AMT air pressure sensor numerical value untrusted fault diagnosis system and method, terminal and storage medium

Abstract

The invention belongs to the technical field of vehicle testing, and particularly relates to an AMT air pressure sensor numerical value untrusted fault diagnosis system and method, a terminal and a storage medium, and the system comprises a TCU and an AMT actuator which are installed on a hardware-in-the-loop test system test bench, and a whole vehicle simulation model which runs in the hardware-in-the-loop test system and is built based on Simulink. According to the invention, a hardware-in-the-loop test system is adopted, real TCU and AMT actuators are in closed-loop connection with a whole vehicle simulation model built based on Simulink, and a highly-simulated dynamic test environment is formed. Under the framework, the whole vehicle simulation model can simulate the operation condition of the AMT system in real time according to the injected air pressure sensor numerical value and environmental parameters, and converts the sensor numerical value into corresponding electrical characteristics. By means of the design, the TCU can receive and process sensor signals in a scene close to real vehicle operation, and therefore whether numerical values are credible or not is accurately judged.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle testing, and particularly relates to a fault diagnosis system, method, terminal and storage medium for untrustworthy numerical values of an AMT air pressure sensor. Background Art

[0002] In the field of commercial vehicles, the application of an automated mechanical transmission (AMT) is becoming increasingly widespread, and the stability and reliability of its performance are directly related to the operation efficiency and safety of the vehicle. However, the complexity and high integration of the AMT system pose significant challenges to its fault diagnosis. In particular, as a key factor affecting the smoothness and accuracy of AMT gear selection and shifting, the reliability of the numerical values of the air pressure sensor is of crucial importance.

[0003] Traditional AMT air pressure sensor testing methods have many deficiencies. On the one hand, although testing the air pressure sensor alone can verify its stability and numerical accuracy, this testing method is separated from the actual vehicle environment and cannot simulate the process of the TCU (Transmission Control Unit) receiving and processing sensor signals under the real vehicle state. Therefore, it is difficult to accurately evaluate the performance of the sensor in real applications. On the other hand, although real vehicle testing can simulate actual operating conditions, the testing process is complex, time-consuming, and has a high safety risk. At the same time, it requires a large number of test vehicles and personnel, resulting in high costs. Summary of the Invention

[0004] Aiming at the deficiencies in the prior art that when testing the air pressure sensor alone, it is impossible to observe the process of the TCU (automatic transmission control unit) receiving and processing sensor signals under the real vehicle state, making it difficult to accurately evaluate the performance of the sensor in real applications, while testing the air pressure sensor based on real vehicle testing can simulate actual operating conditions, but the testing process is complex, time-consuming, and has a high safety risk, the present invention provides a fault diagnosis system, method, terminal and storage medium for untrustworthy numerical values of an AMT air pressure sensor to solve the above technical problems.

[0005] In a first aspect, the present invention provides a fault diagnosis system for untrustworthy numerical values of an AMT air pressure sensor, based on a hardware-in-the-loop test system, including a TCU and an AMT actuator installed on a test bench of the hardware-in-the-loop test system, and a vehicle simulation model built based on Simulink running in the hardware-in-the-loop test system; Inject AMT air pressure sensor numerical values of different specifications into the input end of the vehicle simulation model. The output end of the vehicle simulation model is connected to the input end of the TCU, and the output end of the TCU is connected to the AMT actuator; A vehicle simulation model is used to simulate the operating conditions of the vehicle's AMT under the injected AMT air pressure sensor value and convert the injected AMT air pressure sensor value into a corresponding electrical characteristic value. A TCU is used to determine whether there is a fault that the AMT air pressure sensor value is not credible based on the received AMT simulation operating conditions and electrical characteristic values; if not, it drives the AMT actuator to operate; if so, it outputs a diagnosis result that the AMT air pressure sensor value is not credible.

[0006] A further improvement of this technical solution is that the vehicle simulation model includes a shift selector actuator operation logic module, a range selector actuator operation logic module, a shift actuator operation logic module, a clutch operation logic module, a valve opening acquisition module, a valve opening transmission module, and a gear position calculation module. The input ends of the shift selector actuator operation logic module, the range selector actuator operation logic module, the shift actuator operation logic module, and the clutch operation logic module are all injected with AMT air pressure sensor values of different specifications; the output ends of the shift selector actuator operation logic module, the range selector actuator operation logic module, and the shift actuator operation logic module are all connected to the input end of the valve opening acquisition module, the output end of the valve opening acquisition module is connected to the input ends of the valve opening transmission module and the gear position calculation module, and the output ends of the valve opening transmission module and the gear position calculation module are both connected to the input end of the TCU.

[0007] A further improvement of this technical solution is that the input ends of the shift selector actuator operation logic module, the range selector actuator operation logic module, the shift actuator operation logic module, and the clutch operation logic module are also injected with a pneumatic solenoid valve drive signal, the absolute temperature of the supplied gas, the ambient temperature of the hardware-in-the-loop test system, and the ambient atmospheric pressure of the hardware-in-the-loop test system.

[0008] In a second aspect, the present invention provides a method for diagnosing a fault that the AMT air pressure sensor value is not credible, based on a hardware-in-the-loop test system, including: Injecting AMT air pressure sensor values of different specifications into the input end of the vehicle simulation model. The vehicle simulation model simulates the operating conditions of the vehicle's AMT according to the received AMT air pressure sensor value and the relevant simulated values output by the hardware-in-the-loop test system, converts the injected AMT air pressure sensor value into a corresponding electrical characteristic value, and transmits the simulated AMT operating conditions and electrical characteristic values to the TCU. The TCU determines whether there is a fault that the AMT air pressure sensor value is not credible based on the received AMT simulation operating conditions and electrical characteristic values; if not, it drives the AMT actuator to operate; if so, it outputs a diagnosis result that the AMT air pressure sensor value is not credible.

[0009] A further improvement of this technical solution is that the relevant analog values output by the hardware-in-the-loop test system include the pneumatic solenoid valve drive signal value, the absolute temperature of the supply gas, the ambient temperature, and the ambient atmospheric pressure.

