Intermediate shaft brake fault diagnosis method, device and equipment and storage medium

Abstract

The invention discloses an intermediate shaft brake fault diagnosis method, device and equipment and a storage medium, and belongs to the technical field of fault diagnosis. The method comprises the steps that if the air pressure value is not smaller than the preset air pressure value, the clutch position is obtained, and whether the clutch position is not smaller than the clutch complete separation position or not is judged; if the clutch position is not smaller than the clutch complete separation position, an air inlet valve of an intermediate shaft brake is controlled to be opened and an exhaust valve is controlled to be closed; acquiring the speed reduction rate of the rotating speed of the intermediate shaft within the set time, the current air pressure value and the current oil temperature value; according to the current air pressure value and the current oil temperature value, a corresponding preset speed reduction rate is obtained through a speed reduction rate table; and the speed reduction rate of the rotating speed of the intermediate shaft is compared with a preset speed reduction rate, and if the speed reduction rate of the rotating speed of the intermediate shaft is not larger than the preset speed reduction rate, it is determined that a brake breaks down. According to the technical scheme, the interference of insufficient air pressure on fault diagnosis of the intermediate shaft brake is at least reduced, and the accuracy of fault diagnosis is improved.

Description

Technical Field

[0001] The embodiments of the present invention relate to the technical field of fault diagnosis, and in particular to a method, device, equipment and storage medium for diagnosing faults of an intermediate shaft brake. Background Art

[0002] With the improvement of people's requirements for the comfort of driving vehicles, commercial vehicles are gradually using automatic transmissions instead of manual transmissions to reduce the labor intensity of drivers. However, most commercial vehicles are equipped with an automated manual transmission (AMT). The AMT has the advantages of high transmission efficiency, low cost, good fuel economy, etc. Therefore, in recent years, the application of the AMT has become increasingly widespread.

[0003] In the field of AMT, during the gear shifting process of the transmission, when the main box of the transmission shifts from a low gear to a high gear, in order to quickly synchronize the rotational speeds of the gearshift gears of the transmission and further shorten the gear shifting time of the transmission, an intermediate shaft brake is required to brake the intermediate shaft. During the use of the AMT, the intermediate shaft brake of the AMT undergoes a time process of gradual wear until it is damaged. Once the intermediate shaft brake has an excessive wear failure, it will cause losses to people and property. When the intermediate shaft brake does not fail, only the maintenance frequency is judged based on the driver's experience, which poses a safety hazard.

[0004] The patent document (CN113266658B) discloses a method and a diagnosis system for diagnosing the failure of an intermediate shaft brake of a commercial vehicle. This method calibrates the braking impulse of the intermediate shaft brake of the transmission before the transmission leaves the factory, and calculates the total braking impulse life of the intermediate shaft brake through a plurality of different preset braking impulses of the calibrated intermediate shaft brake and the number of braking times at each preset braking impulse. During the actual operation of the transmission, the actual braking impulse of the intermediate shaft brake is monitored and compared with the preset braking impulse to judge whether the intermediate shaft brake fails. If the actual braking impulse is less than the preset braking impulse, it is considered that the intermediate shaft brake fails and an alarm is given. However, this method does not consider the interference caused by too low air pressure resulting in the actual braking impulse being less than the preset braking impulse, which is prone to false diagnosis, and the calculation of the braking impulse is biased towards theoretical calculation and does not consider the actual braking ability, which is prone to false diagnosis. Summary of the Invention

[0005] The embodiments of the present invention provide a method, device, equipment and storage medium for diagnosing faults of an intermediate shaft brake. By detecting the air pressure value in the transmission and using the engine idle speed to ensure that the air pressure value meets the normal working air pressure of the intermediate shaft brake when the air pressure value is insufficient, it is beneficial to eliminate the interference of insufficient air pressure on fault diagnosis and improve the accuracy of diagnosing faults of the intermediate shaft brake.

[0006] In a first aspect, an embodiment of the present invention provides a method for diagnosing faults in an intermediate shaft brake, which at least includes the following steps:

[0007] Obtain the air pressure value in the gearbox when the engine is idling.

[0008] If the air pressure value is not less than a preset air pressure value, obtain the clutch position and determine whether the clutch position is not less than the fully disengaged position of the clutch.

[0009] If the clutch position is not less than the fully disengaged position of the clutch, control the intake valve of the intermediate shaft brake to open and the exhaust valve to close.

[0010] Obtain the deceleration rate of the intermediate shaft speed within a set time, as well as the current air pressure value and the current oil temperature value.

[0011] According to the current air pressure value and the current oil temperature value, obtain the corresponding preset deceleration rate through a deceleration rate table.

[0012] Compare the deceleration rate of the intermediate shaft speed with the preset deceleration rate. If the deceleration rate of the intermediate shaft speed is not greater than the preset deceleration rate, it is determined that the brake has a fault.

[0013] Optionally, the obtaining of the air pressure value in the gearbox when the engine is idling specifically includes:

[0014] Obtain the engine speed.

