine speed; 112 - Throttle opening; 113 - Operating time, which is the vehicle's driving time count within the current driving cycle; 114 - Downtime, which is the count of the vehicle's stationary time within the current driving cycle; 115 - Reference Standard; 116 - First logical value; 119 - Characteristic rotational speed; 120 - Second type of condition; 200 - Second feature matching step; 210 - First overlimit matching condition; 220 - Second learning matching condition; 221 - First Difference; 222 - Second difference; 229 - Maintenance upper limit threshold; 299 - Self-learning value; 300 - Third threshold correction step; 311 - First maintenance step; 312 - Second Correction Step; 320 - Second finishing step; 321 - Drive belt maintenance reminder displayed on the instrument panel; 322 - Turn off the drive belt maintenance reminder; 333 - Third binding threshold; 600 - Fault Diagnosis Device; 610 - First condition confirmation unit; 620 - Second Feature Matching Unit; 630 - Third threshold correction unit; 900 - Vehicles or transmission equipment; 901 - Controller; 903 - Computer storage media; 999 - Equipment Operators. Implementation

[0034] 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.

[0035] like Figure 1 , Figure 3 The transmission calibration method shown can be used for fault diagnosis of centrifugal continuously variable transmissions, including a first condition confirmation step 100 and a second feature matching step 200; the first condition confirmation step 100 jumps to the first logic value 116, which is true or false, based on the magnitude and / or differential value of the real-time acquired engine speed 111, throttle opening 112, running time 113 and / or downtime 114 compared with a reference standard 115.

[0036] Specifically, if the first logic value 116 is true, the second feature matching step 200 is entered, and the engine speed 111 at the time of jump execution is recorded; if the first difference 221 between the engine speed 111N1 at the time of jump and the matched feature speed 119 is within a preset range, the self-learning value 299 is updated to the first difference 221; otherwise, its self-learning value 299 remains unchanged; its self-learning value 299 reflects the amount of wear, so the initial value in the system is set to 0 (i.e., the new car has no wear); after the vehicle first enters the learning condition, if the measured results meet the self-learning requirements, they can be updated and stored in the controller 901.

[0037] Among them, the self-learning value 299 represents the change in engagement speed caused by wear during the operation of the centrifugal continuously variable transmission 001; its reference standard 115 can be obtained through pre-calibration by testing, and the initial value of its self-learning value 299 is the speed threshold 009 of the engine with transmission chain engagement characteristics.

[0038] Furthermore, the transmission calibration method may also include a third threshold correction step 300; the third threshold correction step 300 can obtain the current value of the third engagement threshold 333 by adding the self-learning value 299 to the third engagement threshold 333 before correction; the third engagement threshold 333 represents the engagement characteristics of the transmission chain of the centrifugal continuously variable transmission 001; the speed threshold 009 is a predetermined value of pre-matching calibration or obtained by looking up the endurance mileage and / or the engine operating parameters of the current driving cycle.

[0039] If the second difference 222 between the engine speed 111 at the time of the jump and the matched characteristic speed 119 is greater than the preset maintenance upper limit threshold 229, the instrument display will be adjusted to the maintenance reminder illumination state 321; in the illumination state 321, the instrument display information and / or sound, light and electrical information will be output; otherwise, the instrument display will be adjusted to the maintenance reminder deactivation state 322; in the deactivation state 322, the information output of the instrument will be terminated or prohibited.

[0040] Specifically, the truth value of the first logic value 116 above is obtained only when at least one of the following conditions in the first condition confirmation step 100—the first speed throttle condition 101, the second throttle opening condition 102, the third throttle differential condition 103, the fourth time count condition 104, the fifth engine speed condition 105, and the sixth speed differential condition 106—satisfies reference standard 115; wherein, the second throttle opening condition 102 is conditional upon the first speed throttle condition 101 being met; the third throttle differential condition 103 is conditional upon the second throttle opening condition 102 being met; the fourth time count condition 104 is conditional upon the third throttle differential condition 103 being met; the fifth engine speed condition 105 is conditional upon the fourth time count condition 104 being met; and the sixth speed differential condition 106 is conditional upon the fifth engine speed condition 105 being met.

