Method and device for diagnosing fracture fault of input shaft of hybrid power coupler

Abstract

The invention discloses an input shaft fracture fault diagnosis method and device for a hybrid power coupler, mainly relates to the technical field of input shaft fracture fault diagnosis, and aims to solve the problem that a current software strategy in an existing scheme almost has no logic for the problem of input shaft fracture, or corresponding diagnosis logic cannot be used for diagnosis of input shaft fracture. And after the vehicle is broken after sale, the fault reason cannot be judged in a short time, and personnel need to arrive at the site for analysis. Comprising an initial position interval of input shaft fracture; acquiring a current operation mode and preset detection data of the hybrid vehicle; according to the initial position interval and the current operation mode, matching a corresponding diagnosis condition set; and determining a specific fracture interval according to the establishment condition of the preset detection data in the corresponding diagnosis condition set.

Description

Technical Field

[0001] This application relates to the field of fault diagnosis technology, and in particular to a method and device for diagnosing input shaft fracture faults in a hybrid power coupler. Background Technology

[0002] Hybrid vehicles are generally driven by two power sources, such as an engine and an electric motor in parallel. In this case, the input shaft torque is relatively large. If the input shaft is poorly designed or has quality problems, it is more prone to breakage. Alternatively, the power input shaft at the motor end has a timely torque response and relatively large torque. Under such rapid torque loading, it is very easy to cause impact on the connected input shaft, which is also prone to breakage. Especially when the input shaft design dimensions or structure are unreasonable, or the materials themselves have quality problems, input shaft breakage failures occur frequently.

[0003] Current software strategies lack any logic or diagnostic logic specifically addressing input shaft breakage. When input shaft breakage occurs during bench testing or vehicle testing, or when breakage occurs in mass-produced vehicles after sales, the cause of the fault cannot be determined quickly. Personnel are required to go to the site for analysis. Even when data is collected and analyzed by 4S stores or after-sales personnel, incomplete data collection may lead to multiple data collections and repeated analyses. Summary of the Invention

[0004] This application provides a method and device for diagnosing input shaft fracture faults in hybrid power couplers, in order to solve the problem that existing solutions currently lack logic or corresponding diagnostic logic for input shaft fracture in their software strategies, making it impossible to determine the cause of the fault in a short time after a vehicle experiences a fracture problem, requiring personnel to go to the site for analysis.

[0005] In a first aspect, this application provides a method for diagnosing input shaft fracture faults in a hybrid power coupler, the method comprising: The initial position range of the input shaft breakage; wherein, the initial position range is divided into: the range after the engine and before the motor, and the range after the motor; Acquire the current operating mode and preset detection data of the hybrid vehicle; wherein, the current operating mode includes at least one of the following: engine direct drive mode, hybrid parallel drive mode, parking series power generation condition, motor-driven engine start-up process, and pure electric drive mode; Match the corresponding diagnostic condition set based on the initial position range and the current operating mode; Based on the validity of the preset detection data in the corresponding diagnostic condition set, the specific interval where the fracture occurred is determined.

[0006] In one implementation of this application, a corresponding diagnostic condition set is matched based on the initial position range and the current operating mode, specifically including: When the initial position interval is the interval after the engine and before the electric motor, and the current operating mode is engine direct drive mode or hybrid parallel drive mode, the corresponding diagnostic condition set includes: Condition 1: The vehicle is in D or R gear driving mode, and the C0 clutch is locked. Condition 2: Throttle opening pct_Pedal > 5%, and engine speed n_EngSpeed ​​> 3500 rpm; Condition 3: C0 clutch slip n_C0Slip > 700rpm or n_C0Slip > n_EngSpeed ​​- 50rpm, and the engine speed is valid; where the C0 clutch slip calculation formula is n_C0Slip = n_EngSpeed ​​- n_Input, where n_Input is the input shaft speed; Condition 4: Input shaft speed n_Input < 200 rpm; Condition 5: When the throttle opening pct_Pedal > 20% and the vehicle speed V_Veh < 10km / h; Condition 6: The drive motor is fault-free, the motor CAN communication is valid, and the speed sensor does not report any false signals or disconnection faults; Condition 7: Clutch slippage faults in all driving gears were not reported; Condition 8: The temperature of the C0 clutch does not exceed the clutch disc ablation temperature; Condition 9: After the C0 clutch pressure is controlled to the maximum pressure, conditions 2-5 and 7 still continue to be satisfied; When conditions 1-9 are all met, the specific fault range is determined to be before the C0 clutch and after the engine; when the fault is not continuously reported, the specific fault range is determined to be after the C0 clutch and before the motor. If condition 6 is not met, pause the diagnostic process and output a data unreliability fault. When condition 8 is not met, output C0 indicates a clutch fault.

[0007] In one implementation of this application, the corresponding diagnostic condition set is matched based on the initial position range and the current operating mode, and specifically includes: When the initial position interval is the interval after the engine and before the motor, and the current operating mode is parking series generator mode, the corresponding diagnostic condition set includes: Condition 1: Vehicle speed V_Veh = 0 km / h; Condition 2: C0 clutch slip n_C0Slip > 100rpm; Condition 3: Engine speed n_EngSpeed ​​> 700 rpm, and the engine speed is valid; Condition 4: The drive motor is fault-free, the motor CAN communication is valid, and the speed sensor does not report any false signals or disconnection faults; Condition 5: The temperature of the C0 clutch does not exceed the clutch disc ablation temperature; Condition 6: After the C0 clutch pressure is controlled to the maximum pressure, conditions 1-3 still continue to be satisfied; When conditions 1-6 are all met, the specific fault range is determined to be the range before the C0 clutch and after the engine; when condition 4 is not met, the diagnosis is paused and an unreliable data fault is output; when condition 5 is not met, a C0 clutch fault is output.