[0015] If the engine speed is not less than the engine idle speed, maintain the engine at idle speed and obtain the first air pressure value in the gearbox.

[0016] If the first air pressure value is not less than the preset air pressure value, start the first timer.

[0017] At least after the first timer is not less than the first preset time, obtain the second air pressure value in the gearbox.

[0018] Determine the air pressure value according to the first air pressure value and the second air pressure value.

[0019] Optionally, after the step of if the engine speed is not less than the engine idle speed, maintain the engine at idle speed and obtain the first air pressure value in the gearbox, the method further includes:

[0020] If the first air pressure value is less than the preset air pressure value, continue to maintain the engine at idle speed and re-obtain the first air pressure value in the gearbox until the first air pressure value is not less than the preset air pressure value.

[0021] Optionally, after obtaining the air pressure value in the transmission when the engine is idling, the following steps are further included:

[0022] If the air pressure value is less than the preset air pressure value, continue to maintain the engine idling state and re-obtain the air pressure value in the transmission until the air pressure value is not less than the preset air pressure value.

[0023] Optionally, if the air pressure value is not less than the preset air pressure value, obtain the clutch position and determine whether the clutch position is not less than the fully disengaged position of the clutch. Specifically, it includes:

[0024] If the air pressure value is not less than the preset air pressure value, obtain the clutch position;

[0025] If the clutch position is greater than the engaged position of the clutch, control the clutch to engage and re-obtain the clutch position until the clutch position is not greater than the engaged position of the clutch;

[0026] If the clutch position is not greater than the engaged position of the clutch, control the clutch to disengage and re-obtain the clutch position, and continue to determine whether the clutch position is not less than the fully disengaged position of the clutch.

[0027] Optionally, after obtaining the clutch position when the air pressure value is not less than the preset air pressure value and determining whether the clutch position is not less than the fully disengaged position of the clutch, the following steps are further included:

[0028] If the clutch position is less than the fully disengaged position of the clutch, control the clutch to disengage and re-obtain the clutch position, and continue to determine whether the current clutch position is not less than the fully disengaged position of the clutch until the clutch position is not less than the fully disengaged position of the clutch.

[0029] Optionally, obtaining the deceleration rate of the intermediate shaft speed within the set time, as well as the current air pressure value and the current oil temperature value, specifically includes:

[0030] Obtain the first deceleration rate of the intermediate shaft speed within the set time and start a second timer;

[0031] At least after the second timer is not less than the second preset time, obtain the second deceleration rate of the intermediate shaft speed within the set time;

[0032] Determine the deceleration rate of the intermediate shaft speed according to the first deceleration rate and the second deceleration rate;

[0033] Obtain the current air pressure value and the current oil temperature value.

[0034] In a second aspect, an intermediate shaft brake fault diagnosis device provided by an embodiment of the present invention at least includes:

[0035] An air pressure acquisition module for acquiring the air pressure value in the transmission when the engine is idling.

[0036] A clutch position acquisition module for acquiring the clutch position when the air pressure value is not less than a preset air pressure value, and determining whether the clutch position is not less than the fully disengaged position of the clutch.

[0037] An air valve control module for controlling the intake valve of the intermediate shaft brake to open and the exhaust valve to close when the clutch position is not less than the fully disengaged position of the clutch.

[0038] A data extraction module for acquiring the deceleration rate of the intermediate shaft speed within a set time, as well as the current air pressure value and the current oil temperature value.

[0039] A table extraction module for obtaining a corresponding preset deceleration rate through a deceleration rate table according to the current air pressure value and the current oil temperature value.

[0040] A fault judgment module for comparing the deceleration rate of the intermediate shaft speed with the preset deceleration rate, and determining that the brake fails when the deceleration rate of the intermediate shaft speed is not greater than the preset deceleration rate.

[0041] In a third aspect, an electronic device provided by an embodiment of the present invention includes a processor and a memory, and the memory stores computer-readable instructions, which, when executed by the processor, run the steps in the intermediate shaft brake fault diagnosis method described in the first aspect.

[0042] In a fourth aspect, a computer-readable storage medium provided by an embodiment of the present invention stores a computer program, and when the program is executed by a processor, it implements the steps in the intermediate shaft brake fault diagnosis method described in the first aspect.

[0043] For the technical solution provided by the embodiment of the present invention, first, the air pressure value in the transmission when the engine is idling is acquired; second, if the air pressure value is not less than the preset air pressure value, the clutch position is acquired, and it is determined whether the clutch position is not less than the fully disengaged position of the clutch; third, if the clutch position is not less than the fully disengaged position of the clutch, the intake valve of the intermediate shaft brake is controlled to open and the exhaust valve to close; further, the deceleration rate of the intermediate shaft speed within a set time, as well as the current air pressure value and the current oil temperature value are acquired; then, a corresponding preset deceleration rate is obtained through a deceleration rate table according to the current air pressure value and the current oil temperature value; finally, the deceleration rate of the intermediate shaft speed is compared with the preset deceleration rate, and if the deceleration rate of the intermediate shaft speed is not greater than the preset deceleration rate, it is determined that the brake fails.

