CN116476856B

CN116476856B - Method for detecting power output state of vehicle and storage medium

Info

Publication number: CN116476856B
Application number: CN202310744847.XA
Authority: CN
Inventors: 吴同; 闫涛; 刁旭; 徐宁宁; 宋庆文; 郝伟; 张文韬; 董立冬; 刘泽华; 杨航
Original assignee: FAW Group Corp
Current assignee: FAW Group Corp
Priority date: 2023-06-25
Filing date: 2023-06-25
Publication date: 2023-09-01
Anticipated expiration: 2043-06-25
Also published as: CN116476856A

Abstract

The invention discloses a method for detecting a vehicle power output state and a storage medium. The method is applied to the field of vehicle data processing, and comprises the following steps: acquiring a motion state parameter of a vehicle and a working state parameter of a power device of the vehicle; determining a first output torque of the vehicle by a vehicle dynamics calculation method based on the motion state parameter; determining a second output torque of the vehicle based on the operating state parameter; and detecting the power output state of the vehicle based on the first output torque and the second output torque to obtain a detection result. The invention solves the technical problem of lower detection accuracy of the power output state of the vehicle in the related art.

Description

Method for detecting power output state of vehicle and storage medium

Technical Field

The invention relates to the field of vehicle data processing, in particular to a method for detecting a vehicle power output state and a storage medium.

Background

For a vehicle taking a supercharged direct injection gasoline engine as a power source, when the running speed of the vehicle is higher and the vehicle is in a sudden acceleration working condition, if some components of the engine or an electronic engine control unit breaks down, the deviation between an output torque value calculated by the electronic engine control unit of the vehicle and an actual output torque value of the engine is overlarge, and the power output of the vehicle is in an unpredictable and uncontrollable state, so that the probability of accident occurrence of the vehicle is obviously increased, the personal safety of drivers and passengers is threatened, and the economic loss of a vehicle user is caused.

In order to avoid the above problems, it is currently mainly performed to detect the running state of the engine to monitor whether the vehicle is faulty, for example, by detecting the real-time rotation speed of the engine or the oxygen content signal in the exhaust system, etc. to monitor whether the vehicle is faulty. However, when the running state of the engine is in a problem or a fault, based on the existing related detection technology means, the output state signal of the electronic control unit of the engine is not necessarily abnormal or has a fault alarm, so that the problem of lower detection accuracy of detecting the power output state of the vehicle is caused.

In view of the above problems, no effective solution has been proposed at present.

Disclosure of Invention

The embodiment of the invention provides a method for detecting a power output state of a vehicle and a storage medium, which are used for at least solving the technical problem of lower detection accuracy of the power output state of the vehicle in the related art.

According to an aspect of an embodiment of the present invention, there is provided a method of detecting a power output state of a vehicle, including: acquiring a motion state parameter of a vehicle and a working state parameter of a power device of the vehicle; determining a first output torque of the vehicle by a vehicle dynamics calculation method based on the motion state parameter; determining a second output torque of the vehicle based on the operating state parameter; and detecting the power output state of the vehicle based on the first output torque and the second output torque to obtain a detection result.

Optionally, determining the first output torque of the vehicle by a vehicle dynamics calculation method based on the motion state parameter includes: obtaining dynamic output torque of the vehicle based on the motion state parameters; acquiring preset information of the vehicle in the running process, wherein the preset information comprises at least one of the following steps: road information, environment information, and power information; and correcting the dynamic output torque based on the preset information to obtain a first output torque in response to the successful acquisition of the preset information.

Optionally, detecting the power output state of the vehicle based on the first output torque and the second output torque, to obtain a detection result, including: obtaining a difference value between the first output torque and the second output torque to obtain a torque difference value; comparing the torque difference value with a preset threshold value to obtain a comparison result; and obtaining a detection result based on the comparison result.

Optionally, the preset threshold includes: the method comprises the steps of a first preset threshold value and a second preset threshold value, wherein the second preset threshold value is larger than the first preset threshold value, and a detection result is obtained based on a comparison result, and comprises the following steps: responding to the comparison result that the torque difference value is smaller than a first preset threshold value or the torque difference value is larger than a second preset threshold value, and determining that the detection result is abnormal in the dynamics state of the vehicle; and responding to the comparison result that the torque difference value is larger than or equal to a first preset threshold value and the torque difference value is smaller than or equal to a second preset threshold value, and determining that the detection result is that the dynamic state of the vehicle is normal.

Optionally, before comparing the difference value with a preset threshold value to obtain a comparison result, the method further includes: the method comprises the steps of obtaining environmental parameters of an environment where a vehicle is located in a driving process, wherein the environmental parameters comprise at least one of the following: atmospheric environmental state parameters, driving road characteristic parameters and driving speed information; and correcting the preset threshold value based on the environmental parameter.

Optionally, in the case where the environmental parameter includes an atmospheric environmental state parameter, correcting the preset threshold based on the environmental parameter includes: determining whether the atmospheric environment in which the vehicle is located meets a preset environment; and responding to the atmospheric environment in which the vehicle is positioned meeting the preset environment, and correcting the preset threshold based on the atmospheric environment state parameters.

Optionally, the atmospheric environmental status parameters include: wind speed information, correcting a preset threshold based on atmospheric environmental state parameters, comprising: and correcting the preset threshold value based on the wind speed information.

Optionally, in the case where the environmental parameters include an atmospheric environmental state parameter and a driving road characteristic parameter, the method further includes: determining whether the atmospheric environment in which the vehicle is located meets a preset environment; and responding to the condition that the atmospheric environment in which the vehicle is positioned meets the preset environment, and correcting the preset threshold based on the atmospheric environment state parameter and the driving road characteristic parameter.

Optionally, in the case that the environmental parameter includes an atmospheric environmental state parameter, a driving road characteristic parameter, and driving vehicle speed information, the method further includes: determining whether the atmospheric environment in which the vehicle is located meets a preset environment; and responding to the condition that the atmospheric environment in which the vehicle is positioned meets the preset environment, and correcting the preset threshold value based on the atmospheric environment state parameter, the driving road characteristic parameter and the driving speed information.

According to another aspect of the embodiment of the present invention, there is also provided a detection apparatus for a vehicle power output state, including: the acquisition module is used for acquiring the motion state parameters of the vehicle and the working state parameters of the power device of the vehicle; a first determination module for determining a first output torque of the vehicle by vehicle dynamics based on the motion state parameter; a second determining module for determining a second output torque of the vehicle based on the operating state parameter; and the detection module is used for detecting the power output state of the vehicle based on the first output torque and the second output torque to obtain a detection result.

According to another aspect of the embodiment of the present invention, there is also provided a computer-readable storage medium, the computer-readable storage medium including a stored program, wherein the apparatus in which the computer-readable storage medium is controlled to execute the method for detecting the power output state of the vehicle according to any one of the above when the program runs.

According to another aspect of the embodiments of the present invention, there is also provided a vehicle including a memory in which a computer program is stored, and a processor configured to run the computer program to perform the method of detecting the power output state of the vehicle of any one of the above.

