Connection fault diagnosis method and device

Abstract

The invention provides a method and equipment for diagnosing a connection fault. The diagnosis method comprises the following steps: acquiring a first detection signal from a first sensor at a first connection position, wherein the first sensor is coupled to a vehicle-mounted control system at the first connection position; determining a first reference signal mode based on a driving state of the vehicle, wherein the driving state comprises a vehicle motion state and a vehicle environment state; and comparing a first signal characteristic of the first detection signal with the first reference signal pattern to determine whether the first sensor is adapted to the first connection position.

Description

Technical Field

[0001] The invention relates to fault diagnosis, in particular to connection error diagnosis of automobile components. Background Art

[0002] In a passenger car or truck, there are usually different sensors that use the same type of connector (e.g., a typical connector) to connect to the vehicle control system. Such sensors include, for example, an intake air temperature sensor BTS and an intake air pressure sensor BPS. These sensors not only use the same type of connector to connect to the vehicle control system, but also the positions of the connectors are relatively close, which may cause the error of connecting the sensor to an incompatible connector. For example Figure 1 The connector for the BTS sensor and the BPS sensor is shown, wherein the connector AA is designed to connect the BPS sensor to transmit the pressure signal to the bus BUS on the vehicle control system, and the connector BB is designed to connect the BTS sensor to transmit the temperature signal to the bus BUS. However, since the AA and BB connectors are of the same type and are installed in adjacent positions, connection errors occasionally occur during vehicle development and even in the factory mass production assembly stage, that is, the BTS sensor is mistakenly connected to the AA connector position, and the BPS sensor is mistakenly connected to the BB connector position. Since the temperature signal and pressure signal collected on the bus BUS usually have the same range of voltage values, when a connection error occurs, the vehicle control system cannot recognize this signal error, so the temperature signal collected by the temperature sensor BTS is mistakenly processed as a pressure signal, or the pressure signal collected by the pressure sensor BPS is mistakenly processed as a temperature signal, thereby providing an erroneous basis for subsequent vehicle design, driving control, after-sales processing, etc. Summary of the invention

[0003] The present invention provides a solution for automatically diagnosing vehicle connection errors, and can identify possible connection errors by evaluating signal characteristics of sensor detection signals under the driving state of the vehicle.

[0004] According to one aspect of the present invention, a method for diagnosing a connection fault is provided, comprising: acquiring a first detection signal from a first sensor at a first connection position, wherein the first sensor is coupled to a vehicle control system at the first connection position; determining a first reference signal pattern based on a driving state of the vehicle, wherein the driving state includes a vehicle motion state and a vehicle environment state; and comparing a first signal feature of the first detection signal with the first reference signal pattern to determine whether the first sensor is adapted to the first connection position.

[0005] According to another aspect of the present invention, a diagnostic device for connection failure is provided, comprising a signal reading unit configured to read a detection signal from a sensor installed at a connection position; a feature extraction unit configured to determine a reference signal pattern based on a driving state of a vehicle, wherein the driving state includes a vehicle motion state and a vehicle environment state; and a decision unit configured to compare a signal feature of the detection signal with the reference signal pattern to determine whether the sensor is adapted to the connection position. BRIEF DESCRIPTION OF THE DRAWINGS

[0006] Figure 1 It shows the connection diagram of BTS and BPS sensor;

[0007] Figure 2 A diagram showing a configuration of a connection diagnosis device according to an example;

[0008] Figure 3 A connection diagnostic flow chart according to one example is shown. DETAILED DESCRIPTION