[0041] Specifically, the first speed throttle condition 101 is valid when the engine speed 111 and throttle opening 112 signals are valid; the second throttle opening condition 102 is valid when the throttle opening 112 is within the matching range; the third throttle derivative condition 103 is valid when the first derivative of the throttle opening with respect to time is within the matching range; the fourth time counting condition 104 is valid when the difference between the running time 113 and the stopping time 114 is greater than the matching threshold; the fifth engine speed condition 105 is valid when the engine speed 111N1 is within the matching range; and the sixth speed derivative condition 106 is valid when the first derivative of the engine speed 111 is less than the matching threshold. Otherwise, none of the above conditions are valid.

[0042] Specifically, the engine speed 111 is the actual value of the engine speed 111 when the first derivative of time with respect to the preset interval is less than a preset threshold; the first logic value 116 is obtained by comparing the actual speed with the threshold in the reference standard 115, based on the transmission chain obtained at the moment of speed change of the vehicle or transmission equipment 900 or the moment of sudden change in torque consumption calculated by the engine.

[0043] Accordingly, such as Figure 4The fault diagnosis device 600 shown includes a first condition confirmation unit 610 and a second feature matching unit 620; the first condition confirmation unit 610 jumps to the true or false state of a first logic value 116 compared with a reference standard 115 based on the magnitude and / or differential value of the real-time acquired engine speed 111, throttle opening 112, running time 113 and / or downtime 114.

[0044] Specifically, if the first logic value 116 is true, the process enters the second feature matching unit 620 and records the engine speed 111 at the time of jump execution; if the first difference 221 between the engine speed 111 at the time of jump and the matched feature speed 119 is within a preset range, the self-learning value 299 is updated to the first difference 221; otherwise, the self-learning value 299 remains unchanged; its self-learning value 299 also represents the change in engagement speed caused by the wear of the centrifugal continuously variable transmission 001; its reference standard 115 is also obtained through pre-calibration by testing, and the initial value of its self-learning value 299 is also the speed threshold 009 of the transmission chain engagement feature engine.

[0045] Furthermore, the fault diagnosis device 600 may also be provided with a third threshold correction unit 630; the third threshold correction unit 630 adds the self-learning value 299 to the third engagement threshold 333 before correction to obtain the current value of the third engagement threshold 333, which represents the engagement characteristics of the transmission chain of the centrifugal continuously variable transmission 001; its speed threshold 009 is also a pre-matched and calibrated determined value or a reference value obtained by looking up the endurance mileage and / or the engine operating parameters of the current driving cycle.

[0046] If the second difference 222 between the engine speed 111 and the matched characteristic speed 119 during the aforementioned jump execution is greater than the preset maintenance upper limit threshold 229, the instrument display will be adjusted to the maintenance reminder illuminated state 321; under this illuminated state 321, the instrument display information and / or sound, light, and electrical information will be output; otherwise, the instrument display will be adjusted to the maintenance reminder closed state 322; the closed state 322 will terminate or prohibit the information output of the instrument.

[0047] Specifically, the truth value of its first logic value 116 is obtained when at least one of the first speed throttle condition 101, the second throttle opening condition 102, the third throttle differential condition 103, the fourth time count condition 104, the fifth engine speed condition 105, and the sixth speed differential condition 106 in the first condition confirmation unit 610 satisfies reference standard 115; the second throttle opening condition 102 takes the fulfillment of the first speed throttle condition 101 as a prerequisite; the third throttle differential condition 103 takes the fulfillment of the second throttle opening condition 102 as a prerequisite; the fourth time count condition 104 takes the fulfillment of the third throttle differential condition 103 as a prerequisite; the fifth engine speed condition 105 takes the fulfillment of the fourth time count condition 104 as a prerequisite; and the sixth speed differential condition 106 takes the fulfillment of the fifth engine speed condition 105 as a prerequisite.

[0048] Specifically, the first speed throttle condition 101 is valid when the engine speed 111 and throttle opening 112 signals are valid; the second throttle opening condition 102 is valid when the throttle opening 112 is within the matching range; the third throttle derivative condition 103 is valid when the first derivative of the throttle opening with respect to time is within the matching range; the fourth time counting condition 104 is valid when the difference between the running time 113 and the stopping time 114 is greater than the matching threshold; the fifth engine speed condition 105 is valid when the engine speed 111 is within the matching range; and the sixth speed derivative condition 106 is valid when the first derivative of the engine speed 111 is less than the matching threshold. Otherwise, none of the above conditions are valid.