In the embodiment of the invention, the power output state of the vehicle is detected in the following manner: acquiring a motion state parameter of a vehicle and a working state parameter of a power device of the vehicle; determining a first output torque of the vehicle by a vehicle dynamics calculation method based on the motion state parameter; determining a second output torque of the vehicle based on the operating state parameter; and detecting the power output state of the vehicle based on the first output torque and the second output torque, and obtaining a detection result. It is easy to notice that after the motion state parameter and the working state parameter of the vehicle are obtained, the first output torque in the running process of the vehicle can be calculated based on the motion state parameter and the working state parameter of the vehicle by a vehicle dynamics calculation method, and then the first output torque is compared with the second output torque calculated by the vehicle control unit to accurately detect whether the vehicle has a power abnormality problem or not, so that the purpose of accurately detecting the power output state of the vehicle is achieved, the technical effect of improving the detection accuracy of the power output state of the vehicle is achieved, and the technical problem that the detection accuracy of the power output state of the vehicle is lower in the related art is solved.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application and do not constitute a limitation on the application. In the drawings:

fig. 1 is a flowchart of a method of detecting a vehicle power output state according to an embodiment of the application;

FIG. 2 is a schematic diagram of the composition of an alternative on-board engine power take-off status diagnostic device according to an embodiment of the present application;

FIG. 3 is a flow chart of an alternative diagnostic method for the power take-off status of an on-board engine according to an embodiment of the application;

FIG. 4 is a flow chart of an alternative method of determining torque difference in accordance with an embodiment of the present application;

FIG. 5 is a flow chart of an alternative method of outputting diagnostic results according to an embodiment of the present application;

FIG. 6 is a flow chart of an alternative method of correcting an output torque preset threshold in accordance with an embodiment of the present application;

FIG. 7 is a flow chart of an alternative diagnostic result processing control method according to an embodiment of the present application;

fig. 8 is a schematic composition diagram of a detecting device for a vehicle power output state according to an embodiment of the application.

Detailed Description

In order that those skilled in the art will better understand the present invention, a technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.

It should be noted that the terms "first," "second," and the like in the description and the claims of the present invention and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the invention described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

Example 1

According to an embodiment of the present invention, there is provided a method embodiment of detecting a vehicle power output state, it being noted that the steps shown in the flowchart of the drawings may be performed in a computer system such as a set of computer executable instructions, and that although a logical order is shown in the flowchart, in some cases the steps shown or described may be performed in an order different from that herein.

Fig. 1 is a flowchart of a method of detecting a power output state of a vehicle according to an embodiment of the present invention, as shown in fig. 1, the method including the steps of:

step S102, acquiring a motion state parameter of the vehicle and an operation state parameter of a power device of the vehicle.

The vehicle can be any vehicle taking a supercharged direct injection gasoline engine as a power source. The above-mentioned movement state parameter may be a parameter capable of describing that the vehicle is in a driving state, and may include, but is not limited to: the vehicle speed change device comprises a vehicle speed change device, a vehicle speed change device and a vehicle speed change device, wherein the vehicle speed change device comprises a current transmission ratio (comprising gear information of the vehicle speed change device), a current main transmission ratio of a vehicle transmission system, a wheel radius of a vehicle, a current gravity (or real-time mass of the vehicle) of the vehicle, a current rolling resistance coefficient of the vehicle, a ramp angle of a current running road of the vehicle (or a gradient of the current running road of the vehicle), a current air resistance coefficient of the vehicle, air state parameter information (comprising atmospheric temperature, atmospheric pressure, air humidity, air density and the like) of an atmospheric environment of the vehicle, wind speed and wind direction of the atmospheric environment of the vehicle, current windward area of the vehicle, rotational inertia of wheels of the vehicle, rotational inertia of a flywheel in the vehicle power assembly system and real-time running speed of the vehicle.

The above-mentioned operating state parameters may be parameters that can represent that each power device of the vehicle is in an operating state, and may include, but are not limited to: engine speed of the vehicle, intake state parameters of the vehicle engine (including, but not limited to, intake pressure, intake temperature, boost pressure of the vehicle engine), calculated output torque, knock information of the vehicle, super knock (pre-ignition) information of the vehicle, misfire information of the vehicle, other fault information of the vehicle.

In an alternative embodiment, when the vehicle is in a driving state, if the power output state of the vehicle needs to be detected, the motion state parameter of the vehicle and the working state parameter of the power device of the vehicle can be acquired through the controller. It should be noted that, the acquiring of the motion state parameter and the working state parameter is not limited to the controller, but may be any one or more of a processor, a module, a device, a system, a server, and the like, which is not particularly limited in this embodiment.

Step S104, determining a first output torque of the vehicle by a vehicle dynamics calculation method based on the motion state parameter.

The first output torque may be an output torque calculated by dynamics of the vehicle based on a motion state parameter.

In an alternative embodiment, after the motion state parameter of the vehicle is acquired, the first output torque of the vehicle may be obtained through a vehicle dynamics calculation method based on the motion state parameter. It should be noted that the vehicle dynamics calculation method, calculation formula, physical model or mathematical model in this step may be any one or more vehicle dynamics models in the related art, and is not specifically limited in this embodiment.

Step S106, determining a second output torque of the vehicle based on the operating state parameter.

The second output torque may be calculated from the power plant based on an operating state parameter of the vehicle.

In an alternative embodiment, after the working state parameter of the vehicle is obtained, the working state parameter may be processed by the processor, so as to obtain the second output torque of the vehicle, where it is to be noted that the processing of the working state parameter of the vehicle is not limited to the processor, but may be any one or more devices, modules, systems, servers, or the like, and is not specifically limited in this embodiment.

Step S108, detecting the power output state of the vehicle based on the first output torque and the second output torque to obtain a detection result.

The detection result may be a result showing whether the power output state of the vehicle is abnormal, and may be an abnormal power output state of the vehicle or a normal power output state of the vehicle.

In an alternative embodiment, after the first output torque and the second output torque are obtained, a difference value between the first output torque and the second output torque can be obtained, the difference value is judged with a first threshold value, and a detection result of whether the power output state of the vehicle is abnormal or not can be obtained based on the judgment result; for example, a larger or smaller value of the first output torque and the second output torque may be taken as the final output torque, the final output torque and the second threshold may be determined, and a detection result of whether the power output state of the vehicle is abnormal may be obtained based on the determination result; for another example, a weight factor of the first output torque and the second output torque may be obtained, a weighted average or algebraic average of the first output torque and the second output torque may be calculated to obtain a final output torque, the final output torque may be determined with a third threshold value, and a detection result of whether the power output state of the vehicle is abnormal may be obtained based on the determination result.

In another alternative embodiment, when the vehicle is running on the road, if the power output state of the vehicle needs to be detected, firstly a motion state parameter of the vehicle and a working state parameter of a power device of the vehicle may be obtained, secondly a first output torque and a second output torque of the vehicle may be obtained based on the motion state parameter and the working state parameter, then a difference value between the first output torque and the second output torque may be obtained, a torque difference value may be obtained, finally the torque difference value may be compared with a threshold value, and when the torque difference value is greater than or equal to the first threshold value and the torque difference value is less than or equal to the second threshold value, a detection result that the power output state of the vehicle is normal may be obtained.

