CN112413109B - Whole vehicle reverse analysis working method based on CAN bus network signal - Google Patents
Whole vehicle reverse analysis working method based on CAN bus network signal Download PDFInfo
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- CN112413109B CN112413109B CN202011299383.9A CN202011299383A CN112413109B CN 112413109 B CN112413109 B CN 112413109B CN 202011299383 A CN202011299383 A CN 202011299383A CN 112413109 B CN112413109 B CN 112413109B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/50—Signals to an engine or motor
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/007—Wheeled or endless-tracked vehicles
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L12/00—Data switching networks
- H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
- H04L12/40—Bus networks
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F2218/00—Aspects of pattern recognition specially adapted for signal processing
- G06F2218/12—Classification; Matching
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L12/00—Data switching networks
- H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
- H04L12/40—Bus networks
- H04L2012/40208—Bus networks characterized by the use of a particular bus standard
- H04L2012/40215—Controller Area Network CAN
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Abstract
The invention provides a whole vehicle reverse analysis working method based on CAN bus network signals, which comprises the following steps: CAN bus data analysis and test analysis of other signals except CAN bus signals. The CAN bus data analysis steps are as follows: s1, analyzing the CAN bus network topological structure; s2, analyzing the corresponding relation between the message and the node; and S3, analyzing the key control signal. The signal analysis working method CAN effectively obtain the signal characteristics, and then based on the CAN bus data analysis result, the MCU of the whole vehicle simulator calculates the numerical value of the signal to be simulated according to the designed algorithm by the related signal on the CAN bus, so as to keep the whole vehicle running normally.
Description
Technical Field
The invention relates to an analysis method, in particular to a whole vehicle reverse analysis working method based on CAN bus network signals.
Background
Testing machines are typically disassembled from their entire vehicle and then tested through engine mounts to obtain the various performance data desired. However, with the progress of modern automobile technology, the engine control system and other related systems of the whole automobile gradually become a whole through signal interaction, and the operation condition of the engine is influenced by the operation states of the other related systems of the whole automobile to different degrees. For example, the maximum engine speed may be limited when neutral is engaged, and the engine torque may be limited when the driveline is faulty. In order to ensure that the marker post machine normally runs on the performance rack and further measure accurate performance data, firstly, normal signal interaction between an engine and each system of the whole vehicle is necessary; secondly, certain signals that may have an effect on engine performance must also be of suitable value. Therefore, the research on the whole vehicle signal analysis and simulation technology becomes the difficult problem that the performance of the marker post machine needs to be overcome firstly. And along with the higher and higher complexity of the automobile and engine electric control system, especially the emergence of the standard requirement of the hybrid vehicle type engine, the difficulty of analyzing and simulating the whole automobile signal is higher and higher, so that the research and establishment of an effective whole automobile signal analyzing and simulating technology is more and more important.
In summary, in order to establish the forward development capability of the engine, a large amount of test evaluation and accumulation work of advanced engines needs to be carried out, and the research on the reverse analysis and simulation technology of the finished automobile signal is the first task to be completed when the forward development capability of the engine needs to be established.
Disclosure of Invention
The invention aims to at least solve the technical problems in the prior art, and particularly creatively provides a whole vehicle reverse analysis working method based on CAN bus network signals.
In order to achieve the above object, the present invention provides a vehicle reverse direction analysis working method based on CAN bus network signals, which comprises the following steps:
and S1, acquiring a state signal of the torque converter, wherein the signal is positioned at the upper two bits of byte7 of 0x39A, 0 represents that the engine is disconnected from the input shaft of the gearbox, and 1 represents that the engine is combined with the input shaft of the gearbox.
S2, acquiring a speed signal of the input shaft of the gearbox, wherein the speed signal is located at byte3-4 of 0x1AF, and when the state of the torque converter is 1, the rotating speed of the engine is approximately consistent with the rotating speed of the input shaft of the gearbox; when the state of the torque converter is 0, the rotating speed of the engine has a larger difference with the rotating speed of the input shaft;
s3, acquiring a speed signal of the output shaft of the gearbox, wherein the speed signal is located AT byte5-6 of 0x1AF, and the 6-gear speed ratios of the AT are respectively as follows: the 1 st gear is 4.459, the 2 nd gear is 2.508, the 3 rd gear is 1.555, the 4 th gear is 1.142, the 5 th gear is 0.851, and the 6 th gear is 0.672. When the torque converter is in a combined state, the rotating speed of the input shaft/the rotating speed of the output shaft is equal to the transmission ratio of the corresponding gear;
s4, obtaining wheel speed signals, wherein the wheel speed signals comprise four front, rear, left and right signals which are all positioned on a 0x254 message, and the numerical values of the four signals are consistent when the four signals are in straight line driving;
and S5, acquiring a vehicle speed signal, wherein the vehicle speed signal is located at byte2-3 of 0x1A1, and the change trend of the vehicle speed signal is consistent with the wheel speed signal.
