Motorcycle clutch switch fault diagnosis method and device, electronic control unit and motorcycle

Abstract

The invention relates to a motorcycle clutch switch fault diagnosis method and device, an electronic control unit and a motorcycle. The method comprises the steps of identifying the current working condition of the motorcycle; when the motorcycle is in the rotating speed ratio switching working condition, a first working parameter is obtained, and the fault condition of the clutch switch is determined according to the first working parameter; the first working parameter comprises a rotation speed ratio and a clutch separation signal; under the condition that the motorcycle is in the driving cycle working condition, a second working parameter is obtained, and the fault condition of the clutch switch is determined according to the second working parameter; the second working parameters comprise a starting speed, a riding speed, a stopping speed and a clutch separation signal. By adopting the method, whether the clutch switch has a fault can be identified.

Description

Technical Field

[0001] This application relates to the field of motorcycle technology, and in particular to a method, device, electronic control unit, and motorcycle for diagnosing clutch switch faults in a motorcycle. Background Technology

[0002] In a motorcycle, the driver disengages the engine clutch by squeezing the clutch lever, thus cutting off the power transmission between the rear wheel and the engine. The ECU (Electronic Control Unit) identifies the action of the clutch lever (engaged or disengaged) through the clutch switch, thereby determining whether the clutch is in a disengaged state. The clutch disengagement state involves many different control functions such as engine fuel injection, ignition, cruise control, quick shifting, driving modes, and start-up protection. Therefore, the ECU needs to accurately identify the clutch switch signal.

[0003] However, when the clutch switch malfunctions (such as short circuit or open circuit), the ECU will not be able to accurately recognize the clutch signal, which will adversely affect the normal control of the motorcycle. Therefore, the clutch switch needs to be diagnosed to identify whether it is faulty and to execute the corresponding control. Summary of the Invention

[0004] Therefore, it is necessary to provide a method, device, electronic control unit, and motorcycle for diagnosing clutch switch faults in motorcycles, in order to address the aforementioned technical problems.

[0005] In a first aspect, this application provides a method for diagnosing clutch switch malfunctions in a motorcycle, the method comprising:

[0006] Identify the current operating condition of the motorcycle;

[0007] When the motorcycle is in a speed ratio switching condition, the first operating parameter is acquired, and the fault condition of the clutch switch is determined based on the first operating parameter; the first operating parameter includes the speed ratio and the clutch disengagement signal;

[0008] When the motorcycle is in a driving cycle, the second operating parameters are acquired, and the fault condition of the clutch switch is determined based on the second operating parameters; the second operating parameters include starting speed, riding speed, stopping speed and clutch disengagement signal.

[0009] In one embodiment, determining the fault condition of the clutch switch based on a first operating parameter includes:

[0010] If the speed ratio is not within the preset speed ratio range and no clutch disengagement signal is received, it is determined that there is an open circuit fault in the clutch switch; the preset speed ratio range is the speed ratio interval corresponding to different gears when the motorcycle is in normal operation.

[0011] In one embodiment, determining the fault condition of the clutch switch based on a first operating parameter includes:

[0012] If the speed ratio is within the preset speed ratio range and a clutch disengagement signal is continuously received, it is determined that there is a short circuit fault in the clutch switch.

[0013] In one embodiment, determining the fault condition of the clutch switch based on the second operating parameter includes:

[0014] If the starting speed reaches the target starting speed, the riding speed reaches the target riding speed, and the parking speed reaches the target parking speed, and no clutch disengagement signal is received, it is determined that there is an open circuit fault in the clutch switch.

[0015] Among them, the target starting speed is the minimum speed that the motorcycle needs to reach during the starting phase, the target riding speed is the minimum speed that the motorcycle needs to reach to enter a stable riding state, and the target stopping speed is the base speed at which the motorcycle comes to a complete stop from the riding state.

[0016] In one embodiment, determining the fault condition of the clutch switch based on the second operating parameter includes:

[0017] If the vehicle reaches the target starting speed, the target riding speed, and the target parking speed, and a clutch disengagement signal is continuously received, it is determined that there is a short circuit fault in the clutch switch.

