Engine failure detection method, controller, and engine failure detection system

Abstract

The application discloses an engine fault detection method, a controller and an engine fault detection system, and belongs to the technical field of engine control. The method comprises the following steps: acquiring a torque signal of a generator of a vehicle and state information of the vehicle; if it is determined according to the state information that the vehicle is in a target working mode and the rotating speed of the generator is in a target rotating speed range, then determining a torque fluctuation rate of the engine according to the torque signal; and determining whether the engine has a stuck fault according to the torque fluctuation rate. The application can capture fault features in time, reduce the lag and missed judgment of the stuck fault detection of the engine, and accurately identify whether the engine has a stuck fault.

Description

Technical Field

[0001] This application relates to the field of engine control technology, and in particular to an engine fault detection method, controller and engine fault detection system. Background Technology

[0002] During vehicle operation, engines can experience various malfunctions due to different factors, potentially leading to serious accidents. To avoid vehicle safety issues caused by engine failure, current methods typically rely on whether the engine's real-time torque exceeds its torque limit to determine if the engine is overloaded or experiencing other malfunctions. However, this approach cannot accurately identify whether the engine in a hybrid vehicle is experiencing engine jamming in series mode. Summary of the Invention

[0003] This application provides an engine fault detection method, controller, and engine fault detection system, which can be used to solve problems existing in related technologies. The technical solution is as follows: On one hand, embodiments of this application provide a method for detecting engine faults, the method comprising: acquiring a torque signal from a vehicle's generator and state information of the vehicle; if it is determined from the state information that the vehicle is in a target operating mode and the generator's speed is within a target speed range, then determining the torque fluctuation rate of the engine based on the torque signal; and determining whether the engine has experienced a jamming fault based on the torque fluctuation rate.

[0004] In some embodiments, determining the torque fluctuation rate of the engine based on the torque signal includes: if the torque signal indicates that the current torque value has reached a torque threshold, determining the torque difference between the current cycle and the previous cycle based on the torque signal; and determining the torque fluctuation rate based on the absolute value of the torque difference.

[0005] In some embodiments, determining the torque fluctuation rate based on the absolute value of the torque difference includes: obtaining the instantaneous torque difference corresponding to each sampling period in a plurality of sampling periods; determining the absolute value of the average torque difference based on the instantaneous torque difference corresponding to each sampling period in the plurality of sampling periods, and determining the absolute value as the torque fluctuation rate.

[0006] In some embodiments, determining whether the engine has a jamming fault based on the torque fluctuation rate includes: determining the jamming fault level based on the torque fluctuation rate; generating a fault code and prompt information based on the jamming fault level; and controlling the engine based on the jamming fault level.

[0007] In some embodiments, determining the jamming fault level includes: if the torque fluctuation rate reaches a first fluctuation rate threshold but does not reach a second fluctuation rate threshold, then determining that the engine is in a first-level jamming fault; if the torque fluctuation rate reaches the second fluctuation rate threshold but does not reach a third fluctuation rate threshold, then determining that the engine is in a second-level jamming fault; if the torque fluctuation rate reaches the third fluctuation rate threshold, then determining that the engine is in a third-level jamming fault.

[0008] In some embodiments, generating fault codes and prompt information according to the level of the stuck fault includes: if the engine is in a first-level stuck fault, generating a first fault code and a first prompt information, and issuing a fault warning based on the first prompt information; if the engine is in a second-level stuck fault, generating a second fault code and a second prompt information, and issuing a fault alarm based on the second prompt information, wherein the second fault code has a higher priority than the first fault code; if the engine is in a third-level stuck fault, generating a second fault code and a third prompt information, and issuing a shutdown prompt based on the third prompt information.

[0009] In some embodiments, controlling the engine according to the jamming fault level includes: if the engine is in a first-level jamming fault, obtaining a target torque fluctuation rate and controlling the engine according to the target torque fluctuation rate; if the engine is in a second-level jamming fault, determining a first target torque according to the torque signal and controlling the engine based on the first target torque; if the engine is in a third-level jamming fault, controlling the engine torque to decrease to a second target torque, wherein the second target torque is less than the first target torque.

[0010] On the other hand, an engine fault detection device is provided, the device comprising: an acquisition module for acquiring a torque signal from a vehicle's generator and state information of the vehicle; a torque fluctuation rate determination module for determining the torque fluctuation rate of the engine based on the torque signal if the state information determines that the vehicle is in a target operating mode and the generator's speed is within a target speed range; and a fault determination module for determining whether the engine has experienced a jamming fault based on the torque fluctuation rate.

[0011] On the other hand, a controller is provided, comprising: a processor; and a memory storing computer-readable instructions, which, when executed by the processor, implement any of the above-described engine fault detection methods.

[0012] On the other hand, an engine fault detection system is also provided, which includes a controller and a detection device. The detection device is used to collect vehicle status information and generator torque signals, and the controller is used to implement any of the above-described engine fault detection methods based on the data.

[0013] On the other hand, a vehicle is also provided, including: a body, a sensor module, and an engine fault detection system; when the engine fault detection system is executed, it implements the engine fault detection method described in any of the above claims.