The above-mentioned preset information may include, but is not limited to, road information, environment information, and power information during running of the vehicle, wherein the preset information is used to correct the dynamic output torque of the vehicle.

In an alternative embodiment, after the motion state parameter of the vehicle is obtained, the kinetic output torque tq_dyndiagcalc of the vehicle may be calculated based on the motion state parameter first, and then the kinetic output torque tq_dyndiagcalc may be corrected based on the preset information after the preset information of the vehicle in the driving process is obtained, so that the first output torque tq_dyndiagcalc cor may be obtained.

The preset threshold value can be a threshold value which is set by a person in the technical field of vehicle product development and used for judging whether the power output state of the vehicle is abnormal or not in the product development process, and the specific numerical value can be set according to product development experience or test data; the method can also be a threshold data set, a threshold data packet or a threshold array for judging whether the power output state of the vehicle is abnormal based on different use scenes and user driving mode conditions in the product development process of the vehicle product development technical field, and specific values, the threshold data set, the threshold data packet or the threshold array can be selected by the user according to actual demands of the user, and the method is not limited in the embodiment. The comparison result may be that the torque difference is greater than a preset threshold, or that the torque difference is less than a preset threshold, but is not limited thereto.

In an alternative embodiment, after the first output torque and the second output torque are obtained, a difference value between the first output torque and the second output torque may be obtained, a torque difference tq_diffdynemscalc may be obtained, then the torque difference value may be compared with a preset threshold value, a comparison result may be obtained, and when the comparison result is that the torque difference value is smaller than the preset threshold value, it may be determined that the detection result is that the power output state of the vehicle is normal, or that the power output state of the vehicle is abnormal, but not limited thereto. For another example, when the torque difference is greater than the preset threshold as a result of the comparison, it may be determined that the power output state of the vehicle is normal as a result of the detection, or that the power output state of the vehicle is abnormal, but is not limited thereto.

In an alternative embodiment, the preset threshold may be a threshold interval, where the lower limit of the interval is a first preset threshold, and the upper limit of the interval is a second preset threshold, and when the comparison result is that the torque difference is smaller than the first preset threshold, or the torque difference is greater than the second preset threshold, it may be determined that the torque difference is not within the interval of the preset threshold, so it may be determined that the detection result is that the dynamics state of the vehicle is abnormal; similarly, when the torque difference is greater than or equal to the first preset threshold and the torque difference is less than or equal to the second preset threshold, it may be determined that the torque difference is located within a range of the preset threshold, so that it may be determined that the detection result is that the dynamics state of the vehicle is normal.

The environmental parameters described above may include, but are not limited to: atmospheric environmental condition parameters, driving road characteristic parameters and driving speed information in the driving process of the vehicle, wherein the environmental parameters are used for correcting a preset threshold value.

In an alternative embodiment, when the vehicle is running, the sensor can also acquire the environmental parameters of the environment where the vehicle is located, and after the environmental parameters are acquired, the preset threshold value can be corrected based on the environmental parameters, so that the accuracy rate of detecting the power state of the vehicle can be improved. It should be noted that, the acquiring environmental parameters are not limited to the sensor, but may be any one or more processors, devices, modules, systems, servers, etc. capable of acquiring environmental parameters.

The above-mentioned preset environment is included in the atmospheric environmental state parameter, and may represent an environment in which the vehicle is located, for example, the preset environment may be rainfall, snowfall, sand or clear, but is not limited thereto.

In an alternative embodiment, after the environmental parameter of the vehicle is obtained, if the environmental parameter includes an atmospheric environmental status parameter, it may be determined first whether the environment in which the vehicle is located meets a preset environment in the atmospheric environmental status parameter, and when it is determined that the vehicle environment meets the preset environment, the preset threshold may be corrected based on the atmospheric environmental parameter, to obtain the corrected preset threshold.

In an alternative embodiment, when the atmospheric environmental state parameter includes wind speed information, the preset threshold value may be corrected based on the wind speed information, to obtain a corrected preset threshold value.

In an alternative embodiment, after the environmental parameter of the vehicle is obtained, if the environmental parameter includes an atmospheric environmental condition parameter and a driving road characteristic parameter, it may be determined first whether the atmospheric environment in which the vehicle is located meets a preset environment, and when it is determined that the atmospheric environment in which the vehicle is located meets the preset environment, the preset threshold may be corrected based on the atmospheric environmental condition parameter and the driving road characteristic parameter, to obtain the corrected preset threshold. For example, the third preset threshold may be obtained by correcting the preset threshold based on the atmospheric environmental parameter, and the final preset threshold may be obtained by correcting the third preset threshold based on the driving road characteristic parameter.

In an alternative embodiment, after the environmental parameter of the vehicle is obtained, if the environmental parameter includes an atmospheric environmental state parameter, a driving road characteristic parameter and driving speed information, it may be determined whether the atmospheric environment in which the vehicle is located meets a preset environment, and when it is determined that the atmospheric environment in which the vehicle is located meets the preset environment, the preset threshold may be corrected based on the atmospheric environmental state parameter, the driving road characteristic parameter and the driving speed information, to obtain the corrected preset threshold. For example, the third preset threshold may be obtained by correcting the preset threshold based on the atmospheric environmental parameter, the fourth preset threshold may be obtained by correcting the third preset threshold based on the driving road characteristic parameter, and the final preset threshold may be obtained by correcting the fourth preset threshold based on the driving vehicle speed information.

The invention provides a vehicle-mounted engine power output state diagnosis device and a diagnosis method based on vehicle real-time dynamic state calculation, which are used for calculating the current dynamic state of a vehicle based on measurement and acquisition signals of a vehicle sensor, and diagnosing whether the current vehicle engine (or other power machines) has abnormal power output or not by comparing a calculated value of the output torque of the vehicle engine (or other power machines) obtained in the dynamic calculation process with an output torque value calculated by an electronic control unit of the current vehicle engine (or other power machines). Compared with the prior art, the technical scheme provided by the invention aims to provide a method for estimating the dynamic state of the vehicle, rather than a method for indicating the running state of the vehicle or an engine component by monitoring, and the method can comprehensively judge whether the power output of the vehicle and the engine (or other power machines) is abnormal or not based on the calculation result; in addition, when an electronic control unit of a component related to power driving in a vehicle has diagnosed an error, a diagnosis result obtained by the vehicle dynamics state calculation and diagnosis method provided by the invention can also be used as an auxiliary reference basis. The technical scheme provided by the invention can also be applied to vehicle products on which the existing related diagnosis and monitoring technology is carried, and when the existing related diagnosis and monitoring technology fails, alternative technical schemes are provided for users and vehicle systems so as to improve the fault tolerance and the robustness of the related technology. The vehicle dynamics calculation diagnostic apparatus and diagnostic method according to the present invention can be applied to a vehicle equipped with other types of power machines (e.g., a power system including an engine and a motor in a hybrid vehicle, a motor in an electric vehicle, or the like).

