Fault monitoring method and fault monitoring system

Abstract

The invention relates to a fault monitoring method and a fault monitoring system. The fault monitoring method comprises the steps that sound signals in a cab and one or more corresponding vibration signals of one or more monitoring positions in a power system are collected in real time; calculating a frequency response function between the sound signal and each vibration signal and obtaining a peak point frequency corresponding to a peak point of each frequency response function; calculating a coherent characteristic function between each vibration signal and the sound signal and obtaining an amplitude corresponding to a peak point frequency of each frequency response function; judging whether the amplitude corresponding to the peak point frequency of each frequency response function is greater than a preset threshold value or not; and when the amplitude corresponding to the peak point frequency of the one or more frequency response functions is greater than a predetermined threshold, determining that a fault occurs at the monitoring position of the vibration signal corresponding to the one or more frequency response functions. The fault monitoring method and the fault monitoring system have improved performance.

Description

Fault monitoring method and fault monitoring system Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a fault monitoring method and a fault monitoring system for a motor vehicle. Background Art

[0002] In motor vehicles, the operating conditions of various components of the powertrain, such as the engine, transmission, axles, and wheels, located within the vehicle chassis, are crucial to vehicle safety. Many of the key components in the powertrain are rotating. In existing technologies, monitoring of these rotating components is typically performed using vibration and speed signals, employing resonance demodulation and spectrum analysis. Currently, conventional resonance demodulation methods have proven to be a highly effective means of detecting faults in rotating components.

[0003] However, in real-world vehicle status monitoring (e.g., the operating status of a truck), traditional monitoring methods are difficult to implement due to the lack of space in some chassis components (e.g., the mid-bridge, rear axle, and wheel hubs) to install speed sensors. Furthermore, road bumps during driving can create significant, difficult-to-remove interference with the vibration signals collected by the vibration sensors, significantly hindering the implementation of traditional signal analysis methods. Furthermore, traditional analysis methods struggle to effectively diagnose unusual noises or vibrations generated by non-rotating structural components.

[0004] Summary of the Invention

[0005] Therefore, the technical problem to be solved by the present invention is to provide an improved fault monitoring method and fault monitoring system.

[0006] The above technical problems are solved by a fault monitoring method for monitoring the operating status of a power system of a motor vehicle according to the present invention. The fault monitoring method comprises:

[0007] respectively collecting, in real time, a sound signal in a cab of a motor vehicle and corresponding one or more vibration signals at one or more monitoring locations in a power system;

[0008] Calculating a frequency response function between the sound signal and each vibration signal and obtaining a peak point frequency corresponding to a peak point of each frequency response function;

[0009] Calculate the coherence characteristic function between each vibration signal and the sound signal and obtain the amplitude corresponding to the peak point frequency of each frequency response function;

[0010] Determining whether the amplitude corresponding to the peak frequency of each frequency response function is greater than a predetermined threshold; and

[0011] When the amplitude corresponding to the peak point frequency of one or more frequency response functions is greater than a predetermined threshold, it is determined that a fault has occurred at the monitoring location where the vibration signal corresponding to the one or more frequency response functions is collected.

[0012] This fault monitoring method analyzes the operating status of monitored locations by analyzing the relationship between acoustic signals within the cab and vibration signals from these locations within the powertrain. Because acoustic signals collected within the cab are less susceptible to interference from the external environment, particularly the road surface, fault diagnosis accuracy is improved, enabling timely and effective monitoring of the powertrain's operating status. Furthermore, the vibration sensor requires minimal installation space, allowing for greater flexibility in its placement.

[0013] According to a preferred embodiment of the present invention, calculating the frequency response function between the sound signal and each vibration signal includes:

[0014] Calculating the cross-power density spectrum between each vibration signal and the sound signal, the auto-power density spectrum of the sound signal, and the auto-power density spectrum of each vibration signal;

[0015] calculating a frequency response function between the sound signal and each vibration signal based on a cross-power density spectrum of each vibration signal and the sound signal, an auto-power density spectrum of the sound signal, and an auto-power density spectrum of each vibration signal; and

[0016] A frequency response function matrix is ​​obtained based on the frequency response function between the sound signal and each vibration signal.