S6, in order to ensure the reliability of the data on the CAN bus, the data frame contains corresponding check information; acquiring check bytes comprising two different algorithms in the same frame by analyzing the vehicle data frame, wherein one is a periodic cyclic check from 0 to 1 step by step until 14, and feeds back whether a receiver loses frames or not; the other is a CRC8 check algorithm that guarantees the reliability of the remaining bytes of data in the data frame. Acquiring all bytes of a data frame 0x1AF, wherein check byte 1 is data of 4bits, and check byte2 is data of 8 bits;
when the signals are simulated, relevant parameter values on the CAN bus need to be modified, and check values need to be recalculated after modification, so that the CRC8 algorithm is analyzed;
preferably, the method further comprises the following steps:
between 0-57s, when gear signal 1 simulates vehicle speed as 140km/h, gear signal 2 remains as a signal of D2/M2 gear 0xC6, gear signal 3 remains as a signal of D2/M2 gear 0xC6, gear signal 4 remains as a signal of M gear 0xF2, between 58s-111s, when gear signal 1 simulates vehicle speed as 0km/h, gear signal 2 remains as a signal of R gear 0xC2, gear signal 3 remains as a signal of R gear 0x0, gear signal 4 is 0xF1, between 112s-278s, when gear signal 1 simulates vehicle speed as 140km/h, gear signal 2 remains as a signal of D1/M0 xC5 between 112s-130s, between 131s-176s remains as a signal of D2/M2 gear 0xC6, between 177 s-177 s and 7 as a signal of D3/M7, signals held at 206s-218s at D4/M4 range 0x4, signals held at 219s-230s at D4/M4 range 0xC 4, signals held at 231s-232s at D4/M4 range 0x4, signals held at 233s-238s at D4/M4 range 0xC 4, signals held at 239s-270s at D4/M4 range 0xC 4, range signal 3 held at 112s-130s at D4/M4 range 0xC 4, signals held at 131s-176s at D4/M4 range 0xC 4, signals held at 177s-205s at D4/M4 range 0xC 4, signals held at 206s-218s at D4/M4/4 x 6850 xC 4, signals held at D4/M4 range 231s at D-205 s at D4, signals held at D4/M4 x4, signals held at D-219 s-230s at D4/M4 x4, signals held at D-4/M4, the signal for D3/M3 gear 0xC7 is held at 233s-238s, the signal for D2/M2 gear 0xC6 is held at 239s-270s, and the gear signal 4 is 0xF 1.
Preferably, the method further comprises the following steps:
the signal of D2/M2 gear 0xC6 is maintained at 239s-270s, the signal of D1/M1 gear 0xC5 is maintained at 112s-130s, the signal of D2/M2 gear 0xC6 is maintained at 131s-176s, the signal of D3/M3 gear 0xC7 is maintained at 177s-205s, the signal of D4/M4 gear 0x08 is maintained at 206s-218s, the signal of D5/M5 gear 0xC5 is maintained at 219s-230s, the signal of D5/M5 gear 0x5 is maintained at 231s-232s, the signal of D5/M5 gear 0x5 is maintained at 233s-238s, the signal of D5/M5 gear 0xC5 is maintained at 239s-270s, and the signal of D5/M5 gear 0xC5 is maintained at 239s-270 s.
Preferably, the method further comprises the following steps:
between 58-59s, when the state of the torque converter changes from 1 to 0 and then to 1, the engine speed is increased from 1100r/min to 1800r/min, and the speed of the input shaft of the gearbox is increased from 800r/min to 2000 r/min; between 104 and 106s, when the state of the torque converter changes from 1 to 0 and then to 1, the rotating speed of the engine is increased from 1300r/min to 1600r/min, and the rotating speed of the input shaft of the gearbox is increased from 1200r/min to 1500 r/min; between 107-; between 108-; between 110 and 112s, when the torque converter state changes from 1 to 0 to 1, the engine speed increases from 1200r/min to 1850r/min and the transmission input shaft speed increases from 1100r/min to 1600 r/min.
Preferably, the method further comprises the following steps:
between 186 and 188s, when the state of the torque converter changes from 1 to 0 and then to 1, the engine speed is increased from 1200r/min to 1600r/min, and the speed of the input shaft of the gearbox is increased from 1400r/min to 1600 r/min; between 191-193s, when the state of the torque converter changes from 1 to 0 and then to 1, the engine speed is increased from 1100r/min to 1800r/min, and the speed of the input shaft of the gearbox is increased from 1100r/min to 1600 r/min; between 231-.
Preferably, the method further comprises the following steps:
between 304-306s, when the torque converter state changes from 1 to 0 to 1, the engine speed increases from 1100r/min to 1800r/min and the transmission input shaft speed increases from 1100r/min to 1700 r/min; between 348 and 350s, when the state of the torque converter changes from 1 to 0 and then to 1, the rotating speed of the engine is increased from 1100r/min to 1800r/min, and the rotating speed of the input shaft of the gearbox is increased from 1100r/min to 1600 r/min; between 38-398s, when the torque converter state changes repeatedly from 1 to 0 to 1, the engine speed increases from 1100r/min to 1700r/min and the transmission input shaft speed increases from 1250r/min to 1650 r/min.
Preferably, the method further comprises the following steps:
at 10s-28s, the gear is M1, the rotating speed of the input shaft is increased to 1800r/min from 800r/min, and the rotating speed of the output shaft is increased to 400r/min from 0 r/min; at 28s-34s, the gear is M2, the rotating speed of the input shaft is increased from 1200r/min to 2000r/min, and the rotating speed of the output shaft is increased from 400r/min to 800 r/min; at 34s-56s, the gear is M3, the rotating speed of the input shaft is 1100r/min-1500r/min, and the rotating speed of the output shaft is 100r/min-800 r/min; at 36s-74s, the gear is M2, the rotating speed of the input shaft is 800r/min-2000r/min, and the rotating speed of the output shaft is 0r/min-800 r/min; at 76s-84s, the gear is M3, the speed of the input shaft is 1250r/min-1950r/min, and the speed of the output shaft is 800r/min-1200 r/min; and when the speed is between 84s and 91s, the gear is M4, the rotating speed of the input shaft is 1350r/min to 1800r/min, and the rotating speed of the output shaft is 1200r/min to 1600 r/min.
Preferably, the method further comprises the following steps:
when the speed is 91s-101s, the gear is M5, the rotating speed of the input shaft is 1350r/min-1800r/min, and the rotating speed of the output shaft is 1600r/min-2150 r/min; when the speed is 101s-103s, the gear is M6, the rotating speed of the input shaft is 1200r/min-1800r/min, and the rotating speed of the output shaft is 2000r/min-2150 r/min; when the speed is 103s-106s, the gear is M5, the rotating speed of the input shaft is 1200r/min-1600r/min, and the rotating speed of the output shaft is 1600r/min-2000 r/min; at 106s-110s, the gear is M4, the rotating speed of the input shaft is 1200r/min-1700r/min, and the rotating speed of the output shaft is 1200r/min-1600 r/min; at 110s-112s, the gear is M3, the rotating speed of the input shaft is 1150r/min-1600r/min, and the rotating speed of the output shaft is 800r/min-1200 r/min; at 112s-148s, the gear is M2, the rotating speed of the input shaft is 800r/min-2000r/min, and the rotating speed of the output shaft is 100r/min-800 r/min; when the speed is 148s-175s, the gear is M3, the rotating speed of the input shaft is 1250r/min-1950r/min, and the rotating speed of the output shaft is 800r/min-1200 r/min; when the speed is 175s-187s, the gear is M4, the rotating speed of the input shaft is 1200r/min-1600r/min, and the rotating speed of the output shaft is 1200r/min-1400 r/min; when 187-190 s, the gear is M3, the rotating speed of the input shaft is 1200r/min-1600r/min, and the rotating speed of the output shaft is 800r/min-1200 r/min; at 190s-202s, the gear is M2, the rotating speed of the input shaft is 1000r/min-2000r/min, and the rotating speed of the output shaft is 200r/min-800 r/min.
