Engine fault detection methods, vehicles, and computer-readable storage media

Abstract

This application provides an engine fault detection method, a vehicle, and a computer-readable storage medium. The method includes: in response to detecting that the vehicle is in a preset operating mode, acquiring the engine's control torque and the actual output torque of the load end, wherein the preset operating mode is a mode in which the engine drives the load end to work through a mechanical transmission mechanism; determining the engine's reference torque based on the actual output torque and the mechanical transmission efficiency of the mechanical transmission mechanism; determining the engine's torque achievement rate based on the control torque and the reference torque, wherein the torque achievement rate is used to represent the degree to which the reference torque is achieved relative to the control torque; and performing fault detection on the engine's combustion state based on the torque achievement rate to obtain a fault detection result, wherein the fault detection result is used to indicate whether there is an abnormality in the engine's combustion state. This application solves the technical problem of low accuracy in engine fault detection in related technologies.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to an engine fault detection method, a vehicle, and a computer-readable storage medium. Background Technology

[0002] In the field of vehicle technology, hybrid electric vehicles are widely used due to their excellent fuel economy and low emissions. As consumers increasingly demand higher vehicle safety and reliability, especially under high-load hot engine conditions, users expect engine management systems to have comprehensive fault diagnosis capabilities to monitor engine combustion efficiency. However, current engine fault identification methods often fail to distinguish between normal idling and unburned states, particularly under high engine temperatures, resulting in low fault detection accuracy and potentially causing overheating of the catalytic converter or turbine, posing serious safety risks.

[0003] There is currently no good solution to the above problems. Summary of the Invention

[0004] This application provides an engine fault detection method, a vehicle, and a computer-readable storage medium to at least solve the technical problem of low accuracy in engine fault detection in related technologies.

[0005] According to one aspect of the embodiments of this application, an engine fault detection method is provided, comprising: in response to detecting that a vehicle is in a preset operating mode, acquiring the control torque of the engine and the actual output torque of the load end, wherein the preset operating mode is a mode in which the engine drives the load end to work through a mechanical transmission mechanism; determining the reference torque of the engine based on the actual output torque and the mechanical transmission efficiency of the mechanical transmission mechanism; determining the torque achievement rate of the engine based on the control torque and the reference torque, wherein the torque achievement rate is used to represent the degree to which the reference torque is achieved relative to the control torque; and performing fault detection on the combustion state of the engine based on the torque achievement rate to obtain a fault detection result, wherein the fault detection result is used to indicate whether there is an abnormality in the combustion state of the engine.

[0006] Furthermore, in response to detecting that the vehicle is in a preset operating mode, the control torque of the engine and the actual output torque at the load end are acquired, including: in response to detecting that the vehicle is in a preset operating mode, detecting whether the vehicle meets the enabling conditions based on the engine's clutch torque, engine speed, number of engine cylinder cut-offs and engine status parameters; in response to detecting that the vehicle meets the enabling conditions, the control torque and the actual output torque are acquired.

[0007] Furthermore, based on the engine's clutch torque, engine speed, number of cylinder deactivation, and engine status parameters, the system detects whether the vehicle meets the enabling conditions, including: determining that the vehicle meets the enabling conditions in response to the clutch torque being greater than a preset torque threshold, the engine speed being within a preset speed range, the number of cylinder deactivation being less than or equal to a preset number, and the engine status parameters meeting preset status conditions; and determining that the vehicle does not meet the enabling conditions in response to the clutch torque being less than or equal to a preset torque threshold, or the engine speed not being within a preset speed range, or the number of cylinder deactivation being greater than a preset number, or the engine status parameters not meeting preset status conditions.

[0008] Furthermore, based on the actual output torque and the mechanical transmission efficiency of the mechanical transmission mechanism, the reference torque of the engine is determined, including: determining the ratio of the actual output torque to the mechanical transmission efficiency; and determining the reference torque based on the negative value of the ratio.

[0009] Furthermore, based on the torque achievement rate, the combustion state of the engine is fault detected to obtain fault detection results, including: in response to the torque achievement rate being less than a preset threshold and the torque achievement rate lasting for a preset duration, the fault detection result is determined to be that the combustion state is abnormal; in response to the torque achievement rate being greater than or equal to the preset threshold, or the torque achievement rate not lasting for a preset duration, the fault detection result is determined to be that the combustion state is not abnormal.

[0010] Furthermore, the method also includes: in response to a fault detection result indicating an abnormal combustion state, controlling the injector to stop injecting fuel into the engine cylinders and preventing the engine from starting.

[0011] Furthermore, the method also includes: after prohibiting engine starting, detecting that there is no abnormality in the combustion state, starting a fault recovery timer; in response to detecting that the timing period of the fault recovery timer has reached a preset timing period, lifting the restriction prohibiting engine starting, wherein the preset timing period is determined based on the engine's coolant temperature and / or carrier temperature.

[0012] Furthermore, the method also includes: acquiring the temperature parameters of the load end and the lubrication status parameters of the mechanical transmission mechanism; and adjusting the initial mechanical transmission efficiency of the mechanical transmission mechanism based on the engine speed, temperature parameters, and lubrication status parameters to obtain the mechanical transmission efficiency.

[0013] Furthermore, the preset operating modes include one of the following: series mode and coasting power generation mode; in series mode, the load end is a generator, and the clutch between the engine and the generator is in a closed state; in coasting power generation mode, the load end is a generator, the clutch between the engine and the generator is in a closed state, and the mechanical transmission connection between the engine and the wheel is in a disconnected state or a coasting state.

[0014] According to another aspect of the embodiments of this application, a vehicle is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0015] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0016] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0017] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0018] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of this application.

[0019] In this embodiment, in response to detecting that the vehicle is in a preset operating mode, the control torque of the engine and the actual output torque of the load are acquired. The preset operating mode is a mode in which the engine drives the load through a mechanical transmission mechanism. Based on the actual output torque and the mechanical transmission efficiency of the mechanical transmission mechanism, a reference torque of the engine is determined. Based on the control torque and the reference torque, the torque achievement rate of the engine is determined, whereby the torque achievement rate represents the degree to which the reference torque is achieved relative to the control torque. Based on the torque achievement rate, fault detection of the engine's combustion state is performed to obtain a fault detection result, whereby the fault detection result indicates whether there is an abnormality in the engine's combustion state. This embodiment uses a method of reverse calculation of the engine's actual output capacity and comparison with control commands. In the preset operating mode where the engine drives the load, the reference torque of the engine is calculated using the actual output torque of the load combined with the mechanical transmission efficiency. The torque achievement rate of the reference torque relative to the control torque is then obtained, and the engine's combustion state is determined based on the torque achievement rate, achieving the goal of accurately identifying engine non-combustion or abnormal combustion conditions. This embodiment achieves the technical effect of timely diagnosis of engine non-combustion faults without changing the hardware, improving vehicle operating safety, and thus solving the technical problem of low accuracy in engine fault detection in related technologies. Attached Figure Description

[0020] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0021] Figure 1 This is a flowchart of an engine fault detection method according to an embodiment of this application;

[0022] Figure 2 This is a schematic diagram of an engine fault detection method according to an embodiment of this application;

[0023] Figure 3 This is a schematic diagram illustrating the internal structure principle of an ignition coil according to an embodiment of this application;

[0024] Figure 4 This is a flowchart of an optional engine fault detection method according to an embodiment of this application;

[0025] Figure 5 This is a flowchart of an optional engine fault detection method according to an embodiment of this application;

[0026] Figure 6 This is a schematic diagram of an engine fault detection device according to an embodiment of this application. Detailed Implementation

[0027] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0028] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0029] According to an embodiment of this application, a method embodiment for engine fault detection is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0030] This embodiment provides a method for detecting engine faults. Figure 1 This is a flowchart of an engine fault detection method according to an embodiment of this application, such as... Figure 1 As shown, the process includes the following steps:

[0031] Step S102: In response to detecting that the vehicle is in a preset operating mode, the control torque of the engine and the actual output torque of the load are obtained, wherein the preset operating mode is the mode in which the engine drives the load to work through a mechanical transmission mechanism.

[0032] The aforementioned preset operating mode refers to a specific working state in which the engine directly drives the load end for energy conversion or power output through a mechanical transmission path under specific control logic. The preset operating mode typically excludes complex operating conditions such as pure electric drive or parallel drive, aiming to ensure a definite mechanical coupling relationship between the engine and the load end. This allows for the reverse calculation of the engine's actual output characteristics based on the load end's response, thus providing a stable operating condition basis for subsequent non-combustion fault diagnosis. The preset operating mode setting ensures the accuracy of data acquisition and the effectiveness of logical judgment, avoiding torque fluctuations caused by mode switching from interfering with diagnostic results. This enables the engine management system to establish an accurate torque mapping relationship under the condition where the engine is solely driving the load end, distinguishing between normal combustion and abnormal idling.