[0010] A further improvement of this technical solution is that the vehicle simulation model simulates the AMT operating conditions of the vehicle according to the received AMT air pressure sensor values and the relevant analog values output by the hardware-in-the-loop test system, converts the injected AMT air pressure sensor values into corresponding electrical characteristic values, and transmits the simulated AMT operating conditions and electrical characteristic values to the TCU. The specific method includes: The shift selector actuator operation logic module in the vehicle simulation model calculates the position of the pneumatic solenoid valve corresponding to the shift selector actuator according to the received AMT air pressure sensor value, pneumatic solenoid valve drive signal value, absolute temperature of the supply gas, ambient temperature, and ambient atmospheric pressure; The range selector actuator operation logic module in the vehicle simulation model calculates the position of the pneumatic solenoid valve corresponding to the range selector actuator according to the received AMT air pressure sensor value, pneumatic solenoid valve drive signal value, absolute temperature of the supply gas, ambient temperature, and ambient atmospheric pressure; The shift actuator operation logic module in the vehicle simulation model calculates the position of the pneumatic solenoid valve corresponding to the shift actuator according to the received AMT air pressure sensor value, pneumatic solenoid valve drive signal value, absolute temperature of the supply gas, ambient temperature, and ambient atmospheric pressure; The clutch operation logic module in the vehicle simulation model calculates the position of the cylinder corresponding to the clutch according to the received AMT air pressure sensor value, pneumatic solenoid valve drive signal value, absolute temperature of the supply gas, ambient temperature, and ambient atmospheric pressure, and transmits it to the TCU; The valve opening acquisition module in the vehicle simulation model acquires the positions of the pneumatic solenoid valves corresponding to the shift selector actuator, range selector actuator, and shift actuator, sends the acquired solenoid valve position information to the gear calculation module, and sends the acquired solenoid valve position information to the TCU through the valve opening transmission module; The gear calculation module calculates the target gear corresponding to the AMT actuator according to the received solenoid valve position information and transmits it to the TCU.

[0011] A further improvement of this technical solution is that the shift actuator operation logic module in the vehicle simulation model calculates the position of the pneumatic solenoid valve corresponding to the shift actuator according to the AMT air pressure sensor value, pneumatic solenoid valve drive signal value, absolute temperature of the supply gas, ambient temperature, and ambient atmospheric pressure received. The calculation formula is as follows: ; Wherein, is the actual opening degree of the pneumatic solenoid valve corresponding to the shift actuator; is the theoretical opening degree of the pneumatic solenoid valve corresponding to the shift actuator, and its calculation formula is: wherein, is the voltage of the pneumatic solenoid valve drive signal output by the hardware-in-the-loop test system, is the minimum value of the solenoid valve drive voltage, is the maximum value of the solenoid valve drive voltage; is the temperature compensation air pressure value, and its calculation formula is: wherein, is the AMT air pressure sensor value injected into the vehicle simulation model, is the absolute temperature of the supply gas simulated by the hardware-in-the-loop test system, is the standard reference temperature; is the ambient atmospheric pressure simulated by the hardware-in-the-loop test system; The range shift actuator operation logic module in the vehicle simulation model calculates the position of the pneumatic solenoid valve corresponding to the range shift actuator according to the AMT air pressure sensor value, pneumatic solenoid valve drive signal value, absolute temperature of the supply gas, ambient temperature, and ambient atmospheric pressure received. The calculation formula is as follows: ; Wherein, is the actual opening degree of the pneumatic solenoid valve corresponding to the range shift actuator; is the theoretical opening degree of the pneumatic solenoid valve corresponding to the range shift actuator, and its calculation formula is: , and are the weight coefficients of the drive signal and the compensation air pressure respectively; is the ambient temperature influence coefficient; is the ambient temperature simulated and output by the hardware-in-the-loop test system; The shift actuator operation logic module in the vehicle simulation model calculates the position of the pneumatic solenoid valve corresponding to the shift actuator according to the AMT air pressure sensor value, pneumatic solenoid valve drive signal value, absolute temperature of the supply gas, ambient temperature, and ambient atmospheric pressure received. The calculation formula is as follows: ; Wherein, is the actual opening degree of the pneumatic solenoid valve corresponding to the shift actuator; is the theoretical opening degree of the pneumatic solenoid valve corresponding to the shift actuator, and its calculation formula is: ; is the environmental temperature correction coefficient; The clutch operation logic module in the vehicle simulation model calculates the position of the cylinder corresponding to the clutch based on the AMT air pressure sensor value, the pneumatic solenoid valve drive signal value, the absolute temperature of the supplied gas, the environmental temperature, and the environmental atmospheric pressure. Its calculation formula is: ; Among them, is the actual opening degree of the pneumatic solenoid valve corresponding to the clutch; is the theoretical opening degree of the pneumatic solenoid valve corresponding to the clutch, and its calculation formula is: , and are the weight coefficients of the drive signal and the compensation air pressure respectively; is the environmental temperature influence coefficient; The gear calculation module calculates the target gear corresponding to the AMT actuator according to the received solenoid valve position information. Its calculation formula is: ; Among them, is the target gear corresponding to the AMT actuator; is the first coefficient of the linear mapping, which controls the proportional relationship between the coefficient product and the target gear; is the comprehensive solenoid valve position coefficient, which comprehensively reflects the influence degree of the solenoid valve positions of each actuator on the target gear. Its calculation formula is: Among them, , , are the weight coefficients of the shift selection, range gear, and pneumatic solenoid valve positions corresponding to the shift actuator respectively; is the air pressure correction coefficient, which is used to adjust the influence of air pressure change on the target gear. Its calculation formula is: Among them, is the standard air pressure value; is the first coefficient of the linear mapping, which is an offset used to adjust the starting position of the mapping.

[0012] A further improvement of this technical solution is that the TCU determines whether there is a fault in the AMT air pressure sensor value that is not credible based on the received AMT simulation operating conditions and electrical characteristic values. The specific method includes: The TCU determines whether the received electrical characteristic data conforms to the target gear output by the vehicle simulation model; If not, it is determined that there is a fault that the AMT air pressure sensor value is not credible, and the diagnosis result that the AMT air pressure sensor value is not credible is directly output; If so, it is determined that there is no fault that the AMT air pressure sensor value is not credible; and it is judged whether the AMT actuator can shift gears according to the received clutch corresponding cylinder position; If so, the TCU controls the AMT actuator to shift gears.