[0008] In one implementation of this application, the corresponding diagnostic condition set is matched based on the initial position range and the current operating mode, and specifically includes: When the initial position interval is the interval after the engine and before the motor, and the current operating mode is the motor-driven engine start-up process, the corresponding diagnostic condition set includes: Condition 1: When the C0 clutch attempts to close, the slip of the C0 clutch satisfies n_EMSpeed>n_C0Slip>n_EMSpeed-50rpm. The formula for calculating the slip of the C0 clutch is n_C0Slip=n_EngSpeed-n_Input; Condition 2: Engine speed n_EngSpeed ​​< 50 rpm; Condition 3: Throttle fluctuation range is within ±5%, current gear is fixed and has not been shifted, and motor speed does not drop or dip. Condition 4: The engine startup status inside the software remains in the Start phase and exits after the maximum timeout period of the Start phase, resulting in engine startup failure; Condition 5: When conditions 1-4 are all met, the specific fault range is between the engine and the electric motor; Condition 6: If any of conditions 1-4 is not met, the specific fault range is not between the engine and the motor, and the command to reconfirm the initial position range is returned.

[0009] In one implementation of this application, the corresponding diagnostic condition set is matched based on the initial position range and the current operating mode, and specifically includes: When the initial position range is the range after the motor, and the current operating mode is engine direct drive mode or hybrid parallel drive mode, the corresponding diagnostic condition set includes: Condition 1: C0 clutch slip n_C0Slip=0, motor speed and engine speed remain normal; Condition 2: The vehicle is in D or R gear, the speed of the coupling transmission part is within a preset range close to 0, and the speed calculated by the output shaft sensor and the speed calculated by the wheel sensor are within a preset range close to 0. Condition 3: All driving gears report a slippage fault, and slippage of the corresponding clutch is detected; no solenoid valve fault corresponding to the clutch is reported. When all conditions 1-3 are met, the specific fault range is determined to be the range after the motor; when any one of conditions 1-3 is not met, the possibility of a break in the initial position range is ruled out.

[0010] In one implementation of this application, the corresponding diagnostic condition set is matched based on the initial position range and the current operating mode, and specifically includes: When the initial position interval is the interval after the motor, and the current operating mode is parking series generator mode, the corresponding diagnostic condition set includes: Condition 1: The engine speed, motor speed, and input shaft speed are completely consistent; Condition 2: The slip of clutch C0, n_C0Slip, is 0; Condition 3: The startup control state inside the HCU can achieve locking after transitioning from Start to Slip; Condition 4: During driving in D or R gear, all driving gears report a slippage fault and the corresponding clutch slippage is detected; no solenoid valve fault corresponding to the clutch is reported. When all conditions 1-4 are met, the specific fault range is determined to be the range after the motor; when any one of conditions 1-4 is not met, the possibility of a break in the initial position range is ruled out.

[0011] In one implementation of this application, the corresponding diagnostic condition set is matched based on the initial position range and the current operating mode, and specifically includes: When the initial position range is the range after the motor, and the current operating mode is the motor-driven engine start-up process, the corresponding diagnostic condition set includes: Determine if the vehicle is in D or R gear. If so, all driving gears must report a slippage fault and the corresponding clutch must be detected to be slipping; and no solenoid valve fault corresponding to the clutch must be reported; the specific fault range must be determined to be after the motor. When not driving in D or R gear, the specific fault range cannot be determined.

[0012] In one implementation of this application, the corresponding diagnostic condition set is matched based on the initial position range and the current operating mode, and specifically includes: When the initial position range is the range after the motor, and the current operating mode is pure electric drive mode, the corresponding diagnostic condition set includes: Condition 1: The C0 clutch is in the open state, the engine speed n_EngSpeed=0, and the C0 clutch has a normal negative slip. Condition 2: The vehicle is in D or R gear, the speed of the coupling transmission section is within the preset range close to 0, the speed calculated by the output shaft sensor and the speed calculated by the wheel sensor are both within the preset range close to 0; all driving gears report slippage faults and corresponding clutch slippage is detected; no solenoid valve faults corresponding to the clutch are reported. Condition 3: When conditions 1-2 are both true, the specific fault area is after the motor; Condition 4: If either condition 1 or 2 is not met, the specific fault area is not after the motor.

[0013] In one implementation of this application, after determining the specific interval where the fracture occurred based on the fulfillment of preset detection data in the corresponding diagnostic condition set, the method further includes: When the current operating mode is switched, if the previous operating mode has determined the specific interval where the break occurred, and the detection result of the current operating mode still meets the conditions for the diagnostic condition set, then the specific interval where the break occurred will continue to be detected. When the current operating mode is switched, it is determined that the interval after the engine and before the motor, and the interval after the motor are both broken. Then, the specific intervals where the break occurred are continuously output at both positions. When the detection results corresponding to two consecutive switching operating modes do not meet the conditions for the corresponding diagnostic condition set, the specific interval state where the continuous detection broke is released.