[0009] In the following description, Figure 1 The intake air temperature sensor BTS and the intake air pressure sensor BPS shown in the figure are used as examples to describe some embodiments of the present invention. Figure 1 As shown, in the vehicle network, connector AA and connector BB are provided (as an example, the connector can be a functional component such as a connector that is easy to connect). These connectors are coupled to the bus BUS on the vehicle control system, as shown in the figure, where connector AA is connected to the bus BUS at node A and is designed to transmit the detection signal of the intake pressure, where node A includes, for example, a power terminal A1, a signal terminal A2, and a ground A3; connector BB is connected to the bus BUS at node B and is designed to transmit the detection signal of the intake temperature, where node B includes, for example, a power terminal B1, a signal terminal B2, and a ground B3. Therefore, according to the standard design, the intake pressure sensor BPS should be installed at the position of connector AA, so that the vehicle control system can obtain the detection signal related to the pressure through node A, for example, read the signal voltage corresponding to the intake pressure detected by the intake pressure sensor BPS through the A2 signal terminal. Similarly, according to the standard design, the temperature sensor BTS should be installed at the position of connector BB, so that the vehicle control system can obtain the detection signal related to the intake temperature through node B, for example, read the signal voltage corresponding to the intake temperature detected by BTS through node B2. Typically, the pressure detection signal provided by the sensor BPS and the temperature detection signal provided by the sensor BTS have the same or similar specific signal characteristics. For example, the voltage values ​​of the temperature detection signal and the pressure detection signal are both within the range of 0 to 5 volts, that is, signal voltages within this range should be considered normal.

[0010] Usually, the physical positions of connector AA and connector BB are adjacent, so the installation connection matching errors between the sensor and the connector may occur. For example, as shown by the arrows in the figure, the intake pressure sensor BPS may be incorrectly installed to connector BB, while the intake temperature sensor BTS may be incorrectly installed to connector AA. Obviously, the signal read at node A is actually the detection signal provided by BTS. Similarly, the signal read at node B is actually the actual detection signal provided by the intake pressure sensor BPS. However, regardless of whether a sensor connection error occurs, the signal voltage read by the vehicle control system at nodes A and B meets the requirement of 0 to 5 volts, so the existing vehicle control system cannot recognize that a sensor connection error has occurred at this time.

[0011] The present invention proposes a diagnostic device that does not require external detection means but identifies sensor connection faults based on signal characteristics. Such a diagnostic device includes a signal reading unit, a feature extraction unit, and a decision unit. The signal reading unit reads the detection signal from the sensor installed at the connection position, and the feature extraction unit determines a reference signal pattern based on the driving state of the vehicle, wherein the driving state includes the vehicle motion state such as engine speed and the vehicle environment state such as ambient temperature and ambient pressure. Therefore, the decision unit can determine whether the sensor is adapted to the current connection position by comparing the signal characteristics of the detection signal and the reference signal pattern. Figure 2 A schematic diagram of a connection error diagnosis device according to an example of the present invention is shown. The diagnosis device 100 is a part of a vehicle control system and is used to automatically diagnose possible sensor connection errors.

[0012] like Figure 2 As shown, the diagnostic device 100 includes a signal reading unit 101, a feature extraction unit 102, and a decision unit 103. The signal reading unit 101 is configured to read a detection signal from a sensor at a connector position. Figure 2 As shown, the signal reading unit 101 reads the actual detection signal voltage transmitted from the sensor at the connector AA position through the signal terminal A2 of the node A, which is hereinafter referred to as A_Sig. Assuming that a connection error occurs here, that is, the BTS is incorrectly installed at the AA position, the A_Sig actually read by the signal reading unit 101 is the actual detection signal transmitted by the BTS sensor, but the signal reading unit 101 will still use it as the detection signal of the 'intake pressure'. For example, when the engine speed is 1700rpm and the ambient atmospheric pressure is 1.1bar, the voltage value of A_Sig read here is 4.5V.