[0044] In summary, on the one hand, in the embodiment of the present invention, by monitoring the air source pressure, when the air source pressure is insufficient, the engine idle speed is used to ensure that the air source pressure meets the normal working pressure of the intermediate shaft brake, which is beneficial to eliminating the interference of insufficient pressure on fault diagnosis and improving the accuracy of intermediate shaft brake fault diagnosis; on the other hand, the present application determines the corresponding preset deceleration rate in the current scenario by obtaining the oil temperature and air pressure value at the current moment and using the oil temperature and air pressure value as inputs to look up a table, making the intermediate shaft brake fault diagnosis method more accurate and reliable. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0046] Figure 1 It is a flowchart of a method for diagnosing faults of an intermediate shaft brake provided by an embodiment of the present invention;

[0047] Figure 2 It is a flowchart of another method for diagnosing faults of an intermediate shaft brake provided by an embodiment of the present invention;

[0048] Figure 3 It is a flowchart of yet another method for diagnosing faults of an intermediate shaft brake provided by an embodiment of the present invention;

[0049] Figure 4 It is a schematic structural diagram of a device for diagnosing faults of an intermediate shaft brake provided by an embodiment of the present invention;

[0050] Figure 5 It is a schematic structural diagram of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0051] In order to make the objectives, technical solutions, and advantages of the present application clearer, the following will further describe the present application in detail with reference to the drawings. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present application.

[0052] The terms used in the embodiments of this application are for the purpose of describing specific embodiments only and are not intended to limit this application. The singular forms "a", "the", and "said" used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly dictates otherwise. "Plural" generally includes at least two.

[0053] It should be understood that the term "and / or" used herein is merely a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. Additionally, the character " / " herein generally indicates that the associated objects before and after are in an "or" relationship.

[0054] It should be understood that although terms such as first, second, and third may be used in the embodiments of this application for description, these descriptions should not be limited to these terms. These terms are only used to distinguish the descriptions. For example, without departing from the scope of the embodiments of this application, the first can also be called the second, and similarly, the second can also be called the first.

[0055] Depending on the context, the words "if", "when" as used herein can be interpreted as "when...", "while...", "in response to determining", or "in response to detecting". Similarly, depending on the context, the phrase "if determined" or "if detected (stated condition or event)" can be interpreted as "when determined", "in response to determining", "when detecting (stated condition or event)", or "in response to detecting (stated condition or event)".

[0056] It should also be noted that the term "comprising", "including", or any other variant thereof is intended to cover non-exclusive inclusion, such that a commodity or device comprising a series of elements not only includes those elements but also includes other elements not explicitly listed, or further includes elements inherent to such commodity or device. Without further limitation, an element defined by the statement "comprising one..." does not exclude the existence of additional identical elements in the commodity or device comprising said element.

[0057] In particular, it should be noted that symbols and / or numbers in the specification that are not marked in the figure description are not figure labels.

[0058] Figure 1 is a flowchart of a method for diagnosing intermediate shaft brake faults provided by an embodiment of the present invention. This embodiment is at least applicable to the diagnostic scenario of the intermediate shaft brake. This fault diagnosis method can be, but is not limited to, executed by the intermediate shaft brake fault diagnosis device in the embodiments of the present invention as the execution subject, and this execution subject can be implemented in a software and / or hardware manner. As Figure 1As shown, the method for diagnosing faults in the intermediate shaft brake at least includes the following steps:

[0059] S1. Obtain the air pressure value inside the transmission when the engine is running at idle speed.

[0060] Among them, the state of the engine running at idle speed refers to the state where the engine runs at the lowest stable speed under no-load conditions. The air pressure value of the transmission can be obtained through an air pressure sensor.

[0061] S2. If the air pressure value is not less than the preset air pressure value, obtain the clutch position and determine whether the clutch position is not less than the fully disengaged position of the clutch.

[0062] Among them, the preset air pressure value can be obtained through pre-tests and can represent the air pressure value inside the transmission when the transmission is working normally. The position of the clutch can be obtained through a displacement sensor. The fully disengaged position of the clutch refers to the state where the clutch disc is completely disengaged from the flywheel when the clutch pedal is depressed to the bottom.

[0063] S3. If the clutch position is not less than the fully disengaged position of the clutch, control the intake valve of the intermediate shaft brake to open and the exhaust valve to close.

[0064] Among them, controlling the intake valve of the brake to open and the exhaust valve to close is to ensure the normal operation of the brake.

[0065] S4. Obtain the deceleration rate of the intermediate shaft speed within a set time, as well as the current air pressure value and the current oil temperature value.

[0066] Among them, an example of calculating the deceleration rate of the intermediate shaft speed can be: at a certain starting timing moment, the initial speed of the intermediate shaft speed is 1000 rps, and after the timing ends, the intermediate shaft speed is 800 rps. At this time, the deceleration rate of the intermediate shaft speed is 20%. The current oil temperature value specifically refers to the oil temperature value of the transmission oil inside the transmission at the current moment, which can be obtained through an oil temperature sensor installed inside the transmission.