[0014] Secondly, this application provides a fault diagnosis device for the input shaft fracture of a hybrid power coupler, the device comprising: processor; And a memory storing executable code, which, when executed, causes the processor to perform a fault diagnosis method for an input shaft fracture of a hybrid power coupler, as described above.

[0015] As can be seen from the above technical solutions, this application has the following advantages: Improved efficiency in rapid fault location and diagnosis: By dividing the initial location range of the input shaft fracture into a range after the engine and before the motor, and a range after the motor, and combining this with different operating modes of hybrid vehicles (such as engine direct drive mode, hybrid parallel drive mode, etc.), corresponding diagnostic condition sets are matched. This design can directly and quickly determine the specific range where the fracture occurred based on preset detection data, significantly shortening the fault diagnosis time required by traditional manual analysis. Especially in after-sales scenarios, preliminary fault location can be achieved through system logic without relying on on-site personnel inspection, providing a clear direction for subsequent repairs.

[0016] Reduce reliance on human intervention: In existing technologies, input shaft breakage issues require on-site personnel to collect and analyze data. This application, however, automatically determines the breakage range through built-in diagnostic logic and preset detection data. This mechanism directly reduces repetitive analysis caused by incomplete data collection, avoiding the labor costs of multiple on-site visits. For example, in 4S stores or after-sales service, the system can directly output diagnostic results without relying on experience-based judgment or supplementary data collection, thus improving the standardization of fault handling.

[0017] Comprehensive diagnostic capabilities covering multiple operating modes: This design enumerates various hybrid vehicle operating modes (such as parking series generator mode and pure electric drive mode) and matches corresponding diagnostic condition sets for different modes. This design directly solves the problem of missing diagnostic logic in existing strategies, ensuring effective identification of input shaft breakage under different operating states of the engine, motor, or coupler. For example, during the motor-driven engine start-up process, the system can determine whether a breakage has occurred in that interval through a specific condition set, thereby avoiding missed detections caused by insufficient mode coverage in traditional methods. Attached Figure Description

[0018] To more clearly illustrate the technical solution of the present invention, the accompanying drawings used in the description 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.

[0019] Figure 1 This is a flowchart of a method for diagnosing input shaft fracture faults in a hybrid power coupler, provided in an embodiment of this application.

[0020] Figure 2 This is a schematic diagram of the internal structure of a fault diagnosis device for input shaft fracture of a hybrid power coupler provided in an embodiment of this application. Detailed Implementation

[0021] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. 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 are within the scope of protection of the present invention.

[0022] Those skilled in the art should understand that the embodiments described below are merely preferred embodiments of this disclosure and do not imply that this disclosure can only be implemented through these preferred embodiments. These preferred embodiments are merely used to explain the technical principles of this disclosure and are not intended to limit the scope of protection of this disclosure. Based on the preferred embodiments provided by this disclosure, all other embodiments obtained by those skilled in the art without creative effort should still fall within the scope of protection of this disclosure.

[0023] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0024] The technical solutions proposed in the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0025] An embodiment provides a method for diagnosing input shaft fracture faults in a hybrid power coupler, such as... Figure 1 As shown in the embodiments of this application, the method mainly includes the following steps: Step 110: Initial position range of input shaft breakage.

[0026] The initial position interval is divided into two parts: the interval after the engine and before the motor, and the interval after the motor.

[0027] In some embodiments, the hybrid vehicle has a preset core component location sequence: engine, C0 clutch, electric motor, gearbox clutch, and subsequent components. Step 120: Obtain the current operating mode and preset detection data of the hybrid vehicle.

[0028] The current operating modes include at least one of the following: engine direct drive mode, hybrid parallel drive mode, parking series power generation mode, motor-driven engine start-up process, and pure electric drive mode.

[0029] The preset test data is determined by the data involved in the diagnostic condition set.

[0030] Step 130: Match the corresponding diagnostic condition set based on the initial position range and the current operating mode.

[0031] It should be noted that if the problem occurs after the engine but before the motor, the judgment should be made according to different modes. In pure electric mode, when the engine is not running, no abnormal information can be displayed regarding the vehicle's power, speed, RPM, or faults. This is because the C0 clutch is not engaged and the engine is not running. In pure electric drive, power and RPM are only transmitted to the rear end through the motor. Therefore, in the case of the engine being after the motor but before the motor, it is only possible to determine whether the input shaft is broken by examining the RPM, faults, and other conditions caused by the breakage in engine direct drive mode, hybrid parallel drive mode, parking series generator operation, and motor-driven engine starting process (Examples - to Example 3).