[0013] In a third aspect, the present invention provides a terminal, including: A processor and a memory, wherein, The memory is used to store a computer program, The processor is used to call and run the computer program from the memory, so that the terminal executes the method of the above terminal.

[0014] In a fourth aspect, the present invention provides a computer storage medium, and instructions are stored in the computer-readable storage medium. When it runs on a computer, the computer is enabled to execute the methods described in the above aspects.

[0015] The beneficial effect of the present invention is that the present invention adopts a hardware-in-the-loop test system, which closes the loop connection between a real TCU, an AMT actuator and a vehicle simulation model built based on Simulink to form a highly realistic dynamic test environment. Under this framework, the vehicle simulation model can, according to the injected air pressure sensor value and environmental parameters (such as pneumatic solenoid valve drive signal, gas temperature, ambient temperature and atmospheric pressure), real-time simulate the operating conditions of the AMT system (such as gear selection, gear shifting, clutch action), and convert the sensor value into the corresponding electrical characteristics. This design enables the TCU to receive and process sensor signals in a scenario close to the actual vehicle operation, so as to accurately judge whether the value is credible.

[0016] The TCU forms a multi-dimensional (gear selection, range gear, gear shifting and clutch position) sensor credibility verification logic by comparing the electrical characteristic data with the target gear output by the vehicle simulation model and combining the clutch cylinder position to judge the feasibility of gear shifting. If the electrical characteristic data does not match the target gear, it is directly determined that the sensor is not credible; if they match, the mechanical execution conditions are further verified to avoid system misoperation caused by misjudgment of a single signal. This dual verification mechanism effectively improves the accuracy of fault diagnosis and reduces the risks of missed judgment and misjudgment.

[0017] In addition, the design principle of the present invention is reliable, the structure is simple, and it has a very wide application prospect. Description of the Drawings

[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, for those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0019] Figure 1 It is a schematic block diagram of the AMT simulation part in the vehicle whole - vehicle simulation model.

[0020] Figure 2 It is a schematic block diagram of the electrical characteristic conversion part in the vehicle whole - vehicle simulation model.

[0021] Figure 3 It is a schematic flow chart of the method according to an embodiment of the present invention.

[0022] Figure 4 It is a schematic structural diagram of a terminal provided by an embodiment of the present invention.

[0023] 110 is the shift - selection actuator operation logic module, 120 is the range - shift actuator operation logic module, 130 is the shift - actuator operation logic module, 140 is the clutch operation logic module, 150 is the valve - opening degree acquisition module, 160 is the valve - opening degree transmission module, 170 is the gear - position calculation module, 181 is the AMT air - pressure sensor value, 182 is the pneumatic solenoid valve drive signal, 183 is the absolute temperature of the supplied gas, 184 is the ambient temperature, 185 is the ambient atmospheric pressure, 210 is the AMT air - pressure sensor value acquisition module, 220 is the electrical characteristic conversion module, and 230 is the electrical characteristic output module. Detailed implementation manners

[0024] To make the objectives, features, and advantages of the present invention more obvious and understandable, the following will clearly and completely describe the technical solutions in the present invention with reference to the drawings in the specific embodiments of the present invention. Obviously, the embodiments described below are only a part of the embodiments of the present invention, rather than all of them. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of this application.

[0025] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the technical field to which the present invention belongs. The terms used in the specification of the present invention herein are only for the purpose of describing specific embodiments, and are not intended to limit the present invention.

[0026] Such as Figure 1 And Figure 2As shown in the figure, the present invention provides a fault diagnosis system for untrustworthy AMT air pressure sensor values. Based on a hardware-in-the-loop test system, it includes a TCU and an AMT actuator installed on the test bench of the hardware-in-the-loop test system, and a vehicle simulation model built based on Simulink running in the hardware-in-the-loop test system. Different specifications of AMT air pressure sensor values are injected into the input end of the vehicle simulation model. The output end of the vehicle simulation model is connected to the input end of the TCU, and the output end of the TCU is connected to the AMT actuator. Among them, the vehicle simulation model is used to simulate the operating conditions of the vehicle AMT under this air pressure value according to the injected AMT air pressure sensor values, and convert the injected AMT air pressure sensor values into corresponding electrical characteristic values. The TCU is used to determine whether there is a fault of untrustworthy AMT air pressure sensor values according to the received AMT simulation operating conditions and electrical characteristic values. If not, it drives the AMT actuator to operate. If so, it outputs a diagnosis result of untrustworthy AMT air pressure sensor values.

[0027] Prepare the test bench, install the TCU and the AMT actuator on the test bench of the hardware-in-the-loop test system, and build the test system. In the hardware-in-the-loop test system, build a vehicle simulation model based on Simulink. The vehicle simulation model includes an AMT simulation part and an electrical characteristic conversion part. According to the characteristics of different specifications and different types of AMT air pressure sensors, adjust the relevant parameters in the vehicle simulation model, such as the sensor characteristic curve, the structural parameters of the automatic transmission, etc., so that it can accurately simulate the vehicle operating conditions.

[0028] Among them, the AMT simulation part in the vehicle simulation model includes a shift actuator operation logic module, a range shift actuator operation logic module, a shift actuator operation logic module, a clutch operation logic module, a valve opening acquisition module, a valve opening transmission module, and a gear calculation module.

[0029] Specifically, different specifications of AMT air pressure sensor values are injected into the input ends of the shift actuator operation logic module, the range shift actuator operation logic module, the shift actuator operation logic module, and the clutch operation logic module. The output ends of the shift actuator operation logic module, the range shift actuator operation logic module, and the shift actuator operation logic module are all connected to the input end of the valve opening acquisition module. The output end of the valve opening acquisition module is connected to the input ends of the valve opening transmission module and the gear calculation module. The output ends of the valve opening transmission module and the gear calculation module are both connected to the input end of the TCU.

