Vehicle and fault diagnosis method and device for ignition system of vehicle

Abstract

The invention discloses a vehicle and a fault diagnosis method and device for an ignition system of the vehicle, and relates to the technical field of vehicles. The vehicle ignition system comprises an ignition coil, a driving module, an ignition coil high-voltage wire and a spark plug. The ignition coil comprises a primary coil and a secondary coil; the driving module is electrically connected with the primary coil; the secondary coil is electrically connected with a spark plug through an ignition coil high-voltage wire; the secondary coil is also electrically connected with the driving module; the fault diagnosis method comprises the steps that when a control driving module provides an ignition excitation signal for a primary coil, a fault diagnosis signal fed back by a secondary coil is obtained in real time; acquiring fault diagnosis parameters according to the ignition excitation signal and the fault diagnosis signal; the fault diagnosis parameters comprise the waveform of the ignition excitation signal, the waveform of the fault diagnosis signal, the maximum voltage value of the fault diagnosis signal and the duration of the fault diagnosis signal; and determining a fault type in the vehicle ignition system according to the fault diagnosis parameters. The power performance and safety of the vehicle are improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a method and apparatus for diagnosing faults in a vehicle and its ignition system. Background Technology

[0002] The ignition system is one of the core components of internal combustion engine vehicles, widely used in commercial and passenger vehicles. Its performance directly affects the engine's combustion efficiency, power output, and emissions levels.

[0003] Existing ignition systems typically consist of an ignition coil assembly, an ignition coil high-voltage wire assembly, and a spark plug assembly. The ignition coil assembly converts low-voltage electrical energy into high-voltage electrical energy through electromagnetic induction in the primary and secondary coils, transmits it to the ignition coil high-voltage wire assembly, and then generates a spark in the cylinder through the spark plug assembly, igniting the fuel-air mixture in the cylinder and enabling engine power output.

[0004] However, existing ignition systems may experience open circuit faults, short circuit faults, and reduced vehicle power and increased fuel consumption due to excessively high exhaust gas recirculation (EGR) rates or incomplete fuel combustion. More seriously, they may cause pre-ignition or knocking, posing serious safety hazards to people, vehicles, and goods. Summary of the Invention

[0005] This invention provides a method and apparatus for diagnosing faults in a vehicle and its ignition system, which can accurately determine the type of fault in the vehicle's ignition system based on ignition excitation signals and fault diagnosis signals, thereby improving the vehicle's power performance and driving safety.

[0006] The first aspect of this invention provides a fault diagnosis method for a vehicle ignition system. The vehicle ignition system includes an ignition coil, a drive module, an ignition coil high-voltage wire, and a spark plug. The ignition coil includes a primary coil and a secondary coil coupled to each other. The output terminal of the drive module is electrically connected to a first terminal of the primary coil. The first terminal of the secondary coil is electrically connected to the control terminal of the spark plug through the ignition coil high-voltage wire. The second terminal of the secondary coil is electrically connected to the input terminal of the drive module.

[0007] The fault diagnosis method for the vehicle ignition system includes:

[0008] When the drive module provides an ignition excitation signal to the primary coil, the fault diagnosis signal fed back by the secondary coil is acquired in real time.

[0009] Based on the ignition excitation signal and the fault diagnosis signal, fault diagnosis parameters are obtained; the fault diagnosis parameters include the waveform of the ignition excitation signal, the waveform of the fault diagnosis signal, the maximum voltage value of the fault diagnosis signal, and the duration of the fault diagnosis signal.

[0010] Based on the fault diagnosis parameters, the fault type in the vehicle ignition system is determined.

[0011] Optionally, based on the fault diagnosis parameters, the fault type in the vehicle ignition system is determined, including:

[0012] When the maximum voltage value of the fault diagnosis signal meets a first preset condition, and the duration for which the maximum voltage value of the fault diagnosis signal meets the first preset condition is greater than a first preset time, it is determined that there is an open circuit fault in the vehicle ignition system.

[0013] The first preset condition includes that the maximum voltage value of the fault diagnosis signal is less than a first threshold voltage, and the maximum voltage value of the fault diagnosis signal is greater than or equal to a second threshold voltage;

[0014] The open-circuit fault includes at least one of the following: the circuit between the output terminal of the drive module and the first terminal of the primary coil; the circuit between the second terminal of the secondary coil and the input terminal of the drive module; and the circuit between the ground terminal of the drive module and the reference ground.

[0015] Optionally, based on the fault diagnosis parameters, the fault type in the vehicle ignition system is determined, including:

[0016] When the maximum voltage value of the fault diagnosis signal is greater than the third threshold voltage, and the duration for which the maximum voltage value of the fault diagnosis signal is greater than the third threshold voltage is greater than the first preset time, it is determined that there is a short circuit fault between the circuit between the second end of the secondary coil and the input end of the drive module and between the power supply end of the drive module and the external power supply.

[0017] Optionally, based on the fault diagnosis parameters, the fault type in the vehicle ignition system is determined, including:

[0018] When the maximum voltage value of the fault diagnosis signal is less than the second threshold voltage, and the duration for which the maximum voltage value of the fault diagnosis signal is less than the second threshold voltage is greater than the first preset time, it is determined that there is a short circuit fault between the loop between the second end of the secondary coil and the input end of the drive module and between the ground end of the drive module and the reference ground.

[0019] Optionally, based on the fault diagnosis parameters, the fault type in the vehicle ignition system is determined, including:

[0020] When the waveform of the fault diagnosis signal is the same as the waveform of the ignition excitation signal, and the duration for which the waveform of the fault diagnosis signal is the same as the waveform of the ignition excitation signal is greater than a second preset time, it is determined that there is a short circuit fault between the circuit between the second end of the secondary coil and the input end of the drive module and the circuit between the output end of the drive module and the first end of the primary coil.

[0021] Optionally, based on the fault diagnosis parameters, the fault type in the vehicle ignition system is determined, including:

[0022] When the duration of the fault diagnosis signal meets the second preset condition, and the duration of the fault diagnosis signal meeting the second preset condition is greater than the third preset time, it is determined that the ignition system has a combustion abnormality fault.

[0023] The second preset condition includes the duration of the fault diagnosis signal being greater than the fourth preset time, or the duration of the fault diagnosis signal being less than the fifth preset time; the fourth preset time is greater than the fifth preset time.

[0024] Optionally, the vehicle ignition system further includes an alarm module; after determining the fault type in the vehicle ignition system based on the fault diagnosis parameters, it further includes:

[0025] Based on the fault type in the vehicle ignition system, the alarm module is controlled to provide a prompt indicating the fault type.