[0017] According to another preferred embodiment of the present invention, the one or more monitoring locations in the powertrain can include one or more of the following: the transmission housing, one or more axle housings, and / or one or more wheel hubs corresponding to the axles. These components are critical to the powertrain, and their operating status is crucial to vehicle safety. Furthermore, these components are typically located within the vehicle's chassis, and the signals detected there are susceptible to interference from road bumps. The fault monitoring method of the present invention enables real-time and reliable monitoring of the operating status of these components.

[0018] According to another preferred embodiment of the present invention, the location for collecting sound signals can be located in the vicinity of the driver's head in the cab. This location can effectively simulate the driver's hearing, thereby enabling monitoring of the power system's operating status in a manner similar to the driver's auditory judgment.

[0019] According to another preferred embodiment of the present invention, the predetermined threshold value may be 0.5. The closer the amplitude corresponding to the peak frequency is to 1, the higher the likelihood of a fault at the corresponding monitoring location. However, in actual applications, due to various factors, this amplitude value often does not reach 1 when a fault occurs. Therefore, based on experience, setting the predetermined threshold value to 0.5 can more reliably identify faults.

[0020] According to another preferred embodiment of the present invention, the one or more vibration signals may be vibration acceleration signals. A vibration signal can generally be represented by three parameters: vibration velocity, vibration acceleration, and vibration position. Vibration acceleration often contains more information, thereby better reflecting the operating status of the power system.

[0021] According to another preferred embodiment of the present invention, the fault monitoring method may further include: when determining that a fault has occurred at at least one monitoring location, transmitting information regarding the at least one monitoring location having the fault to an end user and / or a control system of the motor vehicle. The end user may include a vehicle driver, a remote controller of the vehicle, an operator of a vehicle management platform, and / or other persons requiring attention to the operating status of the vehicle.

[0022] The above technical problem is also solved by a fault monitoring system for monitoring the operating status of a power system of a motor vehicle according to the present invention. The fault monitoring system includes a signal acquisition subsystem and a data processing subsystem, wherein:

[0023] The signal acquisition subsystem includes:

[0024] A sound sensor is provided in the cab of the motor vehicle to collect sound signals in the cab in real time; and

[0025] One or more vibration sensors, which are respectively arranged at one or more monitoring locations in the power system to collect corresponding one or more vibration signals in real time;

[0026] The data processing subsystem includes:

[0027] A first calculation module is configured to calculate a frequency response function between the sound signal and each vibration signal and obtain a peak point frequency corresponding to a peak point of each frequency response function;

[0028] A second calculation module is configured to calculate a coherent characteristic function between each vibration signal and the sound signal and obtain an amplitude corresponding to a peak point frequency of each frequency response function;

[0029] a determination module configured to determine whether the amplitude corresponding to the peak frequency of each frequency response function is greater than a predetermined threshold; and

[0030] The determination module is configured to determine that a fault occurs at a monitoring location where vibration signals corresponding to one or more frequency response functions are collected when the amplitude corresponding to the peak point frequency of the one or more frequency response functions is greater than a predetermined threshold.

[0031] This fault monitoring system analyzes the operating status of monitored locations by analyzing the relationship between acoustic signals within the cab and vibration signals from these locations within the powertrain. Because the acoustic signals collected within the cab are less susceptible to interference from the external environment, particularly the road surface, fault diagnosis accuracy is improved, enabling timely and effective monitoring of the powertrain's operating status. Furthermore, the vibration sensor requires minimal installation space, allowing for greater flexibility in its placement.

[0032] According to a preferred embodiment of the present invention, the first calculation module is further configured to:

[0033] Calculating the cross-power density spectrum between each vibration signal and the sound signal, the auto-power density spectrum of the sound signal, and the auto-power density spectrum of each vibration signal;

[0034] calculating a frequency response function between the sound signal and each vibration signal based on a cross-power density spectrum of each vibration signal and the sound signal, an auto-power density spectrum of the sound signal, and an auto-power density spectrum of each vibration signal; and

[0035] A frequency response function matrix is ​​obtained based on the frequency response function between the sound signal and each vibration signal.