[0067] S5. According to the current air pressure value and the current oil temperature value, obtain the corresponding preset deceleration rate through a deceleration rate table.

[0068] Among them, the deceleration rate table can be obtained through pre-tests. The independent variables in the deceleration rate table are the oil temperature and the air pressure value, and the content calibrated in the calibration table (i.e., the dependent variable) is the deceleration rate. Any combination of an air pressure value and an oil temperature can determine a unique deceleration rate.

[0069] S6. Compare the deceleration rate of the intermediate shaft speed with the preset deceleration rate. If the deceleration rate of the intermediate shaft speed is not greater than the preset deceleration rate, it is determined that the brake has a fault.

[0070] For the technical solution provided in this embodiment, first, obtain the air pressure value inside the transmission when the engine is idling. Second, if the air pressure value is not less than the preset air pressure value, obtain the clutch position and determine whether the clutch position is not less than the fully disengaged position of the clutch. Third, if the clutch position is not less than the fully disengaged position of the clutch, control the intake valve of the countershaft brake to open and the exhaust valve to close. Further, obtain the deceleration rate of the countershaft speed within a set time, as well as the current air pressure value and the current oil temperature value. Then, according to the current air pressure value and the current oil temperature value, obtain the corresponding preset deceleration rate through the deceleration rate table. Finally, compare the deceleration rate of the countershaft speed with the preset deceleration rate. If the deceleration rate of the countershaft speed is not greater than the preset deceleration rate, it is determined that the brake has a fault.

[0071] In summary, on the one hand, this embodiment detects the air pressure value inside the transmission, and when the air pressure value is insufficient, uses the engine idle speed to ensure that the air pressure value meets the normal working air pressure of the countershaft brake, which helps to eliminate the interference of insufficient air pressure on fault diagnosis and improve the accuracy of countershaft brake fault diagnosis. On the other hand, this embodiment obtains the oil temperature and air pressure value at the current moment, and uses the oil temperature and air pressure value as inputs to determine the corresponding preset deceleration rate in the current scenario by looking up a table, making the countershaft brake fault diagnosis method more accurate and reliable.

[0072] Based on the above embodiment or implementation manner, Figure 2 is a flowchart of another countershaft brake fault diagnosis method provided by an embodiment of the present invention. This embodiment is added and refined based on the above embodiment. As Figure 2 shown, the countershaft brake fault diagnosis method at least includes the following steps:

[0073] S11. Obtain the engine speed.

[0074] Among them, the engine speed can be obtained by the Transmission Control Unit (TCU) communicating with the engine through the Controller Area Network (CAN) bus. It can be known that if the engine speed is less than the preset engine idle speed, it means that the engine has not started. At this time, start the engine and use the automatic transmission control unit to communicate with the engine through the controller area network to continuously obtain the engine speed until the engine speed is not less than the engine idle speed. The preset engine idle speed specifically refers to the engine speed when the engine is idling under normal circumstances.

[0075] S12. If the engine speed is not less than the engine idle speed, maintain the engine idle running state and obtain the first air pressure value inside the transmission.

[0076] S13. If the first air pressure value is less than the preset air pressure value, continue to keep the engine running at idle speed and re-obtain the first air pressure value in the gearbox until the first air pressure value is not less than the preset air pressure value.

[0077] S14. If the first air pressure value is not less than the preset air pressure value, start the first timer.

[0078] S15. At least after the first timer is not less than the first preset time, obtain the second air pressure value in the gearbox.

[0079] Among them, the purpose of setting the first timer is to collect the air pressure value again after a certain time interval (i.e., the aforementioned first preset time). Such a setting can effectively avoid the interference caused by the instantaneous change of the synchronous air pressure when collecting the air pressure value, which is beneficial to improving the accuracy of the collection.

[0080] Among them, if the first timer is less than the first preset time, continuously obtain the timing time of the first timer until the timing time of the first timer is not less than the first preset time.

[0081] S16. Determine the air pressure value according to the first air pressure value and the second air pressure value.

[0082] Among them, the determination method of the air pressure value can be the average value of the first air pressure value and the second air pressure value.

[0083] S17. If the air pressure value is less than the preset air pressure value, continue to keep the engine running at idle speed and re-obtain the air pressure value in the gearbox until the air pressure value is not less than the preset air pressure value.

[0084] S21. If the air pressure value is not less than the preset air pressure value, obtain the clutch position.

[0085] S22. If the clutch position is greater than the clutch engagement position, control the clutch to engage and re-obtain the clutch position until the clutch position is not greater than the clutch engagement position.

[0086] Among them, the purpose of setting this step is to ensure that the clutch can be completely disengaged subsequently.

[0087] S23. If the clutch position is not greater than the clutch engagement position, control the clutch to disengage and re-obtain the clutch position, and continue to judge whether the clutch position is not less than the clutch full disengagement position.