Preferably, the method further comprises the following steps:
when the speed is 202s-209s, the gear is M3, the rotating speed of the input shaft is 1200r/min-2000r/min, and the rotating speed of the output shaft is 800r/min-1200 r/min; when 209s-220s, the gear is M4, the rotating speed of the input shaft is 1400r/min-2400r/min, and the rotating speed of the output shaft is 1200r/min-2000 r/min; at 220s-226s, the gear is M5, the rotating speed of the input shaft is 1800r/min-2200r/min, and the rotating speed of the output shaft is 2000r/min-2600 r/min; at 226s-230s, the gear is M6, the rotating speed of the input shaft is 1200r/min-2200r/min, and the rotating speed of the output shaft is 2100r/min-2600 r/min; at 230s-232s, the gear is M5, the rotating speed of the input shaft is 1200r/min-1600r/min, and the rotating speed of the output shaft is 1800r/min-2100 r/min; when the speed is 232s-234s, the gear is M4, the rotating speed of the input shaft is 1200r/min-1600r/min, and the rotating speed of the output shaft is 1300r/min-1800 r/min; at 234s-236s, the gear is M3, the rotating speed of the input shaft is 1200r/min-1600r/min, and the rotating speed of the output shaft is 1000r/min-1300 r/min; when the speed is 236s-300s, the gear is M2, the rotating speed of the input shaft is 800r/min-2000r/min, and the rotating speed of the output shaft is 100r/min-1000 r/min; at 300s-306s, the gear is M3, the rotating speed of the input shaft is 1180r/min-2000r/min, and the rotating speed of the output shaft is 850r/min-950 r/min; at 306s-326s, the gear is M2, the input shaft speed is 1100-2000, and the output shaft speed is 200r/min-800 r/min; at 326s-348s, the gear is M3, the input shaft speed is 1100-1800, and the output shaft speed is 800r/min-1100 r/min; when the speed is 348s-358s, the gear is M2, the rotating speed of the input shaft is 1100r/min-1800r/min, and the rotating speed of the output shaft is 200r/min-800 r/min; at 358s-366s, the gear is M3, the input shaft speed is 1200r/min-2000r/min, and the output shaft speed is 800r/min-1200 r/min.
Preferably, the method further comprises the following steps:
at 366s-378s, the gear is M4, the rotating speed of the input shaft is 1400r/min-3000r/min, and the rotating speed of the output shaft is 1200r/min-2500 r/min; at 378s-382s, the gear is M5, the rotating speed of the input shaft is 2200r/min-3000r/min, and the rotating speed of the output shaft is 2500r/min-3000 r/min; at 382s-388s, the gear is M6, the rotating speed of the input shaft is 1200r/min-2400r/min, and the rotating speed of the output shaft is 2000r/min-2500 r/min; when the speed is 388s-390s, the gear is M5, the rotating speed of the input shaft is 1200r/min-1800r/min, and the rotating speed of the output shaft is 1600r/min-2000 r/min; at 390s-392s, the gear is M4, the rotating speed of the input shaft is 1200r/min-1800r/min, and the rotating speed of the output shaft is 1200r/min-1600 r/min; at 392s-396s, the gear is M3, the rotating speed of the input shaft is 1200r/min-1800r/min, and the rotating speed of the output shaft is 700r/min-1200 r/min; when 396s-468s is reached, the gear is M2, the rotating speed of the input shaft is 800r/min-2000r/min, and the rotating speed of the output shaft is 50r/min-750 r/min; when 468s-476s is needed, the gear is M3, the rotating speed of the input shaft is 1000r/min-2000r/min, and the rotating speed of the output shaft is 750r/min-900 r/min; at 476s-498s, the gear is M2, the input shaft speed is 700r/min-2000r/min, and the output shaft speed is 0r/min-900 r/min.
In summary, due to the adoption of the technical scheme, the invention has the beneficial effects that: the whole vehicle signal analysis process in the standard alignment work of the advanced engine performance is realized.
The reverse analysis method can be effectively applied to subsequent whole vehicle simulation. The obtained analog signal is more accurate and easier to be recognized by the whole vehicle system, an effective scheme is provided for the benchmarking work of the advanced vehicle type with the increasingly complex electric control system, and the market competitiveness of the advanced engine test evaluation field is effectively improved.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a diagram of the network topology of the present invention;
FIG. 2 is a gear signal diagram of the present invention;
FIG. 3 is a plot of transmission input shaft speed for the present invention;
FIG. 4 is a plot of transmission input shaft speed versus output shaft speed for the present invention;
FIG. 5 is a wheel speed signal diagram of the present invention;
FIG. 6 is a vehicle speed signal diagram of the present invention;
FIG. 7 is a diagram of a data frame check byte of the present invention;
FIG. 8 is a flow chart of the CRC8 algorithm of the present invention;
FIG. 9 is a schematic diagram of a gateway of the present invention;
fig. 10 is a flow chart of the gateway program of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
In order to complete the calibration of the engine, the engine needs to be operated normally on the test bench. After the engine is disassembled from the whole vehicle, the wheels, the gearbox and other parts of the whole vehicle cannot normally run, and under the condition, the engine cannot normally run normally due to the anti-theft and safety considerations of the ECU, and the condition of speed limitation or torque limitation may occur. It is now necessary to simulate the signals affecting the normal operation of the engine, such as the speed of the vehicle and the gearbox, in order to allow the engine to operate properly on the skid.