[0036] According to another preferred embodiment of the present invention, the one or more vibration sensors can be installed at one or more of the following monitoring locations: the transmission housing, one or more axle housings, and / or one or more wheel hubs corresponding to the axles. These components are critical to the powertrain, and their operating status is crucial to vehicle safety. Furthermore, these components are typically located within the vehicle's chassis, and the signals detected there are susceptible to interference from road bumps. The fault monitoring system of the present invention enables real-time and reliable monitoring of the operating status of these components.

[0037] According to another preferred embodiment of the present invention, the sound sensor can be installed in the cab near the driver's head. This installation position allows the sensor to effectively simulate the driver's hearing, thereby monitoring the operating status of the power system in a manner similar to the driver's auditory judgment.

[0038] According to another preferred embodiment of the present invention, the judgment module can be configured to use 0.5 as the predetermined threshold. The closer the amplitude corresponding to the peak frequency is to 1, the higher the likelihood of a fault at the corresponding monitoring location. However, in actual applications, due to various factors, this amplitude often does not reach 1 when a fault occurs. Therefore, based on experience, setting the predetermined threshold to 0.5 can more reliably identify faults.

[0039] According to another preferred embodiment of the present invention, the one or more vibration sensors can be configured to collect vibration acceleration signals. A vibration signal can generally be represented by three parameters: vibration velocity, vibration acceleration, and vibration position. Vibration acceleration often contains more information, thus better reflecting the operating status of the power system.

[0040] According to another preferred embodiment of the present invention, the data processing subsystem may further include an information transmission module. The information transmission module is configured to transmit information regarding the at least one monitoring location having a fault to an end user and / or a control system of the motor vehicle when a fault is determined in the at least one monitoring location. The end user may include a vehicle driver, a remote controller of the vehicle, an operator of a vehicle management platform, and / or other persons requiring attention to the operating status of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The present invention is further described below with reference to the accompanying drawings. Elements with the same function are represented by the same reference numerals in the drawings.

[0042] FIG1 shows a flow chart of a fault monitoring method according to an exemplary embodiment of the present invention; and

[0043] FIG2 shows a schematic diagram of a fault monitoring system according to an exemplary embodiment of the present invention. DETAILED DESCRIPTION

[0044] The following describes the specific embodiments of the fault monitoring method and fault monitoring system according to the present invention in conjunction with the accompanying drawings. The following detailed description and accompanying drawings are used to illustrate the principles of the present invention. The present invention is not limited to the preferred embodiments described. The scope of protection of the present invention is defined by the claims.

[0045] According to an embodiment of the present invention, a fault monitoring method and a fault monitoring system for monitoring the operating status of a power system of a motor vehicle are provided. The fault monitoring method and system can monitor faults in power system components using sound signals from the cab and vibration signals from the power system.

[0046] Figure 1 shows a flow chart of a fault monitoring method according to an exemplary embodiment of the present invention. As shown in Figure 1 , the fault monitoring method primarily includes the following steps: Step S1, signal acquisition; Step S2, peak frequency calculation; Step S3, peak frequency amplitude calculation; Step S4, amplitude comparison and determination; and Step S5, fault determination. The following describes each step of the fault monitoring method in detail, in conjunction with Figure 1 .

[0047] First, in step S1 , a sound signal in a cab of a motor vehicle and one or more vibration signals at one or more monitoring locations in a power system are collected in real time.

[0048] The sound signals here can be collected using various known sound sensors. The sound sensors are installed at predetermined locations within the cab of a motor vehicle, thereby collecting the sound signals within the cab. The sound signals within the cab include sound information from the vehicle chassis, and this sound information is less susceptible to interference from the vehicle's external environment, particularly road bumps. The location for collecting the sound signals is preferably near the driver's head within the cab, thereby simulating the sound effects the driver would hear inside the cab. Of course, the location for collecting the sound signals can also be located elsewhere within the cab, as long as it helps reduce external interference.

[0049] The collected one or more vibration signals correspond to the selected one or more monitoring positions respectively. That is, a corresponding vibration signal is obtained at each monitoring position. These monitoring positions can be selected based on practical experience or specific needs. Usually, the selected monitoring positions are key components and / or components that are prone to failure in the power system. For example, the transmission housing, the housing of one or more axles, and / or the wheel hubs corresponding to the axles. The collected vibration signals can be vibration velocity signals, vibration acceleration signals and / or vibration position signals. Since the vibration acceleration signal contains more information and can usually better reflect the true state of the vibration, it is preferred to collect the vibration acceleration signal.