[0014] On the other hand, a computer-readable storage medium is also provided, wherein at least one computer program is stored in the computer-readable storage medium, the at least one computer program being loaded and executed by a processor to enable a computer to implement any of the above-described engine fault detection methods.

[0015] On the other hand, a computer program product or computer program is also provided, the computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, causing the computer device to perform any of the above-described engine fault detection methods.

[0016] The technical solution provided in this application provides at least the following beneficial effects: detecting jamming faults based on torque fluctuation rate can capture fault characteristics in a timely manner, reduce the lag and missed detection of engine jamming faults, and thus accurately identify whether the engine of a hybrid vehicle has a jamming fault in series mode; furthermore, using the target operating mode and target speed range as prerequisites for detection can eliminate interference from normal torque regulation behavior and improve the accuracy of detection. Attached Figure Description

[0017] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0018] Figure 1 This is a schematic diagram of an engine fault detection system provided in an embodiment of this application; Figure 2 A flowchart illustrating the first engine fault detection method provided in this application embodiment; Figure 3A schematic diagram of the torque value variation curve and torque fluctuation rate variation curve of the engine provided in the embodiments of this application; Figure 4 A schematic diagram of a curve for detecting engine jamming fault based on engine torque fluctuation rate in series mode, provided for an embodiment of this application; Figure 5 A flowchart illustrating the second engine fault detection method provided in this application embodiment; Figure 6 A flowchart illustrating the third engine fault detection method provided in this application embodiment; Figure 7 A schematic flowchart illustrating the specific steps of step 430 in the third engine fault detection method provided in this application embodiment; Figure 8 A schematic flowchart illustrating the specific steps of step 440 in the third engine fault detection method provided in this application embodiment; Figure 9 A schematic flowchart illustrating another specific step in step 440 of the third engine fault detection method provided in this application embodiment; Figure 10 A block diagram of an engine fault detection device provided in an embodiment of this application; Figure 11 A hardware structure diagram of the controller provided in the embodiments of this application; Figure 12 This is a hardware structure diagram of the vehicle provided in an embodiment of this application.

[0019] The accompanying drawings have illustrated specific embodiments of the present application. More detailed descriptions will follow. These drawings and descriptions are not intended to limit the scope of the present application's embodiments in any way, but rather to illustrate the concepts of the present application's embodiments to those skilled in the art through specific embodiments. Detailed Implementation

[0020] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make this application more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art.

[0021] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0022] Please see Figure 1 , Figure 1 This is a schematic diagram of an engine fault detection system provided in an embodiment of this application, as shown below. Figure 1 As shown below, the engine fault detection system implements an engine fault detection method by way of example.

[0023] In one alternative implementation, the engine fault detection system 100 includes a controller 110 and a detection device 120, wherein the controller 110 and the detection device 120 refer to software units or modules, and the detection device 120 may also refer to hardware devices.

[0024] For example, the detection device 120 is used to collect vehicle status information and generator torque signal, and the controller 110 is used to determine whether the vehicle's engine has a stuck fault based on the vehicle status information and generator torque signal collected by the detection device 120.

[0025] Figure 1 The system in [the document] can be used to implement the following Figure 2 For the described engine fault detection method, please refer to [link / reference]. Figure 2 , Figure 2 This is a flowchart illustrating a first engine fault detection method provided in an embodiment of this application. In specific embodiments, this engine fault detection method can be applied to, for example... Figure 10 The engine fault detection device 500 shown and the vehicle equipped with the engine fault detection device 500 ( Figure 12 The specific process of this embodiment will be described below. Of course, it is understood that this method can be executed by an electronic device with computing power, such as a vehicle-mounted server, a cloud server, or other processors. The following will focus on... Figure 2 The process shown is described in detail. The engine fault detection method may specifically include the following steps 210-230.

[0026] Step 210: Obtain the torque signal of the vehicle's generator and the vehicle's status information.

[0027] As an alternative approach, a high-precision torque sensor installed on the generator's rotor shaft can be used to collect torque signals during generator operation. Furthermore, various sensor data acquired via the vehicle's CAN bus can be used to obtain vehicle status information. Optionally, the vehicle status information may include vehicle speed, accelerator pedal opening, transmission gear position, coolant temperature, and intake airflow.

[0028] Optionally, to ensure the accuracy of the acquired torque signal and status information, a sampling period can be preset, thereby acquiring the torque signal and status information via the CAN bus according to the preset sampling period.

[0029] Step 220: If it is determined from the status information that the vehicle is in the target operating mode and the speed of the generator is within the target speed range, then the torque fluctuation rate of the engine is determined from the torque signal.

[0030] As an alternative approach, the vehicle's operating mode (such as series or parallel mode) can be determined based on the status information indicating the clutch status between the vehicle's engine and drive wheels. When the status information indicates that the clutch is disengaged, the vehicle is in series mode; when the status information indicates that the clutch is engaged, the vehicle is in parallel mode.

[0031] Optionally, to improve the targeting of the detection and avoid false detections, the engine fault detection will only be performed when the vehicle is in the target operating mode and the generator speed is within the target speed range. The target speed range can be the stable speed range of the generator speed during normal vehicle operation, which can be the most frequently occurring speed range of the vehicle's generator speed determined based on the vehicle's historical driving information.