[0026] A second aspect of the present invention provides a fault diagnosis device for a vehicle ignition system, the vehicle ignition system including an ignition coil, a drive module, an ignition coil high-voltage wire, and a spark plug; the ignition coil includes a primary coil and a secondary coil coupled to each other; the output terminal of the drive module is electrically connected to a first terminal of the primary coil; the first terminal of the secondary coil is electrically connected to a control terminal of the spark plug through the ignition coil high-voltage wire; the second terminal of the secondary coil is electrically connected to an input terminal of the drive module;

[0027] The fault diagnosis device for the vehicle ignition system includes:

[0028] The fault diagnosis signal acquisition module is used to acquire the fault diagnosis signal fed back by the secondary coil in real time when controlling the drive module to provide an ignition excitation signal to the primary coil.

[0029] The fault diagnosis parameter acquisition module is used to acquire fault diagnosis parameters based on the ignition excitation signal and the fault diagnosis signal; the fault diagnosis parameters include the waveform of the ignition excitation signal, the waveform of the fault diagnosis signal, the maximum voltage value of the fault diagnosis signal, and the duration of the fault diagnosis signal.

[0030] The fault type determination module is used to determine the fault type in the vehicle ignition system based on the fault diagnosis parameters.

[0031] A third aspect of the present invention provides a vehicle ignition system, the vehicle ignition system comprising: an ignition coil, a drive module, an ignition coil high-voltage wire, a spark plug, and a controller;

[0032] The ignition coil includes a primary coil and a secondary coil that are coupled to each other;

[0033] The output terminal of the drive module is electrically connected to the first terminal of the primary coil; the first terminal of the secondary coil is electrically connected to the control terminal of the spark plug through the high-voltage wire of the ignition coil; the second terminal of the secondary coil is electrically connected to the input terminal of the drive module.

[0034] The controller is connected to the drive module and is used to perform the vehicle ignition system fault diagnosis method as described above.

[0035] Optionally, the vehicle ignition system may also include: an alarm module;

[0036] The controller is also connected to the alarm module, and the controller is also used to control the alarm module to indicate the fault type in the vehicle ignition system.

[0037] A fourth aspect of the present invention provides a vehicle, the vehicle comprising: a frame, an engine disposed within the frame, and a vehicle ignition system as described above.

[0038] The technical solution of this invention acquires fault diagnosis signals from the secondary coil in real time when the control drive module provides an ignition excitation signal to the primary coil. This allows for the acquisition of fault diagnosis parameters based on the ignition excitation signal and the fault diagnosis signal. The fault diagnosis parameters include the waveform of the ignition excitation signal, the waveform of the fault diagnosis signal, the maximum voltage value of the fault diagnosis signal, and the duration of the fault diagnosis signal. By comparing the waveforms of the ignition excitation signal and the fault diagnosis signal, determining whether the maximum voltage value of the fault diagnosis signal is within the normal voltage threshold range, and determining whether the duration of the fault diagnosis signal is within the normal time threshold range, the operating status of the vehicle ignition system and the vehicle engine can be monitored in real time. This allows for the determination of whether open-circuit faults, short-circuit faults, spark plug ignition abnormalities, and combustion abnormalities exist in the vehicle ignition system. Through multi-dimensional comparison based on the fault diagnosis parameters, the type of fault in the vehicle ignition system can be accurately determined, thereby preventing engine damage or safety accidents and improving vehicle power performance and driving safety.

[0039] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0040] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0041] Figure 1 This is a schematic diagram of the structure of a vehicle ignition system provided in Embodiment 1 of the present invention;

[0042] Figure 2 This is a flowchart illustrating a fault diagnosis method for a vehicle ignition system provided in Embodiment 2 of the present invention.

[0043] Figure 3 This is a flowchart illustrating a fault diagnosis method for a vehicle ignition system provided in Embodiment 3 of the present invention.

[0044] Figure 4 This is a flowchart illustrating a fault diagnosis method for a vehicle ignition system provided in Embodiment 4 of the present invention.

[0045] Figure 5 This is a flowchart illustrating a fault diagnosis method for a vehicle ignition system provided in Embodiment 5 of the present invention;

[0046] Figure 6 This is a flowchart illustrating a fault diagnosis method for a vehicle ignition system provided in Embodiment Six of the present invention;

[0047] Figure 7 This is a flowchart illustrating a fault diagnosis method for a vehicle ignition system provided in Embodiment 7 of the present invention.

[0048] Figure 8 This is a schematic diagram of the structure of a fault diagnosis device for a vehicle ignition system provided in Embodiment 8 of the present invention. Detailed Implementation

[0049] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0050] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0051] Example 1

[0052] Figure 1 This is a structural schematic diagram of a vehicle ignition system provided in Embodiment 1 of the present invention, as shown below. Figure 1 As shown, the vehicle ignition system includes: an ignition coil 1, a drive module 2, an ignition coil high-voltage wire 3, a spark plug 4, and a controller 5; the ignition coil 1 includes a primary coil 11 and a secondary coil 12 coupled to each other; the output terminal 21 of the drive module 2 is electrically connected to the first terminal 111 of the primary coil 11; the first terminal 121 of the secondary coil 12 is electrically connected to the control terminal of the spark plug 4 through the ignition coil high-voltage wire 3; the second terminal 122 of the secondary coil 12 is electrically connected to the input terminal 22 of the drive module 2; the controller 5 is connected to the drive module 2.

[0053] Specifically, the drive module 2 provides an ignition excitation signal to the ignition coil 1, thereby controlling the spark plug 4 to ignite the fuel-air mixture in the engine cylinder and drive the engine. Simultaneously, the drive module 2 also receives fault diagnosis signals from the ignition coil 1 to monitor the operating status of the vehicle's ignition system and engine in real time. For example, the drive module 2 may include components such as an insulated-gate bipolar transistor (IGBT), a Zener diode, and a variable resistor. Specifically, the ignition coil 1 includes a primary coil 11 and a secondary coil 12 coupled together. The output terminal 21 of the drive module 2 is electrically connected to the first terminal 111 of the primary coil 11, enabling the drive module 2 to provide an ignition excitation signal to the primary coil 11 through the output terminal 21. Upon receiving the ignition excitation signal, the primary coil 11 is energized to establish a magnetic field. The primary coil 11 and the secondary coil 12 can achieve electromagnetic inductance through a common magnetic core. The ignition excitation signal can be a low-voltage pulse signal, so that the drive module 2 can control the on / off state of the primary coil 11 through the IGBT, so that the change in the magnetic field of the primary coil 11 can induce high-voltage electrical energy in the secondary coil 12 through electromagnetic inductance.