[0032] As an example, when the initial position interval is the interval after the engine and before the electric motor, and the current operating mode is engine direct drive mode or hybrid parallel drive mode, the corresponding diagnostic condition set includes: Condition 1: The vehicle is in D or R gear driving mode, and the C0 clutch is locked. Condition 2: Throttle opening pct_Pedal > 5%, and engine speed n_EngSpeed ​​> 3500 rpm; Condition 3: C0 clutch slip n_C0Slip > 700rpm or n_C0Slip > n_EngSpeed ​​- 50rpm, and the engine speed is valid; where the C0 clutch slip calculation formula is n_C0Slip = n_EngSpeed ​​- n_Input, where n_Input is the input shaft speed; Condition 4: Input shaft speed n_Input < 200 rpm; Condition 5: When the throttle opening pct_Pedal > 20% and the vehicle speed V_Veh < 10km / h; Condition 6: The drive motor is fault-free, the motor CAN communication is valid, and the speed sensor does not report any false signals or disconnection faults; Condition 7: Clutch slippage faults in all driving gears were not reported; Condition 8: The temperature of the C0 clutch does not exceed the clutch disc ablation temperature; Condition 9: After the C0 clutch pressure is controlled to the maximum pressure, conditions 2-5 and 7 still continue to be satisfied; When conditions 1-9 are all met, the specific fault range is determined to be before the C0 clutch and after the engine; when the fault is not continuously reported, the specific fault range is determined to be after the C0 clutch and before the motor. If condition 6 is not met, pause the diagnostic process and output a data unreliability fault. When condition 8 is not met, output C0 indicates a clutch fault.

[0033] It should be noted that when the engine is started in direct drive mode and driving in D or R gear, the C0 clutch is locked. When the accelerator is pressed, the engine speed will run away with the engine. This is because engine speed is related to the throttle opening. When pct_Pedal > 5%, the engine speed will continue to run away with n_EngSpeed ​​> 3500 rpm, approaching the engine's maximum speed. The C0 clutch slip is large, n_C0Slip > 700 rpm or n_C0Slip > n_EngSpeed ​​- 50 rpm, and the engine speed is effective. The difference between the engine speed and the C0 clutch speed is small, manifested as a small input shaft speed, n_input < 200 rpm. The formula for calculating the C0 clutch slip is: engine speed minus input shaft speed n_C0Slip = n_EngSpeed ​​- n_Input. The input shaft speed n_Input can be calculated by the sensor or derived from the motor speed n_EMSpeed. Regarding vehicle speed, if pct_Pedal > 20% and V_Veh < 10km / h consistently holds true when the accelerator is pressed, and no clutch slippage faults are reported for any of the driving gears, then the fault indeed originates before the gear shift clutch. It's also necessary to confirm that the drive motor is functioning correctly and that the motor's CAN communication is effective, or that the speed sensor is not reporting a faulty or disconnected sensor reading. Furthermore, it's crucial to determine if the C0 clutch is faulty. C0 clutch faults are not described in detail here, but by checking if the temperature of the C0 clutch exceeds the clutch disc's ablation temperature, if it doesn't, the C0 clutch won't be damaged due to ablation, preventing proper clutch engagement. If all the above conditions are met, control the C0 pressure to the maximum pressure. If the fault persists, it indicates a breakage in the input shaft located before the C0 clutch and after the engine.

[0034] When the hybrid coupler is in parallel drive mode, the C0 clutch is locked when driving in D or R gear. Normally, n_C0Slip=0, meaning the engine speed is equal to the motor speed. The difference is that the engine and motor torques are different. The diagnostic logic is the same as when the engine is in direct drive mode.

[0035] As an example two, when the initial position interval is the interval after the engine and before the motor, and the current operating mode is parking series generator mode, the corresponding diagnostic condition set includes: Condition 1: Vehicle speed V_Veh = 0 km / h; Condition 2: C0 clutch slip n_C0Slip > 100rpm; Condition 3: Engine speed n_EngSpeed ​​> 700 rpm, and the engine speed is valid; Condition 4: The drive motor is fault-free, the motor CAN communication is valid, and the speed sensor does not report any false signals or disconnection faults; Condition 5: The temperature of the C0 clutch does not exceed the clutch disc ablation temperature; Condition 6: After the C0 clutch pressure is controlled to the maximum pressure, conditions 1-3 still continue to be satisfied; When conditions 1-6 are all met, the specific fault range is determined to be the range before the C0 clutch and after the engine; when condition 4 is not met, the diagnosis is paused and an unreliable data fault is output; when condition 5 is not met, a C0 clutch fault is output.

[0036] It should be noted that when the hybrid coupler is in the parking series generator mode, the engine normally drives the motor to generate electricity at a certain speed and torque while the C0 clutch is engaged. Because the coupler's drive gear is in neutral, the vehicle speed remains at 0. Furthermore, the motor speed and engine speed remain consistent, with a difference not exceeding 10 rpm. If the input shaft breaks at this time, the following checks are performed: at vehicle speed V_Veh=0 km / h, n_C0Slip>100 rpm, and engine speed n_EngSpeed>700 rpm, and the engine speed is valid. If these conditions are met, since the vehicle is in neutral while parked, it is not necessary to check whether the drive gear clutch reports a slippage fault. It is also necessary to confirm that the drive motor is fault-free and that the motor CAN communication is valid, or that the speed sensor does not report a sensor malfunction or disconnection. It is also necessary to determine whether the C0 clutch is faulty by checking whether its temperature exceeds the clutch disc's ablation temperature. If it does not exceed this temperature, the C0 clutch will not be damaged due to ablation, preventing proper clutch engagement. When all the above conditions are met, control the pressure of C0 to the maximum pressure. If the above faults continue to be reported, it means that the input shaft has broken at the position before the C0 clutch and after the engine.