The device such as a signal generator is generally used for simulating signals such as wheel rotating speed, and the like, and the defect that the simulated signals cannot respond to the actual operating condition change of the engine in time is realized. With the increasing complexity of automobile electric control systems, the defects of the method become more obvious, and the signal simulation requirement on the standard automobile type cannot be met.
The method used by the scheme considers the influence of the signals on the CAN bus on the operation of the engine, firstly analyzes the signals of the CAN bus of the whole vehicle, and then filters and modifies the key signals of the whole vehicle, which influence the operation of the engine, to the ECU in a gateway mode so as to ensure the normal operation of the engine. The analog signal is automatically calculated and output by the microcontroller according to a designed strategy based on the result of CAN bus data analysis, is matched with the actual operating condition of the engine, and CAN respond to the change of the operating condition of the engine in time.
The data simulation technology based on the CAN bus mainly comprises three aspects of work contents, namely CAN bus data analysis work, signal simulation work and drive control work of part of actuators.
The CAN bus data analysis work is roughly divided into the following aspects:
1) analyzing a CAN bus network topological structure;
2) analyzing the corresponding relation between the messages and the nodes, and determining which messages are sent by a gearbox control unit, an engine control unit, an ABS/ESP control unit and the like;
3) the key control signal analysis comprises the analysis of vehicle speed, gear, engine speed, load and the like, and the important analysis is carried out on messages which have influence on the operation of the engine.
The whole vehicle signal simulation work is divided into two aspects, namely CAN bus signal simulation and other signal simulation influencing the normal operation of an engine after the separation of a locomotive. The bus signal simulation adopts a form of adding a gateway between network nodes, based on the result of early data analysis, key signals influencing the operation of the engine are sent to the network by a proper simulation value given by a signal simulation system, and other non-key signals are directly forwarded.
The simulation of other signals except the CAN bus signal is roughly divided into three steps:
1) testing and analyzing the signal characteristics, including signals of wheel speed, vehicle speed, rotating speed of an input shaft and an output shaft of the gearbox and the like;
2) based on the CAN bus data analysis result, the MCU of the whole vehicle simulator calculates the value of the signal to be simulated according to the designed algorithm by the related signal on the CAN bus;
3) the signal simulation system hardware circuit outputs simulation signals, adjusts hardware electrical parameters and ensures that the characteristics of the simulation signals are basically the same as those of original signals.
In order to complete the task of mapping the engine performance, actuators such as a throttle valve, a pressure regulating valve and the like of the benchmarking machine are generally required to be controlled independently, and a corresponding driving control function is specially designed for the signal simulation system.
The invention is further illustrated below with reference to the figures and examples (taking BMINI as an example):
1. overview
When an engine calibration test is carried out, in order to ensure that the engine normally runs on the stand, signals of other modules of the whole vehicle, such as input and output shaft signals of a gearbox, wheel speed sensor signals and the like, need to be simulated during the test. Therefore, important signals of the whole vehicle need to be analyzed in the early period, relevant signals are simulated according to a certain strategy during bench test, and the bench test is completed in a matching mode.
CAN network signal analysis
2.1 Signal parsing content
(1) Determining a BMW MINI whole vehicle CAN network topological structure;
(2) analyzing the corresponding relation, the sending period and other basic attributes of each message and the network node;
(3) analyzing key CAN signals and control logic of the whole vehicle;
2.2 Using the apparatus
CANoe hardware and software, notebook computer, BMW diagnostic instrument, DB9, universal meter
2.3 terms and abbreviations
DME engine controller
EGS gear box controller
DSC dynamic stability control system
ZGM central gateway
KOMBI instrument panel
2.4 analytical results and simulation analysis
2.4.1 network topology: as shown in figure 1, the whole vehicle has two power paths of CAN, PT-CAN and PT-CAN 2. The PT-CAN is used for the communication of the whole vehicle, and the PT-CAN2 is mainly used for the communication between DME and EGS, and the communication speed is 500 kb/s. DSC is communicated with ZGM through flexray, and ZGM converts data frames of flexray into CAN data frames and then communicates with DME through PT-CAN.
2.4.2CAN bus messages and attributes
Under the normal power-on and fault-free state of the vehicle, 122 frames of messages are shared on the PT-CAN, and 25 frames of messages are shared on the PT-CAN2, as shown in Table 1
TABLE 1 CAN bus messages
2.4.3 Key Signal and control strategy resolution
Because the gearbox does not work during the engine bench test, relevant signals of the gearbox need to be simulated in order to enable the engine to normally run, and signals of an input shaft and an output shaft of the gearbox need to be simulated considering that the gearbox of the mini is AT. Meanwhile, signals such as vehicle speed and gear position need to be simulated, so the signals are analyzed on the CAN bus, and the results are shown in Table 2
TABLE 2 Key Signal analysis results
2.4.3.1 Gear Signal 1
This signal is at byte2 of 0x3FD, indicating the handle position, defined as follows:
p gear: 0x 20R gear: 0x 40N gear: 0x 60D gear: 0x 80S gear 0x 81M gear: 0x82
2.4.3.2 Gear Signal 2
The signal is located at byte2 byte of 0x1AC, and the values of the gears D and M are consistent, which is specifically defined as follows:
p gear: 0xC 3N gear: 0xC 1R range: 0xC2
D1/M1 gear: 0xC 5D 2/M2 grade: 0xC 6D 3/M3 grade: 0xC7
D4/M4 gear: 0xC 8D 5/M5 grade: 0xC 9D 6/M6 grade: 0xCA
2.4.3.3 Shift Signal 3
The signal is located at byte3 byte of 0x39A, and the manual gear and the automatic gear use the same value, which is specifically defined as follows:
n gear: 0x 01R gear: 0x 02P gear: 0x03
D1/M1 gear: 0x 05D 2/M2 gear: 0x 06D 3/M3 gear: 0x07
D4/M4 gear: 0x 08D 5/M5 gear: 0x 09D 6/M6 gear: 0x0A
2.4.3.4 Gear Signal 4
M gear: 0xF 2P range, R range, N range, D range: 0xF1
The gear signals collected by the real vehicle are shown in figure 2.