[0054] The first end 121 of the secondary coil 12 is electrically connected to the control end of the spark plug 4 through the ignition coil high-voltage wire 3, so that the first end 121 of the secondary coil 12 can transmit high-voltage electrical energy to the control end of the spark plug 4 through the ignition coil high-voltage wire 3. The ignition coil high-voltage wire 3 can ensure the safe and stable transmission of high-voltage electrical energy to prevent energy loss or interference. The spark plug 4 can be installed in the vehicle engine. The spark plug 4 can specifically include a center electrode and a ground electrode. After the center electrode of the spark plug 4 receives the high-voltage electrical energy provided by the secondary coil 12, it will break down the gap between the center electrode and the ground electrode and generate a spark to ignite the fuel-air mixture in the cylinder of the vehicle engine and drive the engine to work.

[0055] Understandably, the operating state of the vehicle's ignition system and engine will affect the magnitude and characteristics of the secondary current generated by electromagnetic induction in the secondary coil 12. For example, when the spark plug 4 is worn out and the gap between the center electrode and the ground electrode becomes too large, the breakdown voltage requirement of the spark plug 4 increases, the circuit impedance increases, and the secondary current will decrease. When there is an open circuit fault in the ignition system, the magnetic field of the primary coil 11 cannot be established, and the secondary current will decrease. When there is a short circuit fault in the ignition system, the secondary current will increase or decrease abnormally. When the vehicle engine has an excessively high exhaust gas recirculation (EGR) rate, making breakdown more difficult, the duration of the secondary current will be prolonged. When the vehicle engine experiences knocking, it will lead to excessively rapid combustion, and the duration of the secondary current will be shortened. Therefore, by electrically connecting the second end 122 of the secondary coil 12 to the input end 22 of the drive module 2, the second end 122 of the secondary coil 12 can feed back the secondary current to the drive module 2. A Zener diode can also be electrically connected between the second end 122 of the secondary coil 12 and the input end 22 of the drive module 2. A sliding rheostat can be electrically connected between the controller 5 and the drive module 2, so that the secondary current can be filtered by the Zener diode and the secondary current can be divided by the sliding rheostat to generate a fault diagnosis signal. Thus, the controller 5 can monitor the working status of the vehicle ignition system and the working status of the vehicle engine in real time according to the waveform, maximum voltage value and duration of the fault diagnosis signal obtained by the drive module 2.

[0056] Optional, continue to refer to Figure 1 The vehicle ignition system also includes: an alarm module 6; the controller 5 is also connected to the alarm module 6, and the controller 5 is also used to control the alarm module 6 to indicate the fault type in the vehicle ignition system.

[0057] Specifically, the alarm module 6 can be integrated into the vehicle's instrument panel or electronic control system, such as a CAN instrument cluster, so that the controller 5 can connect to the alarm module 6 via a CAN bus or other communication interface, and can transmit the fault type in the vehicle's ignition system determined based on fault diagnosis signals to the alarm module 6. The alarm module 6 can specifically include a digital display screen on the instrument panel and a malfunction indicator lamp. The alarm module 6 can present the fault type in the vehicle's ignition system as a fault code through the digital display screen, and can promptly alert the driver to the fault in the vehicle's ignition system by illuminating the malfunction indicator lamp. This allows the alarm module 6 to pinpoint the specific fault problem, facilitating the driver's diagnosis and repair.

[0058] The controller 5 may specifically include an engine control unit (ECU). It is understood that the controller 5 in the vehicle ignition system can execute the vehicle ignition system fault diagnosis method provided in the embodiments of the present invention, and has the corresponding functional modules and beneficial effects of the method. For technical details not described in detail in this embodiment, please refer to the vehicle ignition system fault diagnosis method described in the following embodiments.

[0059] Example 2

[0060] Figure 2 This is a flowchart illustrating a fault diagnosis method for a vehicle ignition system according to Embodiment 2 of the present invention. This embodiment can be used to control the vehicle ignition system described in the above embodiments. The method can be executed by a control device of the vehicle ignition system, which can be implemented in software and / or hardware, and is generally integrated into the controller of the vehicle ignition system. Accordingly, as... Figure 2 As shown, the control method for the vehicle ignition system may include:

[0061] S101. When the control drive module provides an ignition excitation signal to the primary coil, the fault diagnosis signal fed back by the secondary coil is acquired in real time.

[0062] Specifically, the ignition system controller provides an ignition excitation signal to the primary coil based on the engine speed and load. This excitation signal can be, for example, a low-voltage pulse signal, allowing the controller to control the on / off state of the primary coil according to the engine speed and load, thereby adjusting the ignition timing accordingly. Specifically, changes in the magnetic field of the primary coil induce high-voltage electrical energy in the secondary coil through electromagnetic inductance. This high-voltage energy is then transmitted from the secondary coil to the spark plug's control terminal via the ignition coil's high-voltage wire. Upon receiving the high-voltage energy from the secondary coil, the spark plug's center electrode breaks down the gap between the center electrode and the ground electrode, generating a spark to ignite the fuel-air mixture in the engine cylinder, driving the engine.

[0063] Simultaneously, the controller can also acquire fault diagnosis signals fed back by the secondary coil during spark plug ignition in real time. For example, the secondary coil can output a portion of the secondary current to the drive module and controller sequentially through a Zener diode and a sliding rheostat. This allows the Zener diode to filter the secondary current, and the sliding rheostat to divide the secondary current to generate a fault diagnosis signal. This enables the controller to acquire the fault diagnosis signal fed back by the secondary coil in real time through the drive module, laying the foundation for subsequently determining the fault type in the vehicle's ignition system based on the ignition excitation signal and the fault diagnosis signal.

[0064] S102. Obtain fault diagnosis parameters based on the ignition excitation signal and the fault diagnosis signal.

[0065] The fault diagnosis parameters include the waveform of the ignition excitation signal, the waveform of the fault diagnosis signal, the maximum voltage value of the fault diagnosis signal, and the duration of the fault diagnosis signal.

[0066] Specifically, after the controller acquires the fault diagnosis signal from the secondary coil in real time, it can also obtain fault diagnosis parameters based on the ignition excitation signal and the fault diagnosis signal. It is understandable that the operating state of the vehicle's ignition system and the engine will affect the magnitude and characteristics of the secondary current generated by electromagnetic induction in the secondary coil. For example, when spark plug wear leads to an excessive gap between the center electrode and ground electrode, the required breakdown voltage of the spark plug increases, and the circuit impedance increases, thus reducing the secondary current. When an open circuit fault exists in the ignition system, the magnetic field of the primary coil cannot be established, thus reducing the secondary current. When a short circuit fault exists in the ignition system, the secondary current will abnormally increase or decrease. When the vehicle engine's EGR rate is too high, making breakdown more difficult, the duration of the secondary current will be prolonged. When the vehicle engine experiences knocking, it will lead to excessively rapid combustion, shortening the duration of the secondary current. Therefore, the controller can obtain the waveform of the ignition excitation signal, the waveform of the fault diagnosis signal, the maximum voltage value of the fault diagnosis signal, and the duration of the fault diagnosis signal based on the ignition excitation signal and the fault diagnosis signal, laying the foundation for determining the fault type in the vehicle ignition system based on the fault diagnosis parameters.