[0033] The aforementioned engine control torque refers to the target output torque value calculated by the engine management system based on the current driving request, operating conditions, and control algorithm. Engine control torque represents the theoretical torque that the Electronic Control Unit (ECU) expects the engine to produce. It serves as the basis for controlling the actions of actuators such as fuel injection quantity and ignition advance angle, reflecting the combined result of driving intent and system control strategy. It is used to compare with actual output to evaluate execution efficiency. Engine control torque is a key benchmark parameter for determining whether the engine is operating according to expected instructions; its accuracy directly determines the sensitivity of fault diagnosis.

[0034] The aforementioned actual output torque at the load end refers to the physical torque value actually transmitted from the load end to the transmission system, obtained through a torque sensor mounted on the output shaft of the load end or estimated based on a dynamic model. The actual output torque at the load end truly reflects the mechanical energy received by the load end at the current moment. The actual output torque at the load end includes, but is not limited to, transmission losses, inertial effects, and other practical factors, serving as data to verify whether the engine output is effectively transmitted to the load end. The actual output torque at the load end is used for mapping and comparison with control commands on the engine side to identify any interruption or abnormality in power transmission. The actual output torque at the load end represents the true mechanical quantity that ultimately acts on the load end after transmission through the mechanical system. It is a key factor in calculating the engine torque achievement rate, directly reflecting the actual working efficiency of the mechanical transmission system.

[0035] The aforementioned mechanical transmission mechanism refers to the collection of physical components that connect the engine and the load end and are responsible for transmitting power and motion. The mechanical transmission mechanism includes, but is not limited to, components such as clutches, gear sets, shafts, and connecting flanges. The function of the mechanical transmission mechanism is to convert the rotational torque generated by the engine into the power required by the load end. The mechanical transmission mechanism has specific transmission efficiency and dynamic response characteristics. The efficiency of the mechanical transmission mechanism is not a constant value but varies with speed, temperature, lubrication conditions, and load magnitude. During diagnostics, the efficiency characteristics of the mechanical transmission mechanism must be considered to correct the equivalent value of the load-end torque to the engine side, ensuring the accuracy of the reference torque calculation. The mechanical transmission mechanism is the material carrier for energy exchange between the engine and the load end.

[0036] In one optional embodiment, the engine management system first determines whether the vehicle is currently operating within a specific range where the engine directly drives the generator or other load devices by reading vehicle bus signals and internal status flags. If it is confirmed to be in a preset operating mode, the engine management system simultaneously acquires the engine control torque output by the engine control system and the actual output torque value of the load end obtained by reverse derivation through torque sensors or motors. Subsequently, the engine control torque and the actual output torque of the load end are stored in temporary buffers respectively, providing raw data input for subsequent calculation modules, ensuring that torque information from the command side and the feedback side can be acquired synchronously during the data acquisition phase.

[0037] In one optional embodiment, if the engine management system determines that the vehicle has entered a preset operating mode by monitoring vehicle operating status parameters, the controller reads the engine's control torque at the current moment from the engine control unit, and simultaneously obtains the actual output torque value transmitted to the load end via the mechanical transmission mechanism through sensor acquisition or calculation by a dynamic model. The preset operating mode refers to a condition where the engine and load end are rigidly or semi-rigidly connected via a mechanical transmission mechanism, and the engine acts as the active drive source transmitting power to the load end.

[0038] This application embodiment obtains the engine's control torque and actual output torque, providing a data foundation for subsequent accurate calculation of torque achievement rate. This ensures that under specific operating conditions of engine-driven load, the deviation between the engine's actual work and the command can be accurately captured, thereby providing data support for the efficient and reliable identification of engine non-combustion faults.

[0039] Step S104: Determine the engine's reference torque based on the actual output torque and the mechanical transmission efficiency of the mechanical transmission mechanism.

[0040] The aforementioned actual output torque refers to the physical torque value actually generated and transmitted by the load at the current operating moment. The actual output torque is typically obtained directly by a torque sensor mounted on the output shaft of the load, or estimated using parameters such as current and speed from the motor control system combined with a motor torque model. The actual output torque reflects the magnitude of the mechanical energy output by the load and serves as a feedback variable for diagnosing the engine's combustion state. Due to the influence of external load variations, mechanical inertia, and frictional losses, the actual output torque differs from the theoretical input on the engine side. Therefore, the actual output torque needs to be corrected before it can be used to infer the true performance of the engine.

[0041] The aforementioned mechanical transmission efficiency refers to the ratio of effective output energy to input energy during the power transmission process from the engine to the load. Mechanical transmission efficiency is not a constant but a complex function that dynamically varies with factors such as engine speed, load torque, temperature, lubrication condition, and mechanical wear. Mechanical transmission efficiency characterizes the energy loss during the energy transmission process of the mechanical transmission system. In diagnostic algorithms, accurately obtaining mechanical transmission efficiency is crucial for eliminating the influence of the mechanical transmission path on torque transmission. Dividing the actual torque at the load end by the mechanical transmission efficiency is essential to reconstructing the theoretically achievable torque level at the engine end, thereby ensuring the accuracy of fault diagnosis and avoiding misjudgments caused by fluctuations in transmission efficiency.

[0042] The aforementioned engine reference torque refers to the equivalent torque value that the engine should produce, calculated backwards from the actual output torque at the load end after considering mechanical transmission efficiency. The engine reference torque represents the theoretical torque that the engine must provide to maintain the current output level at the load end under ideal transmission conditions. It serves as a benchmark for direct comparison with the control torque issued by the engine control system. The calculation of the engine reference torque eliminates interference caused by efficiency variations in the mechanical transmission path, allowing the control torque and actual output torque to be compared within the same reference frame. If engine combustion is normal, the reference torque should be consistent with the control torque. If engine combustion is not normal, the reference torque will show a significant deviation. Therefore, the engine reference torque is the basis for determining whether the engine combustion state is abnormal.

[0043] In one optional embodiment, the engine management system reads the actual output torque data collected by the load-side torque sensor and simultaneously calls a pre-calibrated mechanical transmission efficiency lookup table. The mechanical transmission efficiency lookup table is indexed based on engine speed and current load conditions. The engine management system retrieves the mechanical transmission efficiency value corresponding to the current operating point from the table, then divides the actual output torque at the load end by the corresponding mechanical transmission efficiency to obtain the raw calculation result. This result is then smoothed and filtered to suppress noise interference, ultimately determining the engine's reference torque. This process ensures that the reference torque accurately reflects the true load state of the engine across different speed and load ranges, providing accurate input data for subsequent fault diagnosis.

[0044] In another optional embodiment, the engine management system employs a dynamic model to identify mechanical transmission efficiency online. First, it calculates the inertial torque based on the rate of change of engine speed and acceleration. Then, it subtracts the inertial torque and frictional torque components from the actual output torque at the load end to obtain the steady-state transmission torque. Next, it combines this with an efficiency model built from historical data to correct the mechanical transmission efficiency under the current transient operating conditions. Finally, it divides the corrected steady-state transmission torque by the corrected mechanical transmission efficiency to determine the engine's reference torque. This embodiment effectively solves the problem of insufficient accuracy of fixed efficiency tables under transient operating conditions through a dynamic compensation mechanism, improving the accuracy of reference torque calculation when engine speed changes rapidly.

[0045] This application's embodiments correct the actual output torque at the load end by introducing mechanical transmission efficiency, eliminating the influence of mechanical transmission losses on the diagnostic results, so that the engine's reference torque can truly reflect the engine's output capability, thereby accurately identifying engine non-combustion faults and improving the reliability and accuracy of the diagnosis.

[0046] Step S106: Based on the control torque and the reference torque, determine the torque achievement rate of the engine, wherein the torque achievement rate is used to represent the degree to which the reference torque is achieved relative to the control torque.

[0047] The aforementioned engine torque achievement rate is used to represent the degree to which the engine's reference torque is achieved relative to the engine's control torque. The engine torque achievement rate is the degree of matching between the engine's actual output capability and the control command. It is not only a mathematical ratio but also a healthy indicator of the engine's combustion state. In hybrid vehicles, due to the intervention of the electric motor, traditional torque monitoring becomes ineffective. However, by calculating the engine torque achievement rate, the influence of the electric motor on engine speed can be eliminated, allowing focus on the engine's own power generation efficiency.

[0048] If the engine's torque achievement rate is within the preset normal range, it indicates that combustion is complete and power transmission is normal. If the engine's torque achievement rate falls into an abnormal range, the engine may have ignition failure, fuel injection malfunction, or mechanical jamming, which are grounds for triggering subsequent fault protection mechanisms. The aforementioned abnormal range can refer to a negative or extremely low engine torque achievement rate.

[0049] In one optional embodiment, the engine control torque, after calibration and filtering, is first acquired, along with a reference torque signal. This reference torque signal can be calculated based on the actual output torque and mechanical transmission efficiency. The reference torque is then divided by the control torque to obtain the engine's torque achievement rate. If the control torque is zero or close to zero, the achievement rate is set to a specific flag value according to preset logic to avoid division by zero errors. Next, the calculated achievement rate undergoes hysteresis processing and dead-zone judgment to filter out transient fluctuations, ultimately determining a stable torque achievement rate value for fault diagnosis. This embodiment ensures the stability and consistency of diagnostic input data through standardized calculation processes and signal processing.

