Shift speed regulation fault diagnosis method and device, electronic equipment and storage medium

Abstract

The application relates to the technical field of gearboxes, and discloses a gear shifting and speed regulating fault diagnosis method and device, an electronic device and a storage medium. The application provides a speed regulating fault diagnosis process in an AMT gear shifting process; the actual engine speed change rate is compared with a preset engine target speed reduction rate, so that whether the engine speed regulation has a fault can be preliminarily screened, and the accuracy of diagnosis is ensured; on the basis of preliminarily judging whether the engine speed regulation has a fault, the relationship between the current engine actual speed and the input shaft target speed Nt is compared after a delay; the upshift and downshift are judged respectively, the engine speed regulation fault in the AMT gear shifting process can be quickly identified, and the fault diagnosis problem caused by the fact that the engine actual speed is not synchronized with the AMT request speed or the engine speed is not controlled in the AMT speed regulating process is alleviated.

Description

Technical Field

[0001] This invention relates to the field of transmission technology, and in particular to a method, device, electronic device, and storage medium for diagnosing gear shifting and speed regulation faults. Background Technology

[0002] AMT (Automated Manual Transmission) is a transmission device that can automatically shift gears according to the vehicle's operating status and road conditions. With drivers' pursuit of comfort and low labor intensity, more and more commercial vehicles are choosing to be equipped with AMT products.

[0003] During AMT (Automated Manual Transmission) shifting, because the output shaft speed changes very little, the gear ratio is adjusted during the shift, resulting in a difference in the input shaft speed before and after the shift. The engine needs to be controlled to adjust its speed to synchronize with the input shaft speed. The AMT controller sends the required engine speed to the engine controller via the CAN bus. There may be issues where the actual engine speed does not reach the AMT-requested speed, failing to synchronize with the input shaft speed. If the actual engine speed is much higher than the AMT-requested speed, the input shaft speed will instantly increase when the clutch engages, causing a strong shift shock for the driver. Conversely, if the actual engine speed is much lower than the AMT-requested speed, the driver will experience a noticeable jerk when the clutch engages. If the engine speed is completely uncontrolled, the shift will fail.

[0004] Therefore, it is necessary to diagnose faults in the engine speed regulation process during AMT shifting to shorten shifting time, reduce shifting shock and jerking, and improve shifting success rate. Existing technologies lack fault diagnosis functions for situations where the actual engine speed is not synchronized with the AMT-requested speed, or where the engine speed is uncontrolled, during AMT speed regulation. Summary of the Invention

[0005] The purpose of this invention is to provide a method, device, electronic device, and storage medium for diagnosing gear shifting and speed regulation faults. At least by diagnosing faults in the engine speed regulation process during AMT gear shifting, it can shorten shifting time, reduce shifting shock and jerking, and improve the success rate of gear shifting. At the same time, it can fill the gap in existing related technologies for fault diagnosis functions caused by the asynchrony between the actual engine speed and the AMT-requested speed during AMT speed regulation, or by the uncontrolled engine speed.

[0006] To solve the above-mentioned technical problems, in a first aspect, the present invention provides a method for diagnosing gear shifting and speed regulation faults, which is at least applicable to electronically controlled mechanical automatic transmissions (AMT).

[0007] The method for diagnosing gear shifting and speed regulation faults includes at least the following:

[0008] Obtain the target gear position and determine whether the target gear position has changed;

[0009] When the target gear changes, the current gear is obtained, and it is determined whether the current gear is equal to the target gear.

[0010] When the current gear is not equal to the target gear, the engine torque is reduced and the actual engine torque is obtained, and then it is determined whether the actual engine torque is not greater than the preset engine torque.

[0011] When the actual engine torque is not greater than the preset engine torque, the clutch is controlled to disengage, and the actual clutch position is obtained, thereby determining whether the actual clutch position is not less than the preset disengagement position;

[0012] When the actual position of the clutch is not less than the preset disengagement position, the transmission output shaft speed and the gearbox ratio corresponding to the target gear are obtained, so as to calculate the input shaft target speed based on the transmission output shaft speed and the gearbox ratio;

[0013] Start the first timer and obtain the first current actual engine speed. Then, continuously obtain the first timer time and determine whether the first timer time is not less than a preset time.

[0014] When the first timer time is not less than the preset time, the second current engine actual speed is obtained, and the absolute value of the speed difference between the first current engine actual speed and the second current engine actual speed is calculated. Then, the engine actual speed change rate is calculated based on the absolute value and the preset time.

[0015] The gear change value is determined based on the target gear and the current gear, and a preset engine target deceleration rate is determined based on the gear change value and the first current engine actual speed, and then it is determined whether the engine actual speed change rate is less than the preset engine target deceleration rate.

[0016] When the actual engine speed change rate is not less than the preset engine target deceleration rate, the second timer is started and the second timer time is obtained, and then it is determined whether the second counter time is not less than the set time.

[0017] When the second counter time is not less than the set time, the third current engine actual speed is obtained and it is determined whether the target gear is less than the actual gear.

[0018] When the target gear is less than the actual gear, determine whether the actual speed of the third current engine is less than the target speed of the input shaft;

[0019] When the actual speed of the third current engine is less than the target speed of the input shaft, an engine speed regulation fault is determined.

[0020] Optionally, after obtaining the target gear and determining whether the target gear has changed, the method further includes at least:

[0021] When the target gear does not change, the target gear is continuously acquired until the target gear changes.

[0022] Optionally, after obtaining the current gear and determining whether the current gear is equal to the target gear when the target gear changes, the method further includes at least:

[0023] When the current gear is equal to the target gear, the current gear is continuously acquired until the current gear is no longer equal to the target gear.

[0024] Optionally, after controlling the engine to reduce torque and obtaining the actual engine torque when the current gear is not equal to the target gear, and then determining whether the actual engine torque is not greater than a preset engine torque, the method further includes at least:

[0025] When the actual engine torque is greater than the preset engine torque, the engine torque is controlled to decrease, and the actual engine torque is continuously acquired until the actual engine torque is no greater than the preset engine torque.