[0013] The feature extraction unit 102 is configured to obtain the current driving state Env_Status of the vehicle, where the driving state Env_Status may include both the vehicle motion state and the environmental state of the vehicle. The vehicle motion state may include the current working state of the engine, such as the speed ω, power, temperature, etc. The vehicle environmental state may include the current ambient temperature Env_T and ambient atmospheric pressure Env_P of the vehicle. Such driving state information may be obtained from the pre-stored data in the vehicle control system or from the ambient temperature and pressure sensors on the vehicle. As an example, in this example, Figure 2 As shown, the current driving state Env_Status acquired by the feature extraction unit 102 includes the speed ω and the ambient atmospheric pressure Env_P. Based on the acquired driving state information Env_Status, the feature extraction unit 102 determines the signal pattern that matches the current driving state Env_Status by retrieving a predetermined feature lookup table. In this example, according to the pre-design, since the pressure detection signal should be transmitted at node A, the feature extraction unit 102 retrieves a predetermined pressure pattern lookup table PTable to determine the pressure signal characteristic pattern PSig_Pattern that matches the current driving state. Table 1 shows a schematic example of a pressure pattern lookup table. As an example, the driving state information Env_Status here includes the engine speed ω and the ambient atmospheric pressure Env_P, so as to determine the corresponding pressure signal pattern PSig_Pattern based on ω and Env_P. In this example, the signal pattern PSig_Pattern is represented by a reference voltage range defined by a voltage standard value and its maximum and minimum values. In another example, the lookup table PTable may also only contain the maximum and minimum values.

[0014] Table 1

[0015]

[0016] For example, when the feature extraction unit 102 obtains that the current driving state of the vehicle is that the engine speed ω is 1700rpm and the ambient atmospheric pressure Env_P is 1.1bar, it can be determined that the reasonable reference voltage of the pressure detection signal from connector AA corresponding to the current driving state should be between 3.0 and 3.4V.

[0017] The decision unit 103 receives the current actual detection signal A_Sig read by the signal acquisition unit 101 and the reasonable reference voltage range of the pressure signal corresponding to the current driving state Env_Status, and compares the two. As mentioned above, in the case of an incorrect connection, the voltage of the pressure detection signal A_Sig read by the signal reading unit 101 in the current driving state is 4.5 volts. By comparison, the decision unit 103 determines that the voltage of the pressure signal A_Sig actually read by the sensor has exceeded the reasonable reference voltage range of 3.0 to 3.4V, so it can be determined that the sensor here is incorrectly installed and a connection error may have occurred. In a preferred embodiment, in order to avoid misjudgment caused by accidental factors, it can be determined by determining multiple driving cycles, such as under different engine speeds and / or ambient pressures to determine whether a sensor connection error occurs. For example, if the decision unit 103 determines that the read actual detection signal A_Sig exceeds the corresponding reference voltage range PSig_Pattern at least twice in at least three driving cycles, it can be confirmed that there is a sensor connection error at the connector AA position, so the decision unit 103 can generate an alarm signal to indicate that a pressure sensor connection error may have occurred.

[0018] In addition, if Figure 2 As shown, the diagnostic device 100 also includes a signal reading unit 101′, a feature extraction unit 102′, and a decision unit 103′ for diagnosing possible sensor connection errors at the connector BB position. The signal reading unit 101′ reads the detection signal voltage transmitted from the sensor at the connector BB position through the signal terminal B2 of the node B, which is hereinafter referred to as B_Sig. Normally, this signal is the actual detection signal of the temperature. However, as assumed above, a connection error occurs here, that is, the BPS is incorrectly installed at the BB connector position. Therefore, the B_Sig read by the signal reading unit 101′ is actually the actual detection signal transmitted by the BPS sensor. For example, when the engine speed is 1700rpm and the ambient temperature is 35°C, the voltage of the B_Sig signal read at this time is 2.3V.