[0037] As an example of location 3, when the initial position interval is the interval after the engine and before the motor, and the current operating mode is the motor-driven engine start-up process, the corresponding diagnostic condition set includes: Condition 1: When the C0 clutch attempts to close, the slip of the C0 clutch satisfies n_EMSpeed>n_C0Slip>n_EMSpeed-50rpm. The formula for calculating the slip of the C0 clutch is n_C0Slip=n_EngSpeed-n_Input; Condition 2: Engine speed n_EngSpeed ​​< 50 rpm; Condition 3: Throttle fluctuation range is within ±5%, current gear is fixed and no gear shifting, and motor speed does not drop or dip. Condition 4: The engine startup status inside the software remains in the Start phase and exits after the maximum timeout period of the Start phase, resulting in engine startup failure; Condition 5: When conditions 1-4 are all met, the specific fault range is between the engine and the electric motor; Condition 6: If any of conditions 1-4 is not met, the specific fault range is not between the engine and the motor, and the command to reconfirm the initial position range is returned.

[0038] It should be noted that when the hybrid coupler is in the process of starting the engine, if the engine is started by the motor, the normal process is that after the motor drives the engine to reach the idle ignition speed, the engine is allowed to ignite and inject fuel. At the same time, the C0 clutch engages. After the engine starts, the engine and motor speeds gradually become the same. The HCU sends a command to the C0 clutch to control the oil pressure. At this time, the engine speed, motor speed, and input shaft speed are completely the same. If the input shaft breaks, when the motor is pulling the engine, the C0 clutch attempts to close. However, because the input shaft between the motor and the transmission is broken, although the C0 clutch is closed, the motor torque and speed cannot be transmitted to the engine to start it. The C0 clutch slip is n_EMSpeed ​​> n_C0Slip > n_EMSpeed ​​- 50 rpm, and the engine speed n_EngSpeed ​​< 50 rpm. Furthermore, the throttle fluctuation is within ±5%, and when the current gear is fixed and no shifting is performed, the system checks whether the motor speed drops or dips during the engine start-up process. This is to rule out engine malfunctions or hardware problems that prevent the engine from being pulled, causing the motor speed to drop due to excessive load. The software maintains the engine start status in the Start phase until the maximum timeout period of the Start phase is exceeded, at which point the engine start fails. If all the above conditions are met, it indicates that the input shaft between the engine and the motor is broken.

[0039] In addition, if the input shaft breakage occurs after the motor, unlike the input shaft breakage that occurs between the motor and the engine, the slip of the C0 clutch cannot be used for judgment. In this case, the motor and engine speeds are consistent after C0 is engaged, unless the C0 clutch is burned out or malfunctions (Examples 4 to 7).

[0040] As an example, when the initial position range is the range after the motor, and the current operating mode is engine direct drive mode or hybrid parallel drive mode, the corresponding diagnostic condition set includes: Condition 1: C0 clutch slip n_C0Slip=0, motor speed and engine speed remain normal; Condition 2: The vehicle is in D or R gear, the speed of the coupling transmission part is within a preset range close to 0, and the speed calculated by the output shaft sensor and the speed calculated by the wheel sensor are within a preset range close to 0. Condition 3: All driving gears report a slippage fault, and slippage of the corresponding clutch is detected; no solenoid valve fault corresponding to the clutch is reported. When all conditions 1-3 are met, the specific fault range is determined to be the range after the motor; when any one of conditions 1-3 is not met, the possibility of a break in the initial position range is ruled out.

[0041] It should be noted that when the HCU driving mode is in engine direct drive mode or hybrid parallel drive mode, the motor speed, engine speed, or C0 clutch slip remains normal (n_C0Slip=0). During driving in D or R gear, due to the coupler gear shift section's input shaft breakage, the speed of the shift section is almost zero, including the speed calculated by the output shaft sensor and the speed calculated by the wheel sensors. If this occurs during driving, the driving gear will trigger a gear slippage fault, for example, D6. Because the input shaft breakage causes insufficient power to the vehicle, the vehicle will generally be in a deceleration process. According to the current software downshifting diagram and gear priority, it will shift gears sequentially, for example, it may downshift to D5, D4, D3, D2, D1 in sequence. The difference between the input shaft speed (i.e., the current motor speed n_EMSpeed) and the speed calculated from the output shaft speed at the coupler output end is used to determine whether the current gear is slipping. At this time, all driving gears will be detected. The slippage detection includes detecting the corresponding clutch slippage. If the input shaft is already broken before the start of the driving operation, the gear shift will report a slippage fault after starting. The gear shift logic will detect slippage in each gear. When all gears report slippage, and the corresponding clutch is determined to be slipping based on the slippage condition, and no solenoid valve fault corresponding to the clutch is reported, it indicates that the slippage is not caused by the actual clutch control. Since all gears report slippage faults, it is determined that the input shaft after the motor is broken, and the corresponding fault is reported.

[0042] As an example of location five, when the initial position interval is the interval after the motor, and the current operating mode is parking series generator mode, the corresponding diagnostic condition set includes: Condition 1: The engine speed, motor speed, and input shaft speed are completely consistent; Condition 2: The slip of clutch C0, n_C0Slip, is 0; Condition 3: The startup control state inside the HCU can achieve locking after transitioning from Start to Slip; Condition 4: During driving in D or R gear, all driving gears report a slippage fault and the corresponding clutch slippage is detected; no solenoid valve fault corresponding to the clutch is reported. When all of conditions 1-4 are met, the specific fault range is determined to be the range after the motor; when any of conditions 1-4 are not met, the possibility of a break in the initial position range is ruled out.