[0032] Optionally, in hybrid vehicles, start-stop control is typically achieved through an integrated starter generator (ISG motor). This ISG motor is directly mounted between the engine and transmission, rigidly connected to the engine's crankshaft output, and functions as a generator within the hybrid vehicle. The connection between the engine and wheels can be controlled via a clutch, thereby switching the vehicle's operating mode. The vehicle's operating modes can include series and parallel modes. In series mode, the engine does not directly drive the wheels but instead powers the generator to produce electricity, which is then supplied to the electric motor to drive the wheels and control the vehicle. In parallel mode, both the engine and the electric motor can drive the wheels individually or together.

[0033] In the embodiments of this application, in order to ensure accurate identification of vehicle engine faults, engine fault detection is only performed when the vehicle is determined to be in series mode. Since the engine is decoupled from the wheels and operates independently when the vehicle is in series mode, unexpected engine jamming will directly manifest as a severe torque conflict on the shaft system. The engine fault can be determined directly by determining the torque data of the generator.

[0034] Optionally, when the generator speed is within the target speed range, the core control objective of the ISG motor is to maintain stable engine speed. Its torque output changes in response to speed deviations. Therefore, determining whether the engine has malfunctioned based on the generator's torque signal is more accurate at this time. If the generator is not within the target speed range, engine torque fluctuations may stem from normal torque regulation behavior; performing detection at this point could easily lead to misjudgment. The target speed range is the speed interval corresponding to stable generator power generation, such as 1000 r / min to 4000 r / min. Using the generator speed within the target speed range as one of the activation conditions can eliminate interference from transient processes such as engine start-up and shutdown on the detection results.

[0035] Optionally, when it is determined that the vehicle is in the target operating mode and the generator speed is within the target speed range, it can be determined that the vehicle's engine fault detection can be performed under this condition, which can improve the accuracy of fault detection.

[0036] Optionally, the maximum and minimum torque values ​​within a unit time period can be determined by measuring the torque signals collected within the sampling period, and the average torque value within the sampling period can be determined. Based on the ratio of the difference between the maximum and minimum torque values ​​within a unit time period to the average value, the torque fluctuation rate of the engine can be determined, thereby characterizing the stability of the engine torque output through the torque fluctuation rate.

[0037] Step 230: Determine whether the engine has a jamming fault based on the torque fluctuation rate.

[0038] As an alternative approach, during actual vehicle operation, especially under severe conditions such as wading through water or engine overheating due to cooling system malfunctions, there is a risk of engine seizure. For example, when wading through water, liquid water may enter the cylinders through the intake system. Due to the incompressibility of water, it will damage the lubricating oil film on the cylinder walls, increasing the resistance to piston movement, and in severe cases, may cause the piston to seize within the cylinder. Engine seizure will instantly generate a huge reaction load on the ISG motor rigidly connected to it. To maintain the set speed target, the ISG motor's controller will rapidly adjust the output torque to overcome this resistance, resulting in high-frequency, large-amplitude, violent fluctuations in the actual output torque of the ISG motor, leading to a torque fluctuation rate exceeding 2000 Nm / s. However, such a rapid torque change will generate huge alternating stress on the motor shaft system, with impact loads far exceeding the material fatigue limit, ultimately causing the ISG motor output shaft to break due to torsional vibration fatigue. At the same time, if the seizure continues to worsen, it may eventually lead to engine connecting rod breakage, causing serious assembly damage. In series mode, the generator needs to adjust torque changes to maintain stable speed, which involves motor torque requirements. The engine also experiences torque variations. Directly determining engine sticking based solely on torque values ​​could lead to misdiagnosis. However, the engine's torque change rate exhibits a significantly different slope in torque fluctuations when sticking occurs compared to normal engine regulation. Figure 3 As shown. Therefore, it is possible to determine whether an engine is experiencing a jamming fault based on the engine's torque fluctuation rate.

[0039] Optionally, a volatility threshold can be preset to determine whether an engine jamming fault has occurred based on the determined torque volatility and the volatility threshold. Optionally, when the torque volatility exceeds the preset threshold, it is determined that there is a risk of engine jamming fault. Figure 4 As shown, when the torque fluctuation rate fluctuates significantly and exceeds the threshold, it can be determined that there is a risk of engine jamming. At this time, the engine can be treated in a certain way to prevent the engine jamming fault from worsening.

[0040] Optionally, once a risk of engine jamming is identified, the vehicle's control system will immediately trigger an alarm mechanism, alerting the driver via dashboard warning lights and a buzzer, while automatically limiting engine power output to prevent further deterioration of the fault and ensure driving safety.

[0041] In the embodiments of this application, the detection of jamming faults based on torque fluctuation rate can capture fault characteristics in a timely manner, reduce the lag and missed detection of engine jamming faults, and thus accurately identify whether the engine of a hybrid vehicle has a jamming fault in series mode. Furthermore, using the target operating mode and target speed range as prerequisites for detection can eliminate interference from normal torque regulation behavior and improve the accuracy of detection.