[0088] S24. If the clutch position is less than the clutch full disengagement position, control the clutch to disengage and re-obtain the clutch position, and continue to judge whether the current clutch position is not less than the clutch full disengagement position until the clutch position is not less than the clutch full disengagement position.

[0089] S3. If the clutch position is not less than the fully disengaged position of the clutch, control the intake valve of the countershaft brake to open and the exhaust valve to close.

[0090] S41. Obtain the first deceleration rate of the countershaft speed within a set time, and start the second timer.

[0091] Among them, the timing duration of the second timer can be set to be equal to that of the first timer.

[0092] S42. At least after the second timer is not less than the second preset time, obtain the second deceleration rate of the countershaft speed within a set time.

[0093] Among them, if the second timer is less than the second preset time, continuously obtain the timing time of the second timer until the timing time of the second timer is not less than the second preset time.

[0094] S43. Determine the deceleration rate of the countershaft speed according to the first deceleration rate and the second deceleration rate.

[0095] Among them, the determination method of the deceleration rate of the countershaft speed can be the average deceleration rate of the first deceleration rate and the second deceleration rate. For example, it can be calculated by the following formula: Qp = (Q1 + Q2) / 2, where Qp represents the deceleration rate of the countershaft speed, Q1 represents the first deceleration rate, and Q2 represents the second deceleration rate. It can be understood that in this embodiment, the change of the countershaft speed within a period of time is used to calculate the deceleration rate of the countershaft speed, excluding the possible error brought by only calculating the speed change rate once, and using the average value of the deceleration rates obtained by the two calculations as the comparison value with the corresponding preset deceleration rate, further improving the accuracy of the countershaft brake fault diagnosis. Of course, in other embodiments, the deceleration rate of the countershaft speed can also be the weighted sum of the first deceleration rate and the second deceleration rate, and the weights corresponding to the first deceleration rate and the second deceleration rate can be adjusted according to the actual adaptability of the vehicle, which will not be elaborated here.

[0096] S44. Obtain the current air pressure value and the current oil temperature value.

[0097] S5. Extract the preset deceleration rate according to the current air pressure value and the current oil temperature value using the deceleration rate table.

[0098] S6. Compare the deceleration rate of the countershaft speed with the preset deceleration rate. If the deceleration rate of the countershaft speed is not greater than the preset deceleration rate, it is determined that the brake has a fault.

[0099] Among them, on the contrary, if the deceleration rate of the countershaft speed is greater than the preset deceleration rate, it is determined that the brake is normal.

[0100] Figure 3It is a flowchart of another intermediate shaft brake fault diagnosis method provided by an embodiment of the present invention. Refer to Figure 3 For the technical solution provided in this embodiment, first, obtain the engine speed; secondly, if the engine speed is not less than the engine idle speed, maintain the engine idle running state and obtain the first air pressure value in the transmission; thirdly, if the first air pressure value is less than the preset air pressure value, continue to maintain the engine idle running state and re-obtain the first air pressure value in the transmission until the first air pressure value is not less than the preset air pressure value; further, if the first air pressure value is not less than the preset air pressure value, start the first timer; further, at least after the first timer is not less than the first preset time, obtain the second air pressure value in the transmission; further, determine the air pressure value according to the first air pressure value and the second air pressure value; further, if the air pressure value is less than the preset air pressure value, continue to maintain the engine idle running state and re-obtain the air pressure value in the transmission until the air pressure value is not less than the preset air pressure value; further, if the air pressure value is not less than the preset air pressure value, obtain the clutch position; further, if the clutch position is greater than the clutch engagement position, control the clutch to engage and re-obtain the clutch position until the clutch position is not greater than the clutch engagement position; further, if the clutch position is not greater than the clutch engagement position, control the clutch to disengage and re-obtain the clutch position, and continue to determine whether the clutch position is not less than the clutch fully disengaged position; further, if the clutch position is less than the clutch fully disengaged position, control the clutch to disengage and re-obtain the clutch position, and continue to determine whether the current clutch position is not less than the clutch fully disengaged position until the clutch position is not less than the clutch fully disengaged position; further, if the clutch position is not less than the clutch fully disengaged position, control the intake valve of the intermediate shaft brake to open and the exhaust valve to close; further, obtain the first deceleration rate of the intermediate shaft speed within the set time and start the second timer; further, at least after the second timer is not less than the second preset time, obtain the second deceleration rate of the intermediate shaft speed within the set time; further, determine the deceleration rate of the intermediate shaft speed according to the first deceleration rate and the second deceleration rate; further, obtain the current air pressure value and the current oil temperature value; then, extract the preset deceleration rate by using the deceleration rate table according to the current air pressure value and the current oil temperature value; finally, compare the deceleration rate of the intermediate shaft speed with the preset deceleration rate. If the deceleration rate of the intermediate shaft speed is not greater than the preset deceleration rate, it is determined that the brake fails. If the deceleration rate of the intermediate shaft speed is greater than the preset deceleration rate, it is determined that the brake is normal.