[0050] In another optional embodiment, the engine management system employs a dynamic weighting algorithm to determine the engine torque achievement rate. First, it determines whether the current operating condition is in a steady state. If it is, the ratio of the reference torque to the control torque is directly calculated. If it is in a transient state, a time constant is introduced to smooth the reference torque, reducing the impact of acceleration and inertia on the torque calculation. Then, the ratio of the processed reference torque to the control torque is calculated, and the achievement rate is nonlinearly corrected according to the engine speed range to compensate for sensor errors at low or high speeds. Finally, the corrected torque achievement rate is output. This embodiment improves the accuracy and adaptability of torque achievement rate calculation under different operating stages by introducing an adaptive mechanism.

[0051] This application embodiment transforms complex torque comparisons into a single dimensionless index by calculating the torque achievement rate, effectively eliminating the influence of operating condition fluctuations, accurately identifying engine non-combustion faults, and providing a reliable basis for subsequent protection strategies.

[0052] Step S108: Perform fault detection on the combustion state of the engine based on the torque achievement rate to obtain fault detection results, wherein the fault detection results are used to indicate whether there is an abnormality in the combustion state of the engine.

[0053] The aforementioned engine combustion state refers to the process by which the air-fuel mixture in the engine cylinder is ignited, releasing heat energy and converting it into mechanical energy. Engine combustion state includes, but is not limited to, whether ignition is successful, whether flame propagation is stable, whether combustion is complete, and whether misfires or other defects occur. A normal combustion state is characterized by stable torque output that is highly consistent with control commands, while an abnormal combustion state will result in a lack of torque output, fluctuations, or reversals. Engine combustion state cannot be directly measured by a single sensor and must be inferred through indirect dynamic parameters such as torque achievement rate. Engine combustion state is a key physical attribute for assessing engine health and operational safety, directly determining vehicle power performance and emissions levels.

[0054] The aforementioned fault detection refers to a technical means of analyzing diagnostic feature values ​​acquired or calculated in real time through specific algorithmic logic and threshold judgments to identify whether the engine has any abnormal processes or states that deviate from its normal operating range. In this embodiment, fault detection refers to logically determining the engine combustion state based on a single or comprehensive indicator, torque achievement rate, combined with preset judgment conditions. This process typically includes signal acquisition, feature extraction, logical judgment, and status output, aiming to extract key information characterizing faults from complex operating data. The preset judgment conditions can refer to thresholds, durations, etc.

[0055] The fault detection results mentioned above refer to the final judgment output after fault detection logic processing. These results are typically presented as discrete state values, such as "normal," "abnormal," or more specific fault codes, indicating whether there is a problem with the engine's combustion status. These results serve as the trigger for subsequent control strategies. If the fault detection result is abnormal, the engine management system will take corresponding protective measures, such as cutting off fuel injection, preventing startup, or sending a fault signal to the upper-level controller, to prevent the fault from escalating or causing safety risks.

[0056] In one optional embodiment, the engine management system obtains the currently calculated engine torque achievement rate and compares it with a preset normal threshold range. If the engine torque achievement rate is consistently lower than a preset negative threshold or a preset positive lower limit threshold, and the duration of this state exceeds a preset time window, then an abnormality in engine combustion is determined, and a fault detection result of "abnormal" is output. Conversely, if the torque achievement rate is within the normal range or the abnormal state does not last for a sufficient duration, then it is determined to be normal, and a fault detection result of "normal" is output. This embodiment of the application effectively avoids false alarms caused by transient operating condition fluctuations by introducing a time hysteresis mechanism, thereby improving the stability and reliability of diagnostic results.

[0057] In another optional embodiment, the engine management system employs multi-dimensional logical judgment to determine the fault detection result. First, the engine management system checks whether the absolute value of the engine's torque achievement rate exceeds a preset safety boundary. Second, the engine management system analyzes the changing trend of the torque achievement rate. If a sudden jump in the achievement rate is detected, accompanied by a decoupling phenomenon between engine speed and torque, further verification is performed using engine state parameters. Only if all the above conditions are met simultaneously does the engine management system determine that the combustion state is abnormal; otherwise, it is determined to be normal. This embodiment of the application, by introducing trend analysis and auxiliary parameter verification, enhances the adaptability of the diagnostic logic under complex operating conditions, accurately identifies intermittent engine faults or early fault signs, and improves the comprehensiveness and sensitivity of fault detection.

[0058] This application embodiment can accurately identify engine non-combustion faults by making logical judgments based on torque achievement rate, trigger protection strategies in a timely manner, prevent safety risks caused by idling fuel injection, and improve the operational safety and reliability of hybrid vehicles.

[0059] In this embodiment, in response to detecting that the vehicle is in a preset operating mode, the control torque of the engine and the actual output torque of the load are acquired. The preset operating mode is a mode in which the engine drives the load through a mechanical transmission mechanism. Based on the actual output torque and the mechanical transmission efficiency of the mechanical transmission mechanism, a reference torque of the engine is determined. Based on the control torque and the reference torque, the torque achievement rate of the engine is determined, whereby the torque achievement rate represents the degree to which the reference torque is achieved relative to the control torque. Based on the torque achievement rate, fault detection of the engine's combustion state is performed to obtain a fault detection result, whereby the fault detection result indicates whether there is an abnormality in the engine's combustion state. This embodiment uses a method of reverse calculation of the engine's actual output capacity and comparison with control commands. In the preset operating mode where the engine drives the load, the reference torque of the engine is calculated using the actual output torque of the load combined with the mechanical transmission efficiency. The torque achievement rate of the reference torque relative to the control torque is then obtained, and the engine's combustion state is determined based on the torque achievement rate, achieving the goal of accurately identifying engine non-combustion or abnormal combustion conditions. This embodiment achieves the technical effect of timely diagnosis of engine non-combustion faults without changing the hardware, improving vehicle operating safety, and thus solving the technical problem of low accuracy in engine fault detection in related technologies.

[0060] Optionally, in response to detecting that the vehicle is in a preset operating mode, the control torque of the engine and the actual output torque at the load end are acquired, including: in response to detecting that the vehicle is in a preset operating mode, detecting whether the vehicle meets the enabling conditions based on the engine's clutch torque, engine speed, number of engine cylinder cut-offs and engine state parameters; and in response to detecting that the vehicle meets the enabling conditions, acquiring the control torque and the actual output torque.

[0061] The clutch torque of the engine mentioned above refers to the maximum torque capacity that the clutch connecting the engine and the load end can currently transmit or is capable of transmitting. The clutch torque of the engine reflects the degree of clutch engagement and the clamping force between the friction plates. It is a key indicator for determining whether the engine and the load end have achieved a rigid or semi-rigid connection. If the clutch torque is insufficient, it will cause power transmission slippage or interruption, thereby affecting the accuracy of the reference torque calculation. Therefore, the clutch torque of the engine is an important state variable for evaluating the integrity of the mechanical transmission link.

[0062] The engine speed mentioned above refers to the number of revolutions of the engine crankshaft per unit time, usually measured by a speed sensor mounted on the engine crankshaft or flywheel. Engine speed reflects the engine's operating status and load condition, and is an important basis for determining whether the engine is in a stable operating range and whether there is vibration or stalling. In fault diagnosis, the stability of engine speed is closely related to torque output and is an important reference dimension for determining diagnostic enabling conditions.

[0063] The aforementioned number of cylinder deactivation refers to the number of cylinders to which the engine management system actively or passively stops fuel injection or ignition. The number of cylinder deactivation reflects the current operating cylinder configuration of the engine. Excessive cylinder deactivation can lead to increased fluctuations in engine output torque and unstable operation, thus affecting the reliability of torque achievement rate calculations. Therefore, in diagnostic enabling conditions, the number of cylinder deactivation is typically required to be within a small, permissible range to ensure the validity of data acquisition conditions.

[0064] The aforementioned engine status parameters refer to a comprehensive set of indicators reflecting the overall health of the engine, including but not limited to coolant temperature, intake air temperature, manifold pressure, and exhaust temperature. These parameters are used to assess whether the engine is within its normal operating temperature range and whether there are any intake system malfunctions or thermal management abnormalities. If the engine status parameters exceed the preset safe or normal operating range, it indicates that the current operating conditions are not suitable for high-precision fault diagnosis, and the diagnostic logic should be disabled.

[0065] The aforementioned enabling conditions refer to a set of pre-conditions used to determine whether the current vehicle operating condition meets the requirements for executing specific diagnostic logic or functional modules. These conditions typically include, but are not limited to, operating mode, validity of key sensor data, and system stability indicators. If the preset conditions are met, the engine management system allows the corresponding diagnostic algorithm to be activated to avoid false alarms or missed alarms under transient, fault, or unreliable data conditions, ensuring the accuracy and reliability of the diagnostic results.