2.4.3.5 Torque converter State
The signal is at the upper two bits of byte7 byte of 0x39A, 0 indicating that the engine is disconnected from the transmission input shaft and 1 indicating that the engine is coupled to the transmission input.
2.4.3.6 speed of input shaft of gear box
The signal is located at byte3-4 bytes of 0x1AF, and the result of CANoe analysis is shown in FIG. 3. When the state of the torque converter is 1, the rotating speed of the engine is approximately consistent with the rotating speed of the input shaft of the gearbox; when the torque converter state is 0, there is a large difference between the engine speed and the input shaft speed.
Between 0-57s, when gear signal 1 simulates vehicle speed as 140km/h, gear signal 2 remains as a signal of D2/M2 gear 0xC6, gear signal 3 remains as a signal of D2/M2 gear 0xC6, gear signal 4 remains as a signal of M gear 0xF2, between 58s-111s, when gear signal 1 simulates vehicle speed as 0km/h, gear signal 2 remains as a signal of R gear 0xC2, gear signal 3 remains as a signal of R gear 0x0, gear signal 4 is 0xF1, between 112s-278s, when gear signal 1 simulates vehicle speed as 140km/h, gear signal 2 remains as a signal of D1/M0 xC5 between 112s-130s, between 131s-176s remains as a signal of D2/M2 gear 0xC6, between 177 s-177 s and 7 as a signal of D3/M7, signals held at 206s-218s at D4/M4 range 0x4, signals held at 219s-230s at D4/M4 range 0xC 4, signals held at 231s-232s at D4/M4 range 0x4, signals held at 233s-238s at D4/M4 range 0xC 4, signals held at 239s-270s at D4/M4 range 0xC 4, range signal 3 held at 112s-130s at D4/M4 range 0xC 4, signals held at 131s-176s at D4/M4 range 0xC 4, signals held at 177s-205s at D4/M4 range 0xC 4, signals held at 206s-218s at D4/M4/4 x 6850 xC 4, signals held at D4/M4 range 231s at D-205 s at D4, signals held at D4/M4 x4, signals held at D-219 s-230s at D4/M4 x4, signals held at D-4/M4, the signal for D3/M3 gear 0xC7 is held at 233s-238s, the signal for D2/M2 gear 0xC6 is held at 239s-270s, and the gear signal 4 is 0xF 1.
2.4.3.7 speed of output shaft of gearbox
The signal is AT byte5-6 bytes of 0x1AF, and the 6-gear speed ratios of the AT are respectively: gear 1 4.459, gear 2 2.508, gear 3 1.555, gear 4 1.142, gear 5 0.851, gear 6 0.672. As shown in fig. 4, when the torque converter is in the engaged state, the input shaft speed/output shaft speed is equal to the transmission ratio of the corresponding gear, and the ratio in the disengaged state of the torque converter is different from the theoretical value.
2.4.3.8 wheel speed signal
The wheel speed signals include four signals, namely, front, rear, left and right, which are all located on the 0x254 message, and the values of the four signals are consistent when the four signals travel in a straight line, so that a certain difference exists when the four signals turn, and the analysis result is shown in fig. 5.
2.4.3.9 vehicle speed signal
The signal is at byte2-3 of 0x1A1, and its trend is consistent with the wheel speed signal, as shown in FIG. 6.
2.4.4CAN bus verification signal resolution
2.4.4.1 bus verification signal
Generally, in order to ensure the reliability of data on the CAN bus, the data frame includes corresponding check information. The data frame of MINI is analyzed to find that the same frame comprises check bytes of two different algorithms, one is a periodic cyclic check from 0 to 1 gradually until 14, and the check can inform a receiver whether a frame loss occurs or not; the other is a more complex CRC8 check algorithm that guarantees the reliability of the other bytes of data in the data frame. Fig. 7 shows all bytes of the data frame 0x1AF, where the first two signals are check values obtained by two check algorithms, respectively, and check byte 1 is data of 4bits and check byte2 is data of 8 bits.
Considering that the relevant parameter values on the CAN bus need to be modified during signal simulation, the check value needs to be recalculated after modification, and therefore, the CRC algorithm needs to be analyzed.
2.4.4.2 CRC8 Algorithm resolution
The CRC8 algorithm is to perform binary division on a value to be checked and an 8-bit polynomial, and then perform xor operation on the calculated result and a byte, so that the analysis algorithm is to determine the value of the polynomial and xor.
The calculation function CRC8_ Cal (assigned char _ ptr, assigned char poly _ v, assigned char xor _ v) of CRC8 shows the algorithm flow as shown in fig. 8.
Wherein, ptr: pointing to the array of check values that needs to be calculated,
poly _ v: the value of the polynomial is 0-255,
xor _ v: the value of the exclusive or is 0-255,
with this algorithm, a polynomial and exclusive or values can be quickly determined, and eventually the CRC8 for all data frames is found to be the same polynomial, with each exclusive or value being different, as shown in table 3.
TABLE 3 checksum details
| Message ID | Exclusive OR value (hex) | The byte where CRC checks |
| 0xF3 | 0x8F | Byte0 |
| 0x1A1 | 0x0F | Byte0 |
| 0x1AC | 0xE0 | Byte7 |
| 0x1AF | 0x43 | Byte0 |
| 0x3FD | 0x70 | Byte0 |
3. Signal simulation
When the engine bench test is carried out, based on the related signals analyzed before, the signals are simulated according to the control strategy of the engine, so that the engine works normally.
3.1 gateway functionality
As shown in fig. 9, the signal simulation is implemented by two gateways. And respectively disconnecting two paths of CAN buses of the original vehicle from the engine side and adding the CAN buses into the gateway. Each gateway has 2 paths of CAN modules which are respectively connected with disconnected CAN buses, and the gateway has the function of directly forwarding data received on one path of CAN from the other path of CAN or forwarding the data from the other path of CAN after modifying corresponding numerical values according to a certain strategy.