[0050] After the above-mentioned sound signal and vibration signal are collected, these signal information will be sent to the relevant processing device for subsequent steps. The way of sending information can be wired or wireless, and the present invention does not limit this.

[0051] After obtaining the various required signals in step S1, step S2 can be initiated. In step S2, the frequency response function between the sound signal obtained in step S1 and each vibration signal is calculated, and the peak frequency corresponding to the peak point of each frequency response function is obtained. The specific calculation process is as follows.

[0052] First, calculate the cross power density spectrum of each vibration signal collected and the sound signal in the cab in turn And the autopower density spectrum of the sound signal and the autopower density spectrum of each vibration signal Among them, x i represents the vibration signal collected at the i-th monitoring position (the position of the vibration sensor), y j Represents the jth sound signal collected. Since only one sound signal needs to be collected, j = 1. The value of i depends on the number of selected monitoring positions n, that is, the value of i is an integer from 1 to n. For example, if 7 monitoring positions are selected, then i = 1, 2, ..., 7. This can be used to obtain the cross-power density spectrum matrix between each signal and the self-power density spectrum After obtaining the autopower density spectrum and cross-power density spectrum of each signal, the frequency response function (FRF) can be calculated. The calculation formula of the frequency response function is as follows:

[0053]

[0054] Among them, H ij (f) represents the frequency response function between the vibration signal collected at the i-th monitoring position and the j-th sound signal. The values ​​of i and j are determined as described above.

[0055] The above-mentioned method for calculating the autopower density spectrum and the cross-power density spectrum of each signal and calculating the frequency response function therefrom is well known in the art and will not be described in detail here.

[0056] For each collected vibration signal, a corresponding frequency response function can be obtained. After calculating the frequency response functions between the sound signal and each vibration signal in turn, a frequency response function matrix based on each signal can be obtained. Regardless of the type of vibration signal (vibration velocity, vibration acceleration or vibration position) input to the frequency response function used in this method, it can reflect the frequency response relationship between the vibration at the monitoring position and the sound signal in the cab. In other words, when a component at a certain monitoring position fails, there will be a certain frequency correspondence between the vibration signal at the monitoring position and the sound signal in the cab. That is, on the frequency response function, the corresponding amplitude of the relevant frequency (usually the natural frequency) will increase, and vice versa. Through the peak search algorithm, the peak points of each frequency response function and the frequencies corresponding to these peak points (called peak point frequencies) can be found. These peak point frequencies will be used to calculate the amplitude in the next step.

[0057] After obtaining the peak frequencies of each frequency response function, step S3 can be executed. In step S3, the coherence characteristic function between each vibration signal and the sound signal is calculated, and the amplitude corresponding to the peak frequency of each frequency response function is obtained based on the coherence characteristic function. The specific calculation process is as follows.

[0058] The calculation formula of the coherence characteristic function is as follows:

[0059]

[0060] Among them, γ ij represents the coherent characteristic function between the vibration signal collected at the i-th vibration monitoring position and the j-th sound signal. The value rules of i and j are as described above. From this, the coherent characteristic function matrix γ can be obtained ij =[γ 11 ,γ 21 ,γ 31 …γ n1 The coherence characteristic function reflects the frequency linear relationship between the sound signal and the vibration signal. The calculation method of the coherence characteristic function is also well known in the art and will not be described here in detail.

[0061] By substituting the peak point frequency obtained in step S2 into the corresponding coherent characteristic function, the amplitude corresponding to the peak point frequency of each coherent characteristic function can be calculated. In other words, the peak amplitude corresponding to each peak point frequency is calculated using the coherent characteristic function. The next step of judgment can be made based on the peak amplitude.

[0062] Next, in step S4, it is determined whether the amplitude corresponding to the peak point frequency of each frequency response function is greater than a predetermined threshold. When a fault occurs, if the peak amplitude of a certain coherent characteristic function is close to 1, it means that the vibration monitoring position corresponding to the coherent characteristic function is the fault sound source, that is, a fault has occurred at the monitoring position. If the peak amplitude of the coherent characteristic function between the sound signal and a certain vibration signal is close to 0, it means that the corresponding vibration monitoring position has not contributed to the fault sound source, that is, no fault has occurred at the monitoring position. The closer the amplitude corresponding to the peak point frequency is to 1, the higher the possibility of a fault at the corresponding monitoring position. However, in actual applications, due to the influence of various factors, the amplitude often cannot actually reach 1 when a fault occurs. Therefore, based on experience, it is preferably possible to set the predetermined threshold to 0.5 in order to reliably identify the fault.