FIG. 2 is a schematic diagram of the components of an alternative on-board engine power take-off status diagnostic device according to an embodiment of the invention, as shown in FIG. 2, comprising: the vehicle dynamics stabilization control system electronic control unit 21, the vehicle and power machine dynamics state diagnostic device 22, the engine management system electronic control unit 23, the longitudinal acceleration sensor 24, the lateral acceleration sensor 25, the yaw rate sensor 26, the inertia measurement unit 27, the steering angle sensor 28, the wheel rotation speed sensor 29, the telematics system electronic control unit 210, the human-computer interaction system electronic control unit 211, the seat pressure sensor 212, the transmission gear sensor 213, the transmission electronic control unit 214, the transmission temperature sensor 215, the tire pressure monitoring system 216, the engine intake pressure sensor 217, the engine intake temperature sensor 218, the engine boost pressure sensor 219, the knock sensor 220, the engine rotation speed sensor 221, and the throttle position sensor 222.

Wherein the arrow pointing at the connection line indicates the signal transmission direction. The dynamic state diagnosis device of the vehicle and the power machine is connected with an electronic control unit or a sensor of the vehicle such as an engine management system electronic control unit, a transmission electronic control unit, a vehicle dynamic stability control system electronic control unit, a seat pressure sensor, a tire pressure monitoring system, a remote information exchange system electronic control unit, a man-machine interaction system electronic control unit and the like in the vehicle through a signal transmission line. The dynamic state diagnosis device of the vehicle and the power machine is used for receiving real-time calculated values or real-time measured values of various parameters which influence the dynamic state of the vehicle and are transmitted from electronic control units or sensors of the vehicle such as an engine management system electronic control unit, a transmission electronic control unit, a vehicle dynamic stability control system electronic control unit, a seat pressure sensor, a tire pressure monitoring system, a remote information exchange system electronic control unit and the like in the vehicle; calculating and obtaining the current dynamics calculation output torque Tq-DyndagCalc of the vehicle power machine (such as an engine) according to an automobile running equation by combining parameters of other vehicles and parts related to the vehicle dynamics calculation, which are preset in a dynamic state diagnosis device memory of the vehicle and the power machine, and calculating the difference Tq-DiffDyndemscalc of the two by combining the obtained output torque calculation value Tq-EMSCalc calculated by an electronic control unit of an engine management system of the vehicle; judging whether the difference value meets the judging condition of abnormal output state of the power machine of the vehicle according to the comparison result of Tq_DiffDynamschalc and the upper and lower limit thresholds of the power machine output torque diagnosis difference value preset in the diagnosis device; and according to the judging result, outputting the diagnosis result of the diagnosis device to an engine management system electronic control unit and a man-machine interaction system electronic control unit in the vehicle through a signal transmission line.

The electronic control unit of the engine management system is connected with the dynamic state diagnosis device of the vehicle and the power machine in the vehicle through a signal transmission line, and is simultaneously connected with all sensors and actuators which are arranged on the engine, such as an engine air inlet pressure sensor, an engine air inlet temperature sensor, an engine supercharging pressure sensor, a knock sensor, an engine rotating speed sensor, a throttle position sensor and the like. The electronic control unit of the engine management system is used for receiving all parameter signals collected by all sensors installed on the engine, such as an engine intake pressure sensor, an engine intake temperature sensor, an engine supercharging pressure sensor, a knock sensor, an engine rotating speed sensor, a throttle position sensor and the like; generating target control values of corresponding control parameters (or control variables) based on engine structural parameters preset in a memory of an electronic control unit of an engine management system and mathematical models, physical model calculation methods and software programs for describing charge replacement, fuel supply, gas mixture formation and combustion in a combustion chamber, energy conversion in different forms and power output in the working process of the engine according to the driving intention of a vehicle driver and the state characteristics such as the current engine dynamics state and emission characteristics; and transmitting control signals describing target control values of the control parameters (or control variables) to corresponding actuators through the control signal transmission lines, executing corresponding instructions and adjusting the working operation state of the vehicle engine.

The engine intake pressure sensor is arranged in an air intake system pipeline of the vehicle engine and is connected with an engine management system electronic control unit in the vehicle through a signal transmission line. The engine air inlet pressure sensor is used for measuring and collecting the air pressure in an air inlet system pipeline of the vehicle engine, and transmitting a signal describing the air pressure value to an electronic control unit of an engine management system through a signal transmission line, and the signal is used as a data reference basis for describing the air inlet system of the vehicle engine and the charge replacement process in a combustion chamber.

The engine air inlet temperature sensor is arranged in an air inlet system pipeline of the vehicle engine and is connected with an engine management system electronic control unit in the vehicle through a signal transmission line. The engine air inlet temperature sensor is used for measuring and collecting the gas temperature in an air inlet system pipeline of the vehicle engine, and transmitting a signal describing the gas temperature value to an electronic control unit of an engine management system through a signal transmission line, and the signal is used as a data reference basis for describing the process of charge replacement in an air inlet system and a combustion chamber of the vehicle engine.

The engine boost pressure sensor is arranged in a pipeline at the downstream of an air inlet system supercharger of the vehicle engine and is connected with an electronic control unit of an engine management system in the vehicle through a signal transmission line. The engine supercharging pressure sensor is used for measuring and collecting the gas pressure in a pipeline at the downstream of a supercharger of an air inlet system of a vehicle engine, and transmitting a signal describing the gas pressure value to an electronic control unit of an engine management system through a signal transmission line, and the signal is used as a data reference basis for describing the air inlet system of the vehicle engine, the charge replacement process in a combustion chamber and the working state of the supercharger.

The knock sensor is installed between certain two cylinders of a cylinder body structure of the vehicle engine and is connected with an electronic control unit of an engine management system in the vehicle through a signal transmission line. The knock sensor is used for collecting vibration signals in a specific frequency range and energy of the vibration signals generated by the vehicle engine in a specific time section during the working operation of the vehicle engine; the signal describing vibration and vibration energy is transmitted to an electronic control unit of an engine management system through a signal transmission line to serve as a reference basis for judging whether abnormal combustion phenomena such as knocking combustion, pre-combustion and the like occur in a combustion chamber of a cylinder of a vehicle engine.

The engine speed sensor is arranged at the front end or the rear end of the crankshaft of the vehicle engine and is connected with an electronic control unit of an engine management system in the vehicle through a signal transmission line. The engine speed sensor is used for measuring the phase and the speed of the current crankshaft of the vehicle engine; the rotating speed signal is transmitted to an electronic control unit of the engine management system through a signal transmission line and is used as a reference basis for describing the rotating speed of the engine and the combustion phase of the combustion chamber of each cylinder.