[0018] Secondly, this application also provides a clutch switch fault diagnosis device for motorcycles, the device comprising:

[0019] The operating condition recognition module is used to identify the current operating condition of the motorcycle;

[0020] The first fault determination module is used to acquire first operating parameters when the motorcycle is in a speed ratio switching condition, and to determine the fault condition of the clutch switch based on the first operating parameters; the first operating parameters include speed ratio and clutch disengagement signal;

[0021] The second fault determination module is used to acquire second operating parameters when the motorcycle is in a driving cycle, and to determine the fault condition of the clutch switch based on the second operating parameters; the second operating parameters include starting speed, riding speed, stopping speed and clutch disengagement signal.

[0022] Thirdly, this application also provides an electronic control unit for a motorcycle, including a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the steps of the methods described in the above embodiments.

[0023] Fourthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the methods described above.

[0024] Fourthly, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the methods described above.

[0025] Fifthly, this application provides a motorcycle, comprising:

[0026] Motorcycle body;

[0027] And the electronic control unit of the motorcycle in the above embodiments, which is installed on the motorcycle body.

[0028] The above-mentioned clutch switch fault diagnosis method, device, electronic control unit, and motorcycle have at least the following beneficial effects:

[0029] By monitoring the corresponding operating parameters under both speed ratio switching and driving cycle conditions, the clutch switch malfunction can be accurately identified. In the speed ratio switching condition, comparing the matching of speed ratio changes with the clutch disengagement signal can promptly detect problems such as open circuit (no disengagement signal during shifting), short circuit (signal not reset after shifting), or poor contact (abnormal signal duration). In the driving cycle condition, combining the correspondence between vehicle speed changes during starting, riding, and stopping and the disengagement signal further verifies whether the switch status is normal. This diagnostic method ensures that the ECU can accurately identify the authenticity and validity of the clutch disengagement signal, providing a reliable basis for subsequent key control functions such as engine fuel injection adjustment, ignition control, cruise control disabling, and rapid shifting enabling. It effectively avoids signal misjudgment caused by switch malfunctions, thereby ensuring the precise execution of various motorcycle control logics and improving vehicle stability and safety. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 This is a schematic diagram of the clutch and gear shifting system of a motorcycle in the prior art;

[0032] Figure 2This is a flowchart illustrating a method for diagnosing clutch switch malfunctions in a motorcycle, as shown in one embodiment.

[0033] Figure 3 This is a structural block diagram of a clutch switch fault diagnosis device for a motorcycle in one embodiment;

[0034] Figure 4 This is an internal structural diagram of a computer device in one embodiment. Detailed Implementation

[0035] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0036] The structure of the clutch and shifting system in traditional technology is as follows: Figure 1 As shown in Table 1, the names and transmission methods of each mechanical component are as follows:

[0037] Table 1

[0038]

[0039] The connection relationships and working principles between the various mechanical components are well known to those skilled in the art, and the structure of the clutch and gear shifting system is not an improvement of this application. Therefore, it will not be described in detail here.

[0040] In a motorcycle, the driver disengages the engine clutch by squeezing the clutch lever, thus cutting off the power transmission between the rear wheel and the engine. The ECU (Electronic Control Unit) identifies the action of the clutch lever (engaged or disengaged) through the clutch switch, thereby determining whether the clutch is in a disengaged state. The clutch disengagement state involves many different control functions such as engine fuel injection, ignition, cruise control, quick shifting, driving modes, and start-up protection. Therefore, the ECU needs to accurately identify the clutch switch signal.

[0041] However, when the clutch switch malfunctions (such as short circuit or open circuit), the ECU will not be able to accurately recognize the clutch signal, which will adversely affect the normal control of the motorcycle. Therefore, the clutch switch needs to be diagnosed to identify whether it is faulty and to execute the corresponding control.

[0042] For the reasons stated above, in an exemplary embodiment, such as Figure 2 As shown, this application provides a method for diagnosing clutch switch faults in a motorcycle, the method comprising:

[0043] S202 identifies the current operating condition of the motorcycle;

[0044] S204: When the motorcycle is in a speed ratio switching condition, acquire the first operating parameter and determine the fault condition of the clutch switch based on the first operating parameter; the first operating parameter includes the speed ratio and the clutch disengagement signal;

[0045] S206: When the motorcycle is in a driving cycle, acquire the second operating parameters and determine the fault condition of the clutch switch based on the second operating parameters; the second operating parameters include starting speed, riding speed, stopping speed and clutch disengagement signal.