[0101] In summary, on the one hand, in this embodiment, by detecting the air pressure value in the gearbox, when the air pressure value is insufficient, the engine idle speed is used to ensure that the air pressure value meets the normal working air pressure of the countershaft brake, which helps to eliminate the interference of insufficient air pressure on fault diagnosis and improve the accuracy of countershaft brake fault diagnosis. On the other hand, in this embodiment, by obtaining the current oil temperature and air pressure value, and using the oil temperature and air pressure value as inputs to determine the corresponding preset speed reduction rate in the current scenario by looking up a table, the countershaft brake fault diagnosis method becomes more reliable; in addition, by using a timer to collect the air pressure value again after a certain preset time interval, collecting the air pressure value multiple times can effectively avoid the interference caused by the instantaneous change of the synchronous air pressure during collection, which helps to improve the accuracy of air pressure value collection; after the air pressure value meets the conditions, the change rate of the countershaft speed is calculated by using the change of the countershaft speed twice within a period of time, eliminating the error that may be introduced by calculating the speed reduction rate only once, and taking the average value of the two calculated reduction rates as the comparison value with the preset reduction rate, further improving the accuracy of countershaft brake fault diagnosis. On the other hand, in this embodiment, by obtaining the current oil temperature and current air pressure value, and using the current oil temperature and current air pressure value as inputs to determine the preset speed reduction rate corresponding to the oil temperature and current air pressure value by looking up a table, eliminating the influence of the oil temperature and air pressure value on the preset speed reduction rate, making the countershaft brake fault diagnosis method more accurate and reliable.

[0102] Figure 4 FIG. 4 is a schematic structural diagram of a countershaft brake fault diagnosis device provided by an embodiment of the present invention. This embodiment is at least applicable to the diagnosis scenario of the countershaft brake. The countershaft brake fault diagnosis device can be implemented in a software and / or hardware manner. As Figure 4 shown, the countershaft brake fault diagnosis device 100 at least includes:

[0103] An air pressure acquisition module 110, configured to acquire the air pressure value in the gearbox when the engine is idling.

[0104] A clutch position acquisition module 120, configured to acquire the clutch position and determine whether the clutch position is not less than the fully disengaged position of the clutch when the air pressure value is not less than a preset air pressure value.

[0105] An air valve control module 130, configured to control the intake valve of the brake to open and the exhaust valve to close when the clutch position is not less than the fully disengaged position of the clutch.

[0106] A data extraction module 140, configured to acquire the reduction rate of the countershaft speed within a set time, as well as the current air pressure value and the current oil temperature value.

[0107] A table extraction module 150, configured to obtain the corresponding preset speed reduction rate through a speed reduction rate table according to the current air pressure value and the current oil temperature value.

[0108] The fault determination module 160 is configured to compare the deceleration rate of the intermediate shaft speed with a preset deceleration rate, and determine that the brake has a fault when the deceleration rate of the intermediate shaft speed is not greater than the preset deceleration rate.

[0109] Optionally, the air pressure acquisition module 110 is specifically configured to:

[0110] Obtain the engine speed.

[0111] When the engine speed is not less than the engine idle speed, maintain the engine idle running state and obtain the first air pressure value in the gearbox.

[0112] When the first air pressure value is not less than the preset air pressure value, start the first timer.

[0113] At least after the first timer is not less than the first preset time, obtain the second air pressure value in the gearbox.

[0114] Determine the air pressure value according to the first air pressure value and the second air pressure value.

[0115] Optionally, the air pressure acquisition module 110 is further specifically configured to:

[0116] When the first air pressure value is less than the preset air pressure value, continue to maintain the engine idle running state and re-obtain the first air pressure value in the gearbox until the first air pressure value is not less than the preset air pressure value.

[0117] Optionally, the air pressure acquisition module 100 is further specifically configured to:

[0118] When the air pressure value is less than the preset air pressure value, continue to maintain the engine idle running state and re-obtain the air pressure value in the gearbox until the air pressure value is not less than the preset air pressure value.

[0119] Optionally, the clutch position acquisition module 120 is specifically configured to:

[0120] Obtain the clutch position when the air pressure value is not less than the preset air pressure value.

[0121] When the clutch position is greater than the clutch engagement position, control the clutch to engage and re-obtain the clutch position until the clutch position is not greater than the clutch engagement position.

[0122] When the clutch position is not greater than the clutch engagement position, control the clutch to disengage and re-obtain the clutch position, and continue to determine whether the clutch position is not less than the clutch fully disengaged position.

[0123] Optionally, the clutch position acquisition module 120 is further specifically configured to:

[0124] When the clutch position is less than the fully disengaged clutch position, control the clutch to disengage, and re-acquire the clutch position, and continue to determine whether the current clutch position is not less than the fully disengaged clutch position until the clutch position is not less than the fully disengaged clutch position.

[0125] Optionally, the data extraction module 140 is specifically configured to:

[0126] Obtain the first deceleration rate of the intermediate shaft speed within a set time, and start the second timer.