[0067] S103. Determine the fault type in the vehicle ignition system based on the fault diagnosis parameters.

[0068] Specifically, after acquiring fault diagnosis parameters, the controller will determine the type of fault in the vehicle ignition system based on these parameters. For example, the controller can monitor the operating status of the vehicle ignition system and the vehicle engine in real time by comparing the waveforms of the ignition excitation signal and the fault diagnosis signal, determining whether the maximum voltage value of the fault diagnosis signal is within the normal voltage threshold range, and determining whether the duration of the fault diagnosis signal is within the normal time threshold range. This allows the controller to determine whether open-circuit faults, short-circuit faults, spark plug ignition abnormalities, and combustion abnormalities exist in the vehicle ignition system. By performing multi-dimensional comparisons based on fault diagnosis parameters, the controller can accurately determine the type of fault in the vehicle ignition system, thereby preventing engine damage or safety accidents, ensuring the safety of the driver, passengers, and cargo, and improving vehicle power performance and driving safety.

[0069] Optionally, after determining the fault type in the vehicle ignition system based on the fault diagnosis parameters, the method further includes: controlling the alarm module to provide a fault type prompt based on the fault type in the vehicle ignition system.

[0070] Specifically, the alarm module can be integrated into the vehicle's instrument panel or electronic control system, such as a CAN instrument cluster. This allows the controller to transmit the fault type in the vehicle's ignition system, determined based on fault diagnosis signals, to the alarm module via the CAN bus or other communication interfaces. The alarm module may include a digital display screen on the instrument panel and a malfunction indicator lamp. The digital display screen shows the fault type in the vehicle's ignition system in the form of a fault code, and the malfunction indicator lamp illuminates to promptly alert the driver to the fault. This allows the alarm module to pinpoint the specific fault, facilitating driver diagnosis and repair, thereby shortening troubleshooting cycles, reducing maintenance costs, and minimizing vehicle downtime.

[0071] In this embodiment, by acquiring the fault diagnosis signal fed back from the secondary coil in real time when the control drive module provides the ignition excitation signal to the primary coil, fault diagnosis parameters can be obtained based on the ignition excitation signal and the fault diagnosis signal. The fault diagnosis parameters include the waveform of the ignition excitation signal, the waveform of the fault diagnosis signal, the maximum voltage value of the fault diagnosis signal, and the duration of the fault diagnosis signal. By comparing the waveforms of the ignition excitation signal and the fault diagnosis signal, determining whether the maximum voltage value of the fault diagnosis signal is within the normal voltage threshold range, and determining whether the duration of the fault diagnosis signal is within the normal time threshold range, the operating status of the vehicle ignition system and the vehicle engine can be monitored in real time. This allows for the determination of whether open circuit faults, short circuit faults, spark plug ignition abnormalities, and combustion abnormalities exist in the vehicle ignition system. Through multi-dimensional comparison based on the fault diagnosis parameters, the type of fault in the vehicle ignition system can be accurately determined, thereby preventing engine damage or safety accidents and improving vehicle power performance and driving safety.

[0072] Example 3

[0073] Figure 3 This is a flowchart illustrating a fault diagnosis method for a vehicle ignition system according to Embodiment 3 of the present invention. Based on the above embodiments, this embodiment provides a detailed description of a method for determining the fault type in a vehicle ignition system according to fault diagnosis parameters. Accordingly, as shown... Figure 3 As shown, the fault diagnosis method for the vehicle ignition system in this embodiment may include:

[0074] S201. When the control drive module provides an ignition excitation signal to the primary coil, the fault diagnosis signal fed back by the secondary coil is acquired in real time.

[0075] S202. Obtain fault diagnosis parameters based on the ignition excitation signal and the fault diagnosis signal.

[0076] S203. When the maximum voltage value of the fault diagnosis signal meets the first preset condition, and the duration for which the maximum voltage value of the fault diagnosis signal meets the first preset condition is greater than the first preset time, it is determined that there is an open circuit fault in the vehicle ignition system.

[0077] The first preset condition includes that the maximum voltage value of the fault diagnosis signal is less than the first threshold voltage and the maximum voltage value of the fault diagnosis signal is greater than or equal to the second threshold voltage; the open circuit fault includes at least one of the following: the circuit between the output terminal of the drive module and the first terminal of the primary coil, the circuit between the second terminal of the secondary coil and the input terminal of the drive module, and the circuit between the ground terminal of the drive module and the reference ground.

[0078] Specifically, when the controller determines, based on fault diagnosis parameters, that the maximum voltage value of the fault diagnosis signal is less than a first threshold voltage, and the maximum voltage value of the fault diagnosis signal is greater than or equal to a second threshold voltage, and the duration for which the maximum voltage value of the fault diagnosis signal is less than the first threshold voltage and the duration for which the maximum voltage value of the fault diagnosis signal is greater than or equal to the second threshold voltage is greater than a first preset time, an open-circuit fault will be determined to exist in the vehicle ignition system. It is understandable that when there is an open-circuit fault in the circuit between the output terminal of the drive module and the first terminal of the primary coil, the ignition excitation signal cannot be provided to the primary coil; when there is an open-circuit fault in the circuit between the second terminal of the secondary coil and the input terminal of the drive module, the fault diagnosis signal cannot be fed back to the drive module; when there is an open-circuit fault in the circuit between the ground terminal of the drive module and the reference ground, the circuit loop of the primary coil will be incomplete. Therefore, when an open-circuit fault exists in the vehicle ignition system, the magnetic field of the primary coil cannot be established. At this time, the secondary coil cannot induce an effective voltage, the secondary current will be significantly reduced, and the maximum voltage value of the fault diagnosis signal formed after the secondary current is divided by the sliding rheostat will be reduced.

[0079] The controller can sample the fault diagnosis signal at preset time intervals. When the controller determines that the maximum voltage value of the fault diagnosis signal is less than the first threshold voltage, and the duration for which the maximum voltage value of the fault diagnosis signal is greater than or equal to the second threshold voltage is greater than the first preset time (for example, when the controller obtains that the maximum voltage value of the fault diagnosis signal is less than the first threshold voltage, and the number of times the maximum voltage value of the fault diagnosis signal is greater than or equal to the second threshold voltage is greater than 50), it will determine that there is an open circuit fault in the vehicle ignition system. This avoids the influence of transient interference on the fault judgment result and improves the accuracy of ignition system fault diagnosis. It can also be understood that the values ​​of the first and second threshold voltages can be adaptively adjusted according to the resistance value of the sliding rheostat. For example, the resistance value of the sliding rheostat can be 50Ω, the first threshold voltage can be 1.2V, and the second threshold voltage can be 0.3V. When the maximum voltage value of the fault diagnosis signal is less than 1.2V and greater than or equal to 0.3V, it indicates that the maximum voltage value of the fault diagnosis signal has decreased, but has not completely reached 0V, and it can be determined that there may be a partial open circuit in the vehicle ignition system at this time.