[0046] Among them, the speed ratio switching condition refers to the condition in which the ratio of engine speed to wheel speed (i.e., speed ratio) changes due to gear shifting during the motorcycle's operation. When the driver operates the gear shift lever, the gear meshing relationship of the transmission changes, and the speed ratio between the engine output shaft and the wheel drive shaft changes accordingly. At this time, the clutch usually goes through a process of "disengagement-shifting-engagement". For example, when a motorcycle shifts from 1st gear to 2nd gear, the driver will first squeeze the clutch lever (clutch disengagement), and then release the lever after shifting gears (clutch engagement). During this process, the ratio of engine speed to wheel speed changes abruptly, which is a speed ratio switching condition. The driving cycle condition refers to the conditions covered by the complete driving process of a motorcycle from starting to driving to stopping, including the entire cycle of the vehicle from stationary to moving, constant speed driving, deceleration to stopping. This condition covers the continuous process of "starting-riding-stopping" of the motorcycle, focusing on the dynamic changes in speed (from 0 to a certain speed and back to 0), and is usually accompanied by frequent clutch operation (such as half-clutching when starting and fully disengaging when stopping). For example, it includes the entire process of the driver starting the vehicle, releasing the handbrake, squeezing the clutch to engage gear and start (starting speed stage), then maintaining a certain speed (riding speed stage), and finally decelerating, squeezing the clutch, stopping and turning off the engine (stopping speed stage). The clutch disengagement signal is an electrical signal transmitted from the clutch switch to the ECU (Electronic Control Unit) to indicate whether the clutch is currently disengaged. It primarily represents the "state transition" of the clutch switch in response to the driver's clutch lever operation—when the driver engages the clutch lever, the clutch disengages, the clutch switch is triggered, and it sends a "disengagement signal" (usually an electrical signal with a certain voltage value, such as a high level "1") to the ECU; when the driver releases the clutch lever, the clutch engages, the clutch switch resets, and it sends a "not disengaged signal" (usually a low level "0") to the ECU. This signal is the direct basis for the ECU to determine the clutch status and is closely related to many motorcycle control functions: for example, when the ECU receives a disengagement signal, it adjusts fuel injection and ignition strategies (such as reducing idle fuel injection), disables cruise control, and allows rapid gear shifting; when it does not receive a disengagement signal, it executes the control logic for normal driving. If the signal is abnormal (e.g., it does not appear when it should, or it appears continuously when it should not), it may indicate a short circuit (signal usually "1") or open circuit (signal usually "0") fault in the clutch switch, thus affecting the accuracy of the ECU's control.

[0047] For example, identifying the current operating condition of a motorcycle mainly relies on the dynamic changes in vehicle operating parameters. For instance, the ECU continuously monitors core parameters such as engine speed, wheel speed, vehicle speed, shift signal, and clutch switch signal, and combines these with preset operating condition judgment logic to distinguish operating conditions. Specifically, when a shift signal is detected (such as a mechanical signal generated by the driver operating the shift lever or an electronic shift command), and the ratio of engine speed to wheel speed changes abruptly by exceeding a preset threshold (e.g., 20%) within a short period (usually within 500ms), the motorcycle is determined to have entered a speed ratio switching condition. Conversely, when the vehicle starts from a stationary state (speed 0 for more than 3 seconds) and sequentially experiences a speed increase (starting phase), stable driving (speed fluctuation less than 5km / h for more than 5 seconds), and a speed decrease to 0 (stopping phase), and no significant speed ratio change is detected (or the change frequency is lower than the shift operation threshold), it is determined to be a driving cycle condition.