[0019] The feature extraction unit 102′ obtains the vehicle's current driving status information Env_Status. In this example, the obtained driving status Env_Status includes the engine speed ω and the ambient temperature Env_T. Therefore, the feature extraction unit 102′ determines the temperature signal pattern feature TSig_Pattern that matches the current driving status Env_Status by retrieving the predetermined temperature pattern lookup table TTable. Table 2 shows an illustrative example of the temperature pattern lookup table TTable. In this example Table 2, the driving status information Env_Status includes the engine speed ω and the temperature Env_T, and the temperature signal feature pattern TSig_Pattern is represented by the voltage standard value corresponding to the engine speed ω and the ambient temperature Env_T and the reference voltage range defined by the maximum and minimum values ​​thereof:

[0020] Table 2

[0021]

[0022]

[0023] Still taking the current driving state as the example above where the engine speed is 1700 rpm and the ambient temperature is 35°C, based on Table 2, the feature extraction unit 102′ can determine that the reasonable reference voltage TSig_Pattern of the temperature signal corresponding to the current driving state at node B should be between 3.9 and 4.2V.

[0024] The decision unit 103′ receives the signal B_Sig read by the signal acquisition unit 101′ and the reasonable reference voltage range TSig_Pattern of the temperature signal corresponding to the current driving state determined by the feature extraction unit 102′, and compares the two. As mentioned above, in the case of a sensor error connection, the voltage of the detection signal B_Sig read by the signal reading unit 101′ in the current driving state is 2.3 volts. By comparison, the decision unit 103′ determines that the 2.3 volt voltage of the detection signal provided by the sensor has exceeded the reasonable reference voltage range of 3.9 to 4.2V, so it can be determined that the temperature sensor connection here is incorrect. Similarly, in a preferred embodiment, in order to avoid misjudgment caused by accidental factors, it can be determined by determining multiple driving cycles at different engine speeds and / or ambient temperatures to determine whether a sensor connection error occurs. For example, if the decision unit 103′ determines that the actual detection signal B_Sig read exceeds the corresponding reference voltage range at least twice in at least three driving cycles, it can be confirmed that a temperature sensor connection error has occurred. Therefore, the decision unit 103′ can generate an alarm signal to indicate that a temperature sensor connection error may have occurred, for example, the intake pressure sensor BPS may be connected.

[0025] In the above example, the pressure mode reference table and the temperature mode reference table are used as feature lookup tables to store the corresponding reasonable reference voltage range under each driving state, and are compared with the voltage value of the sensor detection signal at the current moment, but the present invention is not limited to this. In another implementation, the reference signal mode can also be determined by using a feature lookup map corresponding to the intake temperature and the intake pressure, wherein the reference change map or curve of the pressure signal and the temperature signal within a period of time, such as 5 minutes, under different driving states is stored in the feature lookup map. Therefore, the signal extraction units 101, 101' can obtain the real-time voltage change map at the connection position of the connector AA and BB under the constantly changing driving state (such as the constantly changing engine speed and / or ambient atmospheric pressure, ambient temperature). The decision units 103, 103' compare the fit of the real-time voltage change map with the signal reference change map or curve stored in each feature lookup map to determine whether the temperature or pressure sensor is suitable for the connector position.

[0026] In the above embodiments, the signal reading units 101, 101′, the feature extraction units 102, 102′ and the decision units 103, 103′ are implemented in the form of discrete individual components; however, in other embodiments of the present invention, the signal reading units 101, 101′ can be implemented by one unit or component, similarly, the feature extraction units 102, 102′ can also be implemented by one unit or component, and similarly, the decision units 103, 103′ can be implemented by one unit or component. In addition, in another embodiment, the signal reading unit 101, 101′, the feature extraction unit 102, 102′ and the decision unit 103, 103′ can be implemented by one component, for example, by an on-board ECU (electronic control unit) or other controller or processor to implement the sensor connection error diagnosis method of the present invention by executing program instructions, the diagnostic method comprising acquiring a detection signal from a sensor at a connection position, wherein the sensor is coupled to a vehicle-mounted control system at the connection position; then determining a reference signal pattern based on the driving state of the vehicle, wherein the driving state includes a vehicle motion state and a vehicle environmental state; and then determining whether the sensor is adapted to the connection position by comparing the signal characteristics of the detection signal with the reference signal pattern.