[0080] In another optional embodiment, when spark plug wear leads to an excessive gap between the center electrode and the ground electrode, the required spark plug breakdown voltage increases, and the circuit impedance increases. At this time, the secondary current decreases, and the maximum voltage value of the fault diagnosis signal will be less than the first threshold voltage but greater than or equal to the second threshold voltage. Therefore, the controller can preferentially determine that there is a spark plug wear fault in the vehicle ignition system when the duration of the maximum voltage value of the fault diagnosis signal being less than the first threshold voltage but greater than or equal to the second threshold voltage exceeds a first preset time, provided that the sampling number is greater than 20. After the driver confirms and eliminates the spark plug wear problem, the controller can further determine that there is an open circuit fault in the vehicle ignition system, thereby achieving accurate step-by-step identification of the fault type.

[0081] In this embodiment, an open circuit fault is determined to exist in the vehicle ignition system when the maximum voltage value of the fault diagnosis signal meets a first preset condition and the duration for which the maximum voltage value of the fault diagnosis signal meets the first preset condition is greater than a first preset time. This allows for the determination of an open circuit fault in the vehicle ignition system when the magnetic field of the primary coil cannot be established due to the presence of an open circuit fault, thus avoiding the influence of transient interference on the fault judgment result and improving the accuracy of ignition system fault diagnosis.

[0082] Example 4

[0083] Figure 4This is a flowchart illustrating a fault diagnosis method for a vehicle ignition system according to Embodiment 4 of the present invention. Based on the above embodiments, this embodiment provides a detailed description of a method for determining the fault type in a vehicle ignition system according to fault diagnosis parameters. Accordingly, as shown... Figure 4 As shown, the fault diagnosis method for the vehicle ignition system in this embodiment may include:

[0084] S301. When the control drive module provides an ignition excitation signal to the primary coil, the fault diagnosis signal fed back by the secondary coil is acquired in real time.

[0085] S302. Obtain fault diagnosis parameters based on the ignition excitation signal and the fault diagnosis signal.

[0086] S303. When the maximum voltage value of the fault diagnosis signal is greater than the third threshold voltage, and the duration of the maximum voltage value of the fault diagnosis signal being greater than the third threshold voltage is greater than the first preset time, it is determined that there is a short circuit fault between the second end of the secondary coil and the input end of the drive module and between the power supply end of the drive module and the external power supply.

[0087] Specifically, when the controller determines, based on the fault diagnosis parameters, that the maximum voltage value of the fault diagnosis signal is greater than the third threshold voltage, and the duration of this excess voltage exceeds the first preset time, a short circuit fault will be identified between the circuit between the second terminal of the secondary coil and the input terminal of the drive module, and between the power supply terminal of the drive module and the external power supply. It is understandable that when a short circuit fault exists between the circuit between the second terminal of the secondary coil and the input terminal of the drive module, and between the power supply terminal of the drive module and the external power supply, the fault diagnosis signal acquired by the controller will be superimposed with the supply voltage provided by the external power supply, thus increasing the maximum voltage value of the fault diagnosis signal.

[0088] The controller can sample the fault diagnosis signal at preset time intervals. When the controller determines that the maximum voltage value of the fault diagnosis signal is greater than the third threshold voltage, and the duration for which the maximum voltage value of the fault diagnosis signal is greater than the third threshold voltage is greater than the first preset time (for example, when the controller obtains more than 50 samples in which the maximum voltage value of the fault diagnosis signal is greater than the third threshold voltage), it will determine that there is a short circuit fault in the circuit between the second terminal of the secondary coil and the input terminal of the drive module in the vehicle ignition system, and in the circuit between the power supply terminal of the drive module and the external power supply. This avoids the influence of transient interference on the fault judgment result and improves the accuracy of ignition system fault diagnosis. It can also be understood that the value of the third threshold voltage can be adaptively adjusted according to the resistance value of the sliding rheostat. For example, the resistance value of the sliding rheostat can be 50Ω, and the third threshold voltage can be 4.7V. When the maximum voltage value of the fault diagnosis signal is greater than 4.7V, it indicates that the maximum voltage value of the fault diagnosis signal has increased, and it can be determined that there may be a partial short circuit in the vehicle ignition system at this time.

[0089] In this embodiment, when the maximum voltage value of the fault diagnosis signal is greater than the third threshold voltage, and the duration of the maximum voltage value of the fault diagnosis signal being greater than the third threshold voltage is greater than the first preset time, it is determined that there is a short circuit fault in the circuit between the second end of the secondary coil and the input end of the drive module, and in the circuit between the power supply end of the drive module and the external power supply. This ensures that when there is a short circuit fault in the circuit between the second end of the secondary coil and the input end of the drive module, and in the circuit between the power supply end of the drive module and the external power supply, the fault diagnosis signal acquired by the controller is superimposed with the power supply voltage provided by the external power supply, thus determining that there is a partial short circuit fault in the vehicle ignition system. This avoids the influence of transient interference on the fault judgment result and improves the accuracy of ignition system fault diagnosis.

[0090] Example 5

[0091] Figure 5 This is a flowchart illustrating a fault diagnosis method for a vehicle ignition system according to Embodiment 5 of the present invention. Based on the above embodiments, this embodiment provides a detailed description of a method for determining the fault type in a vehicle ignition system according to fault diagnosis parameters. Accordingly, as shown... Figure 5 As shown, the fault diagnosis method for the vehicle ignition system in this embodiment may include:

[0092] S401. When the control drive module provides an ignition excitation signal to the primary coil, the fault diagnosis signal fed back by the secondary coil is acquired in real time.

[0093] S402. Obtain fault diagnosis parameters based on the ignition excitation signal and the fault diagnosis signal.

[0094] S403. When the maximum voltage value of the fault diagnosis signal is less than the second threshold voltage, and the duration of the maximum voltage value of the fault diagnosis signal being less than the second threshold voltage is greater than the first preset time, it is determined that there is a short circuit fault between the circuit between the second end of the secondary coil and the input end of the drive module and between the ground end of the drive module and the reference ground.

[0095] Specifically, when the controller determines, based on the fault diagnosis parameters, that the maximum voltage value of the fault diagnosis signal is less than the second threshold voltage, and the duration for which the maximum voltage value of the fault diagnosis signal is less than the second threshold voltage is greater than a first preset time, it will determine that there is a short circuit fault in the loop between the second terminal of the secondary coil and the input terminal of the drive module, and in the loop between the ground terminal of the drive module and the reference ground. It is understandable that when a short circuit fault exists in the loop between the second terminal of the secondary coil and the input terminal of the drive module, and in the loop between the ground terminal of the drive module and the reference ground, the fault diagnosis signal acquired by the controller will be pulled low due to the grounding effect, and the maximum voltage value of the fault diagnosis signal will decrease to near 0V.