[0043] It should be noted that when the HCU is in parking series generator mode, if the input shaft breaks after the motor and the gear is in N or P gear, and there is no power transmission to the motor, it is impossible to determine whether a breakage has occurred based on the current information.

[0044] As an example of location six, when the initial position interval is the interval after the motor, and the current operating mode is the motor-driven engine start-up process, the corresponding diagnostic condition set includes: Determine if the vehicle is in D or R gear. If so, all driving gears must report a slippage fault and the corresponding clutch must be detected to be slipping; and no solenoid valve fault corresponding to the clutch must be reported; the specific fault range must be determined to be after the motor. When not driving in D or R gear, the specific fault range cannot be determined.

[0045] It should be noted that when the HCU is in the motor-driven engine starting mode, the starting process is normal as long as the input shaft between the motor and the engine is not broken. Once the motor-driven engine reaches the idle ignition speed, the engine is allowed to ignite and inject fuel. The C0 clutch engages simultaneously. After the engine starts, the engine and motor speeds gradually become identical. The HCU sends a command to the C0 clutch to lock the engagement control oil pressure. At this point, the engine speed, motor speed, and input shaft speed are completely identical. The slip of the C0 clutch, n_C0Slip, is 0. The starting control state within the HCU can also smoothly transition from Start to Slip and successfully lock. Therefore, if the input shaft breakage occurs after the motor, no abnormality will be detected during the motor-driven engine starting process. Furthermore, if the starting process is in N or P gear in a static state, there is no need to check the gear shift and clutch slippage to determine if the input shaft is broken. If the starting type is using the motor to drive the engine while driving in D or R gear, the method for diagnosis is the same as the fault diagnosis method for the parallel hybrid driving mode, and will not be elaborated further here.

[0046] As an example, when the initial position range is the range after the motor and the current operating mode is pure electric drive mode, the corresponding diagnostic condition set includes: Condition 1: The C0 clutch is in the open state, the engine speed n_EngSpeed=0, and the C0 clutch has a normal negative slip. Condition 2: The vehicle is in D or R gear, the speed of the coupling transmission section is within the preset range close to 0, the speed calculated by the output shaft sensor and the speed calculated by the wheel sensor are both within the preset range close to 0; all driving gears report slippage faults and corresponding clutch slippage is detected; no solenoid valve faults corresponding to the clutch are reported. Condition 3: When conditions 1-2 are both true, the specific fault area is after the motor; Condition 4: If either condition 1 or 2 is not met, the specific fault area is not after the motor.

[0047] It should be noted that when the HCU is in pure electric drive mode, unlike hybrid parallel mode, the C0 clutch is open, the engine speed n_EngSpeed ​​= 0, and the C0 slip is a normal negative slip. However, during driving in D or R gear, due to the coupling gear shift section having a broken input shaft, the speed of the shift section is almost 0, including the speed calculated by the output shaft sensor and the speed calculated by the wheel sensors. Other logic is the same as the monitoring strategy for hybrid parallel mode: if it is in driving, the driving gear will trigger a gear slippage fault, for example, D6. Because the input shaft is broken, the vehicle's power is insufficient, and the vehicle will generally be in the process of deceleration. According to the current software downshift map and gear priority, it will shift gears sequentially, for example: it may downshift to D5, D4, D3, D2, D1 in sequence. According to the gear slippage logic, the input shaft speed (that is, the current motor speed n_EMSpeed) and the speed calculated from the output shaft speed of the coupler are used to calculate whether the current gear is slipping. At this time, all The system detects slippage in all driving gears, including detecting clutch slippage. If the input shaft is broken before starting, the gear will report slippage upon starting. The slippage logic checks each gear. When all gears report slippage and the corresponding clutch is determined to be slipping based on the slippage, and no clutch-related solenoid valve fault is reported, it indicates that the slippage is not caused by clutch control. Since all gears report slippage faults, it is determined that the input shaft after the motor is broken and the corresponding fault is reported.

[0048] Step 140: Determine the specific interval where the fracture occurred based on the validity of the preset detection data in the corresponding diagnostic condition set.

[0049] In some embodiments, when the current operating mode is switched, if the previous operating mode has determined the specific interval where the break occurred, and the detection result of the current operating mode still meets the conditions for the establishment of the diagnostic condition set, then the specific interval where the break occurred will continue to be detected. When the current operating mode is switched, it is determined that the interval after the engine and before the motor, and the interval after the motor are both broken. Then, the specific intervals where the break occurred are continuously output at both positions. When the detection results corresponding to two consecutive switching operating modes do not meet the conditions for the corresponding diagnostic condition set, the specific interval state where the continuous detection broke is released.

[0050] Based on the above description, this application can achieve the following: 1. Implement fault diagnosis logic for input shaft breakage in hybrid couplers. This allows for rapid identification of input shaft breakage faults that occur during testing or after-sales service, speeding up fault handling and preventing problems from being resolved quickly due to insufficient or uncollectible information provided by 4S stores, thus avoiding waste of manpower and resources and causing customer dissatisfaction.

[0051] 2. The fault diagnosis logic can diagnose faults based on the different locations of the input shaft breakage. Breakages in the input shaft between the engine and the C0 clutch, and between the C0 clutch and the motor, are collectively classified as an input shaft breakage fault between the engine and the motor. Additionally, it will detect whether the breakage occurs after the motor, encompassing all breakage scenarios.