[0026] Optionally, after determining whether the actual clutch position is not less than a preset disengagement position when the actual engine torque is not greater than a preset engine torque, the method further includes at least:

[0027] When the actual position of the clutch is less than the preset disengagement position, the clutch continues to be disengaged, and the actual position of the clutch is continuously acquired until the actual position of the clutch is not less than the preset disengagement position.

[0028] Optionally, after starting the first timer and obtaining the first current actual engine speed, then continuously obtaining the first timer time, and determining whether the first timer time is not less than a preset time, the method further includes at least:

[0029] When the first timer time is less than the preset time, the first timer time is iteratively obtained until the first timer time is not less than the preset time.

[0030] Optionally, after obtaining the third current engine speed and determining whether the target gear is lower than the actual gear when the second counter time is not less than the set time, the method further includes at least:

[0031] When the target gear is greater than the actual gear, determine whether the actual speed of the third current engine is greater than the target speed of the input shaft;

[0032] When the actual speed of the third current engine is greater than the target speed of the input shaft, an engine speed regulation fault is determined.

[0033] When the actual speed of the third current engine is not greater than the target speed of the input shaft, the engine speed regulation is determined to be normal.

[0034] Based on the same concept, in a second aspect, the present invention also provides a gear shifting and speed regulation fault diagnosis device for performing the gear shifting and speed regulation fault diagnosis method described in any one of the first aspects.

[0035] The gear shifting and speed regulation fault diagnosis device includes at least:

[0036] The first judgment module is used to obtain the target gear and determine whether the target gear has changed;

[0037] The second judgment module is used to obtain the current gear and determine whether the current gear is equal to the target gear when the target gear changes.

[0038] The third judgment module is used to control the engine to reduce torque and obtain the actual engine torque when the current gear is not equal to the target gear, and then judge whether the actual engine torque is not greater than the preset engine torque.

[0039] The fourth judgment module is used to control the clutch to disengage and obtain the actual position of the clutch when the actual torque of the engine is not greater than the preset engine torque, and then determine whether the actual position of the clutch is not less than the preset disengagement position.

[0040] The first calculation module is used to obtain the transmission output shaft speed and the gearbox ratio corresponding to the target gear when the actual position of the clutch is not less than the preset separation position, so as to calculate the input shaft target speed based on the transmission output shaft speed and the gearbox ratio.

[0041] The fifth judgment module is used to start the first timer and obtain the first current actual engine speed, then continuously obtain the first timer time and determine whether the first timer time is not less than a preset time.

[0042] The second calculation module is used to obtain the second current engine actual speed when the first timer time is not less than the preset time, and calculate the absolute value of the speed difference between the first current engine actual speed and the second current engine actual speed, and then calculate the engine actual speed change rate based on the absolute value and the preset time.

[0043] The sixth judgment module is used to determine the gear change value based on the target gear and the current gear, and to determine the preset engine target deceleration rate based on the gear change value and the first current engine actual speed, and then to determine whether the engine actual speed change rate is less than the preset engine target deceleration rate.

[0044] The seventh judgment module is used to start the second timer and obtain the second timer time when the actual engine speed change rate is not less than the preset engine target deceleration rate, and then determine whether the second counter time is not less than the set time.

[0045] The eighth judgment module is used to obtain the third current actual engine speed and determine whether the target gear is less than the actual gear when the second counter time is not less than the set time;

[0046] The ninth judgment module is used to determine whether the actual speed of the third current engine is less than the target speed of the input shaft when the target gear is less than the actual gear.

[0047] The fault determination module is used to determine an engine speed regulation fault when the actual speed of the third current engine is less than the target speed of the input shaft.

[0048] Based on the same concept, in a third aspect, the present invention also provides an electronic device, including a memory and a processor, the memory storing a computer program executable on the processor, wherein the processor, when executing the program, implements the steps in the gear shifting and speed regulation fault diagnosis method according to any one of the first aspects.

[0049] Based on the same concept, in a fourth aspect, the present invention also provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps in the gear shifting and speed regulation fault diagnosis method described in any one of the first aspects.

[0050] The technical solution provided in this embodiment of the invention firstly acquires the target gear and determines whether the target gear has changed; further, when the target gear changes, it acquires the current gear and determines whether the current gear is equal to the target gear; further, when the current gear is not equal to the target gear, it controls the engine to reduce torque and acquires the actual engine torque, and then determines whether the actual engine torque is not greater than a preset engine torque; further, when the actual engine torque is not greater than the preset engine torque, it controls the clutch to disengage and acquires the actual clutch position, and then determines whether the actual clutch position is not less than a preset disengagement position; further, when the actual clutch position is not less than the preset disengagement position, it acquires the transmission output shaft speed and the transmission ratio corresponding to the target gear, so as to calculate the input shaft target speed based on the transmission output shaft speed and the transmission ratio; further, it starts a first timer and acquires the first current actual engine speed, then continuously acquires the first timer time and determines whether the first timer time is not less than a preset time; further, when the first timer time is not less than the preset time... The system acquires the second current actual engine speed and calculates the absolute value of the speed difference between the first and second current actual engine speeds. Based on this absolute value and a preset time, it calculates the engine speed change rate. Further, it determines the gear change value based on the target gear and the current gear, and determines the preset engine target deceleration rate based on the gear change value and the first current actual engine speed. It then determines whether the engine speed change rate is less than the preset engine target deceleration rate. Further, when the engine speed change rate is not less than the preset engine target deceleration rate, it starts a second timer and acquires the second timer's time, then determines whether the second counter's time is not less than a set time. Further, when the second counter's time is not less than the set time, it acquires the third current actual engine speed and determines whether the target gear is less than the actual gear. Further, when the target gear is less than the actual gear, it determines whether the third current actual engine speed is less than the input shaft target speed. Finally, when the third current actual engine speed is less than the input shaft target speed, an engine speed regulation fault is identified.