[0096] The controller can sample the fault diagnosis signal at preset time intervals. When the controller determines that the duration for which the maximum voltage value of the fault diagnosis signal is less than the second threshold voltage is greater than the first preset time (for example, when the controller obtains more than 50 samples in which the maximum voltage value of the fault diagnosis signal is less than the second threshold voltage), it will determine that there is a short circuit fault in the circuit between the second terminal of the secondary coil and the input terminal of the drive module, and in the circuit between the ground terminal of the drive module and the reference ground. This avoids the influence of transient interference on the fault judgment result and improves the accuracy of ignition system fault diagnosis. It can also be understood that the value of the second threshold voltage can be adaptively adjusted according to the resistance value of the sliding rheostat. For example, the resistance value of the sliding rheostat can be 50Ω, and the second threshold voltage can be 0.3V. When the maximum voltage value of the fault diagnosis signal is less than 0.3V, it indicates that the maximum voltage value of the fault diagnosis signal will decrease to close to 0V, and it can be determined that there may be a partial short circuit in the vehicle ignition system at this time.

[0097] In this embodiment, when the maximum voltage value of the fault diagnosis signal is less than the second threshold voltage, and the duration of the maximum voltage value of the fault diagnosis signal being less than the second threshold voltage is greater than a first preset time, a short circuit fault is determined to exist between the circuit between the second end of the secondary coil and the input end of the drive module, and between the ground end of the drive module and the reference ground. This allows for the determination of a partial short circuit fault in the vehicle ignition system when a short circuit fault exists between the circuit between the second end of the secondary coil and the input end of the drive module, and between the ground end of the drive module and the reference ground, causing the fault diagnosis signal to be pulled low due to the grounding effect. This avoids the influence of transient interference on the fault judgment result and improves the accuracy of ignition system fault diagnosis.

[0098] Example 6

[0099] Figure 6 This is a flowchart illustrating a fault diagnosis method for a vehicle ignition system according to Embodiment Six of the present invention. Based on the above embodiments, this embodiment provides a detailed description of a method for determining the fault type in a vehicle ignition system according to fault diagnosis parameters. Accordingly, as shown... Figure 6 As shown, the fault diagnosis method for the vehicle ignition system in this embodiment may include:

[0100] S501. When the control drive module provides an ignition excitation signal to the primary coil, the fault diagnosis signal fed back by the secondary coil is acquired in real time.

[0101] S502. Obtain fault diagnosis parameters based on the ignition excitation signal and the fault diagnosis signal.

[0102] S503. When the waveform of the fault diagnosis signal is the same as the waveform of the ignition excitation signal, and the duration for which the waveform of the fault diagnosis signal is the same as the waveform of the ignition excitation signal is greater than the second preset time, it is determined that there is a short circuit fault between the circuit between the second end of the secondary coil and the input end of the drive module and the circuit between the output end of the drive module and the first end of the primary coil.

[0103] Specifically, when the controller determines, based on the fault diagnosis parameters, that the waveform of the fault diagnosis signal is the same as the waveform of the ignition excitation signal, and the duration for which the waveforms of the fault diagnosis signal and the ignition excitation signal are the same is greater than a second preset time, it will determine that there is a short circuit fault in the circuit between the second terminal of the secondary coil and the input terminal of the drive module, and in the circuit between the output terminal of the drive module and the first terminal of the primary coil. It can be understood that when there is a short circuit fault in the circuit between the second terminal of the secondary coil and the input terminal of the drive module, and in the circuit between the output terminal of the drive module and the first terminal of the primary coil, the fault diagnosis signal will overlap with the ignition excitation signal, meaning that the waveforms of the fault diagnosis signal and the ignition excitation signal will be the same.

[0104] The controller can record the duration for which the waveforms of the fault diagnosis signal and the ignition excitation signal are identical. When the controller determines that the duration for which the waveforms of the fault diagnosis signal and the ignition excitation signal are identical is greater than a second preset time, for example, when the controller determines that the duration for which the waveforms of the fault diagnosis signal and the ignition excitation signal are identical is greater than 60 seconds, it will determine that there is a short circuit fault between the circuit between the second end of the secondary coil and the input end of the drive module and the circuit between the output end of the drive module and the first end of the primary coil. This avoids the influence of transient interference on the fault judgment result and improves the accuracy of ignition system fault diagnosis.

[0105] In this embodiment, when the waveforms of the fault diagnosis signal and the ignition excitation signal are identical, and the duration of this identical waveform exceeds a second preset time, a short circuit fault is determined to exist between the circuit between the second end of the secondary coil and the input end of the drive module, and between the circuit between the output end of the drive module and the first end of the primary coil. This ensures that when a short circuit fault exists between the circuit between the second end of the secondary coil and the input end of the drive module, and between the circuit between the output end of the drive module and the first end of the primary coil, causing the fault diagnosis signal to overlap with the ignition excitation signal, a partial short circuit fault is determined to exist in the vehicle ignition system. This avoids the influence of transient interference on the fault judgment result and improves the accuracy of ignition system fault diagnosis.

[0106] Example 7

[0107] Figure 7 This is a flowchart illustrating a fault diagnosis method for a vehicle ignition system according to Embodiment 7 of the present invention. Based on the above embodiments, this embodiment provides a detailed description of a method for determining the fault type in a vehicle ignition system according to fault diagnosis parameters. Accordingly, as shown... Figure 7 As shown, the fault diagnosis method for the vehicle ignition system in this embodiment may include:

[0108] S601. When the control drive module provides an ignition excitation signal to the primary coil, the fault diagnosis signal fed back by the secondary coil is acquired in real time.

[0109] S602. Obtain fault diagnosis parameters based on the ignition excitation signal and the fault diagnosis signal.

[0110] S603. When the duration of the fault diagnosis signal meets the second preset condition, and the duration of the fault diagnosis signal meeting the second preset condition is greater than the third preset time, it is determined that there is a combustion abnormality fault in the ignition system.

[0111] The second preset condition includes the duration of the fault diagnosis signal being greater than the fourth preset time, or the duration of the fault diagnosis signal being less than the fifth preset time; the fourth preset time being greater than the fifth preset time.

[0112] Specifically, when the controller determines, based on fault diagnosis parameters, that the duration of the fault diagnosis signal is greater than the fourth preset time, or less than the fifth preset time, it will determine that there is a combustion abnormality fault in the ignition system. It is understandable that when the vehicle engine's EGR rate is too high, making breakdown more difficult, the duration of the secondary current will be prolonged, and the duration of the fault diagnosis signal formed after the secondary current is divided by the sliding rheostat will also be prolonged; conversely, when the vehicle engine experiences knocking, leading to excessively rapid combustion, the duration of the secondary current will be shortened, and the duration of the fault diagnosis signal formed after the secondary current is divided by the sliding rheostat will also be shortened.