[0049] Furthermore, the engine speed 111 is the actual value of the first derivative of the engine speed 111 with respect to time within a preset range when it is less than a preset threshold; its first logic value 116 can be obtained by comparing the actual speed of the transmission chain obtained at the moment of speed change of the vehicle or transmission equipment 900 or the moment of sudden change in torque consumption calculated by the engine with the threshold in the reference standard 115.

[0050] Similarly, such as Figure 5 , Figure 6 Computer storage media 903 and such Figures 5 to 8 The controllers 901 all adopt the same inventive concept and solve the same technical problems; their computer storage medium 903 includes a storage medium body for storing computer programs; when the computer program is executed by the microprocessor, it can implement any of the above transmission correction methods; their controllers 901 include any of the above fault diagnosis devices 600 and / or any of the above computer storage medium 903, the implementation process of which will not be described in detail.

[0051] In practical applications, motorcycle engine control systems often use centrifugal continuously variable transmissions (CVTs) as transmission components. The transmission chain engagement process is determined by detecting the relationship between the engine speed and the calibrated transmission chain engagement characteristic engine speed threshold. The transmission chain engagement characteristic engine speed threshold is derived from a pre-matched calibrated set value or a corrected speed obtained by looking up a table based on the vehicle's endurance mileage and the engine operating parameters of the current driving cycle.

[0052] In particular, due to differences in user driving habits and usage environments, simply obtaining the correction value for the engagement speed through experience-based matching and table lookup often fails to reflect the actual impact of wear and aging on the engine speed threshold of the centrifugal continuously variable transmission (CVT) drive chain engagement characteristics. This results in inaccurate drive chain identification, leading to certain deviations in the performance of functions such as vehicle drivability control, misfire diagnosis control, and vehicle dragging status identification. Furthermore, the inability to provide maintenance reminders to drivers and maintenance personnel when the drive belt is excessively worn may affect driving safety.

[0053] To address the aforementioned technical problems, this invention adds a self-learning and correction method for wear and tear of the transmission chain in a motorcycle centrifugal continuously variable transmission (CVT), improving functions such as vehicle drivability control, misfire diagnosis control, and vehicle towing status recognition. Additionally, it can provide belt wear repair reminders as needed to prevent excessive belt wear from causing breakage and affecting driving safety.

[0054] Specifically, such as Figure 1 , Figure 2 As shown, when the transmission chain actually engages, the transmission belt 017 will be clamped, and the drive disc assembly 013 will transmit torque to the driven disc assembly 015 through the transmission belt 017, overcoming the resistance of the driven disc assembly 015 and the wheel end connected thereto to generate axial rotational motion, driving the vehicle or transmission equipment 900 to move or operate.

[0055] When the drive chain engages, the drive disc assembly 013 and the engine output shaft connected to it will be subjected to reverse resistance. Under the condition that the engine output torque remains unchanged, this will have a negative impact on the engine speed increase trend. Therefore, the engagement speed of the drive chain can be determined by detecting the abrupt change point of the speed increase trend within the same detection range. The engagement speed change caused by wear can be corrected to the engine speed threshold of the drive chain engagement characteristic in the system through adaptive learning. At the same time, when the detected engagement speed differs too much from the matching value, the system can remind the equipment operator 099, such as the driver and maintenance personnel, of the maintenance of the drive belt.

[0056] In this invention, the engine speed 111, throttle opening 112, vehicle travel time count (running time 113), and vehicle stationary time count (stopping time 114) of the vehicle or transmission equipment 900 are received in real time from the vehicle or transmission equipment 900. When the engine speed 111 and throttle opening 112 signals are valid, the engine management system (EMS) can receive these signals via hardwired connection or CAN controller area network. If, during the current acceleration process, the throttle opening is within a pre-matched range, the first derivative of the throttle opening 112 with respect to time is within a pre-matched range, and the difference between the vehicle travel time count and the stationary time count in the current driving cycle is greater than a pre-matched threshold, the engine speed 111 (N1) corresponding to the first derivative of the speed with respect to time within the pre-matched speed range is less than a pre-calibrated rate of change threshold is recorded, and compared with the pre-matched characteristic speed 119 (N0). When comparing the two values, the first difference 221 is within the pre-calibrated allowable difference range for self-learning, the self-learning value 299 of the wear-induced engagement speed change recorded in the system is updated to (N1-N0). The corrected transmission chain engagement characteristic engine speed threshold 009 is the original transmission chain engagement characteristic engine speed threshold 009 plus the self-learning value 299 of the wear-induced engagement speed change recorded in the system. At the same time, when the difference between speed N1 and characteristic speed N0 is greater than the pre-calibrated upper limit of the maintenance prompt difference, a transmission belt maintenance prompt is displayed on the instrument panel.