[0030] In the AMT simulation part of the vehicle simulation model of the present invention, each module has a clear division of labor, and performs operations and analyzes on the gear selection actuator, range gear actuator, shift actuator, and clutch respectively. By inputting the simulated data of the hardware-in-the-loop test system and the AMT air pressure sensor values of different specifications and types, the working states of each actuator under different working conditions can be accurately simulated. This makes the test closer to the actual vehicle operation, provides a more accurate judgment basis for the TCU, and thus improves the accuracy of fault diagnosis. The collaborative work of the valve opening acquisition module, valve opening transmission module, and gear position calculation module integrates and processes the position information of each actuator. On the one hand, the solenoid valve position information is directly transmitted to the TCU to let the TCU understand the real-time state of each actuator; on the other hand, the target gear position is calculated through the gear position calculation module, further enriching the judgment information of the TCU. This comprehensive information integration helps the TCU to more comprehensively and accurately judge the credibility of the AMT air pressure sensor. Since each module can perform parallel operations, it can quickly process the input data and output the corresponding results. Compared with the traditional test method, this modular design greatly shortens the test time and improves the test efficiency. At the same time, during the diagnosis process, the parameters of each module can be adjusted and optimized as needed, further improving the flexibility and pertinence of the test. Through the accurate calculation and judgment of the positions of each actuator and the target gear position, it is ensured that the AMT system performs operations such as shifting only when reliable sensor data is received. This helps to avoid problems such as abnormal shifting and vehicle jitter caused by untrustworthy AMT sensor data, enhances the reliability and stability of the AMT system, and improves the overall performance and safety of the vehicle.

[0031] In addition, the electrical characteristic conversion part in the vehicle simulation model includes an AMT air pressure sensor value acquisition module, an electrical characteristic conversion module, and an electrical characteristic output module; the input end of the AMT air pressure sensor value acquisition module is connected to the AMT air pressure sensor value injection end, and the output end of the AMT air pressure sensor value acquisition module is sequentially connected to the input end of the TCU through the electrical characteristic conversion module and the electrical characteristic output module.

[0032] The electrical characteristic conversion module pre-stores the electrical characteristic conversion rules for this type of sensor. According to these rules, the air pressure value is converted into electrical characteristic data that meets the input requirements of the TCU. For example, 3 bar is converted into a corresponding voltage signal (assuming it is converted into 2 V). The converted electrical characteristic data enters the electrical characteristic output module, which further processes and integrates the data to enable stable transmission to the TCU. Finally, the TCU receives the converted and processed electrical characteristic data, and combines it with the operating condition information provided by the vehicle simulation model to determine whether there is a fault that the AMT air pressure sensor value is unreliable. If the TCU determines that the data matches the simulated operating conditions, the sensor is considered reliable, and the AMT actuator is driven to operate according to the corresponding instructions; if not, it is determined that the sensor is unreliable, and a diagnostic result of an unreliable fault is output.

[0033] Through the electrical characteristic conversion part, the present invention converts the physical quantity output by the AMT air pressure sensor into electrical characteristic data that is easy for the TCU to recognize and process. The TCU makes a comparison and judgment based on the converted electrical characteristic data and the information (target gear information) provided by the AMT simulation part in the vehicle simulation model, and can more accurately determine whether there is a fault that the AMT sensor value is unreliable, effectively avoiding misjudgment caused by mismatched sensor output data formats or interference, and improving the accuracy of fault diagnosis. In addition, different types of AMT air pressure sensors may have different output characteristics and electrical interfaces. The electrical characteristic conversion part can set corresponding conversion rules in the electrical characteristic conversion module according to the specific parameters of the sensor. This enables the diagnostic system to be compatible with a variety of different types of sensors, without the need for large-scale modification of the TCU or other test equipment, improving the versatility and flexibility of the diagnostic system, and reducing the R & D and test costs.

[0034] In addition, pneumatic solenoid valve drive signals 182, the absolute temperature of the supplied gas 183, the ambient temperature where the hardware-in-the-loop test system is located 184, and the ambient atmospheric pressure where the hardware-in-the-loop test system is located 185 are also injected into the input ends of the gear selection actuator operation logic module, the range gear actuator operation logic module, the shift actuator operation logic module, and the clutch operation logic module.

[0035] Start the test system. The vehicle simulation model calculates based on the AMT air pressure sensor values of different specifications received, the pneumatic solenoid valve drive signal values simulated and output by the hardware-in-the-loop test system, the absolute temperature of the supplied gas, the ambient temperature, and the ambient atmospheric pressure, etc. Through the operation of internal modules such as the gear selection actuator operation logic module and the range gear actuator operation logic module, it simulates the operating conditions of the vehicle and transmits the results to the TCU. The electrical characteristic conversion part performs electrical characteristic conversion on the injected AMT air pressure sensor values and also transmits the converted electrical characteristic data to the TCU. The TCU analyzes and judges the received simulation operating conditions and electrical characteristic data to determine whether there is a fault that the AMT air pressure sensor value is untrustworthy; if not, it drives the AMT actuator to operate; if so, it outputs the diagnostic result that the AMT air pressure sensor value is untrustworthy.

[0036] During the test, record information such as the judgment result of the TCU, the operating status of the AMT actuator, and the output data of the sensor. If it is found that the sensor is untrustworthy, the technical personnel further analyze the problem according to the test data, such as checking the installation position of the sensor and whether the electrical connection is normal, or optimizing and adjusting the parameters of the vehicle simulation model and the electrical characteristic conversion simulation model, and then conduct the test again until the sensor performance meets the requirements.

[0037] The present invention simulates the vehicle operating conditions through the vehicle simulation model, combines the electrical characteristic conversion part to perform electrical characteristic conversion on the sensor values, and provides a multi-dimensional judgment basis for the TCU. Based on the received simulation conditions and the converted electrical characteristic data, the TCU can accurately judge whether the AMT air pressure sensor value is trustworthy. Compared with the traditional method, it greatly improves the accuracy of fault diagnosis and effectively avoids the misoperation of the AMT system caused by sensor faults. This system has a high degree of integration. The hardware-in-the-loop test system and the simulation model work together, and can simulate various complex operating conditions in the laboratory environment without a large number of real vehicle tests. It can quickly test different sensors, greatly shorten the test cycle, improve the test efficiency, and reduce the R & D cost. In the AMT system, the air pressure sensor value directly affects the smoothness and accuracy of gear selection and shifting. This system ensures that the AMT actuator is only driven to operate when the sensor value is trustworthy, preventing abnormal shifting caused by incorrect sensor data, effectively improving the reliability and stability of the AMT system, and ensuring the safe and stable operation of the vehicle. Traditional real vehicle tests have safety risks brought by too high air pressure. This test system avoids the operators working in a high-pressure environment by simulating the air pressure sensor values, ensuring the personal safety of the test personnel and providing a safer environment for the AMT air pressure sensor test.