[0113] The controller can sample fault diagnosis signals at preset time intervals. When the controller determines that the duration of the fault diagnosis signal is greater than a fourth preset time, or the duration of the fault diagnosis signal is less than a fifth preset time but greater than a third preset time (for example, when the controller obtains that the duration of the fault diagnosis signal is greater than the fourth preset time, or the number of samplings where the duration of the fault diagnosis signal is less than the fifth preset time is greater than 10), it will determine that there is a combustion abnormality fault in the ignition system. For example, the fourth preset time can be 6ms, and the fifth preset time can be 2ms. When the duration of the fault diagnosis signal is greater than 6ms, it indicates that the vehicle engine's EGR rate is too high; when the duration of the fault diagnosis signal is less than 2ms, it indicates that the vehicle engine is experiencing knocking.

[0114] In this embodiment, when the duration of the fault diagnosis signal meets a second preset condition and the duration of the fault diagnosis signal meeting the second preset condition is greater than a third preset time, it is determined that there is a combustion abnormality fault in the ignition system. This allows for the determination of a combustion abnormality fault in the vehicle ignition system when the duration of the fault diagnosis signal is prolonged or shortened due to the presence of a combustion abnormality fault in the ignition system. This avoids the influence of transient interference on the fault judgment result and improves the accuracy of ignition system fault diagnosis.

[0115] Example 8

[0116] Figure 8 This is a schematic diagram of a fault diagnosis device for a vehicle ignition system provided in Embodiment 8 of the present invention. This device can implement the fault diagnosis method for the vehicle ignition system provided in this embodiment of the invention. The device can be implemented by software and / or hardware, and is generally integrated into the controller of the vehicle ignition system. Figure 8 As shown, the device includes: a fault diagnosis signal acquisition module 701, a fault diagnosis parameter acquisition module 702, and a fault type determination module 703. The specific structure of the device is as follows:

[0117] The fault diagnosis signal acquisition module 701 is used to acquire the fault diagnosis signal fed back by the secondary coil in real time when the control drive module provides the ignition excitation signal to the primary coil.

[0118] The fault diagnosis parameter acquisition module 702 is used to acquire fault diagnosis parameters based on the ignition excitation signal and the fault diagnosis signal. The fault diagnosis parameters include the waveform of the ignition excitation signal, the waveform of the fault diagnosis signal, the maximum voltage value of the fault diagnosis signal, and the duration of the fault diagnosis signal.

[0119] The fault type determination module 703 is used to determine the fault type in the vehicle ignition system based on fault diagnosis parameters.

[0120] In an optional embodiment of the present invention, the fault type determination module 703 may further be used to: determine that there is an open circuit fault in the vehicle ignition system when the maximum voltage value of the fault diagnosis signal meets a first preset condition and the duration for which the maximum voltage value of the fault diagnosis signal meets the first preset condition is greater than a first preset time; the first preset condition includes that the maximum voltage value of the fault diagnosis signal is less than a first threshold voltage and the maximum voltage value of the fault diagnosis signal is greater than or equal to a second threshold voltage; the open circuit fault includes that at least one of the following is open circuit fault: the circuit between the output terminal of the drive module and the first terminal of the primary coil, the circuit between the second terminal of the secondary coil and the input terminal of the drive module, and the circuit between the ground terminal of the drive module and the reference ground.

[0121] In an optional embodiment of the present invention, the fault type determination module 703 may also be used to: determine that there is a short circuit fault between the circuit between the second end of the secondary coil and the input end of the drive module and the circuit between the power supply end of the drive module and the external power supply when the maximum voltage value of the fault diagnosis signal is greater than the third threshold voltage and the duration of the maximum voltage value of the fault diagnosis signal being greater than the third threshold voltage is greater than the first preset time.

[0122] In an optional embodiment of the present invention, the fault type determination module 703 may also be used to: determine that there is a short circuit fault between the loop between the second end of the secondary coil and the input end of the drive module and the loop between the ground end of the drive module and the reference ground when the maximum voltage value of the fault diagnosis signal is less than the second threshold voltage and the duration of the maximum voltage value of the fault diagnosis signal being less than the second threshold voltage is greater than the first preset time.

[0123] In an optional embodiment of the present invention, the fault type determination module 703 may also be used to: determine that there is a short circuit fault between the circuit between the second end of the secondary coil and the input end of the drive module and the circuit between the output end of the drive module and the first end of the primary coil when the waveform of the fault diagnosis signal is the same as the waveform of the ignition excitation signal and the duration of the same waveform of the fault diagnosis signal and the ignition excitation signal is greater than a second preset time.

[0124] In an optional embodiment of the present invention, the fault type determination module 703 may also be used to: determine that there is a combustion abnormality fault in the ignition system when the duration of the fault diagnosis signal meets a second preset condition and the duration of the fault diagnosis signal meeting the second preset condition is greater than a third preset time; the second preset condition includes the duration of the fault diagnosis signal being greater than a fourth preset time, or the duration of the fault diagnosis signal being less than a fifth preset time; the fourth preset time is greater than the fifth preset time.

[0125] In an optional embodiment of the present invention, the fault type determination module 703 may also be used to: after determining the fault type in the vehicle ignition system according to the fault diagnosis parameters, control the alarm module to prompt the fault type according to the fault type in the vehicle ignition system.

[0126] The aforementioned vehicle ignition system fault diagnosis device can execute the vehicle ignition system fault diagnosis method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects for executing the method. Technical details not described in detail in this embodiment can be found in the vehicle ignition system fault diagnosis method provided in any embodiment of the present invention.

[0127] Since the vehicle ignition system fault diagnosis device described above is capable of executing the vehicle ignition system fault diagnosis method in the embodiments of the present invention, those skilled in the art can understand the specific implementation and various variations of the vehicle ignition system fault diagnosis device in this embodiment based on the vehicle ignition system fault diagnosis method described in the embodiments of the present invention. Therefore, how the vehicle ignition system fault diagnosis device implements the vehicle ignition system fault diagnosis method in the embodiments of the present invention will not be described in detail here. Any device used by those skilled in the art to implement the vehicle ignition system fault diagnosis method in the embodiments of the present invention falls within the scope of protection of this application.

[0128] Example 9

[0129] Based on the same inventive concept, embodiments of the present invention also provide a vehicle, the vehicle including a frame, an engine disposed within the frame, and the vehicle ignition system of the above embodiments.

[0130] Therefore, the vehicle provided in this embodiment has the structure and operation of the vehicle ignition system of the above embodiment, and can achieve the effect of the fault diagnosis method of the vehicle ignition system of the above embodiment. The similarities can be referred to the above description, and will not be repeated here.