[0042] Please see Figure 5 , Figure 5 This is a flowchart illustrating a second engine fault detection method provided in an embodiment of this application. The following will focus on... Figure 5 The process shown is described in detail. The engine fault detection method may specifically include the following steps 310-340.

[0043] Step 310: Obtain the torque signal of the vehicle's generator and the vehicle's status information.

[0044] Step 320: If it is determined from the status information that the vehicle is in the target operating mode and the speed of the generator is within the target speed range, and it is determined from the torque signal that the current torque value has reached the torque threshold, then the torque difference between the current cycle of the engine and the previous cycle is determined from the torque signal.

[0045] As an alternative approach, when the vehicle is determined to be in the target operating mode and the generator speed is within the target speed range, it can be determined directly from the generator's torque signal whether the vehicle's engine is at risk of seizing. However, to ensure the accuracy of determining whether the engine is at risk of seizing, it is advisable to first determine whether the current torque value has reached a torque threshold based on the torque signal. If the torque threshold is reached, the torque fluctuation rate can then be determined based on the torque signal. The torque threshold can be a threshold determined by overload protection based on the absolute torque value, but less than the threshold corresponding to the overload protection corresponding to the absolute torque value.

[0046] Optionally, when the current torque value reaches (or exceeds) the torque threshold, it indicates that the ISG motor is in a driving or resistance torque state (driving the engine or providing auxiliary power). At this time, the increased resistance caused by engine jamming will directly cause positive torque fluctuations. When the current torque value does not reach (or is less than or equal to) the torque threshold, it indicates that the ISG motor is in a state of generating electricity or zero torque request. In this state, even if the engine jams, its impact on the ISG torque is different and the risk is lower. Therefore, jamming faults can be detected based on the severity of torque changes when the current torque value reaches the torque threshold, i.e., before the overload protection based on the absolute value of torque is triggered. This compensates for the inability of overload protection to respond in the early stages of jamming.

[0047] Alternatively, it can be determined according to the formula ΔT(t) = |T(t) T(t) 1) | to determine the instantaneous torque difference corresponding to the current sampling period, where t represents the current sampling period, t 1 represents the previous period, T(t) represents the actual torque value in the current sampling period, T(t) 1) represents the actual torque value of the previous period, and ΔT(t) represents the instantaneous torque difference corresponding to the current sampling period. The instantaneous torque difference reflects the degree of torque change within a sampling period.

[0048] As an alternative approach, the sign of the current torque value can be determined before calculating the torque difference. When the current torque value is greater than 0, it indicates that the generator is in a state of driving the engine or providing auxiliary power. The increased resistance caused by engine jamming will directly cause a sharp positive fluctuation in torque. In this case, the torque difference calculation is performed. When the current torque value is less than or equal to 0, it indicates that the generator is in a state of generating electricity or the torque request is 0. In this case, the impact of engine jamming on torque is different and the risk is lower. The torque fluctuation rate can be set to 0, and the historical data in the register queue used to calculate the average torque difference can be cleared. This can eliminate the interference of irrelevant historical data on the judgment result during the next activation detection.

[0049] Step 330: Determine the torque ripple rate based on the absolute value of the torque difference.

[0050] As an alternative approach, after determining the torque difference, to more accurately determine whether the engine is experiencing a jamming fault, the torque variability rate can be determined based on the absolute value of the torque difference. Since torque is a vector quantity, the torque variability rate can be determined by measuring the absolute value of the torque difference.

[0051] In some embodiments, step 330 includes: obtaining the instantaneous torque difference corresponding to each of the plurality of sampling periods; determining the absolute value of the average torque difference based on the instantaneous torque difference corresponding to each of the plurality of sampling periods, and determining the absolute value as the torque fluctuation rate.

[0052] As an alternative approach, to avoid misjudgment caused by accidental noise or instantaneous interference in a single sampling period, the instantaneous torque difference corresponding to each sampling period in multiple sampling periods can be obtained. Based on the instantaneous torque difference corresponding to each sampling period in multiple sampling periods, the absolute value of the average torque difference can be determined, and then the absolute value can be determined as the torque fluctuation rate.

[0053] Alternatively, the average torque difference can be determined using a sliding window averaging algorithm, as shown by the formula R = (ΔT(t) + ΔT(t)). 1) + ... + ΔT(t) The value is determined by N+1) / N, where R represents the average torque difference, N represents the number of sampling periods included in the sliding window, and ΔT(t) is the value of N+1) / N. (N+1) represents the instantaneous torque difference corresponding to the Nth sampling period tracing back from the current sampling period. For example, N is 20, meaning the arithmetic mean of the instantaneous torque differences from the most recent 20 sampling periods (corresponding to a 200ms time window) is calculated. The 200ms time window can both smooth out high-frequency noise and maintain sufficient response speed to continuous abnormal fluctuations.

[0054] As an alternative approach, the ratio of the absolute value of the average torque difference to the duration of the sampling period can be used to determine the torque fluctuation rate, thereby converting the torque fluctuation rate into the dimension of Nm / s, further ensuring the accuracy of engine fault detection.