[0027] Figure 3 A connection error diagnosis flow chart of an example of a diagnostic method according to the present invention is shown. The diagnostic method can be executed by a diagnostic device 100 in a vehicle control system. According to one example, the diagnostic device 100 can be a vehicle ECU that executes a readable program. Figure 3 As shown, in step 301, the actual detection signal of the sensor is read from the connector AA position, for example, the detection signal voltage A_Sig transmitted from the sensor at the connector AA position is read through the signal terminal A2 of the node A. For example, when the engine speed is 1700 rpm and the ambient atmospheric pressure is 1.1 bar, the voltage value of A_Sig read here is 4.5 V. In addition, in step 301, the actual detection signal B_Sig of the sensor is also read from the connector position BB. For example, when the engine speed is 1700 rpm and the ambient temperature is 35 degrees, the voltage value of B_Sig read here is 2.3 V.

[0028] In step 303, the vehicle's current driving state Env_Status is obtained, such as the vehicle's current engine speed ω, external ambient temperature Env_T, and ambient atmospheric pressure Env_P. These driving state information can be obtained in real time from other on-board sensors or read from the internal memory of the on-board ECU (if stored in advance). In this example, it is assumed that the obtained engine speed is 1700 rpm, the working pressure Env_P is 1.1 bar, and the ambient temperature Env_T is 35°C.

[0029] In step 305, based on the obtained current driving state Env_Status of the vehicle, the pressure mode lookup table PTable and the temperature mode lookup table TTable are retrieved to determine the pressure signal characteristic pattern PSig_Pattern and the temperature signal characteristic pattern TSig_Pattern that are consistent with the current driving state. For example, based on the pressure signal characteristic pattern PSig_Pattern stored in the pressure mode lookup table PTable as shown in Table 1, it can be determined that the reasonable reference voltage PSig_Pattern of the pressure detection signal corresponding to the current rotation speed ω (=1700rpm) and the ambient atmospheric pressure Env_P (=1.1bar) should be between 3.0 and 3.4V. Similarly, based on the temperature signal characteristic pattern TSig_Pattern stored in the temperature mode lookup table TTable as shown in Table 2, it can be determined that the reasonable reference voltage TSig_Pattern of the temperature detection signal corresponding to the current rotation speed ω (=1700rpm) and the operating temperature Env_T (=35°C) should be between 3.9 and 4.2V.

[0030] In step 307, the current pressure signal A_Sig and the reference voltage range PSig_Pattern of the pressure signal under the current driving state Env_Status are compared to determine whether A_Sig exceeds PSig_Pattern; and the current temperature detection signal B_Sig and the reference voltage range TSig_Pattern of the temperature signal under the current driving state Env_Status are compared to determine whether B_Sig exceeds TSig_Pattern. As mentioned above, in the case of an incorrect connection, the voltage of the read pressure detection signal A_Sig is 4.5 volts, which has exceeded the reasonable PSig_Pattern, i.e., the reference voltage range of 3.0 to 3.4V. Therefore, in step 309, a decision is made that a sensor connection error has occurred at connector AA, and an alarm signal can be output to prompt relevant personnel to check. In another optional example, the decision that a sensor connection error has occurred at connector AA can also be made after multiple comparisons. Preferably, for each comparison, the engine speed or ambient temperature or ambient atmospheric pressure has changed. For example, in at least three driving cycles, if it is determined that the actual detection signal A_Sig read exceeds the corresponding reference voltage range PSig_Pattern at least twice, then in step 309, it can be confirmed that there is a sensor connection error at the connector AA position, and an alarm signal is generated. Similarly, since the voltage of the read temperature detection signal B_Sig is 2.3 volts, which has exceeded the reasonable TSig_Pattern, i.e., the reference voltage range of 3.9 to 4.2V, a decision that a sensor connection error has occurred at the connector BB can be made in step 309, and a corresponding alarm signal can be output. Similarly, the decision that a sensor connection error has occurred at the connector BB can also be made after multiple driving cycle comparisons.