[0038] As Figure 3 shown, the present invention provides a method for diagnosing the fault that the AMT air pressure sensor value is untrustworthy, based on the hardware-in-the-loop test system, including: Step 310, injecting AMT air pressure sensor values ​​of different specifications into the input end of the vehicle simulation model; Step 320, the vehicle simulation model simulates the AMT operating condition of the vehicle according to the received AMT air pressure sensor value and the related simulation value output by the hardware-in-the-loop test system, converts the injected AMT air pressure sensor value into a corresponding electrical characteristic value, and transmits the simulated AMT operating condition and electrical characteristic value to the TCU; Step 330, the TCU determines whether there is an unreliable fault of the AMT air pressure sensor value according to the received AMT simulation operating condition and electrical characteristic value; if not, go to step 340; if yes, go to step 350; Step 340, driving the AMT actuator to operate; Step 350, outputting the diagnosis result that the AMT air pressure sensor value is unreliable.

[0039] Among them, the relevant analog values ​​output by the hardware-in-the-loop test system include the pneumatic solenoid valve drive signal value, the absolute temperature of the supply gas, the ambient temperature and the ambient atmospheric pressure.

[0040] The present invention inputs the AMT pressure sensor value into the AMT simulation part and the electrical characteristic conversion part in the whole vehicle simulation model respectively, and then the TCU makes a judgment based on the two aspects of data, which greatly improves the accuracy of the AMT pressure sensor fault diagnosis. Traditional testing methods are difficult to comprehensively consider multiple factors and are prone to misjudgment. In this method, the TCU analyzes the rationality of the sensor data from multiple dimensions based on the simulated operating conditions and electrical characteristic data, and can accurately identify unreliable sensor values, avoid AMT system abnormalities caused by sensor failures, and ensure vehicle operation safety. The whole vehicle simulation model combines the pneumatic solenoid valve drive signal value 182, the absolute temperature 183 of the supply gas, the ambient temperature 184, and the ambient atmospheric pressure 185 output by the hardware-in-the-loop test system to simulate the vehicle operating conditions, so that the test environment is highly close to the real vehicle state. This makes the TCU's judgment in the diagnosis process more in line with actual applications. Compared with the situation where the sensor is tested separately out of the real vehicle environment, it can more accurately evaluate the performance of the sensor in the real vehicle, providing a reliable basis for the optimization and improvement of the sensor. This diagnostic method is highly integrated and based on the collaborative work of simulation models and test systems, without relying on a large number of real vehicles for test diagnosis. In a laboratory environment, it is possible to quickly simulate a variety of complex working conditions to diagnose sensor values, reducing the vehicle and manpower required for test diagnosis, greatly shortening the test cycle, improving diagnostic efficiency, and accelerating the development of the AMT system.

[0041] Specifically, the vehicle simulation model simulates the AMT operating conditions of the vehicle based on the received AMT air pressure sensor values and relevant simulation values output by the hardware-in-the-loop test system, converts the injected AMT air pressure sensor values into corresponding electrical characteristic values, and transmits the simulated AMT operating conditions and electrical characteristic values to the TCU. The specific method includes: S321. The shift actuator operation logic module in the vehicle simulation model calculates the position of the pneumatic solenoid valve corresponding to the shift actuator according to the received AMT air pressure sensor value, pneumatic solenoid valve drive signal value, absolute temperature of the supply gas, ambient temperature, and ambient atmospheric pressure; S322. The range actuator operation logic module in the vehicle simulation model calculates the position of the pneumatic solenoid valve corresponding to the range actuator according to the received AMT air pressure sensor value, pneumatic solenoid valve drive signal value, absolute temperature of the supply gas, ambient temperature, and ambient atmospheric pressure; S323. The shift actuator operation logic module in the vehicle simulation model calculates the position of the pneumatic solenoid valve corresponding to the shift actuator according to the received AMT air pressure sensor value, pneumatic solenoid valve drive signal value, absolute temperature of the supply gas, ambient temperature, and ambient atmospheric pressure; S324. The clutch operation logic module in the vehicle simulation model calculates the position of the cylinder corresponding to the clutch according to the received AMT air pressure sensor value, pneumatic solenoid valve drive signal value, absolute temperature of the supply gas, ambient temperature, and ambient atmospheric pressure, and transmits it to the TCU; S325. The valve opening acquisition module in the vehicle simulation model acquires the positions of the pneumatic solenoid valves corresponding to the shift actuator, range actuator, and shift actuator, sends the acquired solenoid valve position information to the gear calculation module, and sends the acquired solenoid valve position information to the TCU through the valve opening transmission module; S326. The gear calculation module calculates the target gear corresponding to the AMT actuator according to the received solenoid valve position information and transmits it to the TCU.

[0042] Furthermore, the shift actuator operation logic module in the vehicle simulation model calculates the position of the pneumatic solenoid valve corresponding to the shift actuator according to the received AMT air pressure sensor value, pneumatic solenoid valve drive signal value, absolute temperature of the supply gas, ambient temperature, and ambient atmospheric pressure. The calculation formula is: ; Wherein, is the actual opening of the pneumatic solenoid valve corresponding to the shift actuator; is the theoretical opening of the pneumatic solenoid valve corresponding to the shift actuator, and its calculation formula is: , wherein, is the voltage of the pneumatic solenoid valve drive signal output by the hardware-in-the-loop test system, is the minimum value of the solenoid valve drive voltage, is the maximum value of the solenoid valve drive voltage; is the temperature-compensated air pressure value, and its calculation formula is: , where is the AMT air pressure sensor value injected into the vehicle simulation model, is the absolute temperature of the supply gas simulated by the hardware-in-the-loop test system, is the standard reference temperature; is the ambient atmospheric pressure simulated by the hardware-in-the-loop test system.