[0055] Step 340: Determine whether the engine has a jamming fault based on the torque fluctuation rate.

[0056] For a detailed description of steps 310 and 340, please refer to steps 210 and 230, which will not be repeated here.

[0057] This embodiment determines the torque fluctuation rate based on the torque difference between adjacent cycles when the current torque value has not yet reached the torque threshold, i.e., the overload protection based on the absolute torque value has not yet been triggered. This can cover the initial stage of jamming where the absolute torque value has not exceeded the limit but the torque changes drastically, thus avoiding protection lag. Furthermore, by averaging the instantaneous torque difference over multiple sampling cycles, the instantaneous fluctuation is smoothed, which can filter out accidental noise and instantaneous interference within a single sampling cycle, avoid misjudgment due to signal interference, and improve the robustness of detection.

[0058] Please see Figure 6 , Figure 6 This is a flowchart illustrating a third engine fault detection method provided in an embodiment of this application. The following will focus on... Figure 6 The process shown is described in detail. The engine fault detection method may specifically include the following steps 410-440.

[0059] Step 410: Obtain the torque signal of the vehicle's generator and the vehicle's status information.

[0060] Step 420: If it is determined from the status information that the vehicle is in the target operating mode and the speed of the generator is within the target speed range, then the torque fluctuation rate of the engine is determined from the torque signal.

[0061] For a detailed description of steps 410-420, please refer to steps 210-220, which will not be repeated here.

[0062] Step 430: Determine the jamming fault level based on the torque fluctuation rate.

[0063] As an alternative approach, to ensure vehicle driving safety, different jamming fault levels can be pre-set for different volatility rates. This allows for the setting of different handling strategies based on different jamming fault levels. Thus, after determining the torque volatility, the jamming fault level can be determined, and finally, the corresponding fault handling strategy can be determined based on the jamming fault level.

[0064] In some embodiments, such as Figure 7 As shown, step 430 includes steps 431-433.

[0065] Step 431: If the torque fluctuation rate reaches the first fluctuation rate threshold but does not reach the second fluctuation rate threshold, then the engine is determined to be in the first level of jamming fault.

[0066] As an optional approach, a first volatility threshold, a second volatility threshold, and a third volatility threshold can be pre-set, with the first volatility threshold, the second volatility threshold, and the third volatility threshold increasing sequentially. For example, the first volatility threshold is 400 Nm / s, the second volatility threshold is 600 Nm / s, and the third volatility threshold is 800 Nm / s. These first volatility threshold, second volatility threshold, and third volatility threshold can be calibrated based on factors such as vehicle model and fatigue characteristics of the axle system.

[0067] Optionally, if it is determined that the torque fluctuation rate reaches the first fluctuation rate threshold but does not reach the second fluctuation rate threshold, that is, the torque fluctuation rate is greater than or equal to the first fluctuation rate threshold and less than the second fluctuation rate threshold, then the engine is determined to be in the first level of jamming fault.

[0068] Optionally, a first-level jamming fault may indicate that the engine torque fluctuation has exceeded the normal range, but is still in the early stages of being controllable, and may be caused by momentary abnormalities or slight jamming.

[0069] Step 432: If the torque fluctuation rate reaches the second fluctuation rate threshold but does not reach the third fluctuation rate threshold, then the engine is determined to be in the second level of jamming fault.

[0070] As an alternative approach, if the torque fluctuation rate reaches the second fluctuation rate threshold but does not reach the third fluctuation rate threshold (i.e., the torque fluctuation rate is greater than or equal to the second fluctuation rate threshold and less than the third fluctuation rate threshold), then the engine is determined to be in a second-level jamming fault. A second-level jamming fault indicates severe torque fluctuations in the engine, a very high probability of engine jamming, and that the shaft system has already experienced significant impact loads.

[0071] Step 433: If the torque fluctuation rate reaches the third fluctuation rate threshold, then the engine is determined to be in the third level of jamming fault.

[0072] As an alternative approach, if the torque fluctuation rate reaches the third fluctuation rate threshold (i.e., the torque fluctuation rate is greater than the third fluctuation rate threshold), the engine is determined to be in a third-level jamming fault. A third-level jamming fault indicates extremely severe torque fluctuations, posing an immediate risk of shaft breakage.

[0073] Please continue reading. Figure 6 Step 440: Generate fault codes and prompt information according to the stuck fault level, and control the engine according to the stuck fault level.

[0074] As an alternative approach, after determining the engine jamming fault level, in order to ensure vehicle driving safety, fault codes and prompt messages can be generated based on the jamming fault level, and engine adaptability can be controlled based on the jamming fault level.

[0075] Optionally, different fault handling strategies can be pre-set for different levels of jamming faults. After determining the level of engine jamming fault, the corresponding fault handling strategy can be determined based on the level of jamming fault, and the vehicle can be controlled based on the fault handling strategy.

[0076] Optionally, to ensure that the driver can be promptly informed of an engine jamming fault, after determining the level of engine jamming fault, a corresponding fault code and prompt message can be generated based on the level of jamming fault. This allows for jamming fault notification based on the prompt message, and the corresponding fault code can be uploaded to the cloud, ensuring that maintenance personnel can adjust the vehicle based on the fault code.