The throttle position sensor is installed in a throttle valve body of a vehicle engine and is connected with an electronic control unit of an engine management system in the vehicle through a signal transmission line. The throttle position sensor is used for measuring and collecting the opening position of the current throttle valve of the vehicle engine; the signal describing the opening position is transmitted to an electronic control unit of an engine management system through a signal transmission line and is used as a data reference basis for describing the vehicle engine air inlet system and the process of replacing the charge in the combustion chamber.

The transmission electronic control unit is connected with a dynamic state diagnosis device of a vehicle and a power machine in the vehicle through a signal transmission line, and is connected with a transmission gear sensor and a transmission temperature sensor through the signal transmission line. The transmission electronic control unit is used for receiving all parameter signals collected by all sensors installed on the transmission, such as a transmission gear sensor and the like; generating a control signal describing a target gear of the vehicle transmission based on a software program preset in a transmission electronic control unit memory according to the driving intention of a vehicle driver, the dynamic state of a current vehicle powertrain system and the kinematic state of a current vehicle; the control signals are transmitted to corresponding actuators through the control signal transmission lines, corresponding instructions are executed, and the gear and the working running state of the vehicle transmission are adjusted.

The transmission gear sensor is installed in the vehicle transmission and is connected with the transmission electronic control unit through a signal transmission line. The transmission gear sensor is used for monitoring a gear signal of the current vehicle transmission and transmitting the gear signal to the transmission electronic control unit through a signal transmission line to serve as a reference basis for describing gear information of the vehicle transmission.

The transmission temperature sensor is installed in the vehicle transmission and is connected with the transmission electronic control unit through a signal transmission line. The transmission temperature sensor is used for collecting and detecting an oil temperature signal of the vehicle transmission and transmitting the oil temperature signal to the transmission electronic control unit through a signal transmission line, and the oil temperature signal is used as a reference basis for describing the oil temperature information of the vehicle transmission and the current dynamics calculation of the vehicle power machine (such as an engine).

The electronic control unit of the vehicle dynamics stable control system is connected with the vehicle and the dynamics state diagnostic device of the power machine in the vehicle through a signal transmission line, and is simultaneously connected with the sensors which are used for acquiring and describing the vehicle body state parameter data and are related to a longitudinal acceleration sensor, a transverse acceleration sensor, a yaw rate sensor, an inertia measuring unit, a steering wheel steering angle sensor, a wheel rotating speed sensor and the like through the signal transmission line. The electronic control unit of the vehicle dynamics stability control system is used for receiving signals or data which are collected from a longitudinal acceleration sensor, a transverse acceleration sensor, a yaw rate sensor, an inertia measurement unit, a steering angle sensor of a steering wheel, a wheel rotating speed sensor and other sensors and describe the state parameters of a vehicle body; based on a mathematical model, a physical model calculation method and a software program which are preset in a memory of an electronic control unit of the vehicle dynamics stabilization control system and describe the kinematic state of the vehicle body, calculating the kinematic state of the current vehicle body, and comparing the kinematic state with kinematic state parameters and data which are preset in the memory of the electronic control unit of the vehicle dynamics stabilization control system and describe the safety of the vehicle; judging (or predicting) whether the current vehicle body is in or about to be in a runaway state according to the comparison result; and according to the judging (or predicting) result, transmitting a target control value of a corresponding control parameter (or control variable) to an actuator capable of controlling the kinematic state of the vehicle body in the vehicle through a control signal transmission line, executing a corresponding instruction and adjusting the kinematic state of the vehicle body.

The longitudinal acceleration sensor is connected with an electronic control unit of the vehicle dynamics stability control system through a signal transmission line. The longitudinal acceleration sensor is used for measuring the longitudinal acceleration of the vehicle along the running direction of the vehicle in the acceleration or braking and deceleration movement process; and transmitting the longitudinal acceleration signal to an electronic control unit of the vehicle dynamics stability control system through a signal transmission line, and taking the longitudinal acceleration signal as a reference basis for describing the current longitudinal acceleration of the vehicle and the vehicle body kinematics state.

The transverse acceleration sensor is connected with an electronic control unit of the vehicle dynamics stability control system through a signal transmission line. The lateral acceleration sensor is used for measuring the lateral acceleration of the vehicle perpendicular to the running direction of the vehicle during the turning movement; and transmitting the transverse acceleration signal to an electronic control unit of the dynamic stability control system of the vehicle through a signal transmission line, and taking the transverse acceleration signal as a reference basis for describing the current transverse acceleration of the vehicle and the dynamic state of the vehicle body.

The yaw rate sensor is connected with an electronic control unit of the dynamic stability control system of the vehicle through a signal transmission line. The yaw rate sensor functions to measure the angular velocity (i.e., yaw rate) of the vehicle deflected about the vehicle vertical axis during running motion; and transmitting the yaw rate signal to an electronic control unit of the dynamic stability control system of the vehicle through a signal transmission line, and taking the yaw rate signal as a reference basis for describing the current yaw rate of the vehicle and the dynamic state of the vehicle body.

The inertia measurement unit is connected with the electronic control unit of the vehicle dynamics stability control system through a signal transmission line. The inertial measurement unit is used for measuring linear acceleration of the vehicle in the directions of the vertical axis, the horizontal axis and the vertical axis of the vehicle and angular acceleration of the vehicle around the vertical axis, the horizontal axis and the vertical axis of the vehicle; the linear acceleration signals in 3 directions and the angular acceleration signals around the 3 axis are transmitted to an electronic control unit of the vehicle dynamics stability control system through a signal transmission line and used as reference bases for describing the current vehicle body kinematics state of the vehicle, namely the vehicle body relative real-time positioning information.

The steering angle sensor of the steering wheel is arranged in a steering column below the steering wheel in the cab of the vehicle and is connected with the electronic control unit of the dynamic stability control system of the vehicle through a signal transmission line. The steering angle sensor of the steering wheel is used for measuring the steering angle of the steering wheel of the vehicle; the steering wheel angle signal is transmitted to an electronic control unit of the vehicle dynamics stability control system through a signal transmission line and is used as a reference basis for describing the current driving intention of a vehicle driver.

The wheel rotation speed sensor is arranged on a wheel hub or a wheel axle of the vehicle and is connected with an electronic control unit of the dynamic stability control system of the vehicle through a signal transmission line. The wheel rotation speed sensor is used for measuring the wheel rotation speed of the vehicle; the wheel rotating speed signal is transmitted to an electronic control unit of the dynamic stability control system of the vehicle through a signal transmission line and is used as a reference basis for describing the current wheel rotating speed and the dynamic state of the vehicle body.

The seat pressure sensor is arranged on the bearing surface of the vehicle seat and is connected with the dynamic state diagnosis device of the vehicle and the power machine through a signal transmission line. The seat pressure sensor is used for transmitting signals describing the stress conditions of all seats of the vehicle to a dynamic state diagnosis device of the vehicle and the power machine through a signal transmission line by measuring the stress conditions of all seats of the vehicle, and the signals are used as a reference basis for calculating one of parameters required in the process of calculating the current dynamic calculation output torque Tq_DyndiagCalc of the power machine (such as an engine) of the vehicle by the dynamic state diagnosis device of the vehicle and the power machine, namely the current gravity (or the real-time mass of the vehicle) of the vehicle.