3.2 Signal simulation strategy
For automatic transmission AT, if the gear is shifted to D gear or M gear during bench test, the engine will have overheating fault after running for a certain time. Therefore, the gear CAN only be engaged to the N gear for testing, but in order to achieve the maximum engine performance, the CAN bus is required to tell the engine that the gear is in the M gear, and different gears are simulated according to different engine rotating speeds. At the same time, the rotating speeds of an input shaft and an output shaft of the gearbox and vehicle speed signals need to be simulated.
Because signals of the two CAN buses need to be synchronous according to the rotating speed of the engine, and only the PT-CAN has engine rotating speed information, in order to enable the PT-CAN2 bus to obtain real-time engine rotating speed information, the gateway 1 and the gateway 2 need to communicate, and the communication CAN be realized through a serial interface (SCI) according to hardware configuration. The program flow diagram for the gateway is shown in fig. 10.
According to the result of the previous signal analysis, the frame of the signal to be modified includes 0xF3 (including engine speed), 0x1AC (gear information), 0x39A (gear and torque converter state), 0x3FD (gear information), 0x1AF (including transmission input shaft and output shaft speed), 0x1a1 (vehicle speed information), 0x254 (wheel speed information), and the like.
The signal simulation is carried out in an N gear, and when the gateway 2 identifies that the rotating speed of the engine is greater than 900rpm, a gear signal, a torque converter locking signal, a vehicle speed and a wheel speed signal on the PT-CAN engine side are modified into reasonable values; if the rotating speed of the engine is less than 800rpm, the gateway 2 directly forwards the message without any modification.
Meanwhile, the gateway 2 sends the actual engine speed, the state change parameter St _ Val (determined by the engine speed) and the gear to the gateway 1 through the SCI, if the St _ Val is 0x55, the gateway 1 modifies the engine speed, the gear, the torque converter locking state and the input shaft and output shaft speeds (determined by the engine speed and the gear) of the PT-CAN2 engine side to corresponding values; if St _ Val is 0, the gateway 1 directly forwards the message without any modification.
4. Analysis of other parameters of an engine
In order to obtain more engine parameter values and further carry out engine bench tests, real-time data of relevant parameters can be obtained by analyzing a diagnostic instrument protocol.
4.1 diagnostic protocol resolution
CANH and CANL are led out from a diagnosis interface, messages on a bus in the data stream operation process are read through a CANOE observation diagnostic instrument, and after analysis, the application layer diagnosis protocol is a UDS protocol, namely the protocol of an ISO14229 network layer conforms to ISO 15765-2 and comprises definitions of single frames, initial frames, continuous frames, data stream control and the like.
The ID of the message sent by the diagnostic device and the ID of the message returned by each module are shown in table 4 below, and each module judges whether the first byte sent by the diagnostic device is used for reading the data stream of the module (as shown in table 5), if so, the module returns the value of the corresponding parameter, otherwise, no response is made.
TABLE 4 diagnostic correlation message ID
| Type of message | Message ID (hex) |
| Diagnostic instrument data flow request message | 0x6F1 |
| Engine controller return message | 0x612 |
| Transmission controller return message | 0x618 |
| The vehicle body controller returns a message | 0x640 |
TABLE 5 diagnostics data flow request service message 0 th byte value
| Diagnostic instrument data stream request module | Value of 0 th byte of request message |
| Engine | 0x12 |
| Gear box | 0x18 |
| Vehicle body controller | 0x40 |
4.2 data stream parsing
Analysis shows that the diagnostic instrument adopts different services [1] for reading data streams of different modules, namely, the same purpose is achieved in different modes.
(1) For the EGS transmission controller module, the diagnostic instrument directly implements the reading of the data stream with service 0x22 (through ID reading service);
(2) for the DME engine controller module, the diagnostic instrument first dynamically defines the original ID value of the parameter as 0xF300 using service 0x2C (dynamic definition ID service), and then reads the value of 0xF300 using service 0x22, i.e., reads the value of the corresponding parameter.
Since the parameters of the DME module are mainly read, only the data stream needs to be parsed in the second way, and the result of the parsing is shown in table 6. PID represents real-time data from which parameters can be obtained by corresponding PID values according to a protocol; length refers to the parameter value being represented by a few bytes; the coefficients and the offset represent a conversion relationship between the bus value and the physical value.
TABLE 6 engine parameter analysis results
4.3 data stream acquisition
And compiling codes according to an ISO14229 protocol by using PID values corresponding to the parameters in the table 6 to obtain real-time values of the corresponding parameters, and sending the values to the rack through the CAN module to realize data stream acquisition.