[0057] Specifically, such as Figure 1 As shown, when the engine speed 111 signal or throttle opening 112 signal is invalid, the self-learning value 299 of the wear-induced engagement speed change recorded in the system and the transmission belt maintenance reminder status remain unchanged. The corrected transmission chain engagement characteristic engine speed threshold 009 is the transmission chain engagement characteristic engine speed threshold before correction plus the self-learning value 299 of the wear-induced engagement speed change recorded in the system.

[0058] Furthermore, if the signals for engine speed 111 and throttle opening 112 are valid, and if throttle opening 112 exceeds the matched throttle opening range, the self-learning value 299 of the wear-induced engagement speed change recorded in the system and the transmission belt maintenance reminder status remain unchanged; the corrected transmission chain engagement characteristic engine speed threshold 009 is the original transmission chain engagement characteristic engine speed threshold 009 plus the self-learning value 299 of the wear-induced engagement speed change recorded in the system.

[0059] Similarly, if the signals for engine speed 111 and throttle opening 112 are valid, and throttle opening 112 is within the matched throttle opening range, and the first derivative of throttle opening with respect to time exceeds the matched throttle change rate range, the self-learning value of the wear-induced engagement speed change recorded in the system and the transmission belt maintenance reminder status remain unchanged. The corrected transmission chain engagement characteristic engine speed threshold is the original transmission chain engagement characteristic engine speed threshold plus the self-learning value of the wear-induced engagement speed change recorded in the system.

[0060] Similarly, if the signals for engine speed 111 and throttle opening 112 are valid, and throttle opening 112 is within the matched throttle opening range, the first derivative of throttle opening with respect to time is within the matched throttle change rate range, and the difference between the vehicle driving time count and the stationary time count in the current driving cycle is less than or equal to the matched time threshold, the self-learning value of the wear-induced engagement speed change recorded in the system and the transmission belt maintenance reminder status remain unchanged. The corrected transmission chain engagement characteristic engine speed threshold is the original transmission chain engagement characteristic engine speed threshold plus the self-learning value of the wear-induced engagement speed change recorded in the system.

[0061] Similarly, if the signals for engine speed 111 and throttle opening 112 are valid, the throttle opening is within the matched throttle opening range, the first derivative of throttle opening 112 with respect to time is within the matched throttle change rate range, the difference between the vehicle driving time count and the stationary time count in the current driving cycle is greater than the matched time threshold, the engine speed exceeds the matched speed range, the self-learning value of the wear-induced engagement speed change recorded in the system and the transmission belt maintenance reminder status remain unchanged, and the corrected transmission chain engagement characteristic engine speed threshold is the original transmission chain engagement characteristic engine speed threshold plus the self-learning value of the wear-induced engagement speed change recorded in the system.

[0062] Similarly, the signals for engine speed 111 and throttle opening 112 are valid. The throttle opening 112 is within the matched throttle opening range. The first derivative of the throttle opening 112 with respect to time is within the matched throttle change rate range. The difference between the vehicle driving time count and the stationary time count in the current driving cycle is greater than the matched time threshold. The engine speed is within the matched speed range. The first integral of the engine speed with respect to time is greater than or equal to the matched change rate threshold. The self-learning value of the wear-induced engagement speed change recorded in the system and the transmission belt maintenance reminder status remain unchanged. The corrected transmission chain engagement characteristic engine speed threshold is the original transmission chain engagement characteristic engine speed threshold plus the self-learning value of the wear-induced engagement speed change recorded in the system.