[0048] When the motorcycle is in a speed ratio switching mode, the ECU first acquires the first operating parameters, including the real-time calculated speed ratio (engine speed / wheel speed) and the clutch disengagement signal output by the clutch switch (high level indicates disengagement, low level indicates engagement). Then, it uses logic to determine faults: first, it verifies the signal matching at the moment of gear shifting. Under normal circumstances, a disengagement signal (high level) should be received during gear shifting. If the signal remains low during shifting, it is determined to be a switch open circuit fault; second, it checks the signal status after the speed ratio stabilizes. After gear shifting, the speed ratio tends to stabilize, and the disengagement signal should switch to a low level. If it remains high, it is determined to be a switch short circuit fault; in addition, it can monitor the duration of the disengagement signal. During gear shifting, the duration of the disengagement signal should match the speed ratio change cycle (e.g., 0.5-2 seconds). If the signal disappears prematurely (less than 0.3 seconds) or ends late (more than 3 seconds), it is determined to be a switch contact problem.

[0049] When the motorcycle is in a driving cycle, the ECU acquires a second set of operating parameters, including starting speed (speed curve from 0-10 km / h), riding speed (stable speed above 10 km / h), stopping speed (speed curve from driving to 0), and the corresponding clutch disengagement signal. During this "start-ride-stop" cycle, frequent clutch operation is performed to achieve speed changes at different stages. By acquiring the starting speed, riding speed, and stopping speed during this driving cycle, it can be determined whether the clutch is functioning properly. Furthermore, if the clutch is functioning properly during this driving cycle, it is only necessary to check whether a clutch disengagement signal is received to determine if the clutch switch is malfunctioning.

[0050] The aforementioned clutch switch fault diagnosis method for motorcycles can accurately identify clutch switch malfunctions by monitoring corresponding operating parameters under speed ratio switching and driving cycle conditions. In the speed ratio switching condition, by comparing the matching of speed ratio changes with the clutch disengagement signal, problems such as open circuit (no disengagement signal during shifting), short circuit (signal not reset after shifting), or poor contact (abnormal signal duration) can be detected in a timely manner. In the driving cycle condition, by combining the correspondence between vehicle speed changes and the disengagement signal at each stage of starting, riding, and stopping, the normality of the switch status can be further verified. This diagnostic method ensures that the ECU can accurately identify the authenticity and effectiveness of the clutch disengagement signal, providing a reliable basis for subsequent key control functions such as engine fuel injection adjustment, ignition control, cruise control disabling, and rapid shifting enabling. It effectively avoids signal misjudgment caused by switch malfunctions, thereby ensuring the accurate execution of various control logics of the motorcycle and improving the stability and safety of vehicle operation.

[0051] In an exemplary embodiment, determining the fault condition of the clutch switch based on a first operating parameter includes:

[0052] If the speed ratio is not within the preset speed ratio range and no clutch disengagement signal is received, it is determined that there is an open circuit fault in the clutch switch; the preset speed ratio range is the speed ratio interval corresponding to different gears when the motorcycle is in normal operation.

[0053] For example, firstly, the preset speed ratio range is a range determined based on the ratio of engine speed to wheel speed corresponding to each gear during normal motorcycle operation, reflecting the reasonable proportion of power transmission in different gears. When the speed ratio is not within this range, it means that the gear meshing relationship of the transmission gears has changed (e.g., the driver has performed a gear shift). At this time, mechanically, there must be a clutch disengagement action—because power transmission needs to be cut off during gear shifting to avoid gear impact, that is, the driver will squeeze the clutch lever to disengage the clutch, which is the inherent operating logic of motorcycle gear shifting. Under normal circumstances, the mechanical action of clutch disengagement will trigger the clutch switch, causing it to send a disengagement signal (e.g., a high level "1") to the ECU. If the ECU does not receive this signal at this time, it means that the clutch switch has failed to convert the mechanical action into an electrical signal and transmit it to the ECU. Combining the premise of "abnormal speed ratio" (it is clear that a gear shift has occurred, and there must be a mechanical action of clutch disengagement), the main reason for not receiving the signal is that the signal transmission path of the clutch switch is interrupted, that is, the internal contacts of the switch are not conducting or the circuit is broken (open circuit fault).