[0052] 3. Based on the fault diagnosis strategy under different hybrid modes, the system differentiates whether the input shaft has broken based on whether the engine and motor are running in different modes, making the diagnosis strategy more detailed.

[0053] 4. A separate fault diagnosis strategy for the motor-driven engine start-up process: During the start-up process, the system judges the engine start-up status and the internal software start-up status, and determines whether there is an input shaft breakage fault by ruling out engine failure or hardware problems that prevent the engine from being driven.

[0054] The above are method embodiments of this application. Based on the same inventive concept, this application also provides a fault diagnosis device for the input shaft fracture of a hybrid power coupler. Figure 2 As shown, the device includes: a processor; and a memory storing executable code thereon, which, when executed, causes the processor to perform a method for diagnosing input shaft fracture faults in a hybrid power coupler as described in the above embodiment.

[0055] Specifically, the server inputs the initial location range of the shaft fracture; the initial location range is divided into: the range after the engine and before the motor, and the range after the motor; the server obtains the current operating mode and preset detection data of the hybrid vehicle; the current operating mode includes at least one of the following: engine direct drive mode, hybrid parallel drive mode, parking series generator operation, motor-driven engine start-up process, and pure electric drive mode; the server matches the corresponding diagnostic condition set based on the initial location range and the current operating mode; and the server determines the specific range of the fracture based on the fulfillment of the preset detection data in the corresponding diagnostic condition set.

[0056] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for diagnosing input shaft fracture faults in a hybrid power coupler, characterized in that, The method includes: The initial position range of the input shaft breakage; wherein, the initial position range is divided into: the range after the engine and before the motor, and the range after the motor; Acquire the current operating mode and preset detection data of the hybrid vehicle; wherein, the current operating mode includes at least one of the following: engine direct drive mode, hybrid parallel drive mode, parking series power generation condition, motor-driven engine start-up process, and pure electric drive mode; Match the corresponding diagnostic condition set based on the initial position range and the current operating mode; Based on the validity of the preset detection data in the corresponding diagnostic condition set, the specific interval where the fracture occurred is determined.

2. The method for diagnosing input shaft fracture faults in a hybrid power coupler according to claim 1, characterized in that, Based on the initial position range and the current operating mode, the corresponding diagnostic condition set is matched, specifically including: When the initial position interval is the interval after the engine and before the electric motor, and the current operating mode is engine direct drive mode or hybrid parallel drive mode, the corresponding diagnostic condition set includes: Condition 1: The vehicle is in D or R gear driving mode, and the C0 clutch is locked. Condition 2: Throttle opening pct_Pedal > 5%, and engine speed n_EngSpeed ​​> 3500 rpm; Condition 3: C0 clutch slip n_C0Slip > 700rpm or n_C0Slip > n_EngSpeed ​​- 50rpm, and the engine speed is valid; where the C0 clutch slip calculation formula is n_C0Slip = n_EngSpeed ​​- n_Input, where n_Input is the input shaft speed; Condition 4: Input shaft speed n_Input < 200 rpm; Condition 5: When the throttle opening pct_Pedal > 20% and the vehicle speed V_Veh < 10km / h; Condition 6: The drive motor is fault-free, the motor CAN communication is valid, and the speed sensor does not report any false signals or disconnection faults; Condition 7: Clutch slippage faults in all driving gears were not reported; Condition 8: The temperature of the C0 clutch does not exceed the clutch disc ablation temperature; Condition 9: After the C0 clutch pressure is controlled to the maximum pressure, conditions 2-5 and 7 still continue to be satisfied; When conditions 1-9 are all met, the specific fault range is determined to be before the C0 clutch and after the engine; when the fault is not continuously reported, the specific fault range is determined to be after the C0 clutch and before the motor. If condition 6 is not met, pause the diagnostic process and output a data unreliability fault. When condition 8 is not met, output C0 indicates a clutch fault.

3. The method for diagnosing input shaft fracture faults in a hybrid power coupler according to claim 1, characterized in that, Based on the initial position range and the current operating mode, the corresponding diagnostic condition set is matched, which specifically includes: When the initial position interval is the interval after the engine and before the motor, and the current operating mode is parking series generator mode, the corresponding diagnostic condition set includes: Condition 1: Vehicle speed V_Veh = 0 km / h; Condition 2: C0 clutch slip n_C0Slip > 100rpm; Condition 3: Engine speed n_EngSpeed ​​> 700 rpm, and the engine speed is valid; Condition 4: The drive motor is fault-free, the motor CAN communication is valid, and the speed sensor does not report any false signals or disconnection faults; Condition 5: The temperature of the C0 clutch does not exceed the clutch disc ablation temperature; Condition 6: After the C0 clutch pressure is controlled to the maximum pressure, conditions 1-3 still continue to be satisfied; When conditions 1-6 are all met, the specific fault range is determined to be the range before the C0 clutch and after the engine; when condition 4 is not met, the diagnosis is paused and an unreliable data fault is output; when condition 5 is not met, a C0 clutch fault is output.