[0066] In one optional embodiment, the engine management system first monitors the engine clutch torque, engine speed, number of cylinder deactivations, and various engine status parameters. It then compares the collected data with preset enable thresholds or logical rules to determine whether the current vehicle meets the enable conditions for executing diagnostic logic. If the enable conditions are met, the engine management system activates the torque acquisition module to simultaneously acquire the engine's control torque and the actual output torque at the load end. This data is then transmitted to the subsequent calculation module to ensure that torque achievement rate calculations are performed only when the operating conditions are stable and the data is reliable, thereby guaranteeing the safety and effectiveness of the diagnostic process.

[0067] This application's embodiments, by introducing multi-dimensional enable condition judgments, ensure that the diagnostic logic is executed under stable operating conditions, reliable data, and relatively stable mechanical transmission links. This effectively avoids false alarms and missed alarms caused by transient fluctuations, sensor failures, or abnormal operating conditions, thereby improving the accuracy and robustness of engine non-combustion fault diagnosis.

[0068] Optionally, based on the engine's clutch torque, engine speed, number of cylinders cut off, and engine state parameters, it is determined whether the vehicle meets the enabling conditions, including: in response to the clutch torque being greater than a preset torque threshold, the engine speed being within a preset speed range, the number of cylinders cut off being less than or equal to a preset number, and the engine state parameters meeting preset state conditions, it is determined that the vehicle meets the enabling conditions; in response to the clutch torque being less than or equal to the preset torque threshold, or the engine speed not being within a preset speed range, or the number of cylinders cut off being greater than a preset number, or the engine state parameters not meeting preset state conditions, it is determined that the vehicle does not meet the enabling conditions.

[0069] The aforementioned preset torque threshold refers to the minimum torque threshold used to determine whether the clutch is in an effective engagement state. The preset torque threshold is typically calibrated based on the clutch's minimum operating torque characteristics and system noise level. If the clutch torque is higher than the preset torque threshold, the clutch is considered reliably engaged, and the power transmission path is unobstructed. If the clutch torque is lower than or equal to the preset torque threshold, the clutch is in a slipping, disengaged, or loosely engaged state, and the effectiveness of the diagnostic conditions cannot be guaranteed. Therefore, the preset torque threshold is a hardware state threshold for screening effective diagnostic conditions.

[0070] The aforementioned preset speed range refers to the calibrated and determined engine speed range suitable for performing non-combustion fault diagnosis. This preset speed range typically lies within the engine's efficient and stable operating zone. Within this range, the engine's combustion process is relatively stable, with minimal torque fluctuations, which facilitates accurate calculation of torque achievement rate. Speeds outside the preset range are accompanied by severe combustion fluctuations or mechanical resonance, interfering with the accuracy of the diagnostic algorithm. Therefore, the preset speed range is a constraint condition ensuring diagnostic accuracy.

[0071] The aforementioned preset number refers to the maximum number of cylinders that can be missed in the diagnostic process. This preset number is a threshold determined based on the engine's dynamic characteristics and the diagnostic algorithm's tolerance for torque fluctuations. If the actual number of cylinders missed exceeds this preset number, it indicates that the engine's operating condition is too extreme, and the torque signal will contain a large amount of non-combustion-related noise or transient shocks. If a diagnostic is forced under these conditions, false alarms are very likely to occur. Therefore, the preset number is an important safety limit to protect the diagnostic logic from interference from abnormal operating conditions.

[0072] The aforementioned preset state conditions refer to the acceptable ranges or logical judgment rules set for various engine state parameters. Preset state conditions typically include, but are not limited to, whether the temperature is within the normal range, whether the pressure signal is valid, and whether there are any related fault codes. Only when these preset conditions are met is the engine considered to be in a healthy, stable, and diagnosable state. If any parameter is not met, the operating condition is considered unreliable, and diagnostic startup must be prohibited to prevent the execution of incorrect diagnostic logic under sensor malfunctions or abnormal engine operating conditions.

[0073] In one optional embodiment, the engine management system monitors the transmitted torque of the clutch and compares it with a calibrated preset torque threshold to confirm the mechanical integrity of the powertrain. Simultaneously, the engine management system monitors engine speed to determine if it falls within a preset speed range, eliminating signal noise caused by low-speed vibration or high-speed instability. Furthermore, the engine management system reads the current cylinder deactivation command to ensure that the number of cylinder deactivations does not exceed a preset number. Only if all four indicators—sufficient clutch torque, stable engine speed, few cylinder deactivations, and healthy engine condition—simultaneously meet preset logical requirements, does the engine management system determine that the current vehicle meets the enabling conditions, and then proceeds with subsequent torque achievement rate calculations and fault detection procedures.

[0074] This application embodiment effectively filters out interfering operating conditions such as clutch slippage, unstable speed, excessive cylinder deactivation, and abnormal engine status by constructing multi-dimensional enable condition judgment logic. This ensures that the diagnostic logic is executed under ideal conditions of reliable data, reliable mechanical connection, and stable engine operation, thereby improving the accuracy and robustness of engine non-combustion fault identification and avoiding false alarms or missed alarms caused by unsuitable operating conditions.

[0075] Optionally, the reference torque of the engine is determined based on the actual output torque and the mechanical transmission efficiency of the mechanical transmission mechanism, including: determining the ratio of the actual output torque to the mechanical transmission efficiency; and determining the reference torque based on the negative value of the ratio.

[0076] The aforementioned ratio refers to the quotient between the actual output torque obtained through mathematical calculation and the mechanical transmission efficiency; that is, the value obtained by dividing the actual output torque by the mechanical transmission efficiency. Physically speaking, this ratio represents the theoretical torque that the engine needs to provide to maintain the current actual output torque at the load end, without considering directional corrections for energy loss. The ratio eliminates the attenuation effect of transmission efficiency on torque amplitude, allowing the torque data at the load end to be restored to the reference level at the engine end. This provides a data basis with the same dimensions and reference system for subsequent direct comparison with engine control commands.

[0077] The aforementioned reference torque refers to the equivalent output torque value that the engine should produce, calculated backward from the actual output torque at the load end after mechanical transmission efficiency correction. The reference torque represents the torque responsibility the engine must fulfill to achieve the current load output under ideal transmission conditions. It serves as a benchmark for direct comparison with the control torque issued by the engine control system. Under normal combustion conditions, the reference torque should match the control torque. However, under non-combustion conditions, due to energy flow direction or transmission decoupling, the reference torque may exhibit sign reversal or abnormal values. Therefore, the reference torque is the basis for determining whether the engine's combustion state is abnormal.

[0078] In one optional embodiment, the engine management system first acquires the actual output torque signal at the load end through the on-board torque sensor. Simultaneously, it calls a two-dimensional or three-dimensional lookup table or dynamic model of mechanical transmission efficiency stored in the controller to obtain the corresponding mechanical transmission efficiency value based on the current engine speed and lubrication status parameters. Then, the actual output torque is divided by the mechanical transmission efficiency to calculate the initial equivalent torque value. Next, according to the definition of the power transmission direction between the engine and generator and the torque sign convention in series mode or coasting generator mode, the initial equivalent torque value is negatively adjusted to obtain the final reference torque. This embodiment, through accurate efficiency compensation and sign correction, ensures that the reference torque accurately reflects the real torque demand at the engine end, providing reliable data support for subsequent fault diagnosis.

[0079] The aforementioned two-dimensional or three-dimensional lookup table for mechanical transmission efficiency refers to a discrete data matrix pre-calibrated and stored in the controller's memory based on a large amount of bench test data or simulation data. The horizontal and vertical axes of this two-dimensional or three-dimensional lookup table typically correspond to engine speed and load-end torque, respectively, and the values ​​stored in the table represent the percentage or coefficient of mechanical transmission efficiency under the corresponding operating conditions. The engine management system obtains the current engine speed and lubrication status parameters, and quickly retrieves and calculates the baseline mechanical transmission efficiency value under the current operating conditions from the lookup table using linear interpolation or bilinear interpolation algorithms. This method of using a two-dimensional or three-dimensional lookup table for mechanical transmission efficiency has the advantages of fast calculation speed, high real-time performance, and no need for complex dynamic decoupling.

[0080] The aforementioned dynamic model of mechanical transmission efficiency refers to a mathematical function model constructed based on the physical characteristics of the mechanical transmission mechanism. The dynamic model of mechanical transmission efficiency typically includes an oil churning resistance term related to rotational speed, a friction coefficient term related to lubrication state parameters, and a load resistance term related to load. The engine management system collects input variables such as engine speed and lubrication state parameters, substitutes them into a preset mathematical formula or neural network model, and iteratively calculates the dynamic mechanical transmission efficiency that reflects the current mechanical loss characteristics. The above method can accurately capture the efficiency change characteristics under non-steady-state conditions, and is especially suitable for transient processes where the lubrication state changes drastically with temperature.

[0081] This application's embodiments eliminate the influence of transmission losses on torque comparison by introducing mechanical transmission efficiency for reverse calculation and processing sign relationships. This allows the reference torque to accurately characterize the equivalent output at the engine end, thus enabling accurate assessment of engine combustion effectiveness even in complex hybrid vehicles with motor intervention or transmission decoupling, thereby improving the accuracy and adaptability of fault diagnosis.