[0054] This embodiment determines a clutch switch open circuit fault by detecting a speed ratio outside a preset range and the absence of a clutch disengagement signal. Utilizing the inherent logic of synchronized mechanical action (clutch disengagement) and electrical signal (disengagement signal) in motorcycle gear shifting, the abnormal speed ratio is used as objective evidence that a gear shift has occurred. This infers that the clutch must have disengaged, and the "signal loss" directly pinpoints the open circuit problem. This method eliminates the need for complex sensor combinations, relying solely on the correlation analysis between existing speed parameters and the clutch signal for fault identification. This reduces the hardware cost of the diagnostic system and allows for rapid detection of open circuit faults in the high-frequency shifting scenario, ensuring the ECU is promptly aware of the switch failure. Furthermore, this logic directly relates to the motorcycle's fundamental operating rules, avoiding misjudgment risks and enabling the ECU to accurately identify the actual clutch state. This provides a reliable basis for subsequent adjustments to fuel injection, ignition, and other control strategies, effectively preventing safety hazards such as shift jerking and power interruption caused by signal loss, thus improving the stability and safety of motorcycle operation.

[0055] In an exemplary embodiment, determining the fault condition of the clutch switch based on a first operating parameter includes:

[0056] If the speed ratio is within the preset speed ratio range and a clutch disengagement signal is continuously received, it is determined that there is a short circuit fault in the clutch switch.

[0057] For example, firstly, the preset speed ratio range is a reasonable range of the ratio of engine speed to wheel speed when the motorcycle is driving normally in each gear. Its stable existence means that the gearbox gears are in a normal meshing state, and the clutch should be engaged at this time—because only when the clutch is engaged can the engine power be effectively transmitted to the wheels through the gearbox to maintain the stability of the current speed ratio. The mechanical state of clutch engagement corresponds to the driver not engaging the clutch lever. At this time, the clutch switch should be in the reset state, sending a "not disengaged signal" (usually a low level "0") to the ECU. When the speed ratio is stable within the preset speed ratio range, it means that the vehicle is in a normal driving state, without gear shifting operation, and the clutch must be engaged. Theoretically, it should not receive a "disengaged signal" (high level "1"). If the ECU continuously receives a disengaged signal during this period, it means that the clutch switch has been abnormally triggered: under normal circumstances, the disengaged signal is only generated when the clutch is engaged, but there is no corresponding mechanical operation at this time. The main reason for the continuous existence of the signal is that the internal contacts of the switch are accidentally connected (such as the internal wiring of the switch sticking together or the contacts being sintered), forming a short circuit, causing the signal to always remain in the "disengaged" state regardless of whether the clutch is engaged or not. Therefore, a short circuit in the clutch switch will cause the switch to lose its ability to respond to mechanical actions and continuously output erroneous signals. Thus, by monitoring the signal status when the speed ratio is stable, it is possible to accurately determine whether the switch is malfunctioning due to a short circuit, providing a clear basis for subsequent fault handling.

[0058] In this embodiment, a short-circuit fault in the clutch switch is determined by the fact that the speed ratio is within a preset range and a clutch disengagement signal is continuously received. This method utilizes the inherent principle that "clutch engagement (mechanical state) and non-disengagement signal (electrical signal) must be synchronized" during normal motorcycle operation. The stable speed ratio within the preset range is used as an objective criterion for "no gear shifting operation and the clutch in an engaged state," thus inferring that a disengagement signal should not exist at this time. When the ECU continuously receives a disengagement signal, it indicates that the clutch switch is abnormally conducting without mechanical triggering (clutch not engaged), forming a short-circuit loop and causing incorrect signal output. This determination method directly relates to the mechanical logic and electrical signal patterns of normal vehicle operation. It requires no additional testing equipment and can accurately identify short-circuit faults using only existing parameters. This allows for timely detection of switch abnormalities during stable vehicle operation, preventing the ECU from erroneously executing control strategies such as fuel injection adjustments or cruise control disabling due to incorrect signals. It also provides clear direction for subsequent fault diagnosis, effectively ensuring the stability of motorcycle power transmission and the accuracy of control logic, thereby improving driving safety.

[0059] In one exemplary embodiment, determining the fault condition of the clutch switch based on the second operating parameter includes:

[0060] If the starting speed reaches the target starting speed, the riding speed reaches the target riding speed, and the parking speed reaches the target parking speed, and no clutch disengagement signal is received, it is determined that there is an open circuit fault in the clutch switch.

[0061] Among them, the target starting speed is the minimum speed that the motorcycle needs to reach during the starting phase, the target riding speed is the minimum speed that the motorcycle needs to reach to enter a stable riding state, and the target stopping speed is the base speed at which the motorcycle comes to a complete stop from the riding state.