[0031] If it is determined in step 307 that A_Sig does not exceed PSig_Pattern, and B_Sig does not exceed TSig_Pattern, the process returns to step 301, and can continue to monitor whether it is still consistent under other driving conditions, such as when the engine speed or ambient temperature or ambient atmospheric pressure changes. According to one embodiment of the present invention, when it is determined that A_Sig does not exceed PSig_Pattern and B_Sig does not exceed TSig_Pattern under different driving conditions or after a predetermined number of monitorings, it can be finally confirmed that the sensor connection at connectors AA and BB is normal, and the process ends. Alternatively, if it is determined in step 307 that A_Sig does not exceed PSig_Pattern, and B_Sig does not exceed TSig_Pattern, the process can end directly.

[0032] The connection fault diagnosis device and method of the present invention are described above in conjunction with specific examples, but the scheme of the present invention is not limited to the embodiments shown here. Those skilled in the art will also recognize that the various illustrative units and method steps described in conjunction with the contents disclosed herein can be implemented as electronic hardware, computer software, or a combination of the two. For example, the method according to the present invention can be implemented using a computer program. As an implementation, the computer program can be stored on a machine-readable medium, and when executed by an ECU or other controller in a vehicle-mounted system, the ECU or controller executes any of the aforementioned methods disclosed herein. Therefore, these embodiments and their variations are also within the scope of protection of the present invention.

Claims

1. A method for diagnosing a connection failure, comprising: Acquire a first detection signal from a first sensor at a first connection location, wherein the first sensor is coupled to an onboard control system at the first connection location; Determining a first reference signal pattern based on a driving state of the vehicle, wherein the driving state includes a vehicle motion state and a vehicle environment state; A first signal characteristic of the first detection signal and the first reference signal pattern are compared to determine whether the first sensor is adapted to the first connection position.

2. The diagnostic method of claim 1, further comprising: Acquire a second detection signal from a second sensor at a second connection location, wherein the second sensor is coupled to the vehicle-mounted control system at the second connection location, wherein the second connection location is adjacent to the first connection location; determining a second reference signal pattern based on a driving state of the vehicle; comparing a second signal characteristic of the second detection signal with the second reference signal pattern to determine whether the second sensor is adapted to the second connection position, The first sensor is one of an intake air temperature sensor and an intake air pressure sensor, and the second sensor is the other of the intake air temperature sensor and the intake air pressure sensor.

3. The diagnostic method of claim 2, comprising: Determining the first reference signal pattern using a first lookup map / table corresponding to the first connection position; determining the second reference signal pattern using a second lookup map / table corresponding to the second connection position; If the first signal feature matches the first reference signal pattern, it is determined that the first sensor is correctly connected at the first connection position; otherwise, it is determined that the first sensor is incorrectly connected at the first connection position; as well as If the second signal feature matches the second reference signal pattern, it is determined that the second sensor is correctly connected at the second connection position; otherwise, it is determined that the second sensor is incorrectly connected at the second connection position.

4. The diagnostic method according to claim 2 or 3, wherein the vehicle motion state includes an engine operating state, and the environmental state includes at least one of an ambient atmospheric pressure and an ambient temperature; wherein, The first connection position is configured to transmit a detection signal of intake pressure, and the second connection position is configured to transmit a detection signal of temperature.

5. The diagnostic method of claim 4, wherein determining the first reference signal pattern comprises: Determining the first reference signal mode using the first lookup map / table based on the engine operating state and the ambient atmospheric pressure; as well as Determining the second reference signal mode includes: determining the second reference signal mode using the second lookup map / table based on the engine operating state and the ambient temperature.