[0043] The range gear actuator operation logic module in the vehicle simulation model calculates the position of the pneumatic solenoid valve corresponding to the range gear actuator based on the received AMT air pressure sensor value, pneumatic solenoid valve drive signal value, absolute temperature of the supply gas, ambient temperature, and ambient atmospheric pressure. Its calculation formula is: ; where is the actual opening of the pneumatic solenoid valve corresponding to the range gear actuator; is the theoretical opening of the pneumatic solenoid valve corresponding to the range gear actuator, and its calculation formula is: , and are the weight coefficients of the drive signal and the compensated air pressure respectively; is the ambient temperature influence coefficient; is the ambient temperature simulated and output by the hardware-in-the-loop test system.

[0044] The shift actuator operation logic module in the vehicle simulation model calculates the position of the pneumatic solenoid valve corresponding to the shift actuator based on the received AMT air pressure sensor value, pneumatic solenoid valve drive signal value, absolute temperature of the supply gas, ambient temperature, and ambient atmospheric pressure. Its calculation formula is: ; where is the actual opening of the pneumatic solenoid valve corresponding to the shift actuator; is the theoretical opening of the pneumatic solenoid valve corresponding to the shift actuator, and its calculation formula is: ; is the ambient temperature correction coefficient.

[0045] The clutch operation logic module in the vehicle simulation model calculates the position of the cylinder corresponding to the clutch based on the received AMT air pressure sensor value, pneumatic solenoid valve drive signal value, absolute temperature of the supply gas, ambient temperature, and ambient atmospheric pressure. Its calculation formula is: ; wherein, is the actual opening of the pneumatic solenoid valve corresponding to the clutch; is the theoretical opening of the pneumatic solenoid valve corresponding to the clutch, and its calculation formula is: , and are the weight coefficients of the drive signal and the compensation air pressure respectively; is the environmental temperature influence coefficient.

[0046] The gear calculation module calculates the target gear corresponding to the AMT actuator according to the received solenoid valve position information, and its calculation formula is: ; wherein, is the target gear corresponding to the AMT actuator; is the first coefficient of the linear mapping, which controls the proportional relationship between the coefficient product and the target gear; is the comprehensive solenoid valve position coefficient, which comprehensively reflects the influence degree of the solenoid valve positions of each actuator on the target gear, and its calculation formula is: , wherein, , , are the weight coefficients of the pneumatic solenoid valve positions corresponding to the gear selection, range gear, and shift actuator respectively; is the air pressure correction coefficient, which is used to adjust the influence of air pressure change on the target gear, and its calculation formula is: , wherein, is the standard air pressure value; is the first coefficient of the linear mapping, which is an offset used to adjust the starting position of the mapping.

[0047] The present invention eliminates the virtual increase influence of the high temperature environment on the air pressure value through the temperature compensation formula, ensuring that the simulated air pressure is consistent with the actual physical law; and combines the ambient atmospheric pressure to correct the opening, avoiding misoperation of the actuator caused by air pressure difference; by normalizing the drive signal, ensuring the linear correspondence between the electrical instruction and the mechanical action, improving the control accuracy; by using the weight coefficient to balance the influence of the drive signal and the air pressure on the opening, adapting to complex working conditions; by introducing the air pressure change rate correction term into the actual opening formula, preventing misjudgment caused by sudden air pressure fluctuations.

[0048] Through the multi-physical field parameter fusion modeling, the present invention significantly improves the robustness of the solenoid valve opening calculation of the shift actuator, the solenoid valve opening calculation of the range actuator, the solenoid valve opening calculation of the shift actuator, and the position calculation of the corresponding cylinder of the clutch. The temperature compensation mechanism effectively eliminates the interference of the environmental heat source on the air pressure sensor value, avoiding abnormal shifting caused by signal drift in high-temperature scenarios; the environmental atmospheric pressure dynamic calibration function ensures the control consistency in different altitude regions and expands the regional applicability of the system. The collaborative optimization of the drive signal and the air pressure parameter enables the TCU to accurately identify the credibility of the sensor value under complex working conditions, providing a systematic guarantee for the reliability of the AMT system.

[0049] The TCU determines whether there is a fault of untrustworthy AMT air pressure sensor value according to the received AMT simulation operation conditions and electrical characteristic values. The specific method includes: S331. The TCU determines whether the received electrical characteristic data conforms to the target gear position output by the vehicle simulation model. If not, it goes to S332; if so, it goes to S333; S332. Determine that there is a fault of untrustworthy AMT air pressure sensor value and directly output the diagnostic result of untrustworthy AMT air pressure sensor value; S333. Determine that there is no fault of untrustworthy AMT air pressure sensor value; and determine whether the AMT actuator can shift gears according to the received position of the corresponding cylinder of the clutch. If so, it goes to S334; S334. The TCU controls the AMT actuator to shift gears.

[0050] By comparing the electrical characteristic data with the target gear position output by the vehicle simulation model, the present invention can accurately determine whether there is an untrustworthy AMT air pressure sensor value. This multi-dimensional judgment method effectively reduces misjudgment and improves the accuracy of fault diagnosis compared with a single judgment basis, ensuring the operation of the AMT system under reliable sensor data. After determining that the sensor is trustworthy, further determine whether it can shift gears according to the position of the corresponding cylinder of the clutch, avoiding shifting gears at inappropriate times, preventing impact and damage to the vehicle transmission system, ensuring the safety and stability of the shifting process, and extending the service life of the AMT system.

[0051] Figure 4 FIG. 400 is a schematic structural diagram of a terminal 400 provided by an embodiment of the present invention. The terminal 400 can be used to execute the untrustworthy test method of the AMT air pressure sensor provided by the embodiment of the present invention.

[0052] Among them, the terminal 400 may include: a processor 410, a memory 420, and a communication module 430. These components communicate through one or more buses. Those skilled in the art can understand that the structure of the server shown in the figure does not constitute a limitation to the present invention. It can be a bus structure, a star structure, and may also include more or fewer components than shown in the figure, or combine certain components, or have different component arrangements.