[0082] Optionally, fault detection is performed on the combustion state of the engine based on the torque achievement rate to obtain a fault detection result, including: in response to the torque achievement rate being less than a preset threshold and the torque achievement rate lasting for a preset duration, determining that the fault detection result indicates an abnormality in the combustion state; in response to the torque achievement rate being greater than or equal to the preset threshold, or the torque achievement rate not lasting for a preset duration, determining that the fault detection result indicates no abnormality in the combustion state.

[0083] The aforementioned preset threshold refers to the critical numerical limit used to determine whether the engine torque achievement rate is within the normal range. The preset threshold aims to distinguish the degree of deviation between the engine's actual output capability and the control command. If the torque achievement rate is lower than this threshold, it indicates that the engine's actual output reference torque is much smaller than the control torque, suggesting combustion failure or abnormal power transmission, which is the criterion for triggering fault diagnosis logic.

[0084] The aforementioned preset duration refers to a fixed time threshold or dynamic time window used to determine whether an abnormal torque achievement rate condition persists. The preset duration filters out false alarms caused by transient operating condition fluctuations, signal noise, or brief interference. If an abnormal torque achievement rate below the preset threshold persists for more than the preset duration, the engine management system confirms it as a stable combustion fault, thereby ensuring the certainty and reliability of fault detection results and avoiding false triggers caused by instantaneous data fluctuations.

[0085] In one optional embodiment, the engine management system determines faults by monitoring the torque achievement rate and its duration. If the engine management system detects that the torque achievement rate is consistently below a preset threshold and the duration of this low value exceeds a preset time, it determines that the engine's combustion state is abnormal, thereby confirming a fault. Conversely, if the torque achievement rate is greater than or equal to the preset threshold, or if the torque achievement rate is below the preset threshold but the duration does not reach the preset time, it determines that the engine's combustion state is normal and does not trigger a fault alarm, thereby ensuring the rigor of the diagnostic logic and avoiding false alarms.

[0086] This application's embodiments effectively filter out torque fluctuation interference under transient operating conditions by introducing a time-based determination mechanism, avoiding false fault reports and ensuring that a real fault is only confirmed if the abnormal state persists, thereby improving the accuracy and robustness of engine non-combustion identification.

[0087] Optionally, the method further includes: in response to a fault detection result indicating an abnormal combustion state, controlling the injector to stop injecting fuel into the engine cylinders and preventing the engine from starting.

[0088] The aforementioned abnormal combustion state refers to a condition where the engine fails to perform effective combustion or the combustion process deviates significantly from normal operating conditions, as determined by the torque achievement rate diagnostic logic. An abnormal combustion state manifests as the engine commanding torque output but actually failing to produce corresponding power output, or producing reverse torque. This indicates a hardware fault or control failure in the ignition or fuel injection system, leaving the engine in a dangerous state of idling or ineffective work.

[0089] The aforementioned fuel injector refers to the actuator in the engine management system responsible for atomizing fuel and injecting it into the engine cylinders. The injector's operation is controlled by the ECU's injection pulse width modulation. Under normal operating conditions, the injector precisely injects fuel according to combustion requirements to maintain engine operation. However, in current fault diagnosis scenarios, controlling the injector to stop injection aims to cut off the fuel supply, preventing unburned fuel from entering the exhaust system or depositing on high-temperature components. This is a proactive intervention measure to prevent the fault from worsening.

[0090] The cylinder mentioned above refers to the core chamber inside the engine where combustion occurs. The piston reciprocates within the cylinder, where the air-fuel mixture is compressed, burned, and expanded to perform work. When the cylinder controls the fuel injector to stop injecting fuel into the cylinder, it directly interrupts the fuel supply to the combustion chamber, resulting in only air or a lean mixture remaining in the cylinder. This ensures that the engine cannot generate heat and power through combustion, fundamentally eliminating the risk of overheating caused by ineffective combustion.

[0091] The aforementioned "prevent engine start" refers to a locking command issued by the engine management system. This command prohibits the ECU from executing any operational logic that would bring the engine from a standstill to a running state, such as starting the starter motor, pre-fueling, or ignition. Even if the driver or the Hybrid Control Unit (HCU) issues a start request, the system will refuse to execute it. This mechanism is a protective restriction designed to prevent repeated attempts to start the engine in the presence of a known serious combustion fault, thus preventing the fault from recurring or worsening and ensuring the vehicle remains safely stopped until the fault is resolved.

[0092] In one optional embodiment, if the engine management system determines that the fault detection result indicates an abnormal combustion state based on the torque achievement rate, the controller immediately executes a fault protection strategy. First, it sends a stop-injection command to the engine injectors, cutting off fuel supply to all cylinders to eliminate the risk of unburned fuel burning on a high-temperature carrier. Simultaneously, the controller sets a start-prohibit flag in its internal logic, blocking engine start requests from the driver or vehicle controller until the fault is cleared or the system is reset. This establishes a safety barrier at the software level to prevent ineffective engine operation and thermal runaway.

[0093] This application embodiment effectively cuts off the fuel supply by immediately stopping fuel injection and prohibiting starting after identifying an engine non-combustion fault. This prevents the risk of spontaneous combustion caused by unburned fuel burning on high-temperature components, and also avoids energy waste and mechanical stress caused by the electric motor forcibly driving the non-combustion engine, thereby improving the safety and reliability of hybrid vehicles.

[0094] Optionally, the method further includes: after prohibiting engine starting, detecting that there is no abnormality in the combustion state, starting a fault recovery timer; in response to detecting that the timing period of the fault recovery timer has reached a preset timing period, lifting the restriction prohibiting engine starting, wherein the preset timing period is determined based on the engine's coolant temperature and / or carrier temperature.

[0095] The above-mentioned absence of abnormal combustion status means that by monitoring key indicators such as the engine's torque achievement rate in real time, it is determined that the engine's current combustion process has returned to the normal range. That is, the deviation between the actual output torque and the control torque is within an acceptable threshold and there is no continuous abnormality. This indicates that the previous non-combustion fault has been eliminated and the engine has the ability to perform normal work. This is a prerequisite for triggering the fault recovery process.

[0096] The aforementioned fault recovery timer refers to a dedicated timing module in the engine management system used to record the waiting time after a fault is cleared. The fault recovery timer starts after confirming that the combustion state has returned to normal and is used to enforce a fixed or dynamic waiting time. Its purpose is to ensure that the fault is cleared and the operating condition is stable, preventing false recovery caused by instantaneous fluctuations. It is a time delay element in the fault reset logic.

[0097] The aforementioned timing cycle refers to the set time length from the start of the fault recovery timer to the triggering of the reset action. The timing cycle can be a fixed value or a variable dynamically calculated based on the current operating state of the engine. The purpose of the timing cycle is to provide a stable buffer period for the engine management system, ensuring that the engine has fully adapted to the new operating conditions and maintained a stable combustion state before the restrictions are lifted, thus avoiding fault recurrence caused by premature resumption of start-up control.

[0098] The aforementioned preset timing period refers to the shortest time required for fault recovery, pre-calibrated or calculated in real-time based on engine coolant temperature and / or carrier temperature. The preset timing period is closely related to thermal conditions. For example, in a hot engine state, due to the higher carrier temperature, a longer cooling or stabilization time is required for safe recovery. Therefore, the preset timing period is determined based on thermal management strategies, aiming to balance fault recovery speed with thermal safety risks.

[0099] The coolant temperature mentioned above refers to the current thermodynamic temperature of the circulating cooling medium inside the engine. Coolant temperature reflects the thermal state of the engine and is a crucial indicator of whether the engine is within its normal operating temperature range and its thermal capacity. In the fault recovery logic, coolant temperature is used to correct the preset timing cycle, ensuring that the starting restriction is safely lifted only when the engine temperature is suitable.

[0100] The aforementioned carrier temperature refers to the internal temperature of aftertreatment devices such as catalytic converters or particulate filters in the exhaust system. Carrier temperature reflects the thermal load status of the exhaust system. Unburned fuel can burn on the carrier due to non-combustion failures, leading to overheating. Therefore, before lifting the no-start restriction, it is essential to ensure that the carrier temperature drops to a safe range or has sufficient cooling time to prevent further thermal damage or fire risk.

[0101] The aforementioned lifting of the engine start restriction means that the engine management system removes the previously set start-prevention lockout state, allowing the ECU to respond to normal start requests and execute the conventional start-up process, such as starter motor drive, fuel injection, and ignition. Lifting the engine start restriction marks the end of the fault recovery process, and the vehicle regains normal engine starting functionality. It is the final step in the fault diagnosis and maintenance closed loop.

[0102] In one optional embodiment, if the engine management system detects that the combustion state has returned to normal, it activates the fault recovery timer to start timing, and simultaneously reads the current engine coolant temperature and carrier temperature, determining the corresponding preset timing period according to a preset thermal management mapping relationship. During the continuous operation of the timer, the engine management system continuously monitors whether the combustion state remains stable. If the timing period reaches the preset timing period and the combustion state remains normal, the engine management system automatically clears the start-prohibited flag, removes the software block on the engine start logic, and allows the vehicle to perform normal engine start operations, thereby ensuring a safe reset after fault resolution.