[0051] Therefore, the embodiments of the present invention can at least shorten the shifting time, reduce shifting shock and jerking by performing fault diagnosis on the engine speed adjustment process during AMT shifting, thereby improving the shifting success rate. At the same time, it can also fill the gap in the existing related technologies for fault diagnosis functions caused by the asynchrony between the actual engine speed and the AMT requested speed or the uncontrolled engine speed during AMT speed adjustment. Attached Figure Description

[0052] Figure 1 This is a flowchart of a method for diagnosing gear shifting and speed regulation faults provided in an embodiment of the present invention;

[0053] Figure 2 This is a schematic diagram of the structure of a gear shifting and speed regulation fault diagnosis device provided in an embodiment of the present invention;

[0054] Figure 3 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0055] To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0056] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to limit the application. The singular forms “a,” “said,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms, and “multiple” generally includes at least two unless the context clearly indicates otherwise.

[0057] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0058] It should be understood that although the terms first, second, third, etc., may be used in the embodiments of this application, these descriptions should not be limited to these terms. These terms are only used to distinguish the descriptions. For example, first may also be referred to as second without departing from the scope of the embodiments of this application, and similarly, second may also be referred to as first.

[0059] Depending on the context, the words “if” or “suppose” as used here can be interpreted as “when” or “in response to determination” or “in response to detection.” Similarly, depending on the context, the phrases “if determination” or “if detection (of the stated condition or event)” can be interpreted as “when determination” or “in response to determination” or “when detection (of the stated condition or event)” or “in response to detection (of the stated condition or event).”

[0060] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that an article or device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such an article or device. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the article or device that includes said element.

[0061] It should be noted that any symbols and / or numbers present in the specification that are not marked in the accompanying drawings are not reference numerals.

[0062] Figure 1 This is a flowchart of a gear shifting and speed regulation fault diagnosis method provided by an embodiment of the present invention. This embodiment is applicable to at least any speed regulation fault diagnosis scenario during the gear shifting process in an AMT commercial vehicle. The gear shifting and speed regulation fault diagnosis method can be, but is not limited to, executed by the gear shifting and speed regulation fault diagnosis device in this embodiment of the present invention. This execution entity can be implemented in software and / or hardware. Figure 1 As shown, this method for diagnosing gear shifting and speed regulation faults is applicable at least to AMT (Automated Manual Transmission) systems, and includes at least the following steps:

[0063] S1. Obtain the target gear and determine whether the target gear has changed.

[0064] The target gear DG can be calculated by the AMT controller's internal model based on the current gear CG, engine speed Ne, throttle opening Pedal, vehicle mass m, and gradient Grad. Further, it is determined whether the target gear DG has changed. If the target gear has not changed, the AMT target gear DG is iteratively obtained until the target gear DG changes.

[0065] In one specific implementation, optionally, after obtaining the target gear and determining whether the target gear has changed, the method further includes at least:

[0066] If the target gear does not change, continue to acquire the target gear until the target gear changes.

[0067] S2. When the target gear changes, obtain the current gear and determine whether the current gear is equal to the target gear.

[0068] The current AMT gear position (i.e., current gear CG) can be obtained by looking up a table based on the actual position of the AMT gear selector actuator; the actual position of the gear selector actuator can be obtained through the gear selector position sensor.

[0069] In another specific implementation, optionally, after obtaining the current gear and determining whether the current gear is equal to the target gear when the target gear changes, the method further includes at least:

[0070] When the current gear is equal to the target gear, continue to acquire the current gear until the current gear is no longer equal to the target gear.

[0071] Specifically, it determines whether the target gear DG is equal to the current gear CG. If the target gear DG is equal to the current gear CG, it iterates to obtain the current gear CG until the target gear DG is not equal to the current gear CG.

[0072] S3. When the current gear is not equal to the target gear, control the engine to reduce torque and obtain the actual engine torque, and then determine whether the actual engine torque is not greater than the preset engine torque.

[0073] Among them, controlling the engine to reduce torque can be achieved by communicating with the engine controller via the CAN bus to obtain the current actual engine torque Ts. If the actual engine torque Ts is greater than the preset engine torque Ty, the engine torque is iteratively reduced and the actual engine torque Ts is obtained. Then, it is determined whether the actual engine torque Ts is not greater than the preset engine torque Ty, until the actual engine torque Ts is less than or equal to the preset engine torque Ty.

[0074] In another specific implementation, optionally, when the current gear is not equal to the target gear, after controlling the engine to reduce torque and obtaining the actual engine torque, and then determining whether the actual engine torque is not greater than the preset engine torque, the method further includes at least:

[0075] When the actual engine torque is greater than the preset engine torque, the engine torque reduction is controlled to continue, and the actual engine torque is continuously acquired until the actual engine torque is no greater than the preset engine torque.

[0076] S4. When the actual engine torque is not greater than the preset engine torque, control the clutch to disengage and obtain the actual clutch position, and then determine whether the actual clutch position is not less than the preset disengagement position.

[0077] Specifically, the clutch is disengaged, the current clutch position d (i.e., the actual clutch position) is obtained, and the relationship between the current clutch position d and the preset disengagement position dy is compared. If the current clutch position d is less than the preset disengagement position dy, the clutch is disengaged iteratively, the current clutch position d is obtained, and the relationship between the current clutch position d and the preset disengagement position dy is compared until the current clutch position d is greater than or equal to the preset disengagement position dy.

[0078] In another specific implementation, optionally, after controlling the clutch to disengage and obtaining the actual clutch position when the actual engine torque is not greater than the preset engine torque, and then determining whether the actual clutch position is not less than the preset disengagement position, the method further includes at least:

[0079] When the actual clutch position is less than the preset disengagement position, continue to control the clutch disengagement and continuously acquire the actual clutch position until the actual clutch position is not less than the preset disengagement position.