[0063] Similarly, if the signals for engine speed 111 and throttle opening 112 are valid, throttle opening 112 is within the matched throttle opening range, the first derivative of throttle opening 112 with respect to time is within the matched throttle change rate range, the difference between the vehicle driving time count and the stationary time count in the current driving cycle is greater than the matched time threshold, the engine speed is within the matched speed range, and the first integral of engine speed with respect to time is less than the matched change rate threshold, the engine speed N1 at that moment is recorded. The difference between N1 and the matched characteristic speed N0 exceeds the matched self-learning allowable difference range and exceeds the matched maintenance reminder difference limit. A transmission belt maintenance reminder is displayed on the instrument panel. The self-learning value of the wear-induced combination speed change recorded in the system remains unchanged. The corrected transmission chain combination characteristic engine speed threshold is the original transmission chain combination characteristic engine speed threshold plus the self-learning value of the wear-induced combination speed change recorded in the system.

[0064] Similarly, if the signals for engine speed 111 and throttle opening 112 are valid, throttle opening 112 is within the matched throttle opening range, the first derivative of throttle opening 112 with respect to time is within the matched throttle change rate range, the difference between the vehicle driving time count and the stationary time count in the current driving cycle is greater than the matched time threshold, the engine speed is within the matched speed range, and the first integral of engine speed with respect to time is less than the matched change rate threshold, the engine speed N1 at that moment is recorded. The difference between N1 and the matched characteristic speed N0 exceeds the matched self-learning allowable difference range but does not exceed the matched maintenance reminder difference limit. The transmission belt maintenance reminder is turned off, and the self-learning value of the wear-induced combination speed change recorded in the system remains unchanged. The corrected transmission chain combination characteristic engine speed threshold is the original transmission chain combination characteristic engine speed threshold plus the self-learning value of the wear-induced combination speed change recorded in the system.

[0065] Similarly, if the signals for engine speed 111 and throttle opening 112 are valid, throttle opening 112 is within the matched throttle opening range, the first derivative of throttle opening 112 with respect to time is within the matched throttle change rate range, the difference between the vehicle driving time count and the stationary time count in the current driving cycle is greater than the matched time threshold, the engine speed is within the matched speed range, and the first integral of engine speed with respect to time is less than the matched change rate threshold, the engine speed N1 at that moment is recorded. The difference between N1 and the matched characteristic speed N0 is within the matched self-learning allowable difference range and exceeds the matched maintenance reminder difference limit. The transmission belt maintenance reminder is displayed on the instrument panel, and the self-learning value of the wear-induced combination speed change recorded in the system is updated to (N1-N0). The corrected transmission chain combination characteristic engine speed threshold is the original transmission chain combination characteristic engine speed threshold plus the self-learning value of the wear-induced combination speed change recorded in the system.

[0066] Similarly, if the signals for engine speed 111 and throttle opening 112 are valid, throttle opening 112 is within the matched throttle opening range, the first derivative of throttle opening 112 with respect to time is within the matched throttle change rate range, the difference between the vehicle driving time count and the stationary time count in the current driving cycle is greater than the matched time threshold, the engine speed is within the matched speed range, and the first integral of engine speed with respect to time is less than the matched change rate threshold, the engine speed N1 at that moment is recorded. The difference between N1 and the matched characteristic speed N0 is within the matched self-learning allowable difference range and does not exceed the matched maintenance reminder difference limit. The transmission belt maintenance reminder is turned off, and the self-learning value of the wear-induced combination speed change recorded in the system is updated to (N1-N0). The corrected transmission chain combination characteristic engine speed threshold is the original transmission chain combination characteristic engine speed threshold plus the self-learning value of the wear-induced combination speed change recorded in the system.

[0067] In fact, by introducing real-time signals of engine speed 111, throttle opening 112, vehicle driving time count within the current driving cycle, and vehicle stationary time count within the current driving cycle, the engine speed threshold of the transmission chain engagement characteristics in the system can be corrected through adaptive learning without changing the vehicle's hardware configuration or increasing any production costs. Compared to the method of calibrating engagement speed changes caused by wear using durability mileage, this invention can adapt to actual hardware changes and is suitable for scenarios after replacing the transmission belt 017, making the results more accurate and reliable.