[0131] It should be understood that the various forms of processes shown above can be used to reorder, add, or delete steps. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution disclosed in this invention can be achieved, and this is not limited herein.

[0132] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A fault diagnosis method for a vehicle ignition system, characterized in that, The vehicle ignition system includes an ignition coil, a drive module, an ignition coil high-voltage wire, and a spark plug; the ignition coil includes a primary coil and a secondary coil coupled to each other; the output terminal of the drive module is electrically connected to the first terminal of the primary coil; the first terminal of the secondary coil is electrically connected to the control terminal of the spark plug through the ignition coil high-voltage wire; the second terminal of the secondary coil is electrically connected to the input terminal of the drive module. The fault diagnosis method for the vehicle ignition system includes: When the drive module provides an ignition excitation signal to the primary coil, the fault diagnosis signal fed back by the secondary coil is acquired in real time. Based on the ignition excitation signal and the fault diagnosis signal, fault diagnosis parameters are obtained; the fault diagnosis parameters include the waveform of the ignition excitation signal, the waveform of the fault diagnosis signal, the maximum voltage value of the fault diagnosis signal, and the duration of the fault diagnosis signal. Based on the fault diagnosis parameters, the fault type in the vehicle ignition system is determined.

2. The fault diagnosis method for a vehicle ignition system according to claim 1, characterized in that, Based on the fault diagnosis parameters, the fault type in the vehicle ignition system is determined, including: When the maximum voltage value of the fault diagnosis signal meets a first preset condition, and the duration for which the maximum voltage value of the fault diagnosis signal meets the first preset condition is greater than a first preset time, it is determined that there is an open circuit fault in the vehicle ignition system. The first preset condition includes that the maximum voltage value of the fault diagnosis signal is less than a first threshold voltage, and the maximum voltage value of the fault diagnosis signal is greater than or equal to a second threshold voltage; The open-circuit fault includes at least one of the following: the circuit between the output terminal of the drive module and the first terminal of the primary coil; the circuit between the second terminal of the secondary coil and the input terminal of the drive module; and the circuit between the ground terminal of the drive module and the reference ground.

3. The fault diagnosis method for a vehicle ignition system according to claim 1, characterized in that, Based on the fault diagnosis parameters, the fault type in the vehicle ignition system is determined, including: When the maximum voltage value of the fault diagnosis signal is greater than the third threshold voltage, and the duration for which the maximum voltage value of the fault diagnosis signal is greater than the third threshold voltage is greater than the first preset time, it is determined that there is a short circuit fault between the circuit between the second end of the secondary coil and the input end of the drive module and between the power supply end of the drive module and the external power supply.

4. The fault diagnosis method for a vehicle ignition system according to claim 1, characterized in that, Based on the fault diagnosis parameters, the fault type in the vehicle ignition system is determined, including: When the maximum voltage value of the fault diagnosis signal is less than the second threshold voltage, and the duration for which the maximum voltage value of the fault diagnosis signal is less than the second threshold voltage is greater than the first preset time, it is determined that there is a short circuit fault between the loop between the second end of the secondary coil and the input end of the drive module and between the ground end of the drive module and the reference ground.

5. The fault diagnosis method for a vehicle ignition system according to claim 1, characterized in that, Based on the fault diagnosis parameters, the fault type in the vehicle ignition system is determined, including: When the waveform of the fault diagnosis signal is the same as the waveform of the ignition excitation signal, and the duration for which the waveform of the fault diagnosis signal is the same as the waveform of the ignition excitation signal is greater than a second preset time, it is determined that there is a short circuit fault between the circuit between the second end of the secondary coil and the input end of the drive module and the circuit between the output end of the drive module and the first end of the primary coil.

6. The fault diagnosis method for a vehicle ignition system according to claim 1, characterized in that, Based on the fault diagnosis parameters, the fault type in the vehicle ignition system is determined, including: When the duration of the fault diagnosis signal meets the second preset condition, and the duration of the fault diagnosis signal meeting the second preset condition is greater than the third preset time, it is determined that the ignition system has a combustion abnormality fault. The second preset condition includes the duration of the fault diagnosis signal being greater than the fourth preset time, or the duration of the fault diagnosis signal being less than the fifth preset time; the fourth preset time is greater than the fifth preset time.

7. The fault diagnosis method for a vehicle ignition system according to claim 1, characterized in that, The vehicle ignition system further includes an alarm module; after determining the fault type in the vehicle ignition system based on the fault diagnosis parameters, it also includes: Based on the fault type in the vehicle ignition system, the alarm module is controlled to provide a prompt indicating the fault type.

8. A fault diagnosis device for a vehicle ignition system, characterized in that, The vehicle ignition system includes an ignition coil, a drive module, an ignition coil high-voltage wire, and a spark plug; the ignition coil includes a primary coil and a secondary coil coupled to each other; the output terminal of the drive module is electrically connected to the first terminal of the primary coil; the first terminal of the secondary coil is electrically connected to the control terminal of the spark plug through the ignition coil high-voltage wire; the second terminal of the secondary coil is electrically connected to the input terminal of the drive module. The fault diagnosis device for the vehicle ignition system includes: The fault diagnosis signal acquisition module is used to acquire the fault diagnosis signal fed back by the secondary coil in real time when controlling the drive module to provide an ignition excitation signal to the primary coil. The fault diagnosis parameter acquisition module is used to acquire fault diagnosis parameters based on the ignition excitation signal and the fault diagnosis signal; the fault diagnosis parameters include the waveform of the ignition excitation signal, the waveform of the fault diagnosis signal, the maximum voltage value of the fault diagnosis signal, and the duration of the fault diagnosis signal. The fault type determination module is used to determine the fault type in the vehicle ignition system based on the fault diagnosis parameters.

9. A vehicle ignition system, characterized in that, include: Ignition coil, drive module, ignition coil high-voltage wire, spark plug, and controller; The ignition coil includes a primary coil and a secondary coil that are coupled to each other; The output terminal of the drive module is electrically connected to the first terminal of the primary coil; the first terminal of the secondary coil is electrically connected to the control terminal of the spark plug through the high-voltage wire of the ignition coil; the second terminal of the secondary coil is electrically connected to the input terminal of the drive module. The controller is connected to the drive module, and the controller is used to perform the fault diagnosis method of the vehicle ignition system as described in any one of claims 1-7.

10. The vehicle ignition system according to claim 9, characterized in that, Also includes: Alarm module; The controller is also connected to the alarm module, and the controller is also used to control the alarm module to indicate the fault type in the vehicle ignition system.

11. A vehicle, characterized in that, include: The vehicle frame, the engine disposed within the vehicle frame, and the vehicle ignition system as described in any one of claims 9-10.

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