[0080] S5. When the actual position of the clutch is not less than the preset disengagement position, obtain the transmission output shaft speed and the gear ratio corresponding to the target gear, and calculate the input shaft target speed based on the transmission output shaft speed and the gear ratio.

[0081] Specifically, the output shaft speed No (i.e., the aforementioned transmission output shaft speed) is obtained, which can be acquired using an output shaft speed sensor mounted above the transmission output shaft. Further, the gear ratio Ratio corresponding to the target gear DG (i.e., the transmission gear ratio corresponding to the aforementioned target gear) is obtained; this can be obtained by consulting a preset calibration table based on the target gear. Further, the target input shaft speed Nt is calculated based on the output shaft speed No and the target gear ratio Ratio, where Nt = No × Ratio.

[0082] S6. Start the first timer and obtain the first current engine speed. Then, continuously obtain the first timer time and determine whether the first timer time is not less than the preset time.

[0083] Specifically, the target input shaft speed Nt can be sent to the engine controller ECU via the CAN bus to start a timer and obtain the first current actual engine speed Ne1 via the CAN bus. Then, the timer time t at the current moment (i.e., the aforementioned first timer time) is obtained. If the timer time t is less than the preset time t0, the timer time t is iteratively obtained until the timer time t is greater than or equal to the preset time t0.

[0084] In another specific implementation, optionally, after starting the first timer and acquiring the first current actual engine speed, then continuously acquiring the first timer time, and determining whether the first timer time is not less than a preset time, the method further includes at least:

[0085] When the first timer time is less than the preset time, the first timer time is iteratively obtained until the first timer time is not less than the preset time.

[0086] S7. When the first timer time is not less than the preset time, obtain the second current engine actual speed, calculate the absolute value of the speed difference between the first current engine actual speed and the second current engine actual speed, and then calculate the engine actual speed change rate based on the absolute value and the preset time.

[0087] The actual engine speed Ne2 (i.e., the aforementioned second actual engine speed) can be obtained through the CAN bus, and the speed difference ΔNe = Ne1 - Ne2 can be calculated. The actual engine speed change rate dn can be calculated by taking the absolute value of the speed difference ΔNe and dividing it by the preset time t0, i.e., dn = |ΔNe| / t0.

[0088] S8. Determine the gear change value based on the target gear and the current gear, and determine the preset engine target deceleration rate based on the gear change value and the first current engine actual speed, and then determine whether the engine actual speed change rate is less than the preset engine target deceleration rate.

[0089] The preset engine target deceleration rate dnt can be obtained by looking up the table based on the gear change value n=|CG-DG| and the first current engine actual speed Ne1; the gear change value n can be obtained by taking the absolute value of the difference between the current gear CG and the target gear DG.

[0090] S9. When the actual engine speed change rate is not less than the preset engine target speed reduction rate, start the second timer and obtain the second timer time, and then determine whether the second counter time is not less than the set time.

[0091] Specifically, the relationship between dn and dnt is compared. If dn is greater than or equal to dnt, the second timer is started and the current second timer time tq is obtained. If the second timer time tq is less than the set time t1, the second timer time tq is obtained iteratively until the second timer time tq is not less than the set time t1.

[0092] S10. When the second counter time is not less than the set time, obtain the third current engine actual speed and determine whether the target gear is less than the actual gear.

[0093] If the second timer time tq is greater than or equal to the set time t1, the third current engine speed Ne3 can be obtained through the CAN bus.

[0094] In another specific implementation, optionally, after obtaining the third current engine speed and determining whether the target gear is lower than the actual gear (the actual gear is also the aforementioned current gear) when the second counter time is not less than a set time, the process further includes at least:

[0095] When the target gear is greater than the actual gear, determine whether the current actual engine speed is greater than the input shaft target speed.

[0096] When the actual speed of the third current engine is greater than the target speed of the input shaft, an engine speed regulation fault is determined.

[0097] When the actual speed of the third engine is not greater than the target speed of the input shaft, the engine speed regulation is determined to be normal.

[0098] More specifically, if DG is greater than CG, then this gear shift is an upshift. Compare the relationship between the third current actual engine speed Ne3 and the input shaft target speed Nt; if the third current actual engine speed is less than or equal to the input shaft target speed Nt, then the engine speed regulation is determined to be normal; conversely, if the third current actual engine speed is greater than the input shaft target speed Nt, then the engine speed regulation is determined to be faulty.

[0099] S11. When the target gear is less than the actual gear, determine whether the current actual engine speed is less than the target speed of the input shaft.

[0100] S12. When the actual speed of the third current engine is less than the target speed of the input shaft, an engine speed regulation fault is determined.

[0101] If DG is less than CG, then this gear shift is a downshift. Compare the relationship between the current actual engine speed Ne3 and the input shaft target speed Nt; if the current actual engine speed Ne3 is greater than or equal to the input shaft target speed Nt, then the engine speed regulation is determined to be normal; if the current actual engine speed Ne3 is less than the input shaft target speed Nt, then the engine speed regulation is determined to be faulty.