[0053] Among them, the memory 420 can be used to store the execution instructions of the processor 410. The memory 420 can be implemented by any type of volatile or non-volatile storage terminal or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk, or optical disk. When the execution instructions in the memory 420 are executed by the processor 410, the terminal 400 can execute some or all of the steps in the above method embodiments.

[0054] The processor 410 is the control center of the storage terminal, connecting various parts of the entire electronic terminal through various interfaces and lines. By running or executing software programs and / or modules stored in the memory 420, and calling the data stored in the memory, it executes various functions of the electronic terminal and / or processes data. The processor may be composed of an integrated circuit (IC). For example, it may be composed of a single packaged IC, or may be composed of multiple packaged ICs with the same or different functions connected together. For example, the processor 410 may only include a central processing unit (CPU). In the embodiment of the present invention, the CPU may be a single operation core or may include multiple operation cores.

[0055] The communication module 430 is used to establish a communication channel, so that the storage terminal can communicate with other terminals. It receives user data sent by other terminals or sends user data to other terminals.

[0056] The present invention also provides a computer storage medium. Among them, the computer storage medium can store a program, and when the program is executed, it can include some or all of the steps in the various embodiments provided by the present invention. The storage medium may be a magnetic disk, an optical disk, a read-only memory (ROM), or a random access memory (RAM), etc.

[0057] Those skilled in the art can clearly understand that the technology in the embodiments of the present invention can be implemented by means of software plus a necessary general hardware platform. Based on such an understanding, the technical solutions in the embodiments of the present invention, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disc, etc., various media that can store program codes, including several instructions to enable a computer terminal (which can be a personal computer, a server, or a second terminal, a network terminal, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention.

[0058] For the same or similar parts among the various embodiments in this specification, reference can be made to each other. In particular, for the terminal embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and for the relevant parts, reference can be made to the descriptions in the method embodiments.

[0059] In the several embodiments provided by the present invention, it should be understood that the disclosed systems and methods can be implemented in other ways. For example, the system embodiments described above are only illustrative. For example, the division of the modules is only a logical function division. In actual implementation, there may be other division methods. For example, multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed coupling or direct coupling or communication connection between each other can be through some interfaces. The indirect coupling or communication connection of the system or module can be in an electrical, mechanical or other form.

[0060] The modules described as separate components may or may not be physically separated. The components displayed as modules may or may not be physical modules, that is, they can be located in one place, or they can be distributed to multiple network modules. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0061] In addition, in each embodiment of the present invention, the functional modules can be integrated in a processing module, or each module can exist physically alone, or two or more modules can be integrated in one module.

[0062] Although the present invention has been described in detail by reference to the accompanying drawings and in conjunction with the preferred embodiments, the present invention is not limited thereto. Without departing from the spirit and essence of the present invention, those of ordinary skill in the art can make various equivalent modifications or substitutions to the embodiments of the present invention, and all such modifications or substitutions should be within the scope of the present invention / Any person skilled in the art within the technical scope disclosed by the present invention can easily conceive of changes or substitutions, which should all be covered by the protection scope of the present invention.

Claims

1. An AMT air pressure sensor numerical untrustworthy fault diagnosis system, based on a hardware-in-the-loop test system, is characterized in that It includes a TCU and an AMT actuator installed on the test bench of a hardware-in-the-loop test system, as well as a vehicle simulation model built based on Simulink running in the hardware-in-the-loop test system; Inject AMT air pressure sensor values of different specifications into the input end of the vehicle simulation model. The output end of the vehicle simulation model is connected to the input end of the TCU, and the output end of the TCU is connected to the AMT actuator; The vehicle simulation model is used to simulate the operating conditions of the vehicle's AMT under this air pressure value according to the injected AMT air pressure sensor values, and convert the injected AMT air pressure sensor values into corresponding electrical characteristic values; The TCU is used to determine whether there is a fault that the AMT air pressure sensor value is not credible based on the received AMT simulation operating conditions and electrical characteristic values; If not, drive the AMT actuator to operate; if so, output the diagnosis result that the AMT air pressure sensor value is not credible.

2. The AMT air pressure sensor numerical value untrustworthy fault diagnosis system according to claim 1, characterized in that The vehicle simulation model includes a gear selection actuator operation logic module, a range gear actuator operation logic module, a shift actuator operation logic module, a clutch operation logic module, a valve opening acquisition module, a valve opening transmission module, and a gear calculation module; AMT air pressure sensor values of different specifications are injected into the input ends of the gear selection actuator operation logic module, the range gear actuator operation logic module, the shift actuator operation logic module, and the clutch operation logic module. The output ends of the gear selection actuator operation logic module, the range gear actuator operation logic module, and the shift actuator operation logic module are all connected to the input end of the valve opening acquisition module. The output end of the valve opening acquisition module is connected to the input ends of the valve opening transmission module and the gear calculation module. The output ends of the valve opening transmission module and the gear calculation module are both connected to the input end of the TCU.

3. The AMT air pressure sensor numerical value untrustworthy fault diagnosis system according to claim 2, characterized in that, Pneumatic solenoid valve drive signals, the absolute temperature of the supplied gas, the ambient temperature of the hardware-in-the-loop test system, and the ambient atmospheric pressure of the hardware-in-the-loop test system are also injected into the input ends of the gear selection actuator operation logic module, the range gear actuator operation logic module, the shift actuator operation logic module, and the clutch operation logic module.

4. A method for diagnosing the fault of untrustworthy numerical value of an AMT air pressure sensor, based on a hardware-in-the-loop test system, is characterized in that, It includes: Inject AMT air pressure sensor values of different specifications into the input end of the vehicle simulation model; The vehicle simulation model simulates the AMT operating conditions of the vehicle according to the received AMT air pressure sensor values and the relevant simulation values output by the hardware-in-the-loop test system, converts the injected AMT air pressure sensor values into corresponding electrical characteristic values, and transmits the simulated AMT operating conditions and electrical characteristic values to the TCU; The TCU determines whether there is a fault that the AMT air pressure sensor value is not credible based on the received AMT simulation operating conditions and electrical characteristic values; If not, drive the AMT actuator to operate; if so, output the diagnosis result that the AMT air pressure sensor value is not credible.