[0077] In some embodiments, such as Figure 8 As shown, step 440 includes steps 441-443.

[0078] Step 441: If the engine is in a first-level stuck fault, a first fault code and a first prompt message are generated, and a fault warning is issued based on the first prompt message.

[0079] As an optional approach, if the engine is determined to be in a first-level stuck fault condition, a first fault code and a first warning message are generated, and a fault warning is issued based on the first warning message. The first fault code is a clearable fault code, stored in non-volatile memory, and can be used for after-sales diagnostic reference.

[0080] Optionally, the first prompt message can be a text message or voice message reminding the user to drive cautiously. For example, the first prompt message could be "The engine is running abnormally, please drive cautiously." This first prompt message can be displayed on the vehicle's dashboard or played via the vehicle's voice entertainment system to remind the driver to pay attention to the vehicle's status.

[0081] Step 442: If the engine is in a second-level stuck fault, a second fault code and a second prompt message are generated, and a fault alarm is issued based on the second prompt message, wherein the second fault code has a higher priority than the first fault code.

[0082] As an alternative, the second fault code is the highest priority fault code in the entire vehicle (e.g., a level 5 fault code), and the second fault code is marked as not to be cleared by restarting. That is, after the vehicle is powered off and then powered on again, the second fault code remains locked until the maintenance personnel manually clear it through diagnostic equipment. This can prevent the vehicle from being run again without eliminating the underlying fault and causing secondary damage.

[0083] Optionally, the second prompt message can be a message to prompt the user to inspect the vehicle. For example, the second prompt message can be a text message or voice message such as "Engine jamming risk, please inspect immediately" to prompt the driver to stop safely and inspect the vehicle as soon as possible.

[0084] Step 443: If the engine is in a third-level stuck fault, a second fault code and a third prompt message are generated, and a shutdown prompt is issued based on the third prompt message.

[0085] As an alternative, third-level jamming faults can share the highest-priority second fault code with second-level jamming faults, ensuring that third-level jamming faults are also handled with the highest priority.

[0086] Optionally, the third prompt message may be stronger than the second prompt message, thereby highlighting the severity of the current situation to the driver. For example, the third prompt message could be a voice or text message such as "Serious engine malfunction, please stop safely immediately," to forcefully remind the driver to pull over as soon as possible.

[0087] Optionally, if the engine is determined to be in a third-level stuck fault, the vehicle's controller can also store data snapshots within 200ms before and after the fault occurs. The data snapshots include key data such as actual torque value, speed and torque fluctuation rate, so that engineers can perform fault analysis based on the data snapshots.

[0088] In other embodiments, such as Figure 9 As shown, step 440 further includes steps 444-446.

[0089] Step 444: If the engine is in a first-level stuck fault, the target torque fluctuation rate is obtained, and the engine is controlled according to the target torque fluctuation rate.

[0090] As an alternative approach, if the engine is determined to be in a first-level stuck fault, it can be determined that the engine torque is under control. At this time, the vehicle controller can send a torque change rate limit request to the motor controller to limit the subsequent torque change rate on the shaft system within the target torque fluctuation rate, thereby suppressing further torque fluctuations without interrupting normal power output.

[0091] Optionally, the target torque fluctuation rate is a limit value for the torque change rate, which can be pre-calibrated according to the vehicle model and other factors. For example, the target torque fluctuation rate is 200 Nm / s.

[0092] Step 445: If the engine is in a second-level stuck fault, then determine a first target torque based on the torque signal, and control the engine based on the first target torque.

[0093] As an alternative approach, when the engine is determined to be in a second-level stuck fault, it can be determined that the engine has a serious fault at this time. Then, a first target torque is determined based on the torque signal, and the engine is controlled based on the first target torque to ensure that torque intervention is performed on the engine immediately.

[0094] Optionally, the first target torque is 50% of the current actual torque value indicated by the torque signal, and the first target torque does not exceed a preset torque upper limit, for example, a torque upper limit of 50 Nm. This reduces the torque on the shaft to the first target torque, which can quickly reduce the shaft load while avoiding sudden changes in speed and vehicle vibration caused by the torque dropping directly to 0.

[0095] Step 446: If the engine is in a third-level stuck fault, control the engine torque to be reduced to a second target torque, wherein the second target torque is less than the first target torque.

[0096] As an alternative approach, when the engine is determined to be in a third-level stuck fault, it can be determined that the current engine has a fatal fault. At this time, the engine torque is controlled to be reduced to the second target torque, thereby initiating forced protection.

[0097] Optionally, the second target torque is less than the first target torque. For example, the second target torque is 0 Nm, which means that the output torque on the shaft system is forcibly limited to 0 Nm. This can completely remove the shaft system load and cut off the vicious cycle of "jamming - torque impact - component damage" with the highest priority, protecting the generator output shaft and engine connecting rod from the risk of breakage.

[0098] In some embodiments, engine control can be achieved by directly adjusting the engine's output torque through the engine controller, or by adjusting the motor's output torque through the motor controller. Since the motor and engine are coupled through the shaft system, adjusting the motor's output torque can adjust the torque state of the shaft system containing the engine, thereby achieving control over the engine's operating state.