[0068] In use, this embodiment can obtain the actual speed of the transmission chain by observing that the first derivative of the engine speed with respect to time within a fixed range is less than a threshold. Alternatively, it can determine the actual speed of the transmission chain by observing the moment of change in vehicle speed or the moment of sudden change in torque consumption calculated by the engine. In addition, the transmission belt maintenance reminder can be displayed on the instrument panel, or maintenance information can be recorded in the controller 901 and read by a diagnostic tool. Moreover, in addition to displaying the transmission belt maintenance reminder on the instrument panel, relevant information can also be displayed in a mobile APP that matches the vehicle through the network connectivity function.

[0069] 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 transmission calibration method for a centrifugal continuously variable transmission (001), characterized in that... The process includes a first condition confirmation step (100) and a second feature matching step (200). The first condition confirmation step (100) jumps to the second feature matching step (200) based on the real-time acquired engine speed (111) N1, throttle opening (112), running time (113), and downtime (114) and / or differential value compared with a reference standard (115) and the first logic value (116). If the first logic value (116) is true, the process proceeds to the second feature matching step (200) and records the engine speed (111) N1 at the time of the jump. If the first difference (221) between the engine speed (111) N1 at the time of the jump and the matched feature speed (119) N0 is within a preset range, the self-learning value (299) is updated to the first difference (221). Otherwise, the self-learning value (299) remains unchanged. The self-learning value (299) represents the change in combined speed caused by the wear of the centrifugal continuously variable transmission (001).

2. The transmission calibration method as claimed in claim 1 further includes a third threshold correction step (300); the third threshold correction step (300) adds the self-learning value (299) to the third engagement threshold (333) before correction to obtain the current value of the third engagement threshold (333), the third engagement threshold (333) representing the engagement characteristics of the transmission chain of the centrifugal continuously variable transmission (001); the reference standard (115) is obtained by pre-calibration through testing, and the initial value of the self-learning value (299) is the engine speed threshold (009) of the transmission chain engagement characteristics; the speed threshold (009) is a pre-calibrated value or obtained by looking up the engine operating parameters of the current driving cycle based on the endurance mileage and / or the current driving cycle.

3. The transmission calibration method as described in claim 2, wherein: If the second difference (222) between the engine speed (111) N1 at the time of the jump and the matched characteristic speed (119) N0 is greater than the preset maintenance upper limit threshold (229), the instrument display is adjusted to the maintenance reminder illuminated state (321); in the illuminated state (321), the instrument display information and / or sound, light and electrical information are output; otherwise, the instrument display is adjusted to the maintenance reminder closed state (322); the closed state (322) terminates or prohibits the information output of the instrument.

4. The transmission calibration method according to any one of claims 1, 2, or 3, wherein: The truth value of the first logic value (116) is obtained when at least one of the first speed throttle condition (101), the second throttle opening condition (102), the third throttle differential condition (103), the fourth time count condition (104), the fifth engine speed condition (105), and the sixth speed differential condition (106) in the first condition confirmation step (100) satisfies the reference standard (115).

5. The transmission calibration method as described in claim 4, wherein: The second throttle opening condition (102) is conditional upon the first speed throttle condition (101); the third throttle differential condition (103) is conditional upon the second throttle opening condition (102); the fourth time counting condition (104) is conditional upon the third throttle differential condition (103); the fifth engine speed condition (105) is conditional upon the fourth time counting condition (104); and the sixth speed differential condition (106) is conditional upon the fifth engine speed condition (105).

6. The transmission calibration method as described in claim 5, wherein: The first speed throttle condition (101) is valid when the engine speed (111) N1 and the throttle opening (112) signal are valid; the second throttle opening condition (102) is valid when the throttle opening (112) is within the matching range; the third throttle derivative condition (103) is valid when the first derivative of the throttle opening with respect to time is within the matching range; the fourth time counting condition (104) is valid when the difference between the running time (113) and the stopping time (114) is greater than the matching threshold; the fifth engine speed condition (105) is valid when the engine speed (111) N1 is within the matching range; the sixth speed derivative condition (106) is valid when the first derivative of the engine speed (111) N1 is less than the matching threshold; otherwise, none of the above conditions are valid.

7. The transmission calibration method according to any one of claims 1, 2, 3, 5 or 6, wherein: The engine speed (111) N1 is the actual value of the engine speed (111) N1 when the first derivative of time with respect to the preset interval is less than the preset threshold; the first logic value (116) is obtained by comparing the actual speed of the transmission chain obtained by the transmission chain at the moment of speed change of the vehicle or transmission equipment (900) or the moment of sudden change of torque consumption calculated by the engine with the threshold in the reference standard (115).