[0127] At least after the second timer is not less than the second preset time, obtain the second deceleration rate of the intermediate shaft speed within a set time.

[0128] Determine the deceleration rate of the intermediate shaft speed according to the first deceleration rate and the second deceleration rate.

[0129] Obtain the current air pressure value and the current oil temperature value.

[0130] For the technical solution provided in this embodiment, first, the air pressure acquisition module acquires the air pressure value in the gearbox during the idle operation of the engine; secondly, when the air pressure value is not less than the preset air pressure value, the clutch position acquisition module acquires the clutch position and determines whether the clutch position is not less than the fully disengaged clutch position; further, when the clutch position is not less than the fully disengaged clutch position, the air valve control module controls the intake valve of the brake to open and the exhaust valve to close; further, the data extraction module obtains the deceleration rate of the intermediate shaft speed within a set time, as well as the current air pressure value and the current oil temperature value; then, the table extraction module obtains the corresponding preset deceleration rate through the deceleration rate table according to the current air pressure value and the current oil temperature value; finally, the fault judgment module compares the deceleration rate of the intermediate shaft speed with the preset deceleration rate, and when the deceleration rate of the intermediate shaft speed is not greater than the preset deceleration rate, it is determined that the brake fails.

[0131] In summary, on the one hand, the embodiment of the present invention monitors the air source pressure, and when the air source pressure is insufficient, uses the engine idle speed to ensure that the air source pressure meets the normal working air pressure of the intermediate shaft brake, which is beneficial to eliminating the interference of insufficient air pressure on fault diagnosis and improving the accuracy of intermediate shaft brake fault diagnosis; on the other hand, this application obtains the oil temperature and air pressure value at the current moment, and uses the oil temperature and air pressure value as inputs to determine the corresponding preset deceleration rate in the current scenario in a table-lookup manner, making the intermediate shaft brake fault diagnosis method more accurate and reliable.

[0132] The embodiment of the present invention also provides an electronic device. Figure 5 It is a schematic structural diagram of an electronic device provided by the embodiment of the present invention. See Figure 5, the electronic device 1000 includes a processor 1001 and a memory 1002. The memory 1002 stores computer-readable instructions. When the computer-readable instructions are executed by the processor 1001, the steps in any of the above intermediate shaft brake fault diagnosis methods are run. Through the above technical solution, the processor 1001 and the memory 1002 are interconnected and communicate with each other through a communication bus and / or other forms of connection mechanisms (not marked). The memory 1002 stores a computer program executable by the processor. When the electronic device 1000 runs, the processor 1001 executes the computer program to execute the intermediate shaft brake fault diagnosis method in any optional implementation manner of the above embodiment, so as to at least achieve the following functions: obtaining the air pressure value in the transmission when the engine is idling; if the air pressure value is not less than the preset air pressure value, obtaining the clutch position and determining whether the clutch position is not less than the fully separated position of the clutch; if the clutch position is not less than the fully separated position of the clutch, controlling the intake valve of the intermediate shaft brake to open and the exhaust valve to close; obtaining the deceleration rate of the intermediate shaft speed within a set time, as well as the current air pressure value and the current oil temperature value; according to the current air pressure value and the current oil temperature value, obtaining the corresponding preset deceleration rate through a deceleration rate table; comparing the deceleration rate of the intermediate shaft speed with the preset deceleration rate, and if the deceleration rate of the intermediate shaft speed is not greater than the preset deceleration rate, determining that the brake has a fault.

[0133] An embodiment of the present invention further provides a computer-readable storage medium, on which a computer program is stored. When the program is executed by a processor, it implements the intermediate shaft brake fault diagnosis method as follows: obtaining the air pressure value in the transmission when the engine is idling; if the air pressure value is not less than the preset air pressure value, obtaining the clutch position and determining whether the clutch position is not less than the fully separated position of the clutch; if the clutch position is not less than the fully separated position of the clutch, controlling the intake valve of the intermediate shaft brake to open and the exhaust valve to close; obtaining the deceleration rate of the intermediate shaft speed within a set time, as well as the current air pressure value and the current oil temperature value; according to the current air pressure value and the current oil temperature value, obtaining the corresponding preset deceleration rate through a deceleration rate table; comparing the deceleration rate of the intermediate shaft speed with the preset deceleration rate, and if the deceleration rate of the intermediate shaft speed is not greater than the preset deceleration rate, determining that the brake has a fault.

[0134] Any combination of one or more computer-readable media may be employed. The computer-readable media may be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the foregoing. More specific examples (a non-exhaustive list) of the computer-readable storage medium would include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this document, a computer-readable storage medium may be any tangible medium that contains or stores a program which can be used by or in connection with an instruction execution system, apparatus, or device.

[0135] The above embodiments are only used to illustrate the technical solutions of the present application and are not intended to limit the same; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they may still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the various embodiments of the present application.