Claims (1)
1. A whole vehicle reverse analysis working method based on CAN bus network signals is characterized by comprising the following steps:
s1, acquiring a state signal of the torque converter, wherein the signal is positioned at the upper two bits of byte7 of 0x39A, 0 represents that the engine is disconnected with the input shaft of the gearbox, and 1 represents that the engine is combined with the input shaft of the gearbox;
s2, acquiring a speed signal of the input shaft of the gearbox, wherein the speed signal is located at byte3-4 of 0x1AF, and when the state of the torque converter is 1, the rotating speed of the engine is approximately consistent with the rotating speed of the input shaft of the gearbox; when the state of the torque converter is 0, the rotating speed of the engine has a larger difference with the rotating speed of the input shaft;
s3, acquiring a speed signal of the output shaft of the gearbox, wherein the speed signal is located AT byte5-6 of 0x1AF, and the 6-gear speed ratios of the AT are respectively as follows: 4.459 for the 1 st gear, 2.508 for the 2 nd gear, 1.555 for the 3 rd gear, 1.142 for the 4 th gear, 0.851 for the 5 th gear and 0.672 for the 6 th gear; when the torque converter is in a combined state, the rotating speed of the input shaft/the rotating speed of the output shaft is equal to the transmission ratio of the corresponding gear;
s4, wheel speed signals are obtained, the wheel speed signals comprise four signals in all, namely, front, rear, left and right, and are all located on the 0x254 message, and the values of the four signals are consistent when the four signals are in straight line driving;
s5, acquiring a vehicle speed signal, wherein the vehicle speed signal is located at byte2-3 of 0x1A1, and the change trend of the vehicle speed signal is consistent with the wheel speed signal;
s6, in order to ensure the reliability of the data on the CAN bus, the data frame contains corresponding check information; acquiring check bytes comprising two different algorithms in the same frame by analyzing the vehicle data frame, wherein one is a periodic cyclic check from 0 to 1 step by step until 14, and feeds back whether a receiver loses frames or not; the other is a CRC8 checking algorithm, which ensures the reliability of the data of the rest bytes of the data frame; acquiring all bytes of a data frame 0x1AF, wherein check byte 1 is data of 4bits, and check byte2 is data of 8 bits;
when the signals are simulated, relevant parameter values on the CAN bus need to be modified, and check values need to be recalculated after modification, so that the CRC8 algorithm is analyzed;
the signal simulation is carried out in an N gear, when the gateway 2 identifies that the rotating speed of the engine is greater than 900rpm, gear signals, torque converter locking signals, vehicle speed and wheel speed signal values of the PT-CAN engine side are modified; if the rotating speed of the engine is less than 800rpm, the gateway 2 directly forwards the message without any modification;
meanwhile, the gateway 2 sends the actual engine speed, the state change parameter St _ Val and the gear to the gateway 1 through the SCI, and if the St _ Val is 0x55, the gateway 1 modifies the engine speed, the gear, the torque converter locking state and the input shaft and output shaft speed of the PT-CAN2 engine side into corresponding values; if St _ Val is 0, the gateway 1 directly forwards the message without any modification;
further comprising:
between 0-57s, when gear signal 1 simulates vehicle speed as 140km/h, gear signal 2 remains as a signal of D2/M2 gear 0xC6, gear signal 3 remains as a signal of D2/M2 gear 0xC6, gear signal 4 remains as a signal of M gear 0xF2, between 58s-111s, when gear signal 1 simulates vehicle speed as 0km/h, gear signal 2 remains as a signal of R gear 0xC2, gear signal 3 remains as a signal of R gear 0x0, gear signal 4 is 0xF1, between 112s-278s, when gear signal 1 simulates vehicle speed as 140km/h, gear signal 2 remains as a signal of D1/M0 xC5 between 112s-130s, between 131s-176s remains as a signal of D2/M2 gear 0xC6, between 177 s-177 s and 7 as a signal of D3/M7, signals of D4/M4 gear 0x08 are kept at 206s-218s, signals of D5/M5 gear 0xC9 are kept at 219s-230s, signals of D4/M4 gear 0x08 are kept at 231s-232s, signals of D3/M3 gear 0xC7 are kept at 233s-238s, signals of D2/M2 gear 0xC6 are kept at 239s-270s, and gear signal 4 is 0xF 1;
further comprising:
signals of D2/M2 gear 0xC6 are kept at 239s-270s, signals of D1/M1 gear 0xC5 are kept at 112s-130s, signals of D2/M2 gear 0xC6 are kept at 131s-176s, signals of D3/M3 gear 0xC7 are kept at 177s-205s, signals of D4/M4 gear 0x08 are kept at 206s-218s, signals of D5/M5 gear 0xC5 are kept at 219s-230s, signals of D5/M5 gear 0x5 are kept at 231s-232s, signals of D5/M5 gear 0x5 are kept at 233 s-s, signals of D5/M5 gear 0xC5 are kept at 239s-270s, signals of D5/M5 gear 0xC5 are kept at 239s-270s, and signals of D5/M5 gear 0xC5 are 5 at 5 f 5;
further comprising:
between 58-59s, when the state of the torque converter changes from 1 to 0 and then to 1, the engine speed is increased from 1100r/min to 1800r/min, and the speed of the input shaft of the gearbox is increased from 800r/min to 2000 r/min; between 104 and 106s, when the state of the torque converter changes from 1 to 0 and then to 1, the rotating speed of the engine is increased from 1300r/min to 1600r/min, and the rotating speed of the input shaft of the gearbox is increased from 1200r/min to 1500 r/min; between 107-; between 108-; between 110 and 112s, when the state of the torque converter changes from 1 to 0 and then to 1, the rotating speed of the engine is increased from 1200r/min to 1850r/min, and the rotating speed of the input shaft of the gearbox is increased from 1100r/min to 1600 r/min;
further comprising:
between 186 and 188s, when the state of the torque converter changes from 1 to 0 and then to 1, the engine speed is increased from 1200r/min to 1600r/min, and the speed of the input shaft of the gearbox is increased from 1400r/min to 1600 r/min; between 191-193s, when the state of the torque converter changes from 1 to 0 and then to 1, the engine speed is increased from 1100r/min to 1800r/min, and the speed of the input shaft of the gearbox is increased from 1100r/min to 1600 r/min; between 231-;
further comprising:
between 304-306s, when the torque converter state changes from 1 to 0 to 1, the engine speed increases from 1100r/min to 1800r/min and the transmission input shaft speed increases from 1100r/min to 1700 r/min; between 348 and 350s, when the state of the torque converter changes from 1 to 0 and then to 1, the rotating speed of the engine is increased from 1100r/min to 1800r/min, and the rotating speed of the input shaft of the gearbox is increased from 1100r/min to 1600 r/min; between 38-398s, when the torque converter state repeatedly changes from 1 to 0 to 1, the engine speed is increased from 1100r/min to 1700r/min, and the speed of the input shaft of the gearbox is increased from 1250r/min to 1650 r/min;
further comprising:
at 10s-28s, the gear is M1, the rotating speed of the input shaft is increased to 1800r/min from 800r/min, and the rotating speed of the output shaft is increased to 400r/min from 0 r/min; at 28s-34s, the gear is M2, the rotating speed of the input shaft is increased from 1200r/min to 2000r/min, and the rotating speed of the output shaft is increased from 400r/min to 800 r/min; when the speed is 34s-56s, the gear is M3, the rotating speed of the input shaft is 1100r/min-1500r/min, and the rotating speed of the output shaft is 100r/min-800 r/min; at 36s-74s, the gear is M2, the rotating speed of the input shaft is 800r/min-2000r/min, and the rotating speed of the output shaft is 0r/min-800 r/min; at 76s-84s, the gear is M3, the speed of the input shaft is 1250r/min-1950r/min, and the speed of the output shaft is 800r/min-1200 r/min; when the speed is between 84s and 91s, the gear is M4, the rotating speed of the input shaft is 1350r/min to 1800r/min, and the rotating speed of the output shaft is 1200r/min to 1600 r/min;
further comprising:
when the speed is 91s-101s, the gear is M5, the rotating speed of the input shaft is 1350r/min-1800r/min, and the rotating speed of the output shaft is 1600r/min-2150 r/min; when the speed is 101s-103s, the gear is M6, the rotating speed of the input shaft is 1200r/min-1800r/min, and the rotating speed of the output shaft is 2000r/min-2150 r/min; when the speed is 103s-106s, the gear is M5, the rotating speed of the input shaft is 1200r/min-1600r/min, and the rotating speed of the output shaft is 1600r/min-2000 r/min; at 106s-110s, the gear is M4, the rotating speed of the input shaft is 1200r/min-1700r/min, and the rotating speed of the output shaft is 1200r/min-1600 r/min; at 110s-112s, the gear is M3, the rotating speed of the input shaft is 1150r/min-1600r/min, and the rotating speed of the output shaft is 800r/min-1200 r/min; at 112s-148s, the gear is M2, the rotating speed of the input shaft is 800r/min-2000r/min, and the rotating speed of the output shaft is 100r/min-800 r/min; when the speed is 148s-175s, the gear is M3, the rotating speed of the input shaft is 1250r/min-1950r/min, and the rotating speed of the output shaft is 800r/min-1200 r/min; when the speed is 175s-187s, the gear is M4, the rotating speed of the input shaft is 1200r/min-1600r/min, and the rotating speed of the output shaft is 1200r/min-1400 r/min; when 187-190 s, the gear is M3, the rotating speed of the input shaft is 1200r/min-1600r/min, and the rotating speed of the output shaft is 800r/min-1200 r/min; at 190s-202s, the gear is M2, the rotating speed of the input shaft is 1000r/min-2000r/min, and the rotating speed of the output shaft is 200r/min-800 r/min;
further comprising:
when the speed is 202s-209s, the gear is M3, the rotating speed of the input shaft is 1200r/min-2000r/min, and the rotating speed of the output shaft is 800r/min-1200 r/min; when the speed is 209s-220s, the gear is M4, the rotating speed of the input shaft is 1400r/min-2400r/min, and the rotating speed of the output shaft is 1200r/min-2000 r/min; at 220s-226s, the gear is M5, the rotating speed of the input shaft is 1800r/min-2200r/min, and the rotating speed of the output shaft is 2000r/min-2600 r/min; at 226s-230s, the gear is M6, the rotating speed of the input shaft is 1200r/min-2200r/min, and the rotating speed of the output shaft is 2100r/min-2600 r/min; at 230s-232s, the gear is M5, the rotating speed of the input shaft is 1200r/min-1600r/min, and the rotating speed of the output shaft is 1800r/min-2100 r/min; when the speed is 232s-234s, the gear is M4, the rotating speed of the input shaft is 1200r/min-1600r/min, and the rotating speed of the output shaft is 1300r/min-1800 r/min; at 234s-236s, the gear is M3, the rotating speed of the input shaft is 1200r/min-1600r/min, and the rotating speed of the output shaft is 1000r/min-1300 r/min; when the speed is 236s-300s, the gear is M2, the rotating speed of the input shaft is 800r/min-2000r/min, and the rotating speed of the output shaft is 100r/min-1000 r/min; at 300s-306s, the gear is M3, the rotating speed of the input shaft is 1180r/min-2000r/min, and the rotating speed of the output shaft is 850r/min-950 r/min; at 306s-326s, the gear is M2, the input shaft speed is 1100-2000, and the output shaft speed is 200r/min-800 r/min; at 326s-348s, the gear is M3, the input shaft speed is 1100-1800, and the output shaft speed is 800r/min-1100 r/min; when the speed is 348s-358s, the gear is M2, the rotating speed of the input shaft is 1100r/min-1800r/min, and the rotating speed of the output shaft is 200r/min-800 r/min; at 358s-366s, the gear is M3, the rotation speed of the input shaft is 1200r/min-2000r/min, and the rotation speed of the output shaft is 800r/min-1200 r/min;
further comprising:
at 366s-378s, the gear is M4, the rotating speed of the input shaft is 1400r/min-3000r/min, and the rotating speed of the output shaft is 1200r/min-2500 r/min; at 378s-382s, the gear is M5, the rotating speed of the input shaft is 2200r/min-3000r/min, and the rotating speed of the output shaft is 2500r/min-3000 r/min; at 382s-388s, the gear is M6, the rotating speed of the input shaft is 1200r/min-2400r/min, and the rotating speed of the output shaft is 2000r/min-2500 r/min; when the speed is 388s-390s, the gear is M5, the rotating speed of the input shaft is 1200r/min-1800r/min, and the rotating speed of the output shaft is 1600r/min-2000 r/min; at 390s-392s, the gear is M4, the rotating speed of the input shaft is 1200r/min-1800r/min, and the rotating speed of the output shaft is 1200r/min-1600 r/min; at 392s-396s, the gear is M3, the rotating speed of the input shaft is 1200r/min-1800r/min, and the rotating speed of the output shaft is 700r/min-1200 r/min; when 396s-468s is reached, the gear is M2, the rotating speed of the input shaft is 800r/min-2000r/min, and the rotating speed of the output shaft is 50r/min-750 r/min; when 468s-476s is needed, the gear is M3, the rotating speed of the input shaft is 1000r/min-2000r/min, and the rotating speed of the output shaft is 750r/min-900 r/min; at 476s-498s, the gear is M2, the input shaft speed is 700r/min-2000r/min, and the output shaft speed is 0r/min-900 r/min.
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