[0103] This application's embodiments introduce a fault recovery timing mechanism based on thermal state, which avoids immediate restarting after fault elimination, effectively preventing fault recurrence caused by thermal inertia or unstable operating conditions, ensuring that the engine can resume starting in a safe thermal state, and balancing the reliability of fault handling with the convenience of vehicle use.

[0104] Optionally, the method further includes: acquiring the temperature parameters of the load end and the lubrication status parameters of the mechanical transmission mechanism; adjusting the initial mechanical transmission efficiency of the mechanical transmission mechanism based on the engine speed, temperature parameters, and lubrication status parameters to obtain the mechanical transmission efficiency.

[0105] The aforementioned temperature parameters at the load end refer to temperature indices reflecting the current thermal state of the load end. These parameters include, but are not limited to, winding temperature, bearing temperature, or housing surface temperature. The temperature parameters at the load end are used to assess the thermal load during operation, as temperature changes lead to material expansion, changes in clearance, and alterations in frictional characteristics, thereby affecting transmission efficiency. They are crucial input variables for modifying mechanical transmission efficiency models.

[0106] The lubrication state parameters of the aforementioned mechanical transmission mechanism refer to comprehensive indicators describing the working condition of the internal lubrication system and the characteristics of the lubricating oil. These parameters include, but are not limited to, lubricating oil temperature, oil pressure, viscosity index, and fluid level. The lubrication state determines the coefficient of friction and churning resistance between moving parts such as gears and bearings. Good lubrication typically corresponds to lower frictional losses, while poor lubrication or excessively high oil temperature can lead to a significant decrease in efficiency. Therefore, the lubrication state parameters of the mechanical transmission mechanism are a key basis for dynamically adjusting the transmission efficiency model.

[0107] The aforementioned initial mechanical transmission efficiency refers to the theoretical transmission efficiency value of the mechanical transmission mechanism under ideal or reference conditions, obtained based on standard operating conditions or cold-state calibration. The initial mechanical transmission efficiency is typically stored in a two-dimensional or three-dimensional lookup table or basic model within the controller, serving as the starting point for efficiency calculations. The initial mechanical transmission efficiency represents the inherent mechanical efficiency without interference from dynamic factors such as temperature and lubrication, providing a benchmark reference for subsequent corrections based on actual operating conditions.

[0108] In one optional embodiment, the engine management system first collects the temperature parameters at the load end and the lubrication status parameters of the mechanical transmission mechanism, while simultaneously reading the current engine speed. Then, it invokes a pre-stored efficiency correction model. The pre-stored efficiency correction model determines the basic efficiency loss term based on the engine speed and compensates for material friction characteristics by incorporating the load end temperature. Simultaneously, it dynamically weights the oil viscosity and churning resistance using the lubrication status parameters, and iteratively corrects the initial mechanical transmission efficiency in real time through a multivariate fusion algorithm. Finally, it outputs a mechanical transmission efficiency that conforms to the current actual operating conditions, providing a highly accurate correction coefficient for subsequent torque back-calculation.

[0109] This application's embodiments dynamically correct mechanical transmission efficiency by introducing load-end temperature, lubrication status, and engine speed, eliminating the influence of environmental and operating condition changes on the transmission efficiency model, improving the accuracy of transmission efficiency characterization, and thus enhancing the accuracy and robustness of benchmark torque calculation and engine non-combustion fault diagnosis.

[0110] Optionally, the preset operating modes include one of the following: series mode and coasting power generation mode; in series mode, the load end is a generator, and the clutch between the engine and the generator is in a closed state; in coasting power generation mode, the load end is a generator, the clutch between the engine and the generator is in a closed state, and the mechanical transmission connection between the engine and the wheel is in a disconnected state or a coasting state.

[0111] The series mode described above refers to a specific operating mode of hybrid vehicles. In series mode, the engine does not directly drive the wheels, but instead drives a generator via a mechanical connection to produce electricity. The generated electricity powers the electric motor to drive the vehicle or is stored in the battery. At this time, the engine and generator are rigidly connected by a clutch, forming a series power chain. The driving force for the wheels comes from the electric motor, and the engine exists only as an energy source. The torque transmission relationship in series mode is relatively simple and stable, making it suitable for fault diagnosis.

[0112] The aforementioned coasting power generation mode refers to a mode in which the vehicle, while decelerating or coasting, utilizes its inertial kinetic energy to drive a generator via the engine for charging. In this mode, the engine does not directly drive the wheels; instead, it drives the generator through a closed clutch. However, the mechanical transmission connection between the engine and the wheels is disconnected or in a slippery state, thus cutting off the wheel's drag effect on the engine and making the engine an independent power generation unit. The coasting power generation mode provides another suitable diagnostic window without wheel load interference.

[0113] The aforementioned load end refers to the actuator in the mechanical transmission mechanism that receives the engine's output torque and performs energy conversion or transmission. In the embodiments of this application, the load end specifically refers to the generator, which is responsible for converting the engine's mechanical energy into electrical energy. The electrical power or equivalent mechanical torque output by the generator can be obtained through a motor controller or sensors, and is a key feedback source for calculating the engine's reference torque. The performance status of the load end directly affects the accuracy of the diagnostic results.

[0114] The aforementioned generator refers to an electromagnetic device that converts mechanical energy into electrical energy. In a hybrid power system, the generator can act as a motor to drive the vehicle, or it can act as a load to generate electricity driven by the engine. In series mode and coasting power generation mode, the generator operates as a load, and the counter-torque it generates has a mirror relationship with the engine's output torque. By monitoring the operating status, the combustion and torque output of the engine can be indirectly inferred.

[0115] The aforementioned clutch refers to a mechanical coupling device connecting the engine to the generator or wheels, controlling the engagement and disengagement of the engine and generator or wheels through hydraulic, electromagnetic, or electric means. In the pre-defined diagnostic operating mode, the clutch must be in a closed state to ensure a reliable mechanical connection between the engine and generator, allowing the engine's torque to be effectively transmitted to the generator. If the clutch slips or fails to engage, the torque transmission relationship is disrupted, making accurate fault diagnosis impossible.

[0116] The aforementioned mechanical transmission connection between the engine and the wheels refers to the power transmission path extending from the engine crankshaft through components such as the gearbox and drive shaft to the drive wheels. In the series mode and coasting power generation mode, the connection is in a disconnected or sliding state. The purpose is to isolate the wheel load from the interference of the engine's operating state, ensure that the engine only responds to the power generation demand, thereby simplifying the power model and improving the diagnostic accuracy of inferring the engine torque from the generator torque.

[0117] The aforementioned disconnected state refers to the separation of the mechanical connection between the engine and the wheels, the physical interruption of the power transmission path, the absence of direct torque transmission between the engine and the wheels, and the engine operation independent of the wheel operating conditions. This disconnected state eliminates the influence of wheel load fluctuations on engine speed and torque, providing the purest engine operating environment for diagnostics.

[0118] The aforementioned slip condition refers to a situation where the mechanical connection between the engine and wheels exists but is not fully locked, resulting in relative motion or incomplete torque transmission between them. For example, a small amount of torque may be transmitted through a torque converter or a partially engaged clutch, but this is insufficient to form a rigid connection. While the slip condition isolates the engine from the rigid constraints of the wheels, it is still necessary to ensure that it does not affect the assessment of torque stability during engine power generation.

[0119] In one optional embodiment, the engine management system determines whether the vehicle is currently in series mode or coasting power generation mode based on the vehicle control strategy. In series mode, the engine management system confirms that the clutch between the engine and the generator is closed and the mechanical connection between the engine and the wheels is disconnected; in this mode, the engine only drives the generator. In coasting power generation mode, the engine management system confirms that the clutch between the engine and the generator is closed, and simultaneously detects that the mechanical connection between the engine and the wheels is disconnected or slipping, and the vehicle is in a deceleration coasting condition. Based on this, the engine management system identifies the current operating mode as a preset mode and obtains the actual output torque and transmission efficiency parameters at the load end, thereby initiating the engine non-combustion fault diagnosis process based on torque achievement rate.

[0120] This application embodiment ensures a clear and stable mechanical coupling relationship between the engine and the load by limiting two specific operating conditions: series mode and coasting power generation mode. It also eliminates the complex interference of wheel load, thereby providing a high-confidence operating environment for engine non-combustion fault diagnosis based on torque achievement rate and improving the accuracy and reliability of the diagnosis.

[0121] This application provides a method and strategy for identifying non-combustion in hybrid vehicle engines. Figure 2 This is a schematic diagram of an engine fault detection method according to an embodiment of this application, as shown below. Figure 2 As shown, in a plug-in hybrid electric vehicle (PHEV), if the engine management system determines that the engine is not burning properly based on the torque achievement rate, the engine management system sends a start-prohibition signal and stops fuel injection, and sends a start-prohibition command to the hybrid control unit. Subsequently, the hybrid control unit executes the protection logic to reduce the engine speed to zero, that is, the hybrid control unit executes the protection logic, and forcibly reduces the engine speed to zero by means of reverse motor dragging or disconnecting the power connection, thereby eliminating the risk of thermal runaway caused by the secondary ignition of unburned fuel in the high-temperature exhaust pipe, and ensuring vehicle safety.