4. The method for diagnosing input shaft fracture faults in a hybrid power coupler according to claim 1, characterized in that, Based on the initial position range and the current operating mode, the corresponding diagnostic condition set is matched, which specifically includes: When the initial position interval is the interval after the engine and before the motor, and the current operating mode is the motor-driven engine start-up process, the corresponding diagnostic condition set includes: Condition 1: The C0 clutch attempts to engage, and the C0 clutch slip satisfies n_EMSpeed ​​> n_C0Slip > n_EMSpeed ​​- 50rpm. The formula for calculating the C0 clutch slip is: n_C0Slip=n_EngSpeed-n_Input; Condition 2: Engine speed n_EngSpeed ​​< 50 rpm; Condition 3: Throttle fluctuation range is within ±5%, current gear is fixed and no gear shifting, and motor speed does not drop or dip. Condition 4: The engine startup status inside the software remains in the Start phase and exits after the maximum timeout period of the Start phase, resulting in engine startup failure; Condition 5: When conditions 1-4 are all met, the specific fault range is between the engine and the electric motor; Condition 6: If any of conditions 1-4 is not met, the specific fault range is not between the engine and the motor, and the command to reconfirm the initial position range is returned.

5. The method for diagnosing input shaft fracture faults in a hybrid power coupler according to claim 1, characterized in that, Based on the initial position range and the current operating mode, the corresponding diagnostic condition set is matched, which specifically includes: When the initial position range is the range after the motor, and the current operating mode is engine direct drive mode or hybrid parallel drive mode, the corresponding diagnostic condition set includes: Condition 1: C0 clutch slip n_C0Slip=0, motor speed and engine speed remain normal; Condition 2: The vehicle is in D or R gear, the speed of the coupling transmission part is within a preset range close to 0, and the speed calculated by the output shaft sensor and the speed calculated by the wheel sensor are within a preset range close to 0. Condition 3: All driving gears report slippage faults and corresponding clutch slippage is detected; no solenoid valve faults corresponding to the clutch are reported. When all conditions 1-3 are met, the specific fault range is determined to be the range after the motor; when any one of conditions 1-3 is not met, the possibility of a break in the initial position range is ruled out.

6. The method for diagnosing input shaft fracture faults in a hybrid power coupler according to claim 1, characterized in that, Based on the initial position range and the current operating mode, the corresponding diagnostic condition set is matched, which specifically includes: When the initial position interval is the interval after the motor, and the current operating mode is parking series generator mode, the corresponding diagnostic condition set includes: Condition 1: The engine speed, motor speed, and input shaft speed are completely consistent; Condition 2: The slip of clutch C0, n_C0Slip, is 0; Condition 3: The startup control state inside the HCU can achieve locking after transitioning from Start to Slip; Condition 4: During driving in D or R gear, all driving gears report a slippage fault and the corresponding clutch slippage is detected; no solenoid valve fault corresponding to the clutch is reported. When all of conditions 1-4 are met, the specific fault range is determined to be the range after the motor; when any of conditions 1-4 are not met, the possibility of a break in the initial position range is ruled out.

7. The method for diagnosing input shaft fracture faults in a hybrid power coupler according to claim 1, characterized in that, Based on the initial position range and the current operating mode, the corresponding diagnostic condition set is matched, which specifically includes: When the initial position range is the range after the motor, and the current operating mode is the motor-driven engine start-up process, the corresponding diagnostic condition set includes: Determine if the vehicle is in D or R gear. If so, all driving gears must report a slippage fault and the corresponding clutch must be detected to be slipping; and no solenoid valve fault corresponding to the clutch must be reported; the specific fault range must be determined to be after the motor. When not driving in D or R gear, the specific fault range cannot be determined.

8. The method for diagnosing input shaft fracture faults in a hybrid power coupler according to claim 1, characterized in that, Based on the initial position range and the current operating mode, the corresponding diagnostic condition set is matched, which specifically includes: When the initial position range is the range after the motor, and the current operating mode is pure electric drive mode, the corresponding diagnostic condition set includes: Condition 1: The C0 clutch is in the open state, the engine speed n_EngSpeed=0, and the C0 clutch has a normal negative slip. Condition 2: The vehicle is in D or R gear, the speed of the coupling transmission section is within the preset range close to 0, the speed calculated by the output shaft sensor and the speed calculated by the wheel sensor are both within the preset range close to 0; all driving gears report slippage faults and corresponding clutch slippage is detected; no solenoid valve faults corresponding to the clutch are reported. Condition 3: When conditions 1-2 are both true, the specific fault area is after the motor; Condition 4: If either condition 1 or 2 is not met, the specific fault area is not after the motor.

9. The method for diagnosing input shaft fracture faults in a hybrid power coupler according to claim 1, characterized in that, After determining the specific interval where the fracture occurred based on the fulfillment of preset detection data in the corresponding diagnostic condition set, the method further includes: When the current operating mode is switched, if the previous operating mode has determined the specific interval where the break occurred, and the detection result of the current operating mode still meets the conditions for the diagnostic condition set, then the specific interval where the break occurred will continue to be detected. When the current operating mode is switched, it is determined that the interval after the engine and before the motor, and the interval after the motor are both broken. Then, the specific intervals where the break occurred are continuously output at both positions. When the detection results corresponding to two consecutive switching operating modes do not meet the conditions for the corresponding diagnostic condition set, the specific interval state where the continuous detection broke is released.

10. A fault diagnosis device for input shaft fracture of a hybrid power coupler, characterized in that, The device includes: processor; And a memory storing executable code, which, when executed, causes the processor to perform a method for diagnosing input shaft fracture faults in a hybrid power coupler as described in any one of claims 1-9.

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