[0062] For example, when starting a motorcycle, the rider needs to engage the clutch (clutch disengagement) to shift gears, and then gradually release the clutch to engage power, causing the speed to increase from 0 to the target starting speed. After entering the stable riding phase (reaching the target riding speed), although the clutch is engaged, it must have undergone disengagement during the starting process. When stopping, the rider needs to engage the clutch again (disengagement) to cut off power, causing the speed to drop to the target stopping speed (usually 0). Therefore, in the complete cycle of "starting to the target speed, riding to a stable speed, and stopping to complete braking," the clutch undergoes at least two explicit disengagement actions during the starting and stopping phases, and the corresponding clutch switch should send at least two disengagement signals (high-level "1") to the ECU.

[0063] When the vehicle speed changes exactly as expected (the target speed is achieved three times), it indicates that the driver has completed the entire sequence of starting, driving, and stopping operations, and mechanically, there must have been a clutch disengagement action. However, if the ECU consistently fails to receive a disengagement signal, it means that the clutch switch has failed to convert these mechanical actions into electrical signals. Normally, engaging the clutch should trigger the switch to conduct and output a signal; the absence of a signal is clearly due to the switch's internal contacts failing to conduct or the circuit being broken (open circuit fault). By verifying that the mechanical operation has been performed through vehicle speed changes, and then inferring switch failure through signal loss, the problem of "interrupted signal transmission path" was identified, thus accurately determining that the clutch switch has an open circuit fault.

[0064] In this embodiment, a clutch switch open circuit fault is determined by the absence of a clutch disengagement signal when the vehicle speed reaches the target value during starting, riding, and stopping. Utilizing the operational pattern that the clutch must undergo disengagement during the complete "start-ride-stop" driving cycle of a motorcycle, the achievement of the target speed three times confirms that the driver has completed the entire mechanical operation including clutch disengagement. The contradiction of "never receiving a disengagement signal" then identifies the problem of the switch failing to convert mechanical actions into electrical signals (i.e., an open circuit fault). This determination method covers key clutch operation scenarios throughout the entire driving cycle, effectively capturing signal loss caused by switch open circuits. This ensures the ECU can promptly identify the switch failure state, avoiding control logic errors such as abnormal fuel injection during starting and difficulty in stopping the engine due to signal loss. It provides reliable assurance for the stable operation of the motorcycle throughout the complete driving cycle, while simplifying fault diagnosis and improving the accuracy of fault identification.

[0065] In one exemplary embodiment, determining the fault condition of the clutch switch based on the second operating parameter includes:

[0066] If the vehicle reaches the target starting speed, the target riding speed, and the target parking speed, and a clutch disengagement signal is continuously received, it is determined that there is a short circuit fault in the clutch switch.

[0067] For example, as described in the above embodiment, during the "start-ride-stop" process of a motorcycle, the clutch state exhibits a dynamic change of "disengagement-engagement-disengagement": When starting, the driver engages the clutch (disengagement state) to shift gears, then releases the clutch to engage power (engagement state), allowing the vehicle speed to reach the target starting speed; when entering the stable riding phase (reaching the target riding speed), the clutch needs to remain engaged to continuously transmit power; when stopping, the driver engages the clutch again (disengagement state) to cut off power until the vehicle speed drops to the target stopping speed (e.g., 0). Therefore, under normal circumstances, the disengagement signal sent by the clutch switch to the ECU should be an intermittent signal of "brief appearance-disappearance-brief reappearance," rather than a continuous signal throughout the entire process—during the riding phase when the clutch engages, the signal should switch to the "not disengaged" state (low level).

[0068] When the vehicle speed changes exactly as expected (all three target speeds are achieved), it indicates that the vehicle has completed the mechanical actions of starting, driving, and stopping according to normal logic. Especially during the riding phase, the clutch must be engaged. If the ECU continuously receives a disengagement signal (high level) at this time, it means that the clutch switch is incorrectly outputting a disengagement signal even when the clutch is actually engaged. This contradiction between the signal and the mechanical state is caused by a short circuit fault inside the clutch switch—a short circuit causes the switch contacts to remain conductive, constantly sending a disengagement signal to the ECU regardless of whether the clutch is actually engaged or disengaged, thus preventing the ECU from responding to mechanical actions. Therefore, by monitoring the continuous abnormality of the signal throughout the complete driving cycle, the functional failure of the clutch switch due to a short circuit can be accurately determined.