[0099] As an alternative approach, differentiated exit and recovery mechanisms are implemented for different levels of jamming faults. For the first level of jamming fault, if the torque fluctuation rate is lower than the recovery threshold for M consecutive sampling periods, the first fault code is automatically cleared, normal torque control is restored, and the torque change rate limit is lifted. For example, M can be 20 (corresponding to 200ms), and the recovery threshold is 350Nm / s.

[0100] Optionally, for level two and three stuck faults, once the fault state is locked, it cannot be automatically recovered. The vehicle must be powered off and then powered on again before it can be restarted. Within the first 5 seconds after power-on, the vehicle controller forcibly executes a torque ramp-up strategy. For example, under the torque ramp-up strategy, the torque change rate is limited to no more than 100 Nm / s. If the torque fluctuation rate reaches the first fluctuation rate threshold again during the ramp-up process, the corresponding level of fault handling is immediately re-triggered. This allows the vehicle's normal function to be restored promptly after the low-level fault subsides, while preventing the risk of high-level faults from recurring if they are not resolved.

[0101] This embodiment calculates torque fluctuation rate in real time and compares it with a tiered fluctuation rate threshold. This allows for timely identification of characteristic torque fluctuations that indicate engine jamming. Based on the severity of the jamming fault, differentiated fault warnings and torque interventions are implemented. This can prevent serious mechanical failures such as motor shaft breakage and engine connecting rod damage, ensuring vehicle driving safety.

[0102] The above embodiments describe in detail the engine fault detection method provided in this application. In other embodiments, this application also provides an engine fault detection device. Figure 10 A block diagram of an engine fault detection device provided in an embodiment of this application, such as... Figure 10 As shown, the engine fault detection device 500 includes an acquisition module 510, a torque fluctuation rate determination module 520, and a fault determination module 530.

[0103] The acquisition module 510 is used to acquire the torque signal of the vehicle's generator and the vehicle's status information; the torque fluctuation rate determination module 520 is used to determine the torque fluctuation rate of the engine based on the torque signal if the vehicle is in the target operating mode and the generator speed is within the target speed range based on the status information; the fault determination module 530 is used to determine whether the engine has a jamming fault based on the torque fluctuation rate.

[0104] In some embodiments, the torque fluctuation rate determination module 520 includes: a torque difference determination submodule, configured to determine the torque difference between the current cycle of the engine and the previous cycle based on the torque signal if the torque signal indicates that the current torque value has reached a torque threshold; and a torque fluctuation rate determination submodule, configured to determine the torque fluctuation rate based on the absolute value of the torque difference.

[0105] In some embodiments, the torque fluctuation rate determination submodule includes: an instantaneous torque difference determination unit, configured to acquire the instantaneous torque difference corresponding to each sampling period in a plurality of sampling periods; determine the absolute value of the average torque difference based on the instantaneous torque difference corresponding to each sampling period in the plurality of sampling periods, and determine the absolute value as the torque fluctuation rate.

[0106] In some embodiments, the fault determination module 530 includes: a jamming fault level determination submodule, configured to determine the jamming fault level based on the torque fluctuation rate; and a control submodule, configured to generate fault codes and prompt information based on the jamming fault level, and control the engine based on the jamming fault level.

[0107] In some embodiments, the jamming fault level determination submodule includes: a first determination unit, configured to determine that the engine is in a first level of jamming fault if the torque fluctuation rate reaches a first fluctuation threshold but does not reach a second fluctuation threshold; a second determination unit, configured to determine that the engine is in a second level of jamming fault if the torque fluctuation rate reaches the second fluctuation threshold but does not reach a third fluctuation threshold; and a third determination unit, configured to determine that the engine is in a third level of jamming fault if the torque fluctuation rate reaches the third fluctuation threshold.

[0108] In some embodiments, the control submodule includes: a warning unit, configured to generate a first fault code and a first prompt message if the engine is in a first-level jamming fault, and to issue a fault warning based on the first prompt message; an alarm unit, configured to generate a second fault code and a second prompt message if the engine is in a second-level jamming fault, and to issue a fault alarm based on the second prompt message, wherein the second fault code has a higher priority than the first fault code; and a shutdown prompt unit, configured to generate a second fault code and a third prompt message if the engine is in a third-level jamming fault, and to issue a shutdown prompt based on the third prompt message.

[0109] In some embodiments, the control submodule further includes: a first control unit, configured to acquire a target torque fluctuation rate and control the engine based on the target torque fluctuation rate if the engine is in a first-level jamming fault; a second control unit, configured to determine a first target torque based on the torque signal and control the engine based on the first target torque if the engine is in a second-level jamming fault; and a third control unit, configured to control the torque of the engine to decrease to a second target torque if the engine is in a third-level jamming fault, wherein the second target torque is less than the first target torque.

[0110] According to one aspect of the embodiments of this application, a controller is also provided, such as Figure 11 As shown, the controller 110 also includes a processor 610 and one or more memories 620. The one or more memories 620 are used to store program instructions executed by the processor 610. When the processor 610 executes the program instructions, it implements the above-described engine fault detection method.