[0102] The technical solution provided in this embodiment firstly acquires the target gear and determines whether the target gear has changed; further, when the target gear changes, it acquires the current gear and determines whether the current gear is equal to the target gear; further, when the current gear is not equal to the target gear, it controls the engine to reduce torque and acquires the actual engine torque, and then determines whether the actual engine torque is not greater than a preset engine torque; further, when the actual engine torque is not greater than the preset engine torque, it controls the clutch to disengage and acquires the actual clutch position, and then determines whether the actual clutch position is not less than a preset disengagement position; further, when the actual clutch position is not less than the preset disengagement position, it acquires the transmission output shaft speed and the transmission ratio corresponding to the target gear, so as to calculate the input shaft target speed based on the transmission output shaft speed and the transmission ratio; further, it starts a first timer and acquires the first current actual engine speed, then continuously acquires the first timer time and determines whether the first timer time is not less than a preset time; further, when the first timer time is not less than the preset time... The system acquires the second current actual engine speed and calculates the absolute value of the speed difference between the first and second current actual engine speeds. Based on this absolute value and a preset time, it calculates the engine speed change rate. Further, it determines the gear change value based on the target gear and the current gear, and determines a preset engine target deceleration rate based on the gear change value and the first current actual engine speed. It then determines whether the engine speed change rate is less than the preset engine target deceleration rate. Further, when the engine speed change rate is not less than the preset engine target deceleration rate, it starts a second timer and acquires the second timer's time, then determines whether the second counter's time is not less than a set time. Further, when the second counter's time is not less than the set time, it acquires the third current actual engine speed and determines whether the target gear is less than the actual gear. Further, when the target gear is less than the actual gear, it determines whether the third current actual engine speed is less than the input shaft target speed. Finally, when the third current actual engine speed is less than the input shaft target speed, an engine speed regulation fault is identified.

[0103] Therefore, this embodiment can at least shorten the shifting time, reduce shifting shock and jerking by diagnosing the engine speed adjustment process during AMT shifting, thereby improving the shifting success rate. At the same time, it can fill the gap in the existing related technologies for fault diagnosis functions caused by the actual engine speed and the AMT requested speed being out of sync during AMT speed adjustment, or by the engine speed being out of control.

[0104] It should be noted that after the aforementioned step S8, if dn is less than dnt, the third timer is started and the current third timer time tw is obtained; if the third timer time tw is less than the preset time t0, the third timer time tw is obtained iteratively until the third timer time tw is greater than or equal to the preset time t0; if the third timer time tw is greater than or equal to the preset time t0, the fourth current engine actual speed Ne4 is obtained through the CAN bus.

[0105] Further, the corresponding speed difference ΔNe1 = Ne2 - Ne4 is calculated.

[0106] The actual engine speed change rate dn1 = |ΔNe1| / t0 is calculated by taking the absolute value of the corresponding speed difference ΔNe1 and dividing it by the preset time t0.

[0107] The target engine deceleration rate dnt1 is obtained by looking up the table based on the gear change value n = |CG - DG| and the second current engine speed Ne2; the gear change value n can be obtained by the absolute value of the difference between the current gear CG and the target gear DG.

[0108] Compare the relationship between dn1 and dnt1. If dn1 is less than dnt1, it is determined to be an engine speed regulation fault; otherwise, if dn1 is greater than or equal to dnt1, proceed to step S9 to start the second counter and the subsequent process.

[0109] More specifically, if dn1 is greater than or equal to dnt1, then the second timer is started, and the current second timer time tq is obtained. If the second timer time tq is less than the set time t1, the second timer time tq is obtained iteratively until the second timer time tq is not less than the set time t1.

[0110] If the second timer time tq is greater than or equal to the set time t1, the third current engine speed Ne3 can be obtained through the CAN bus.

[0111] If DG is greater than CG, then this gear shift is an upshift. Compare the relationship between the current actual engine speed Ne3 and the input shaft target speed Nt; if the current actual engine speed Ne3 is less than or equal to the input shaft target speed Nt, then the engine speed regulation is determined to be normal; otherwise, if the current actual engine speed Ne3 is greater than the input shaft target speed Nt, then the engine speed regulation is determined to be faulty.

[0112] If DG is less than CG, then this gear shift is a downshift. Compare the relationship between the current actual engine speed Ne3 and the input shaft target speed Nt; if the current actual engine speed Ne3 is greater than or equal to the input shaft target speed Nt, then the engine speed regulation is determined to be normal; if the current actual engine speed Ne3 is less than the input shaft target speed Nt, then the engine speed regulation is determined to be faulty.

[0113] It should also be noted that this invention provides a speed regulation fault diagnosis process during AMT shifting. By comparing the actual engine speed change rate with the preset engine target speed reduction rate, it is possible to initially screen for engine speed regulation faults, ensuring the accuracy of the diagnosis. Based on the initial judgment of whether there is an engine speed regulation fault, the relationship between the current actual engine speed and the input shaft target speed Nt is compared after a delay. By judging upshifts and downshifts separately, engine speed regulation faults during AMT shifting can be quickly identified, which helps to alleviate the problem of lack of fault diagnosis in existing related technologies caused by the asynchrony between the actual engine speed and the AMT requested speed, or the uncontrolled engine speed during AMT speed regulation.

[0114] In addition, this invention eliminates interference from incomplete engine torque reduction and clutch disengagement stages in the diagnosis of engine speed regulation faults by judging the completion of engine torque reduction and clutch disengagement; calculates the target engine speed by output shaft speed and target gear ratio; and eliminates the impact of communication delay by delaying for a period of time.

[0115] Furthermore, by comparing the actual engine speed change rate twice with the preset engine target speed reduction rate, this invention can effectively eliminate interference caused by a single occasional abnormal speed change, thus better ensuring the accuracy of engine speed regulation fault diagnosis.

[0116] Figure 2 This is a schematic diagram of a gear shifting and speed regulation fault diagnosis device provided in an embodiment of the present invention. This embodiment is applicable to at least any speed regulation fault diagnosis scenario during the gear shifting process in an AMT commercial vehicle. This gear shifting and speed regulation fault diagnosis device can be implemented in software and / or hardware. Figure 2 As shown, the gear shifting and speed regulation fault diagnosis device includes at least:

[0117] The first judgment module 110 is used to obtain the target gear and determine whether the target gear has changed;

[0118] The second judgment module 120 is used to obtain the current gear and determine whether the current gear is equal to the target gear when the target gear changes.

[0119] The third judgment module 130 is used to control the engine to reduce torque and obtain the actual engine torque when the current gear is not equal to the target gear, and then judge whether the actual engine torque is not greater than the preset engine torque.