[0069] In this embodiment, a clutch switch short-circuit fault is determined by ensuring the vehicle reaches the target speed during start-up, riding, and parking while continuously receiving a clutch disengagement signal. This method leverages the inherent principle in a motorcycle's complete driving cycle that "the dynamic changes in clutch state (disengagement-engagement-disengagement) and the synchronous switching of signal output" are crucial. Based on achieving the target speed three times, it confirms that the vehicle has completed the start-up, riding, and parking operations according to normal mechanical logic, especially during riding when the clutch is necessarily engaged. If the disengagement signal persists, a direct contradiction arises between the mechanical state (engagement) and the electrical signal (disengagement). This contradiction confirms a clutch switch short circuit (continuous contact continuity). This determination method covers the critical stages of the entire driving cycle, accurately capturing continuous signal anomalies caused by short circuits. This ensures the ECU promptly identifies switch failure, preventing issues such as fuel injection strategy disruption and cruise control malfunction due to incorrect signals. It guarantees the accuracy of the motorcycle's control logic, simplifies the diagnostic process, improves fault identification reliability, and provides strong support for stable vehicle operation.

[0070] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0071] Based on the same inventive concept, this application also provides a motorcycle clutch switch fault diagnosis device for implementing the above-described motorcycle clutch switch fault diagnosis method. The solution provided by this device is similar to the solution described in the above method. Therefore, the specific limitations of one or more motorcycle clutch switch fault diagnosis device embodiments provided below can be found in the limitations of the motorcycle clutch switch fault diagnosis method described above, and will not be repeated here.

[0072] In one exemplary embodiment, such as Figure 3 As shown, a clutch switch fault diagnosis device for motorcycles is provided, including: a working condition identification module 302, a first fault determination module 304, and a second fault determination module 306, wherein:

[0073] The working condition identification module 302 is used to identify the current working condition of the motorcycle.

[0074] The first fault determination module 304 is used to acquire first operating parameters when the motorcycle is in a speed ratio switching condition, and to determine the fault condition of the clutch switch based on the first operating parameters; the first operating parameters include speed ratio and clutch disengagement signal.

[0075] The second fault determination module 306 is used to acquire second operating parameters when the motorcycle is in a driving cycle condition, and to determine the fault condition of the clutch switch based on the second operating parameters; the second operating parameters include starting speed, riding speed, stopping speed and clutch disengagement signal.

[0076] In an exemplary embodiment, the first fault determination module 304 described above includes:

[0077] The first fault determination unit is used to determine that there is an open circuit fault in the clutch switch when the speed ratio is not within the preset speed ratio range and no clutch disengagement signal is received; the preset speed ratio range is the speed ratio interval corresponding to different gears when the motorcycle is in normal operation.

[0078] In an exemplary embodiment, the first fault determination module 304 further includes:

[0079] The second fault determination unit is used to determine that there is a short circuit fault in the clutch switch when the speed ratio is within the preset speed ratio range and a clutch disengagement signal is continuously received.

[0080] In an exemplary embodiment, the second fault determination module 306 described above includes:

[0081] The third fault determination unit is used to determine that there is an open circuit fault in the clutch switch when the starting speed reaches the target starting speed, the riding speed reaches the target riding speed, and the parking speed reaches the target parking speed, and no clutch disengagement signal is received.

[0082] Among them, the target starting speed is the minimum speed that the motorcycle needs to reach during the starting phase, the target riding speed is the minimum speed that the motorcycle needs to reach to enter a stable riding state, and the target stopping speed is the base speed at which the motorcycle comes to a complete stop from the riding state.

[0083] In an exemplary embodiment, the second fault determination module 306 further includes:

[0084] The fourth fault determination unit is used to determine that there is a short circuit fault in the clutch switch when the starting speed reaches the target starting speed, the riding speed reaches the target riding speed, and the parking speed reaches the target parking speed, and a clutch disengagement signal is continuously received.