[0122] Due to hardware issues, certain undetectable faults can cause the engine to fail to burn properly. In hybrid vehicles, the presence of the electric motor means that even if the engine is not burning, the motor continues to drive it, leading to abnormal power consumption or even idling and fuel injection, posing a safety risk.

[0123] This application's embodiments improve the engine control strategy by adding diagnostic logic to determine whether the engine is effectively burning. If ineffective combustion is detected, a corresponding fault is triggered, and the HCU is requested to stop the engine. In the prior art, due to hardware limitations, some faults cannot be directly diagnosed. For example, the ignition coil is internally divided into a drive circuit, a primary circuit, and a secondary circuit. The primary circuit mainly generates a magnetic field through the flow of current. The secondary circuit generates a high induced voltage based on the magnetic field of the primary circuit, causing the spark plug to produce an electric arc.

[0124] The drive circuit receives control signals from the Engine Management System (EMS) and drives the primary circuit to switch on and off based on these signals. Since the EMS does not directly drive the primary circuit, it cannot diagnose whether the primary circuit is truly charging and discharging according to the EMS control signals, nor can it diagnose whether a valid electric arc has been generated in the secondary circuit. In other words, if there is a fault in the engine ground or power supply of the ignition coil, the EMS cannot diagnose it. Because the EMS indirectly controls ignition through the drive circuit and cannot directly monitor the primary circuit current or secondary circuit spark, it is "blind" and unable to diagnose hardware failures such as those in the engine ground or power supply of the ignition coil. This diagnostic blind spot is dangerous under high engine temperatures. If a fault such as fuse burnout leads to no effective ignition after fuel injection, unburned fuel will burn directly on the carrier, potentially causing serious safety risks such as the catalytic converter or turbocharger overheating. In other words, under hot engine conditions, with high carrier temperatures, a sudden ignition coil fuse burnout can cause fuel to burn directly on the carrier, resulting in the catalytic converter / turbocharger overheating and posing a safety risk.

[0125] This application provides a method and strategy for identifying engine non-combustion in hybrid vehicles, used to determine whether the engine is effectively burning. If it is determined that combustion is ineffective, a corresponding fault is triggered and the HCU is requested to stop the engine, thereby reducing safety risks.

[0126] In series mode, the engine torque and the torque of the integrated starter generator (ISG) motor are compared, and the non-combustion fault is diagnosed by the engine torque achievement rate.

[0127] Based on the mirror relationship between generator torque and engine output torque in series mode, the calculated engine model torque under normal conditions has a relatively good correspondence with the nominal engine output torque given by the ECU, and the engine torque achievement rate can be between 0.9 and 1.1. If there is no combustion in the engine, the generator torque is positive, the calculated engine model torque is negative, and the corresponding engine torque achievement rate is also negative.

[0128] Based on the above condition judgment, if the engine fails to ignite properly, the EMS control system can accurately diagnose the fault, trigger the corresponding fault path, send a start-prohibition signal to the HCU, and stop fuel injection.

[0129] This application embodiment, without changing the hardware, can promptly diagnose ineffective combustion conditions in the engine by modifying the software strategy, thereby reducing the risk of vehicle spontaneous combustion.

[0130] Due to hardware issues, certain undetectable faults can cause the engine to fail to burn properly. In hybrid vehicles, the presence of the electric motor means that even if the engine isn't burning, the motor continues to drive it, leading to abnormal power consumption or even idling and fuel injection. When the engine is hot, the carrier temperature is high, and if the ignition coil fuse suddenly burns out, fuel can ignite directly on the carrier, causing the catalytic converter / turbo to glow red, thus posing a safety risk.

[0131] This application provides an embodiment of the internal circuit structure of the ignition coil and its connection principle with the engine management system. Figure 3 This is a schematic diagram illustrating the internal structure principle of an ignition coil according to an embodiment of this application, as shown below. Figure 3 As shown, the engine management system 302 includes a driver chip 304 and a resistor R1. The ignition coil mainly includes a primary circuit, a secondary circuit, and the driver chip 304. The driver chip 304 is connected to an insulated-gate bipolar transistor (IGBT) 316 via resistor R1. The vehicle ground 312 is connected to the aforementioned connection line via resistor R2, and the vehicle ground 312 is also connected to the aforementioned connection line via filter 314. A power supply 308 is connected to the IGBT 316, and the vehicle ground 312 is also connected to the IGBT 316. The power supply 308 is connected to the vehicle ground 312 via a bypass circuit 310. The EMS outputs ECU signals, which control the switching of the IGBT in the driver chip 304, thereby controlling the current flow in the primary circuit to generate a magnetic field. A transformer 320 is connected to engine ground 306 via diode 322, and the transformer 320 is connected to the high-voltage terminal 324 via resistor R3. The base of transistor 318 is connected to insulated-gate bipolar transistor 316, the collector is connected to transformer 320, and the emitter is connected to vehicle ground 312. However, since the EMS only sends control signals to the driver chip 304 and does not directly monitor the power supply status of the ignition coil 326 power supply 308 or the physical connection integrity between the ignition coil 326 voltage terminal and vehicle ground 312, if the ignition coil 326 power supply 308 is open-circuited or the engine ground 306 (i.e., the connection between the ignition coil 326 voltage terminal and vehicle ground 312) has an open circuit fault, the EMS cannot directly diagnose whether the primary circuit is truly conductive and whether the secondary circuit generates a valid spark. This kind of hidden hardware-level fault will cause the engine to fail to burn properly.

[0132] The ignition coil is mainly divided into a drive circuit, a primary circuit, and a secondary circuit. The primary circuit generates a magnetic field primarily through the flow of current. The secondary circuit generates a high induced voltage based on the magnetic field of the primary circuit, causing the spark plug to produce an electric arc. The drive circuit is responsible for receiving control signals from the EMS (Electronic Stability Control) and using these signals to control the on / off state of the primary circuit.

[0133] Because the EMS does not directly drive the primary circuit, it cannot diagnose whether the primary circuit is truly charging and discharging according to the EMS's control signals, nor can it diagnose whether the secondary circuit has generated a valid electric arc. In other words, if there is a fault in the engine ground or power supply to the ignition coil, the EMS cannot perform the diagnosis.

[0134] In series mode, the engine torque and ISG motor torque are compared, and the non-combustion fault is diagnosed by the engine torque achievement rate.

[0135] Based on the mirror relationship between generator torque and engine output torque in series mode, the calculated engine model torque under normal conditions corresponds well with the nominal engine output torque given by the ECU, with the engine torque achievement rate between 0.9 and 1.1. However, when there is no combustion in the engine, the generator torque is positive, the calculated engine model torque is negative, and correspondingly, the engine torque achievement rate is also negative. The engine torque achievement rate calculated based on generator torque clearly distinguishes between normal and no-combustion conditions. Therefore, the above calculation of torque achievement rate can effectively differentiate between normal and no-combustion conditions.

[0136] The torque achievement rate is calculated in this embodiment. First, it is determined whether the engine meets the enabling conditions. Specifically, the driving mode meets the series mode, that is, the engine only generates electricity. The clutch torque calculated by EMS is greater than the preset torque threshold. The number of cylinder cut-off controlled by EMS is less than or equal to the preset number. The delay after startup reaches the preset time. The engine speed is within the preset speed range. There are no intake air temperature and manifold pressure related faults. The speed change gradient is small. The Controller Area Network (CAN) receives and verifies the CAN signals related to motor torque and driving mode normally. For example, the preset torque threshold can be 20 NM, the preset number can be 2, and the preset speed range can be between 700 and 6500.

[0137] The torque achievement rate is calculated by dividing the motor torque by the engine model torque. If the torque achievement rate is below 0.02 and persists for more than a certain period, the engine is considered to be ineffectively burning.

[0138] After detecting an ineffective combustion fault in the engine, this application embodiment can control the EMS to send a start-prohibition signal and stop fuel injection. The fault can only be reset by restarting the ignition switch or clearing the fault.

[0139] According to an embodiment of this application, a flowchart of an optional engine fault detection method is provided. Figure 4 This is a flowchart of an optional engine fault detection method according to an embodiment of this application, such as... Figure 4 As shown, it includes the following steps:

[0140] In step S402, in response to detecting that the vehicle is in a preset operating mode, the system detects whether the vehicle meets the enabling conditions based on the engine's clutch torque, engine speed, number of engine cylinder cut-offs, and engine status parameters; in response to detecting that the vehicle meets the enabling conditions, the system acquires the control torque and the actual output torque.

[0141] Step S404: Determine the engine's reference torque based on the actual output torque and the mechanical transmission efficiency of the mechanical transmission mechanism.

[0142] Step S406: Determine the engine torque achievement rate based on the control torque and the reference torque.

[0143] Among them, the torque achievement rate is used to indicate the degree to which the reference torque is achieved relative to the control torque.