[0063] Based on the above principles, after obtaining the comparison results of step S4, step S5 can be executed based on the comparison results. In step S5, when the amplitude corresponding to the peak point frequency of one or more frequency response functions is greater than a predetermined threshold, it is determined that a fault has occurred at the monitoring location where the vibration signal corresponding to the one or more frequency response functions is collected. Specifically, if there are one or more amplitudes in the vectors of the coherent characteristic function matrix that are greater than the predetermined threshold, the path index value of the coherent characteristic function matrix, that is, the transmission path of the fault sound source, is returned, thereby determining the vibration monitoring location corresponding to the fault.

[0064] In addition, the fault monitoring method may also preferably include an additional fault reporting step S6. In step S6, based on the determination result of step S5, when it is determined that a fault has occurred at at least one monitoring location, information about the at least one monitoring location where the fault has occurred (i.e., the location where the fault has occurred) is sent to the terminal user and / or control system of the motor vehicle. The terminal user may include the driver of the vehicle, the remote controller of the vehicle, the operator of the vehicle management platform, and / or other personnel who need to pay attention to the operating status of the vehicle. The control system may include various systems that control the operation of the vehicle, such as a vehicle controller, etc. The information about the determined fault monitoring location may include, but is not limited to: the name of the component where the monitoring location is located, the current operating parameters of the component, and / or the product information of the component, etc. The method of sending relevant information may be various known information transmission methods, such as various wired transmission or wireless transmission methods, such as Bluetooth, the Internet, a local area network, or a 4G / 5G wireless communication network.

[0065] In the above fault monitoring method, steps S1-S6 are performed in real time. In step S1, signals are collected in real time (i.e., collected every small, predetermined time interval). Each collected signal is processed according to the subsequent steps. Therefore, when a power system fault occurs, the faulty component can be discovered promptly.

[0066] Figure 2 shows a schematic diagram of a fault monitoring system according to an exemplary embodiment of the present invention. This fault monitoring system can accordingly implement the fault monitoring method according to the aforementioned embodiments. The fault monitoring system primarily includes a signal acquisition subsystem and a data processing subsystem. The various components of the fault monitoring system will be described in detail below with reference to Figure 2.

[0067] The signal acquisition subsystem can execute step S1 of the fault monitoring method according to the aforementioned embodiment to collect the required signals. As shown in Figure 2, the signal acquisition subsystem includes a sound sensor 6 and one or more vibration sensors 7. The sound sensor 6 is disposed within the cab 1 of the motor vehicle to collect sound signals within the cab 1 in real time. The sound sensor 6 can be any known sound sensor. As previously described, the sound sensor 6 is installed at a predetermined location within the cab 1 of the motor vehicle, for example, near the driver's head within the cab 1. One or more vibration sensors 7 are disposed at one or more monitoring locations within the powertrain to collect one or more corresponding vibration signals in real time. A corresponding vibration sensor 7 is disposed at each monitoring location to obtain a corresponding vibration signal. The powertrain is primarily located within the chassis 2 of the motor vehicle. As shown in Figure 2, these vibration sensors 7 can be disposed, for example, on the transmission 3 housing, the housings of one or more axles 4, and / or the wheel hubs 5 corresponding to the axles 4. As previously described, the vibration signals collected by the vibration sensors 7 can be vibration velocity signals, vibration acceleration signals, and / or vibration position signals, preferably vibration acceleration signals.

[0068] After collecting the above-mentioned sound signals and vibration signals, each sensor can send the corresponding signal information to the data processing subsystem 8 in a wired or wireless manner for subsequent processing.

[0069] The data processing subsystem 8 can execute steps S2-S5 (and possibly the additional step S6) of the fault monitoring method according to the aforementioned embodiment to process the signal. The data processing subsystem 8 includes a first calculation module, a second calculation module, a judgment module, and a determination module, and may also optionally include an information transmission module. Each module of the data processing subsystem 8 can be integrated into a data processing device, such as a vehicle controller of a motor vehicle.