[0120] The fourth judgment module 140 is used to control the clutch to disengage and obtain the actual position of the clutch when the actual engine torque is not greater than the preset engine torque, and then judge whether the actual clutch position is not less than the preset disengagement position.

[0121] The first calculation module 150 is used to obtain the transmission output shaft speed and the gearbox ratio corresponding to the target gear when the actual position of the clutch is not less than the preset disengagement position, so as to calculate the input shaft target speed based on the transmission output shaft speed and the gearbox ratio.

[0122] The fifth judgment module 160 is used to start the first timer and obtain the first current actual engine speed, then continuously obtain the first timer time and judge whether the first timer time is not less than a preset time;

[0123] The second calculation module 170 is used to obtain the second current engine actual speed when the first timer time is not less than the preset time, and calculate the absolute value of the speed difference between the first current engine actual speed and the second current engine actual speed, and then calculate the engine actual speed change rate based on the absolute value and the preset time.

[0124] The sixth judgment module 180 is used to determine the gear change value based on the target gear and the current gear, and to determine the preset engine target deceleration rate based on the gear change value and the first current engine actual speed, and then to determine whether the engine actual speed change rate is less than the preset engine target deceleration rate.

[0125] The seventh judgment module 190 is used to start the second timer and obtain the second timer time when the actual engine speed change rate is not less than the preset engine target speed reduction rate, and then judge whether the second counter time is not less than the set time.

[0126] The eighth judgment module 200 is used to obtain the current actual engine speed and determine whether the target gear is lower than the actual gear when the second counter time is not less than the set time.

[0127] The ninth judgment module 210 is used to determine whether the current actual speed of the third engine is less than the target speed of the input shaft when the target gear is less than the actual gear.

[0128] The fault determination module 220 is used to determine an engine speed regulation fault when the actual speed of the third current engine is less than the target speed of the input shaft.

[0129] Optionally, it may also include at least a first iteration module 230;

[0130] The first iteration module 230 is used at least for:

[0131] If the target gear does not change, continue to acquire the target gear until the target gear changes.

[0132] Optionally, it may also include at least a second iteration module 240;

[0133] The second iteration module 240 is used at least for:

[0134] When the current gear is equal to the target gear, continue to acquire the current gear until the current gear is no longer equal to the target gear.

[0135] Optionally, it may also include at least a third iteration module 250;

[0136] The third iteration module 250 is used at least for:

[0137] When the actual engine torque is greater than the preset engine torque, the engine torque reduction is controlled to continue, and the actual engine torque is continuously acquired until the actual engine torque is no greater than the preset engine torque.

[0138] Optionally, it may also include at least a fourth iteration module 260;

[0139] The fourth iteration module 260 is used at least for:

[0140] When the actual clutch position is less than the preset disengagement position, continue to control the clutch disengagement and continuously acquire the actual clutch position until the actual clutch position is not less than the preset disengagement position.

[0141] Optionally, it may also include at least a fifth iteration module 270;

[0142] The fifth iteration module 270 is used at least for:

[0143] When the first timer time is less than the preset time, the first timer time is iteratively obtained until the first timer time is not less than the preset time.

[0144] Optionally, it may also include at least a result determination module 280;

[0145] The result determination module 280 is used at least for:

[0146] When the target gear is greater than the actual gear, determine whether the current actual engine speed is greater than the input shaft target speed.

[0147] When the actual speed of the third current engine is greater than the target speed of the input shaft, an engine speed regulation fault is determined.

[0148] When the actual speed of the third engine is not greater than the target speed of the input shaft, the engine speed regulation is determined to be normal.

[0149] The technical solution provided in this embodiment firstly obtains the target gear through a first judgment module and determines whether the target gear has changed; further, when the target gear changes, the second judgment module obtains the current gear and determines whether the current gear is equal to the target gear; further, when the current gear is not equal to the target gear, the third judgment module controls the engine to reduce torque and obtains the actual engine torque, and then determines whether the actual engine torque is not greater than a preset engine torque; further, when the actual engine torque is not greater than the preset engine torque, the fourth judgment module controls the clutch to disengage and obtains the actual clutch position, and then determines whether the actual clutch position is not less than a preset disengagement position; further, when the actual clutch position is not less than the preset disengagement position, the first calculation module obtains the transmission output shaft speed and the transmission ratio corresponding to the target gear, so as to calculate the input shaft target speed based on the transmission output shaft speed and the transmission ratio; further, the fifth judgment module starts the first timer and obtains the first current actual engine speed, then continuously obtains the first timer time and determines whether the first timer time is not less than a preset time; further, when the first timer time is not less than the preset time... The system first calculates the actual engine speed by obtaining the second current engine speed through the second calculation module, and calculates the absolute value of the speed difference between the first and second current engine speeds. Then, based on the absolute value and a preset time, it calculates the engine speed change rate. Further, the sixth judgment module determines the gear change value based on the target gear and the current gear, and determines the preset engine target deceleration rate based on the gear change value and the first current engine speed. Then, it judges whether the engine speed change rate is less than the preset engine target deceleration rate. Further, when the engine speed change rate is not less than the preset engine target deceleration rate, the seventh judgment module starts the second timer and obtains the second timer time, then judges whether the second counter time is not less than the set time. Further, when the second counter time is not less than the set time, the eighth judgment module obtains the third current engine speed and judges whether the target gear is less than the actual gear. Further, when the target gear is less than the actual gear, the ninth judgment module judges whether the third current engine speed is less than the input shaft target speed. Finally, when the third current engine speed is less than the input shaft target speed, the fault judgment module determines an engine speed regulation fault.

[0150] Therefore, this embodiment can at least shorten the shifting time, reduce shifting shock and jerking by diagnosing the engine speed adjustment process during AMT shifting, thereby improving the shifting success rate. At the same time, it can fill the gap in the existing related technologies for fault diagnosis functions caused by the actual engine speed and the AMT requested speed being out of sync during AMT speed adjustment, or by the engine speed being out of control.