The tyre pressure monitoring system is connected with a dynamic state diagnosis device of the vehicle and the power machine through a signal transmission line. The tire pressure monitoring system is used for directly collecting or indirectly calculating the real-time value of the tire pressure of the vehicle, transmitting a signal describing the real-time value of the tire pressure of the vehicle to a dynamic state diagnosis device of the vehicle and the power machine through a signal transmission line, and taking the signal as a reference basis of one of parameters required in the process of calculating the current dynamic calculation output torque Tq-DynDiagCalc of the vehicle power machine (such as an engine) by the dynamic state diagnosis device of the vehicle and the power machine, namely the wheel radius of the vehicle.

The electronic control unit of the remote information exchange system is connected with the dynamic state diagnosis device of the vehicle and the power machine through a signal transmission line, and meanwhile, the electronic control unit of the remote information exchange system, a central server operated (or entrusted to operate) by a vehicle manufacturer, a data storage transmission (sharing) device of a weather information issuing department of the current driving area of the vehicle, a road information data storage sharing platform of the vehicle navigation application software and the like are used for carrying out data sharing through a remote information interaction technology or a wireless network communication mode (a wireless network or a vehicle networking mode or a medium provided by a communication provider) and other communication terminals of vehicle users (vehicles which are authorized by users and have credible safety certificates and can share data) or the electronic control unit of the remote information exchange system, and the electronic control unit of the remote information exchange system is used as reference bases for calculating and analyzing the dynamic state of the vehicle and processing corresponding control signals.

The man-machine interaction system electronic control unit is connected with the dynamic state diagnosis device of the vehicle and the power machine through a signal transmission line. The human-computer interaction system electronic control unit is used for providing an interaction interface and an information interaction medium for a vehicle product and a user, receiving and collecting various instruction information (including finger contact and/or gesture information and the like) from the user, analyzing the intention of the user, and generating a corresponding control signal based on a control program preset in the human-computer interaction system electronic control unit; and transmitting the control signals to other electronic control units and actuators of the vehicle through signal transmission lines so as to execute corresponding instructions.

It should be noted that, in the context of the present invention, only the connection relationship of signal transmission lines with respect to a vehicle-mounted engine power output state diagnostic apparatus and diagnostic method based on a vehicle real-time dynamic state calculation will be described; the signal transmission line connection relationship not described or illustrated does not represent that the signal transmission line connection relationship does not exist in the vehicle, and is even necessary and necessary for realizing the normal operation function and basic use requirement of the vehicle, such as the signal transmission line connection relationship between the engine management system electronic control unit and the transmission electronic control unit, the signal transmission line connection relationship between the engine management system electronic control unit and the vehicle dynamics stability control system electronic control unit, the signal transmission line connection relationship between the vehicle dynamics stability control system electronic control unit and the human-computer interaction system electronic control unit, and the like.

FIG. 3 is a flowchart of an alternative method of diagnosing a power take-off status of an on-board engine according to an embodiment of the present invention, as shown in FIG. 3, including the steps of:

Step S31, acquiring a real-time value describing a vehicle motion state parameter, wherein the describing the vehicle motion state parameter includes at least one of: the vehicle speed change device comprises a vehicle speed change device, a vehicle speed change device and a vehicle speed change system, wherein the vehicle speed change device comprises a current transmission ratio (comprising gear information of the vehicle speed change device), a current main transmission ratio of a vehicle transmission system, a wheel radius of a vehicle, a current gravity (or real-time mass of the vehicle) of the vehicle, a current rolling resistance coefficient of the vehicle, a ramp angle of a current running road of the vehicle (or a gradient of the current running road of the vehicle), a current air resistance coefficient of the vehicle, air state parameter information (comprising atmospheric temperature, atmospheric pressure, air humidity, air density and the like) of an atmospheric environment of the vehicle, wind speed and wind direction of the atmospheric environment of the vehicle, current windward area of the vehicle, rotational inertia of wheels of the vehicle, rotational inertia of a flywheel in the vehicle power assembly system and real-time running speed of the vehicle; through the step S31, the dynamic state diagnostic device of the vehicle and the power machine receives data or signals from the electronic control units or sensors of the vehicle such as the transmission electronic control unit, the vehicle dynamic stability control system electronic control unit, the seat pressure sensor, the tire pressure monitoring system, the remote information exchange system electronic control unit, the man-machine interaction system electronic control unit and the like in the vehicle through the signal transmission line, and completes information collection required for calculating the dynamic state of the vehicle, thereby providing a reference basis for the calculation process of the dynamic state of the vehicle in the subsequent flow process step; in addition, information required for calculating the dynamics of the vehicle is preset in a memory of a dynamics diagnosis device of the vehicle and the power machine.

Step S32, obtaining a real-time value describing an operating state parameter of a vehicle power machine (such as an engine), wherein describing the operating state parameter of the vehicle power machine (such as the engine) includes at least one of: the engine speed of the vehicle, air inlet state parameters of the engine of the vehicle (including air inlet pressure, air inlet temperature, supercharging pressure and the like of the engine of the vehicle), output torque Tq_EMSCalc calculated by an electronic control unit of an engine management system of the vehicle, knock information detected and analyzed by the electronic control unit of the engine management system of the vehicle, super knock (pre-combustion) information detected and analyzed by the electronic control unit of the engine management system of the vehicle, misfire information detected and analyzed by the electronic control unit of the engine management system of the vehicle and other fault information detected and analyzed by the electronic control unit of the engine management system of the vehicle; through the step S32, the vehicle and the dynamic state diagnostic device of the power machine receive the data or signals from the electronic control unit or the sensor of the engine management system in the vehicle through the signal transmission line, and complete the information collection required for evaluating the dynamic state of the engine of the vehicle, namely the output torque, so as to provide a reference basis for the calculation process of the dynamic state of the vehicle in the subsequent process steps.

Step S33, calculating and obtaining the current dynamic calculation output torque Tq-DynDiagCalc of the vehicle power machine (such as an engine) according to the obtained real-time numerical value describing the vehicle motion state parameter, correcting the current dynamic calculation output torque Tq-DynDiagCalc of the vehicle power machine (such as the engine) according to additional information which can be obtained by the current vehicle, and obtaining the current dynamic calculation corrected output torque Tq-DynDiagCalcor of the vehicle power machine (such as the engine); combining the obtained output torque calculated value Tq_EMSCalc calculated by the electronic control unit of the engine management system of the vehicle, and calculating to obtain a vehicle dynamics calculation and vehicle power machinery (such as an engine) output torque difference Tq_DiffDynamisc calculated by the electronic control unit of the engine management system; through the step S33, the vehicle and power machine dynamics state diagnostic apparatus calculates the current dynamics calculation output torque tq_dyndiegcalc of the vehicle power machine (such as an engine) according to the real-time values describing the vehicle dynamics parameters obtained in the steps S31 and S32, based on the calculation method preset in the vehicle and power machine dynamics state diagnostic apparatus, that is, the software program; based on the current running working state and information transmission state of the electronic control unit of the remote information exchange system of the vehicle, determining whether to correct the dynamic calculation result; and (3) comparing the calculated or corrected result with the output torque calculated value Tq_EMSCalc obtained in the step S32 to obtain a vehicle power machine (such as an engine) output torque difference Tq_DiffDynamSCalc.