5. The method for diagnosing the fault of untrustworthy numerical value of the AMT air pressure sensor according to claim 4, characterized in that, The relevant simulation values output by the hardware-in-the-loop test system include pneumatic solenoid valve drive signal values, the absolute temperature of the supplied gas, the ambient temperature, and the ambient atmospheric pressure.

6. The AMT air pressure sensor numerical value unbelievability fault diagnosis method according to claim 5, characterized in that The vehicle simulation model simulates the AMT operating conditions of the vehicle based on the received AMT air pressure sensor values and the relevant simulation values output by the hardware-in-the-loop test system, converts the injected AMT air pressure sensor values into corresponding electrical characteristic values, and transmits the simulated AMT operating conditions and electrical characteristic values to the TCU. The specific method includes: The shift actuator operation logic module in the vehicle simulation model calculates the position of the pneumatic solenoid valve corresponding to the shift actuator according to the received AMT air pressure sensor value, pneumatic solenoid valve drive signal value, absolute temperature of the supply gas, ambient temperature, and ambient atmospheric pressure; The range shift actuator operation logic module in the vehicle simulation model calculates the position of the pneumatic solenoid valve corresponding to the range shift actuator according to the received AMT air pressure sensor value, pneumatic solenoid valve drive signal value, absolute temperature of the supply gas, ambient temperature, and ambient atmospheric pressure; The shift actuator operation logic module in the vehicle simulation model calculates the position of the pneumatic solenoid valve corresponding to the shift actuator according to the received AMT air pressure sensor value, pneumatic solenoid valve drive signal value, absolute temperature of the supply gas, ambient temperature, and ambient atmospheric pressure; The clutch operation logic module in the vehicle simulation model calculates the position of the cylinder corresponding to the clutch according to the received AMT air pressure sensor value, pneumatic solenoid valve drive signal value, absolute temperature of the supply gas, ambient temperature, and ambient atmospheric pressure, and transmits it to the TCU; The valve opening acquisition module in the vehicle simulation model acquires the positions of the pneumatic solenoid valves corresponding to the shift actuator, range shift actuator, and shift actuator, sends the acquired solenoid valve position information to the gear calculation module, and sends the acquired solenoid valve position information to the TCU through the valve opening transmission module; The gear calculation module calculates the target gear corresponding to the AMT actuator according to the received solenoid valve position information and transmits it to the TCU.

7. The method for diagnosing the fault of untrustworthy AMT air pressure sensor value according to claim 6, characterized in that The formula for calculating the position of the pneumatic solenoid valve corresponding to the shift actuator is: ； Among them, is the actual opening degree of the pneumatic solenoid valve corresponding to the gear selection actuator; is the theoretical opening degree of the pneumatic solenoid valve corresponding to the gear selection actuator, and its calculation formula is: Among them, is the voltage of the pneumatic solenoid valve drive signal output by the hardware-in-the-loop test system, is the minimum value of the solenoid valve drive voltage, is the maximum value of the solenoid valve drive voltage; is the temperature compensation air pressure value, and its calculation formula is: Among them, is the AMT air pressure sensor value injected into the vehicle simulation model, is the absolute temperature of the supply gas simulated by the hardware-in-the-loop test system, is the standard reference temperature; is the ambient atmospheric pressure simulated by the hardware-in-the-loop test system; The formula for calculating the position of the pneumatic solenoid valve corresponding to the range shift actuator is: ； Among them, is the actual opening degree of the pneumatic solenoid valve corresponding to the range gear actuator; is the theoretical opening degree of the pneumatic solenoid valve corresponding to the range gear actuator, and its calculation formula is: , and are the weight coefficients of the drive signal and the compensation air pressure respectively; is the environmental temperature influence coefficient; is the environmental temperature simulated and output by the hardware-in-the-loop test system; The formula for calculating the position of the pneumatic solenoid valve corresponding to the shift actuator is: ； Among them, is the actual opening degree of the pneumatic solenoid valve corresponding to the shift actuator; is the theoretical opening degree of the pneumatic solenoid valve corresponding to the shift actuator, and its calculation formula is: ; is the environmental temperature correction coefficient; The formula for calculating the position of the pneumatic solenoid valve corresponding to the clutch is: ； Among them, is the actual opening degree of the pneumatic solenoid valve corresponding to the clutch; is the theoretical opening degree of the pneumatic solenoid valve corresponding to the clutch, and its calculation formula is: , and are the weight coefficients of the drive signal and the compensation air pressure respectively; is the environmental temperature influence coefficient; The formula for calculating the target gear corresponding to the AMT actuator is: ； Among them, is the target gear position corresponding to the AMT actuator; is the first coefficient of the linear mapping, which controls the proportional relationship between the coefficient product and the target gear position; is the integrated solenoid valve position coefficient, which comprehensively reflects the influence degree of the solenoid valve positions of each actuator on the target gear position. Its calculation formula is: , where , , are the weight coefficients corresponding to the pneumatic solenoid valve positions of the gear selector, range selector, and shift actuator respectively; is the air pressure correction coefficient, which is used to adjust the influence of air pressure change on the target gear position. Its calculation formula is: , where is the standard air pressure value; is the first coefficient of the linear mapping, which is an offset used to adjust the starting position of the mapping.

8. The method for diagnosing the fault of untrustworthy numerical value of the AMT air pressure sensor according to claim 6, characterized in that The TCU determines whether there is a fault that the AMT air pressure sensor value is not credible according to the received AMT simulation operating conditions and electrical characteristic values. The specific method includes: The TCU determines whether the received electrical characteristic data conforms to the target gear output by the vehicle simulation model; If not, it is determined that there is a fault that the AMT air pressure sensor value is not credible, and the diagnosis result that the AMT air pressure sensor value is not credible is directly output; If so, it is determined that there is no fault that the AMT air pressure sensor value is not credible; and it is determined whether the AMT actuator can shift gears according to the received position of the cylinder corresponding to the clutch; If so, the TCU controls the AMT actuator to shift gears.

9. A terminal, characterized in that, Including: A processor; A memory for storing the execution instructions of the processor; Wherein, the processor is configured to execute the method according to any one of claims 4-8.

10. A computer-readable storage medium storing a computer program, characterized in that, When executed by a processor, the program implements the method according to any one of claims 4-8.

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