Claims

1. A method for diagnosing the failure of an intermediate shaft brake, characterized in that, At least include the following steps: Obtain the air pressure value in the transmission when the engine is idling; If the air pressure value is not less than the preset air pressure value, obtain the clutch position and determine whether the clutch position is not less than the fully disengaged position of the clutch; If the clutch position is not less than the fully disengaged position of the clutch, control the intake valve of the countershaft brake to open and the exhaust valve to close; Obtain the deceleration rate of the countershaft speed within a set time, as well as the current air pressure value and the current oil temperature value; According to the current air pressure value and the current oil temperature value, obtain the corresponding preset deceleration rate through the deceleration rate table; Compare the deceleration rate of the countershaft speed with the preset deceleration rate. If the deceleration rate of the countershaft speed is not greater than the preset deceleration rate, it is determined that the brake has failed.

2. The intermediate shaft brake fault diagnosis method according to claim 1, wherein The obtaining of the air pressure value in the transmission when the engine is idling specifically includes: Obtain the engine speed; If the engine speed is not less than the engine idle speed, maintain the engine at the idle running state and obtain the first air pressure value in the transmission; If the first air pressure value is not less than the preset air pressure value, start the first timer; At least after the first timer is not less than the first preset time, obtain the second air pressure value in the transmission; Determine the air pressure value according to the first air pressure value and the second air pressure value.

3. The intermediate shaft brake fault diagnosis method according to claim 2, wherein, After the step of if the engine speed is not less than the engine idle speed, maintain the engine at the idle running state and obtain the first air pressure value in the transmission, it further includes: If the first air pressure value is less than the preset air pressure value, continue to maintain the engine at the idle running state and re-obtain the first air pressure value in the transmission until the first air pressure value is not less than the preset air pressure value.

4. The intermediate shaft brake fault diagnosis method according to claim 1, characterized in that After the obtaining of the air pressure value in the transmission when the engine is idling, it further includes: If the air pressure value is less than the preset air pressure value, continue to maintain the engine at the idle running state and re-obtain the air pressure value in the transmission until the air pressure value is not less than the preset air pressure value.

5. The intermediate shaft brake fault diagnosis method according to claim 1, characterized in that, The step of if the air pressure value is not less than the preset air pressure value, obtain the clutch position and determine whether the clutch position is not less than the fully disengaged position of the clutch specifically includes: If the air pressure value is not less than the preset air pressure value, obtain the clutch position; If the clutch position is greater than the engaged position of the clutch, control the clutch to engage and re-obtain the clutch position until the clutch position is not greater than the engaged position of the clutch; If the clutch position is not greater than the engaged position of the clutch, control the clutch to disengage and re-obtain the clutch position, and continue to determine whether the clutch position is not less than the fully disengaged position of the clutch.

6. The intermediate shaft brake fault diagnosis method according to claim 1 or 5, characterized in that After the step of if the air pressure value is not less than the preset air pressure value, obtain the clutch position and determine whether the clutch position is not less than the fully disengaged position of the clutch, it further includes: If the clutch position is less than the fully disengaged clutch position, control the clutch to disengage, re-acquire the clutch position, and continue to determine whether the current clutch position is not less than the fully disengaged clutch position until the clutch position is not less than the fully disengaged clutch position.

7. The intermediate shaft brake fault diagnosis method according to claim 1, characterized in that The obtaining of the deceleration rate of the intermediate shaft speed within a set time, as well as the current air pressure value and the current oil temperature value, specifically includes: Obtain the first deceleration rate of the intermediate shaft speed within the set time and start a second timer; At least after the second timer is not less than a second preset time, obtain the second deceleration rate of the intermediate shaft speed within the set time; Determine the deceleration rate of the intermediate shaft speed according to the first deceleration rate and the second deceleration rate; Obtain the current air pressure value and the current oil temperature value.

8. An intermediate shaft brake fault diagnosis device, characterized in that, At least includes: An air pressure acquisition module for acquiring the air pressure value in the transmission when the engine is idling; A clutch position acquisition module for acquiring the clutch position and determining whether the clutch position is not less than the fully disengaged clutch position when the air pressure value is not less than a preset air pressure value; An air valve control module for controlling the intake valve of the intermediate shaft brake to open and the exhaust valve to close when the clutch position is not less than the fully disengaged clutch position; A data extraction module for obtaining the deceleration rate of the intermediate shaft speed within a set time, as well as the current air pressure value and the current oil temperature value; A table extraction module for obtaining a corresponding preset deceleration rate through a deceleration rate table according to the current air pressure value and the current oil temperature value; A fault judgment module for comparing the deceleration rate of the intermediate shaft speed with the preset deceleration rate, and determining that a fault has occurred in the brake when the deceleration rate of the intermediate shaft speed is not greater than the preset deceleration rate.

9. An electronic device, characterized in that, Includes a processor and a memory, the memory stores computer-readable instructions, and when the computer-readable instructions are executed by the processor, the steps in the intermediate shaft brake fault diagnosis method according to any one of claims 1-7 are run.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, the intermediate shaft brake fault diagnosis method according to any one of claims 1-7 is implemented.

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