Step S34, calculating upper and lower limit thresholds of a power machine output torque diagnosis difference value according to the acquired output torque calculation value Tq_EMSCalc and other relevant information calculated by an electronic control unit of an engine management system of the vehicle; judging whether the difference value meets the judging condition of abnormal output state of the power machine of the vehicle according to the comparison result of Tq_DiffDynamschalc and the upper and lower limit thresholds of the power machine output torque diagnosis difference value calculated in the diagnosis device; and according to the judgment result, the diagnosis result of the diagnosis device is output to an engine management system electronic control unit, a transmission electronic control unit, a vehicle dynamics stable control system electronic control unit, a remote information exchange system electronic control unit and a man-machine interaction system electronic control unit in the vehicle through a signal line of the vehicle. Through the step S34, the vehicle and power machine dynamics state diagnostic apparatus selectively corrects the upper and lower thresholds of the vehicle power machine output torque diagnostic difference value according to the specific situation of the available additional information, the output torque calculation value tq_emscalc and the real-time running speed information of the vehicle on the basis of the preset upper and lower thresholds of the vehicle power machine output torque diagnostic difference value; the purpose of correcting the upper and lower limit thresholds of the output torque diagnosis difference value of the vehicle power machine is to reduce or eliminate the influence of additional information, output torque, running speed and the like on the calculation result of the dynamics of the vehicle or errors generated by the influence; comparing the upper and lower threshold correction results of the power machine output torque diagnostic difference value with the vehicle dynamics diagnosis calculation torque difference value result Tq_DiffDynEMSCalc, and if the vehicle dynamics diagnosis calculation torque difference value result exceeds the limit, outputting a diagnosis result of a diagnosis device expressing 'abnormal vehicle dynamics state' and the vehicle dynamics diagnosis calculation torque difference value result Tq_DiffDynEMSCalc; and if the calculated torque difference result of the vehicle dynamics diagnosis is not out of limit, outputting a diagnosis result of the diagnosis device expressing that the vehicle dynamics state is normal.

FIG. 4 is a flow chart of an alternative method of determining torque difference, as shown in FIG. 4, according to an embodiment of the invention, the method comprising the steps of:

step S41, calculating and obtaining the current dynamics calculation output torque Tq_DynDiagCalc of the vehicle power machinery (such as an engine) according to the acquired real-time numerical value describing the vehicle motion state parameter;

step S42, detecting the current running working state and information transmission state of the electronic control unit of the remote information exchange system of the vehicle;

step S43, judging whether the current vehicle can acquire additional information of parameters required by dynamics calculation, if so, entering step S44, otherwise, entering step S47;

step S44, acquiring additional information describing parameters required for current vehicle dynamics calculation, the additional information including at least one of: the method comprises the steps of (1) a ramp angle of a current driving road of a vehicle (or a gradient of the current driving road of the vehicle), air state parameter information (comprising atmospheric temperature, atmospheric pressure, air humidity, air density and the like) in an atmospheric environment of the vehicle, wind speed and wind direction in the atmospheric environment of the vehicle, a real-time driving speed correction value (obtained according to analysis of an advanced driving assistance system or a navigation system) of the vehicle, and a rolling resistance coefficient correction value of the vehicle (obtained by analysis after obtaining road information by integrating the air state parameter information and the advanced driving assistance system or the navigation system in the atmospheric environment of the vehicle);

Step S45, according to the obtained additional information, correcting and calculating the dynamic calculation output torque Tq-DynDiagCalc to obtain the current dynamic calculation corrected output torque Tq-DynDiagCalc Corr of the vehicle power machine (such as an engine);

step S46, combining the obtained output torque calculated value Tq_EMSCalc calculated by the electronic control unit of the engine management system of the vehicle, calculating a vehicle dynamics calculation and a vehicle power machine (such as an engine) output torque difference Tq_DiffDynamiscalc calculated by the electronic control unit of the engine management system, and entering step S48;

step S47, after the current dynamics calculation of the vehicle power machine (such as an engine) is corrected, the output torque Tq_DynDiagCalcCorr is equal to Tq_DynDiagCalc, and the step S46 is entered;

step S48, ends.

FIG. 5 is a flowchart of an alternative method of outputting diagnostic results, as shown in FIG. 5, according to an embodiment of the present invention, the method comprising the steps of:

step S51, obtaining an output torque calculated value Tq_EMSCalc calculated by an electronic control unit of an engine management system of the vehicle;

step S52, acquiring an upper basic threshold and a lower basic threshold of a vehicle power machine output torque diagnosis difference value preset in a dynamic state diagnosis device of the vehicle and the power machine, and carrying out first upper and lower threshold correction on the upper and lower threshold of the vehicle power machine output torque diagnosis difference value;

Step S53, judging whether the current vehicle can acquire effective additional information of atmospheric environment state parameters required by dynamic calculation, if so, entering step S54, and if not, entering step S512;

step S54, judging whether the current atmospheric environment of the vehicle is rainfall, snowfall or sand weather, if so, entering step S55, otherwise, entering step S56;

step S55, according to the atmospheric environment wind speed information acquired by the current vehicle, carrying out second upper and lower threshold value correction on the upper and lower threshold values of the corrected vehicle power machinery output torque diagnosis difference value;

step S56, judging whether the current vehicle can acquire effective additional information of the driving road characteristic parameters required by dynamics calculation, if so, entering step S57, otherwise, entering step S513;

step S57, according to the atmospheric environment state parameter information acquired by the current vehicle, carrying out third upper and lower limit threshold value correction on the upper and lower limit threshold values of the corrected vehicle power machinery output torque diagnosis difference value;

step S58, fourth upper and lower threshold value correction is carried out on the upper and lower threshold values of the corrected vehicle power machine output torque diagnosis difference value according to the real-time running speed information of the current vehicle;

Step S59, according to the dynamic state diagnostic device of the vehicle and the power machine, the calculated upper and lower threshold correction results of the power machine output torque diagnostic difference value are compared with the calculated torque difference value result Tq_DiffDynamisc of the vehicle dynamic diagnosis;

step S510, judging whether the vehicle dynamics diagnosis calculation torque difference result exceeds the limit, if so, proceeding to step S511, otherwise, proceeding to step S514;

step S511, outputting a diagnosis result of the diagnosis device expressing "abnormal vehicle dynamics state" and a calculated torque difference result Tq_DiffDynamisc of vehicle dynamics diagnosis;

step S512, selecting the upper and lower limit threshold values of the corrected vehicle power machine output torque diagnosis difference value to carry out sixth upper and lower limit threshold value correction or seventh upper and lower limit threshold value correction according to whether the current vehicle can acquire effective additional information of the driving road characteristic parameters required by dynamics calculation and real-time driving speed information of the current vehicle, and then entering step S59;

step S513, carrying out fifth upper and lower limit threshold value correction on the upper and lower limit threshold values of the corrected vehicle power machine output torque diagnosis difference value according to the real-time running speed information of the current vehicle, and then entering step S59;

Step S514, outputting the diagnosis result of the diagnosis device expressing that the vehicle dynamics state is normal, and entering step S515;

step S515, the flow ends.