[0070] The first calculation module can execute step S2 of the fault monitoring method according to the aforementioned embodiment. Specifically, the first calculation module is configured to calculate the frequency response function between the sound signal obtained by the signal acquisition subsystem and each vibration signal, and obtain the peak frequency corresponding to the peak point of each frequency response function. The specific calculation process is as described in the aforementioned method embodiment and will not be repeated here.

[0071] The second calculation module can execute step S3 of the fault monitoring method according to the aforementioned embodiment. Specifically, the second calculation module is configured to calculate the coherence characteristic function between each vibration signal and the sound signal and obtain the amplitude corresponding to the peak frequency of each frequency response function. The specific calculation process is as described in the aforementioned method embodiment and will not be repeated here.

[0072] The judgment module can execute step S4 of the fault monitoring method according to the aforementioned embodiment. Specifically, the judgment module is configured to determine whether the amplitude corresponding to the peak frequency of each frequency response function is greater than a predetermined threshold. The specific judgment process is as described in the aforementioned method embodiment and will not be repeated here. The judgment module can store a predetermined threshold determined based on experience. For example, the predetermined threshold stored in the judgment module can be 0.5.

[0073] The determination module can execute step S5 of the fault monitoring method according to the aforementioned embodiment. Specifically, the determination module is configured to determine that a fault has occurred at the monitoring location where the vibration signal corresponding to the one or more frequency response functions is collected when the amplitude corresponding to the peak frequency of the one or more frequency response functions is greater than a predetermined threshold. The specific determination process is as described in the aforementioned method embodiment and will not be further elaborated here.

[0074] The optional information transmission module can perform step S6 of the fault monitoring method according to the aforementioned embodiment. That is, the information transmission module is configured to transmit information about the at least one monitored location where the fault has occurred (i.e., the location where the fault occurred) to the end user of the motor vehicle and / or the control system 9 when a fault has been determined at the at least one monitored location. The information transmission module can transmit the relevant information using various known information transmission methods, such as various wired or wireless transmission methods, such as Bluetooth, the Internet, a local area network, or a 4G / 5G wireless communication network.

[0075] The fault monitoring method and system according to the present invention can realize fault location based on the acoustic-vibration coherence characteristics, without the need for speed measurement equipment, thereby saving installation space and cost. Since the sound signal comes from the cab, this monitoring method and system are not easily interfered by noise outside the vehicle. The sound signal collected in the cab can replace the human ear's perception of the fault sound to provide an information basis for fault judgment, facilitate the automation of the monitoring process, and thus be suitable for application scenarios of unmanned vehicles. In addition, this monitoring method and system can monitor various components of the power system, not only for rotating components, but also for other structural components.

[0076] While the foregoing descriptions illustrate possible embodiments, it should be understood that numerous variations exist through combinations of all known and other technical features and implementations readily conceivable to a skilled artisan. Furthermore, it should be understood that the exemplary embodiments serve merely as examples and in no way limit the scope, application, or configuration of the present invention. The foregoing descriptions are intended primarily to provide a skilled artisan with technical guidance for implementing at least one exemplary embodiment. Various modifications, particularly regarding the functionality and structure of the components described, may be made without departing from the scope of the claims.

[0077] Reference Signs

[0078] 1 Cab

[0079] 2 Chassis

[0080] 3 Transmission

[0081] 4 axles

[0082] 5 wheels

[0083] 6 Sound Sensor

[0084] 7 Vibration Sensor

[0085] 8 Data processing subsystem

[0086] 9 End User and / or Control System

Claims

1. A fault monitoring method for monitoring the operating state of a power system of a motor vehicle, characterized in that: The fault monitoring method comprises: respectively collecting in real time the sound signal in the cab of the motor vehicle and the corresponding one or more vibration signals of one or more monitoring positions in the power system; Calculating a frequency response function between the sound signal and each vibration signal and obtaining a peak point frequency corresponding to a peak point of each frequency response function; Calculating the coherent characteristic function between each vibration signal and the sound signal and obtaining the amplitude corresponding to the peak point frequency of each frequency response function; Determining whether the amplitude corresponding to the peak frequency of each frequency response function is greater than a predetermined threshold; and When the amplitude corresponding to the peak point frequency of one or more frequency response functions is greater than the predetermined threshold, it is determined that a fault occurs at the monitoring position where the vibration signal corresponding to the one or more frequency response functions is collected.