[0151] This embodiment provides an electronic device. Figure 3 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. See also: Figure 3 The electronic device 1000 includes a processor 1001 and a memory 1002. The memory 1002 stores computer-readable instructions. When the computer-readable instructions are executed by the processor 1001, the steps in any of the above-mentioned gear shifting speed regulation fault diagnosis methods are performed. Through the above technical solution, the processor 1001 and the memory 1002 are interconnected and communicate with each other through a communication bus and / or other forms of connection mechanism (not shown). The memory 1002 stores a computer program executable by the processor. When the electronic device 1000 is running, the processor 1001 executes the computer program to perform the gear shifting speed regulation fault diagnosis method in any optional implementation of the above embodiments, so as to at least achieve the following functions: obtaining the target gear and determining whether the target gear has changed; when the target gear has changed, obtaining the current gear and determining whether the current gear is equal to the target gear; when the current gear is not equal to the target gear, controlling the engine to reduce torque and obtaining the actual engine torque, and then determining whether the actual engine torque is not greater than the preset engine torque; when the actual engine torque is not greater than the preset engine torque, controlling the clutch to disengage and obtaining the actual clutch position, and then determining whether the actual clutch position is not less than the preset disengagement position; when the actual clutch position is not less than the preset disengagement position, obtaining the transmission output shaft speed and the gearbox ratio corresponding to the target gear, so as to calculate the input shaft target speed according to the transmission output shaft speed and the gearbox ratio; starting the first timer and obtaining the second timer. The system first obtains the current actual engine speed, then continuously acquires the first timer time and determines whether the first timer time is not less than a preset time. When the first timer time is not less than the preset time, it acquires the second current actual engine speed and calculates the absolute value of the speed difference between the first and second current actual engine speeds. Based on the absolute value and the preset time, it calculates the engine speed change rate. It then determines the gear change value based on the target gear and the current gear, and determines the preset engine target deceleration rate based on the gear change value and the first current actual engine speed. It then determines whether the engine speed change rate is less than the preset engine target deceleration rate. When the engine speed change rate is not less than the preset engine target deceleration rate, it starts the second timer and acquires the second timer time, then determines whether the second counter time is not less than a set time. When the second counter time is not less than the set time, it acquires the third current actual engine speed and determines whether the target gear is less than the actual gear. When the target gear is less than the actual gear, it determines whether the third current actual engine speed is less than the input shaft target speed. When the third current actual engine speed is less than the input shaft target speed, it determines that there is an engine speed regulation fault.

[0152] This embodiment provides a computer-readable storage medium storing a computer program. When executed by a processor, the program implements the gear shifting and speed regulation fault diagnosis method provided in all embodiments of this application: obtaining the target gear and determining whether the target gear has changed; when the target gear has changed, obtaining the current gear and determining whether the current gear is equal to the target gear; when the current gear is not equal to the target gear, controlling the engine to reduce torque and obtaining the actual engine torque, and then determining whether the actual engine torque is not greater than a preset engine torque; when the actual engine torque is not greater than the preset engine torque, controlling the clutch to disengage and obtaining the actual clutch position, and then determining whether the actual clutch position is not less than a preset disengagement position; when the actual clutch position is not less than the preset disengagement position, obtaining the transmission output shaft speed and the transmission ratio corresponding to the target gear, so as to calculate the input shaft target speed based on the transmission output shaft speed and the transmission ratio; starting a first timer and obtaining the first current actual engine speed, then continuously obtaining the first timer time and determining whether the first timer time is not less than... The system performs the following steps: First, when the first timer time is not less than the preset time, it acquires the second current engine speed and calculates the absolute value of the speed difference between the first and second current engine speeds. Then, based on the absolute value and the preset time, it calculates the engine speed change rate. Second, it determines the gear change value based on the target gear and the current gear, and determines the preset engine target deceleration rate based on the gear change value and the first current engine speed. Then, it determines whether the engine speed change rate is less than the preset engine target deceleration rate. Third, when the engine speed change rate is not less than the preset engine target deceleration rate, it starts the second timer and acquires its time. Then, it determines whether the second counter time is not less than the set time. Fourth, when the second counter time is not less than the set time, it acquires the third current engine speed and determines whether the target gear is less than the actual gear. Fifth, when the target gear is less than the actual gear, it determines whether the third current engine speed is less than the input shaft target speed. Sixth, when the third current engine speed is less than the input shaft target speed, it determines that the engine speed regulation is faulty.

[0153] Any combination of one or more computer-readable media may be used. A computer-readable medium can be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium can be, for example—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in connection with an instruction execution system, apparatus, or device.

[0154] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including—but not limited to—electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, capable of transmitting, propagating, or transmitting programs for use by or in connection with an instruction execution system, apparatus, or device.

[0155] The program code contained on a computer-readable medium may be transmitted using any suitable medium, including—but not limited to—wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

[0156] Computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof. Programming languages ​​include object-oriented programming languages—such as Java, Smalltalk, and C++—as well as conventional procedural programming languages—such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0157] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for diagnosing gear shifting and speed regulation faults, characterized in that, Applicable at least to electromechanical automatic transmissions (AMT); The method for diagnosing gear shifting and speed regulation faults includes at least the following: Obtain the target gear position and determine whether the target gear position has changed; When the target gear changes, the current gear is obtained, and it is determined whether the current gear is equal to the target gear. When the current gear is not equal to the target gear, the engine torque is reduced and the actual engine torque is obtained, and then it is determined whether the actual engine torque is not greater than the preset engine torque. When the actual engine torque is not greater than the preset engine torque, the clutch is controlled to disengage, and the actual clutch position is obtained, thereby determining whether the actual clutch position is not less than the preset disengagement position; When the actual position of the clutch is not less than the preset disengagement position, the transmission output shaft speed and the gearbox ratio corresponding to the target gear are obtained, so as to calculate the input shaft target speed based on the transmission output shaft speed and the gearbox ratio; Start the first timer and obtain the first current actual engine speed. Then, continuously obtain the first timer time and determine whether the first timer time is not less than a preset time. When the first timer time is not less than the preset time, the second current engine actual speed is obtained, and the absolute value of the speed difference between the first current engine actual speed and the second current engine actual speed is calculated. Then, the engine actual speed change rate is calculated based on the absolute value and the preset time. The gear change value is determined based on the target gear and the current gear, and a preset engine target deceleration rate is determined based on the gear change value and the first current engine actual speed, and then it is determined whether the engine actual speed change rate is less than the preset engine target deceleration rate. When the actual engine speed change rate is not less than the preset engine target deceleration rate, the second timer is started and the second timer time is obtained, and then it is determined whether the second counter time is not less than the set time. When the second counter time is not less than the set time, the third current engine actual speed is obtained and it is determined whether the target gear is less than the actual gear. When the target gear is less than the actual gear, determine whether the actual speed of the third current engine is less than the target speed of the input shaft; When the actual speed of the third current engine is less than the target speed of the input shaft, an engine speed regulation fault is determined.