[0085] The various modules in the aforementioned motorcycle clutch switch fault diagnosis device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the processor of a computer device in hardware form or independent of it, or stored in the memory of a computer device in software form, so that the processor can call and execute the corresponding operations of each module.

[0086] In one exemplary embodiment, a computer device is provided, which may be an electronic control unit of a motorcycle, and its internal structure diagram may be as follows. Figure 4As shown, the computer device includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. The processor provides computing and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The input / output interface is used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, Near Field Communication (NFC), or other technologies. When the computer program is executed by the processor, it implements a method for diagnosing clutch switch faults in a motorcycle.

[0087] Those skilled in the art will understand that Figure 4 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0088] In one exemplary embodiment, a computer device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps in the above-described method embodiments.

[0089] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps in the above method embodiments.

[0090] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above method embodiments.

[0091] In one embodiment, a motorcycle is provided, comprising:

[0092] Motorcycle body;

[0093] And the electronic control unit of the motorcycle in the above embodiments, which is installed on the motorcycle body.

[0094] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0095] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0096] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A method for diagnosing clutch switch faults in a motorcycle, characterized in that, The method includes: Identify the current operating condition of the motorcycle; When the motorcycle is in a speed ratio switching condition, a first operating parameter is acquired, and the fault condition of the clutch switch is determined based on the first operating parameter; the first operating parameter includes the speed ratio and the clutch disengagement signal; When the motorcycle is in a driving cycle, a second operating parameter is acquired, and the fault condition of the clutch switch is determined based on the second operating parameter; the second operating parameter includes starting speed, riding speed, stopping speed, and clutch disengagement signal.

2. The method for diagnosing clutch switch faults in motorcycles according to claim 1, characterized in that, Determining the fault status of the clutch switch based on the first operating parameter includes: If the speed ratio is not within the preset speed ratio range and no clutch disengagement signal is received, it is determined that the clutch switch has an open circuit fault; the preset speed ratio range is the speed ratio interval corresponding to different gears when the motorcycle is in normal operation.

3. The method for diagnosing clutch switch faults in a motorcycle according to claim 2, characterized in that, Determining the fault status of the clutch switch based on the first operating parameter includes: If the speed ratio is within the preset speed ratio range and the clutch disengagement signal is continuously received, it is determined that the clutch switch has a short circuit fault.

4. The method for diagnosing clutch switch faults in a motorcycle according to claim 1, characterized in that, Determining the fault status of the clutch switch based on the second operating parameter includes: If the starting speed reaches the target starting speed, the riding speed reaches the target riding speed, and the parking speed reaches the target parking speed, and no clutch disengagement signal is received, it is determined that the clutch switch has an open circuit fault. The target starting speed is the minimum speed that the motorcycle needs to reach during the starting phase; the target riding speed is the minimum speed that the motorcycle needs to reach to enter a stable driving state; and the target stopping speed is the reference speed at which the motorcycle comes to a complete stop from its driving state.

5. The method for diagnosing clutch switch faults in a motorcycle according to claim 4, characterized in that, Determining the fault status of the clutch switch based on the second operating parameter includes: If the starting speed reaches the target starting speed, the riding speed reaches the target riding speed, and the parking speed reaches the target parking speed, and the clutch disengagement signal is continuously received, it is determined that the clutch switch has a short circuit fault.

6. A fault diagnosis device for a motorcycle clutch switch, characterized in that, The device includes: The operating condition recognition module is used to identify the current operating condition of the motorcycle; The first fault determination module is used to acquire a first operating parameter when the motorcycle is in a speed ratio switching condition, and to determine the fault condition of the clutch switch based on the first operating parameter; the first operating parameter includes the speed ratio and the clutch disengagement signal; The second fault determination module is used to acquire second operating parameters when the motorcycle is in a driving cycle, and to determine the fault condition of the clutch switch based on the second operating parameters; the second operating parameters include starting speed, riding speed, stopping speed and clutch disengagement signal.

7. An electronic control unit for a motorcycle, comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 5.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 5.

9. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 5.

10. A motorcycle, characterized in that, include: Motorcycle body; And the electronic control unit of the motorcycle as described in claim 7, wherein the electronic control unit of the motorcycle is mounted on the motorcycle body.

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