8. A fault diagnosis device (600) for a centrifugal continuously variable transmission (001), comprising a first condition confirmation unit (610) and a second feature matching unit (620); wherein, The first condition confirmation unit (610) jumps based on the true or false of the first logic value (116) of the real-time acquired engine speed (111) N1, throttle opening (112), running time (113), and downtime (114) compared with the reference standard (115); if the first logic value (116) is true, it enters the second feature matching unit (620) and records the engine speed (111) N1 at the time of the jump; if the first difference (221) between the engine speed (111) N1 at the time of the jump and the matched feature speed (119) N0 is within a preset range, the self-learning value (299) is updated to the first difference (221); otherwise, the self-learning value (299) remains unchanged; the self-learning value (299) represents the change in combined speed caused by the wear of the centrifugal continuously variable transmission (001).

9. The fault diagnosis device (600) of claim 8 further includes a third threshold correction unit (630); the third threshold correction unit (630) adds the self-learning value (299) to the third engagement threshold (333) before correction to obtain the current value of the third engagement threshold (333), the third engagement threshold (333) representing the engagement characteristics of the transmission chain of the centrifugal continuously variable transmission (001); the reference standard (115) is obtained by pre-calibration through testing, the initial value of the self-learning value (299) is the speed threshold (009) of the engine for the engagement characteristics of the transmission chain; the speed threshold (009) is a pre-calibrated value or obtained by looking up the engine operating parameters of the current driving cycle based on the endurance mileage and / or the current driving cycle.

10. The fault diagnosis device (600) as claimed in claim 9, wherein: If the second difference (222) between the engine speed (111) N1 at the time of the jump and the matched characteristic speed (119) N0 is greater than the preset maintenance upper limit threshold (229), the instrument display is adjusted to the maintenance reminder illuminated state (321); in the illuminated state (321), the instrument display information and / or sound, light and electrical information are output; otherwise, the instrument display is adjusted to the maintenance reminder closed state (322); the closed state (322) terminates or prohibits the information output of the instrument.

11. The fault diagnosis device (600) according to any one of claims 8, 9 or 10, wherein: The truth value of the first logic value (116) is obtained when at least one of the first speed throttle condition (101), second throttle opening condition (102), third throttle differential condition (103), fourth time count condition (104), fifth engine speed condition (105), and sixth speed differential condition (106) in the first condition confirmation unit (610) satisfies the reference standard (115); the second throttle opening condition (102) is conditional upon the first speed throttle condition (101); the third throttle differential condition (103) is conditional upon the second throttle opening condition (102); the fourth time count condition (104) is conditional upon the third throttle differential condition (103); the fifth engine speed condition (105) is conditional upon the fourth time count condition (104); and the sixth speed differential condition (106) is conditional upon the fifth engine speed condition (105).

12. The fault diagnosis device (600) as claimed in claim 11, wherein: The first speed throttle condition (101) is valid when the engine speed (111) N1 and the throttle opening (112) signal are valid; the second throttle opening condition (102) is valid when the throttle opening (112) is within the matching range; the third throttle derivative condition (103) is valid when the first derivative of the throttle opening with respect to time is within the matching range; the fourth time counting condition (104) is valid when the difference between the running time (113) and the stopping time (114) is greater than the matching threshold; the fifth engine speed condition (105) is valid when the engine speed (111) N1 is within the matching range; the sixth speed derivative condition (106) is valid when the first derivative of the engine speed (111) N1 is less than the matching threshold; otherwise, none of the above conditions are valid.

13. The fault diagnosis device (600) according to any one of claims 8, 9, 10 or 12, wherein: The engine speed (111) N1 is the actual value of the engine speed (111) N1 when the first derivative of time with respect to the preset interval is less than the preset threshold; the first logic value (116) is obtained by comparing the actual speed of the transmission chain obtained by the transmission chain at the moment of speed change of the vehicle or transmission equipment (900) or the moment of sudden change of torque consumption calculated by the engine with the threshold in the reference standard (115).

14. 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 calibration method as described in any one of claims 1 to 7.

15. A controller (901) comprising the fault diagnosis device (600) of any one of claims 8 to 13 and / or the computer storage medium (903) of claim 14.

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