2. The method for diagnosing gear shifting and speed regulation faults according to claim 1, characterized in that, After acquiring the target gear and determining whether the target gear has changed, the process further includes at least: When the target gear does not change, the target gear is continuously acquired until the target gear changes.

3. The method for diagnosing gear shifting and speed regulation faults according to claim 1, characterized in that, After obtaining the current gear and determining whether the current gear is equal to the target gear when the target gear changes, the method further includes at least: When the current gear is equal to the target gear, the current gear is continuously acquired until the current gear is no longer equal to the target gear.

4. The method for diagnosing gear shifting and speed regulation faults according to claim 1, characterized in that, After determining whether the actual engine torque is not greater than a preset engine torque when the current gear is not equal to the target gear, the method further includes at least: When the actual engine torque is greater than the preset engine torque, the engine torque is controlled to decrease, and the actual engine torque is continuously acquired until the actual engine torque is no greater than the preset engine torque.

5. The method for diagnosing gear shifting and speed regulation faults according to claim 1, characterized in that, After determining whether the actual engine torque is not greater than a preset engine torque, controlling clutch disengagement, acquiring the actual clutch position, and then judging whether the actual clutch position is not less than a preset disengagement position, the method further includes at least: When the actual position of the clutch is less than the preset disengagement position, the clutch continues to be disengaged, and the actual position of the clutch is continuously acquired until the actual position of the clutch is not less than the preset disengagement position.

6. The method for diagnosing gear shifting and speed regulation faults according to claim 1, characterized in that, After starting the first timer and acquiring the first current actual engine speed, then continuously acquiring the first timer time and determining whether the first timer time is not less than a preset time, the process further includes at least: When the first timer time is less than the preset time, the first timer time is iteratively obtained until the first timer time is not less than the preset time.

7. The method for diagnosing gear shifting and speed regulation faults according to claim 1, characterized in that, After obtaining the third current engine speed and determining whether the target gear is lower than the actual gear when the second counter time is not less than the set time, the method further includes at least: When the target gear is greater than the actual gear, determine whether the actual speed of the third current engine is greater than the target speed of the input shaft; When the actual speed of the third current engine is greater than the target speed of the input shaft, an engine speed regulation fault is determined. When the actual speed of the third current engine is not greater than the target speed of the input shaft, the engine speed regulation is determined to be normal.

8. A gear shifting and speed regulation fault diagnosis device, used to perform the gear shifting and speed regulation fault diagnosis method according to any one of claims 1-7; The gear shifting and speed regulation fault diagnosis device includes at least: The first judgment module is used to obtain the target gear and determine whether the target gear has changed; The second judgment module is used to obtain the current gear and determine whether the current gear is equal to the target gear when the target gear changes. The third judgment module is used to control the engine to reduce torque and obtain the actual engine torque when the current gear is not equal to the target gear, and then determine whether the actual engine torque is not greater than the preset engine torque. The fourth judgment module is used to control the clutch to disengage and obtain the actual position of the clutch when the actual torque of the engine is not greater than the preset engine torque, and then determine whether the actual position of the clutch is not less than the preset disengagement position. The first calculation module is used to obtain the transmission output shaft speed and the gearbox ratio corresponding to the target gear when the actual position of the clutch is not less than the preset separation position, so as to calculate the input shaft target speed based on the transmission output shaft speed and the gearbox ratio. The fifth judgment module is used to start the first timer and obtain the first current actual engine speed, then continuously obtain the first timer time and determine whether the first timer time is not less than a preset time. The second calculation module is used to obtain the second current engine actual speed when the first timer time is not less than the preset time, and calculate the absolute value of the speed difference between the first current engine actual speed and the second current engine actual speed, and then calculate the engine actual speed change rate based on the absolute value and the preset time. The sixth judgment module is used to determine the gear change value based on the target gear and the current gear, and to determine the preset engine target deceleration rate based on the gear change value and the first current engine actual speed, and then to determine whether the engine actual speed change rate is less than the preset engine target deceleration rate. The seventh judgment module is used to start the second timer and obtain the second timer time when the actual engine speed change rate is not less than the preset engine target deceleration rate, and then determine whether the second counter time is not less than the set time. The eighth judgment module is used to obtain the third current actual engine speed and determine whether the target gear is less than the actual gear when the second counter time is not less than the set time; The ninth judgment module is used to determine whether the actual speed of the third current engine is less than the target speed of the input shaft when the target gear is less than the actual gear. The fault determination module is used to determine an engine speed regulation fault when the actual speed of the third current engine is less than the target speed of the input shaft.

9. An electronic device comprising a memory and a processor, the memory storing a computer program executable on the processor, characterized in that, When the processor executes the program, it implements the steps in the gear shifting and speed regulation fault diagnosis method according to any one of claims 1-7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps in the gear shifting and speed regulation fault diagnosis method according to any one of claims 1-7.

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