[0111] Furthermore, the processor 610 may include one or more processing cores. The processor 610 runs or executes instructions, programs, code sets, or instruction sets stored in the memory 620, and retrieves data stored in the memory 620. Optionally, the processor 610 may be implemented using at least one hardware form selected from Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), and Programmable Logic Array (PLA). The processor 610 may integrate one or a combination of several of the following: a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), and a modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the displayed content; and the modem handles wireless communication. It is understood that the modem may also not be integrated into the processor and may be implemented using a separate communication chip.

[0112] According to one aspect of the embodiments of this application, a vehicle is also provided, such as Figure 12 As shown, the vehicle includes: a body 710, a sensor module 720, and an engine fault detection system 100; the engine fault detection system is disposed in the body or inside the body, and when the engine fault detection system is executed, it implements the above-described engine fault detection method.

[0113] According to one aspect of this application, a computer-readable storage medium is also provided, which may be included in the cloud server described in the above embodiments; or it may exist independently and not assembled into the cloud server. The aforementioned computer-readable storage medium carries computer-readable instructions that, when executed by a processor, implement the methods in any of the above embodiments.

[0114] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. Computer-readable storage media can be, for example, but not limited to: electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections with one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium can include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such transmitted data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. The computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0115] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0116] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the embodiments disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein.

[0117] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A method for detecting engine faults, characterized in that, The method includes: Acquire the torque signal of the vehicle's generator and the vehicle's status information; If the vehicle is determined to be in the target operating mode and the generator speed is within the target speed range based on the status information, then the torque fluctuation rate of the engine is determined based on the torque signal; the target operating mode indicates that the vehicle is in series mode. Determine whether the engine has a jamming fault based on the torque fluctuation rate; Determining the torque fluctuation rate of the engine based on the torque signal includes: If the torque signal indicates that the current torque value has reached the torque threshold, then the torque difference between the current cycle and the previous cycle of the engine is determined based on the torque signal; the torque signal indicating that the current torque value has reached the torque threshold indicates that the generator is driving the engine or providing auxiliary power to the vehicle. The torque variability rate is determined based on the absolute value of the torque difference.

2. The method according to claim 1, characterized in that, Determining the torque variability rate based on the absolute value of the torque difference includes: Obtain the instantaneous torque difference corresponding to each of the multiple sampling periods; Based on the instantaneous torque difference corresponding to each of the multiple sampling periods, the absolute value of the average torque difference is determined, and the absolute value is determined as the torque fluctuation rate.

3. The method according to claim 1, characterized in that, The step of determining whether the engine has a jamming fault based on the torque fluctuation rate includes: The jamming fault level is determined based on the torque fluctuation rate; Fault codes and prompts are generated based on the level of the stuck fault, and the engine is controlled according to the level of the stuck fault.

4. The method according to claim 3, characterized in that, Determining the level of the jamming fault includes: If the torque fluctuation rate reaches the first fluctuation rate threshold but does not reach the second fluctuation rate threshold, then the engine is determined to be in the first level of jamming fault. If the torque fluctuation rate reaches the second fluctuation rate threshold but does not reach the third fluctuation rate threshold, then the engine is determined to be in the second level of jamming fault. If the torque fluctuation rate reaches the third fluctuation rate threshold, the engine is determined to be in a third-level stuck fault.

5. The method according to claim 4, characterized in that, The step of generating fault codes and prompt information based on the level of jamming fault includes: If the engine is in a first-level stuck fault, a first fault code and a first prompt message are generated, and a fault warning is given based on the first prompt message; If the engine is in a second-level stuck fault, a second fault code and a second prompt message are generated, and a fault alarm is issued based on the second prompt message, wherein the second fault code has a higher priority than the first fault code. If the engine is in a third-level stuck fault, a second fault code and a third prompt message are generated, and a shutdown prompt is issued based on the third prompt message.

6. The method according to claim 4, characterized in that, The step of controlling the engine according to the level of the stuck fault includes: If the engine is in a first-level stuck fault, the target torque fluctuation rate is obtained, and the engine is controlled according to the target torque fluctuation rate. If the engine is in a second-level stuck fault, a first target torque is determined based on the torque signal, and the engine is controlled based on the first target torque; If the engine is in a third-level stuck fault, the engine torque is controlled to be reduced to a second target torque, wherein the second target torque is less than the first target torque.

7. A controller, characterized in that, The controller includes: processor; A memory storing computer-readable instructions, which, when executed by the processor, implement the engine fault detection method as described in any one of claims 1-6.

8. An engine fault detection system, characterized in that, The engine fault detection system includes a controller and a detection device. The detection device is used to collect vehicle status information and generator torque signals. The system is used to execute the engine fault detection method as described in any one of claims 1-6 based on the status information and the torque signals.

9. A vehicle, characterized in that, include: The vehicle body, the sensor module, and the engine fault detection system as described in claim 8; The engine fault detection system is located on or inside the vehicle body.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores at least one computer program, which is loaded and executed by a processor to enable the computer to implement the engine fault detection method as described in any one of claims 1 to 6.

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