[0144] Step S408: Based on the torque achievement rate, perform fault detection on the combustion state of the engine to obtain the fault detection result.

[0145] Among them, the fault detection results are used to indicate whether there is any abnormality in the combustion state of the engine.

[0146] According to an embodiment of this application, a flowchart of an optional engine fault detection method is also provided. Figure 5 This is a flowchart of an optional engine fault detection method according to an embodiment of this application, such as... Figure 5 As shown, it includes the following steps:

[0147] In step S502, in response to detecting that the vehicle is in a preset operating mode, the control torque of the engine and the actual output torque of the load are obtained.

[0148] The preset operating mode is a mode in which the engine drives the load end to work through a mechanical transmission mechanism.

[0149] Step S504: Determine the ratio of the actual output torque to the mechanical transmission efficiency; based on the negative value of the ratio, determine the reference torque.

[0150] Step S506: Determine the engine torque achievement rate based on the control torque and the reference torque.

[0151] Among them, the torque achievement rate is used to indicate the degree to which the reference torque is achieved relative to the control torque.

[0152] Step S508: Based on the torque achievement rate, perform fault detection on the combustion state of the engine to obtain the fault detection result.

[0153] Among them, the fault detection results are used to indicate whether there is any abnormality in the combustion state of the engine.

[0154] According to an embodiment of this application, an apparatus embodiment for an engine fault detection method is provided. It should be noted that the apparatus can be used to perform the above-described engine fault detection method. Figure 6 This is a schematic diagram of an engine fault detection device according to an embodiment of this application, as shown below. Figure 6 As shown, the device includes: an acquisition module 602, a first determination module 604, a second determination module 606, and a detection module 608.

[0155] The acquisition module 602 is used to acquire the engine's control torque and the actual output torque of the load end in response to detecting that the vehicle is in a preset operating mode, wherein the preset operating mode is a mode in which the engine drives the load end to work through a mechanical transmission mechanism; the first determination module 604 is used to determine the engine's reference torque based on the actual output torque and the mechanical transmission efficiency of the mechanical transmission mechanism; the second determination module 606 is used to determine the engine's torque achievement rate based on the control torque and the reference torque, wherein the torque achievement rate is used to represent the degree to which the reference torque is achieved relative to the control torque; the detection module 608 is used to perform fault detection on the engine's combustion state based on the torque achievement rate and obtain a fault detection result, wherein the fault detection result is used to indicate whether there is an abnormality in the engine's combustion state.

[0156] The acquisition module is also used to detect whether the vehicle meets the enabling conditions based on the engine's clutch torque, engine speed, number of cylinder deactivation, and engine status parameters in response to the detection that the vehicle is in a preset operating mode; and to acquire the control torque and actual output torque in response to the detection that the vehicle meets the enabling conditions.

[0157] The acquisition module is further configured to determine that the vehicle meets the enabling conditions in response to the clutch torque being greater than a preset torque threshold, the engine speed being within a preset speed range, the number of engine cylinder cut-offs being less than or equal to a preset number, and the engine status parameters meeting the preset state conditions; and to determine that the vehicle does not meet the enabling conditions in response to the clutch torque being less than or equal to the preset torque threshold, or the engine speed not being within a preset speed range, or the number of engine cylinder cut-offs being greater than a preset number, or the engine status parameters not meeting the preset state conditions.

[0158] The first determining module is also used to determine the ratio of the actual output torque to the mechanical transmission efficiency; and to determine the reference torque based on the negative value of the ratio.

[0159] The detection module is also used to determine that the combustion state is abnormal when the torque achievement rate is less than a preset threshold and the torque achievement rate continues for a preset duration; and to determine that the combustion state is not abnormal when the torque achievement rate is greater than or equal to the preset threshold, or when the torque achievement rate does not continue for a preset duration.

[0160] The device is also used to control the injectors to stop injecting fuel into the engine cylinders and prevent the engine from starting when the fault detection result indicates that there is an abnormality in the combustion state.

[0161] The device is also used to start a fault recovery timer after detecting that there is no abnormality in the combustion state after the engine is prohibited from starting; and to lift the restriction on starting the engine in response to detecting that the timing period of the fault recovery timer has reached a preset timing period, wherein the preset timing period is determined based on the engine coolant temperature and / or carrier temperature.

[0162] The device is also used to acquire the temperature parameters of the load end and the lubrication status parameters of the mechanical transmission mechanism; based on the engine speed, temperature parameters and lubrication status parameters, the initial mechanical transmission efficiency of the mechanical transmission mechanism is adjusted to obtain the mechanical transmission efficiency.

[0163] The preset operating modes include one of the following: series mode and coasting power generation mode; in series mode, the load end is a generator, and the clutch between the engine and the generator is in a closed state; in coasting power generation mode, the load end is a generator, the clutch between the engine and the generator is in a closed state, and the mechanical transmission connection between the engine and the wheel is in a disconnected state or a coasting state.

[0164] Embodiments of this application also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods described in various embodiments of this application when it runs.

[0165] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0166] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0167] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0168] Embodiments of this application also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of this application.

[0169] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0170] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0171] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0172] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0173] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0174] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for detecting engine faults, characterized in that, include: In response to detecting that the vehicle is in a preset operating mode, the control torque of the engine and the actual output torque of the load are obtained, wherein the preset operating mode is a mode in which the engine drives the load through a mechanical transmission mechanism; The reference torque of the engine is determined based on the actual output torque and the mechanical transmission efficiency of the mechanical transmission mechanism. Based on the control torque and the reference torque, the torque achievement rate of the engine is determined, wherein the torque achievement rate is used to represent the degree to which the reference torque is achieved relative to the control torque; Based on the torque achievement rate, the combustion state of the engine is fault detected to obtain a fault detection result, wherein the fault detection result is used to indicate whether there is an abnormality in the combustion state of the engine.

2. The method according to claim 1, characterized in that, In response to detecting that the vehicle is in a preset operating mode, the control torque of the engine and the actual output torque at the load end are acquired, including: In response to detecting that the vehicle is in the preset operating mode, the system detects whether the vehicle meets the enabling conditions based on the engine's clutch torque, engine speed, number of cylinder deactivation, and engine status parameters. In response to detecting that the vehicle meets the enabling condition, the control torque and the actual output torque are acquired.

3. The method according to claim 2, characterized in that, Based on the engine's clutch torque, engine speed, number of cylinder deactivation, and engine status parameters, the system detects whether the vehicle meets the enabling conditions, including: In response to the clutch torque being greater than a preset torque threshold, the engine speed being within a preset speed range, the number of engine cylinder deactivation being less than or equal to a preset number, and the engine state parameters meeting preset state conditions, it is determined that the vehicle meets the enabling conditions. In response to the clutch torque being less than or equal to the preset torque threshold, or the engine speed not being within the preset speed range, or the number of engine cylinder deactivation being greater than the preset number, or the engine state parameters not meeting the preset state conditions, it is determined that the vehicle does not meet the enabling conditions.

4. The method according to claim 1, characterized in that, Based on the actual output torque and the mechanical transmission efficiency of the mechanical transmission mechanism, the reference torque of the engine is determined, including: Determine the ratio of the actual output torque to the mechanical transmission efficiency; The reference torque is determined based on the negative value of the ratio.

5. The method according to claim 1, characterized in that, Based on the torque achievement rate, fault detection is performed on the combustion state of the engine to obtain fault detection results, including: In response to the torque achievement rate being less than a preset threshold and the torque achievement rate remaining for a preset duration, the fault detection result is determined to be an abnormality in the combustion state; In response to the torque achievement rate being greater than or equal to the preset threshold, or the torque achievement rate not lasting for the preset duration, the fault detection result is determined to be that there is no abnormality in the combustion state.

6. The method according to any one of claims 1 to 5, characterized in that, The method further includes: In response to the fault detection result indicating an abnormality in the combustion state, the injector is controlled to stop injecting fuel into the engine cylinders, and the engine is prevented from starting.

7. The method according to claim 6, characterized in that, The method further includes: After preventing the engine from starting, if no abnormality is detected in the combustion state, a fault recovery timer is started; In response to the detection that the fault recovery timer's timing period has reached a preset timing period, the restriction prohibiting the engine from starting is lifted, wherein the preset timing period is determined based on the engine's coolant temperature and / or carrier temperature.

8. The method according to any one of claims 1 to 5, characterized in that, The method further includes: Obtain the temperature parameters of the load end and the lubrication status parameters of the mechanical transmission mechanism; Based on the engine speed, the temperature parameter, and the lubrication state parameter, the initial mechanical transmission efficiency of the mechanical transmission mechanism is adjusted to obtain the mechanical transmission efficiency.

9. The method according to any one of claims 1 to 5, characterized in that, The preset operating mode includes one of the following: series mode and coasting power generation mode; In the series configuration, the load is a generator, and the clutch between the engine and the generator is in a closed state. In the coasting power generation mode, the load end is the generator, the clutch between the engine and the generator is in a closed state, and the mechanical transmission connection between the engine and the wheel is in a disconnected state or a coasting state.

10. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 9.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the method according to any one of claims 1 to 9.

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