2. The fault monitoring method according to claim 1, characterized in that: Calculating the frequency response function between the sound signal and each vibration signal includes: Calculating the cross power density spectrum between each vibration signal and the sound signal, the auto power density spectrum of the sound signal, and the auto power density spectrum of each vibration signal; calculating a frequency response function between the sound signal and each vibration signal based on a cross power density spectrum of each vibration signal and the sound signal, an auto power density spectrum of the sound signal, and an auto power density spectrum of each vibration signal; and A frequency response function matrix is ​​obtained based on the frequency response function between the sound signal and each vibration signal.

3. The fault monitoring method according to claim 1, characterized in that: The one or more monitoring locations in the power system include one or more of the following: a transmission housing, a housing of one or more axles, and / or a wheel hub corresponding to the one or more axles.

4. The fault monitoring method according to claim 1, characterized in that: The location for collecting the sound signal is located in the peripheral area of ​​the driver's head in the cab.

5. The fault monitoring method according to claim 1, characterized in that: The predetermined threshold is 0.

5.

6. The fault monitoring method according to claim 1, characterized in that: The one or more vibration signals are vibration acceleration signals.

7. The fault monitoring method according to any one of claims 1 to 6, characterized in that: The fault monitoring method further comprises: when it is determined that at least one monitoring location has a fault, sending information about the at least one monitoring location where the fault has occurred to an end user and / or a control system of the motor vehicle.

8. A fault monitoring system for monitoring the operating state of a power system of a motor vehicle, characterized in that: The fault monitoring system includes a signal acquisition subsystem and a data processing subsystem, wherein: The signal acquisition subsystem comprises: A sound sensor is disposed in the driving cabin of the motor vehicle to collect sound signals in the driving cabin in real time; and One or more vibration sensors, which are respectively arranged at one or more monitoring positions in the power system to collect corresponding one or more vibration signals in real time; The data processing subsystem comprises: A first calculation module, configured to calculate a frequency response function between the sound signal and each vibration signal and obtain a peak point frequency corresponding to a peak point of each frequency response function; A second calculation module is configured to calculate a coherent characteristic function between each vibration signal and the sound signal and obtain an amplitude corresponding to a peak point frequency of each frequency response function; A determination module configured to determine whether the amplitude corresponding to the peak point frequency of each frequency response function is greater than a predetermined threshold; and The determination module is configured to determine that a fault occurs at a monitoring position where vibration signals corresponding to the one or more frequency response functions are collected when the amplitude corresponding to the peak point frequency of the one or more frequency response functions is greater than the predetermined threshold.

9. The fault monitoring system according to claim 8, characterized in that: The first computing module is further configured as follows: Calculate the cross power density spectrum of each vibration signal and the sound signal, the The self-power density spectrum and the self-power density spectrum of each vibration signal; calculating a frequency response function between the sound signal and each vibration signal based on a cross power density spectrum between each vibration signal and the sound signal, an auto power density spectrum of the sound signal, and an auto power density spectrum of each vibration signal; and A frequency response function matrix is ​​obtained based on the frequency response function between the sound signal and each vibration signal.

10. The fault monitoring system according to claim 8, characterized in that: The one or more vibration sensors are respectively arranged at one or more of the following monitoring positions: a transmission housing, a housing of one or more axles, and / or a wheel hub corresponding to the one or more axles.

11. The fault monitoring system according to claim 8, characterized in that: The sound sensor is disposed in a peripheral area of ​​a driver's head in the cab.

12. The fault monitoring system according to claim 8, characterized in that: The judgment module is configured to use 0.5 as the predetermined threshold.

13. The fault monitoring system according to claim 8, characterized in that: The one or more vibration sensors are configured to collect vibration acceleration signals.

14. The fault monitoring system according to any one of claims 8 to 13, characterized in that: The data processing subsystem further comprises an information sending module, which is configured to send information about the at least one monitoring location where a fault occurs to a terminal user and / or a control system of the motor vehicle when it is determined that the at least one monitoring location has a fault.

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