6. The diagnostic method according to any one of claims 1 to 3, wherein the first signal characteristic is a signal voltage value read at the first connection position under the driving state, and the first reference signal pattern corresponds to a reference voltage range at the first connection position under various driving states; The second signal characteristic is a signal voltage value read at the second connection position under the driving state, and the second reference signal pattern corresponds to a reference voltage range at the second connection position under various driving states.

7. A connection fault diagnostic device comprising: a signal reading unit configured to read a detection signal from a sensor installed at the connection location; a feature extraction unit configured to determine a reference signal pattern based on a driving state of the vehicle, wherein the driving state includes a vehicle motion state and a vehicle environment state; A decision unit is configured to compare the signal characteristics of the detection signal with the reference signal pattern to determine whether the sensor is suitable for the connection position.

8. The diagnostic device of claim 7, wherein the sensor comprises a first sensor mounted at a first connection location and a second sensor mounted at a second connection location, wherein the second connection location is adjacent to the first connection location; in, The signal reading unit includes: a first signal reading unit configured to read a first detection signal from the first sensor at the first connection position; and a second signal reading unit configured to obtain a second detection signal from the second sensor at the second connection position; The feature extraction unit includes: a first feature extraction unit configured to determine a first reference signal pattern based on the driving state of the vehicle; and a second feature extraction unit configured to determine a second reference signal pattern based on the driving state of the vehicle; The decision unit includes: a first decision unit configured to compare a first signal feature of the first detection signal and the first reference signal pattern to determine whether the first sensor is adapted to the first connection position; and a second decision unit configured to compare a second signal feature of the second detection signal and the second reference signal pattern to determine whether the second sensor is adapted to the second connection position; The first sensor is one of an intake air temperature sensor and an intake air pressure sensor, and the second sensor is the other of the intake air temperature sensor and the intake air pressure sensor.

9. The method of claim 8, wherein the vehicle motion state comprises an engine operating state, and the environmental state comprises at least one of an ambient atmospheric pressure and an ambient temperature; wherein, The first connection position is configured to transmit a detection signal of intake pressure, and the second connection position is configured to transmit a detection signal of temperature; wherein the first feature determination unit determines the first reference signal mode based on the engine operating state and the ambient atmospheric pressure using a first lookup map / table corresponding to the first connection position; and The second feature determination unit determines the second reference signal mode based on the engine operating state and the ambient temperature using a second lookup map / table corresponding to the second connection position.

10. The diagnostic device of claim 9, wherein wherein if the first decision unit determines that the first signal feature matches the first reference signal pattern, it is determined that the first sensor is correctly connected at the first connection position; otherwise, it is determined that the first sensor is incorrectly connected at the first connection position; and If the second decision unit determines that the second signal feature matches the second reference signal pattern, it is determined that the second sensor is correctly connected at the second connection position; otherwise, it is determined that the second sensor is incorrectly connected at the second connection position.

11. The diagnostic device according to any one of claims 8 to 10, wherein the first signal characteristic is a signal voltage value read at the first connection position under the driving state, and the first reference signal pattern corresponds to a reference voltage range at the first connection position under various driving states stored in the first lookup table; The second signal characteristic is a signal voltage value read at the second connection position under the driving state, and the second reference signal pattern corresponds to a reference voltage range at the second connection position under various driving states stored in the second lookup table.

12. The diagnostic device according to any one of claims 8 to 10, wherein the first signal feature is a signal voltage variation diagram read at the first connection position under different driving conditions, and the first reference signal pattern corresponds to a reference voltage variation diagram at the first connection position under various driving conditions stored in the first lookup map; The second signal characteristic is a signal voltage variation diagram read at the second connection position under the driving state, and the second reference signal pattern corresponds to a reference voltage variation diagram at the second connection position under various driving states stored in the second lookup map.

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