FIG. 6 is a flowchart of an alternative method of correcting an output torque preset threshold according to an embodiment of the present invention, as shown in FIG. 6, comprising the steps of:

step S61, judging whether the current vehicle can acquire effective additional information of the driving road characteristic parameters required by dynamic calculation, if so, entering step S62, and if not, entering step S63;

step S62, according to the real-time running speed information of the current vehicle, carrying out sixth upper and lower limit threshold value correction on the upper and lower limit threshold values of the corrected vehicle power machine output torque diagnosis difference value, and proceeding to step S64;

step S63, according to the real-time running speed information of the current vehicle, carrying out seventh upper and lower limit threshold correction on the upper and lower limit thresholds of the corrected vehicle power machine output torque diagnosis difference value;

step S64, the flow ends.

The following is a technical object and expressed meaning of "first upper and lower limit threshold correction", "second upper and lower limit threshold correction", "third upper and lower limit threshold correction", "fourth upper and lower limit threshold correction", "fifth upper and lower limit threshold correction", "sixth upper and lower limit threshold correction", "seventh upper and lower limit threshold correction" related to a diagnosis method of an on-vehicle engine power output state based on calculation of a vehicle real-time dynamic state of a vehicle:

The purpose of the first upper and lower threshold correction for the upper and lower threshold of the vehicle power machine output torque diagnostic difference is to provide the upper and lower threshold of the different vehicle power machine output torque diagnostic difference for torques of different magnitudes (referred to as absolute values) during comparison. When the vehicle power machine (such as an engine) is in a higher load operation condition or the output torque value (refer to an absolute value) is larger, the dynamics state diagnosis device of the vehicle and the power machine properly widens the upper limit threshold value and the lower limit threshold value of the torque diagnosis difference value so as to accommodate calculation errors additionally generated due to the increase of the comparison torque value (refer to the absolute value).

The purpose of carrying out the correction of the second upper and lower limit threshold values on the upper and lower limit threshold values of the output torque diagnosis difference value of the vehicle power machine is to select different calculation values of the second upper and lower limit threshold values for different types of severe weather under the condition that the current vehicle can acquire effective additional information of atmospheric environment state parameters required by dynamic calculation and the current vehicle is in the atmospheric environment of severe weather such as rainfall, snowfall or sand dust, so as to accommodate calculation errors additionally generated due to the fact that the vehicle is in different types of severe weather.

The purpose of performing the third upper and lower threshold correction on the upper and lower threshold of the vehicle power machine output torque diagnosis difference is to select different calculation values of the third upper and lower threshold correction for different types of weather or atmospheric environment states under the condition that the current vehicle can acquire effective additional information of the atmospheric environment state parameters required by the dynamic calculation and the current vehicle can acquire effective additional information of the driving road characteristic parameters required by the dynamic calculation so as to accommodate calculation errors additionally generated because the vehicle is in different types of weather or atmospheric environment states. The calculation error is generated because: under different weather or atmospheric conditions, roads of different materials will generate different degrees of running resistance or rolling resistance to the vehicle, and thus will have different degrees of influence on the dynamic state diagnosis of the vehicle and the power machine.

The purpose of carrying out the fourth upper and lower limit threshold correction on the upper and lower limit thresholds of the vehicle power machinery output torque diagnosis difference is to select the fourth upper and lower limit threshold correction calculation values with different magnitudes for different running speeds under the condition that the current vehicle can acquire the effective additional information of the atmospheric environment state parameters required by the dynamic calculation and the current vehicle can acquire the effective additional information of the running road characteristic parameters required by the dynamic calculation so as to accommodate the calculation errors additionally generated by the fact that the vehicle is in different running states.

The purpose of carrying out the fifth upper and lower limit threshold correction on the upper and lower limit thresholds of the vehicle power machinery output torque diagnosis difference is to select the fifth upper and lower limit threshold correction calculation values with different magnitudes for different running speeds so as to accommodate calculation errors additionally generated due to the fact that the vehicle is in different running states under the condition that the current vehicle can acquire effective additional information of the atmospheric environment state parameters required by the dynamic calculation but the current vehicle cannot acquire effective additional information of the running road characteristic parameters required by the dynamic calculation.

The purpose of carrying out the sixth upper and lower limit threshold correction on the upper and lower limit thresholds of the vehicle power machinery output torque diagnosis difference is to select the sixth upper and lower limit threshold correction calculation values with different magnitudes for different running speeds so as to accommodate calculation errors additionally generated due to the fact that the vehicle is in different running states under the condition that the current vehicle cannot acquire effective additional information of the atmospheric environment state parameters required by the dynamic calculation but the current vehicle can acquire effective additional information of the running road characteristic parameters required by the dynamic calculation.

The purpose of performing the seventh upper and lower threshold correction on the upper and lower threshold values of the vehicle power machine output torque diagnostic difference is to select the calculation values of the seventh upper and lower threshold correction of different magnitudes for different running speeds to accommodate calculation errors additionally generated due to the fact that the vehicle is in different running states when the current vehicle cannot acquire effective additional information of the atmospheric environment state parameters required for dynamic calculation and the current vehicle cannot acquire effective additional information of the running road characteristic parameters required for dynamic calculation.

Fig. 7 is a flowchart of an alternative diagnostic result processing control method according to an embodiment of the present invention, as shown in fig. 7, including the steps of:

step S71, judging whether fault information from other related function electronic control units in the vehicle is received, if yes, proceeding to step S72, otherwise proceeding to step S73;

step S72, the diagnosis results of the dynamic state diagnosis devices of the vehicle and the power machine are transmitted to the relevant function electronic control units in the vehicle for generating fault information, a reference basis for fault diagnosis is provided for the relevant function electronic control units, and the step S7 is entered;

step S73, judging whether the vehicle dynamics diagnosis calculation torque difference result exceeds the limit, if so, entering step S74, otherwise, entering step S76;

step S74, outputting an instruction to the electronic control unit of the man-machine interaction system to send notification information of 'the abnormality of the current vehicle dynamics state diagnosis result' to the vehicle user;

step S75, outputting an instruction to the electronic control unit of the man-machine interaction system to inquire whether the vehicle user controls the vehicle to enter a 'dynamic state diagnosis fault limp-home mode', controlling the vehicle to enter or exit the 'dynamic state diagnosis fault limp-home mode' according to the actual requirement of the vehicle user, and entering step S77;

Step S76, outputting an instruction to the man-machine interaction system electronic control unit 60101 to send notification information "the current vehicle dynamics state diagnosis result is normal" to the vehicle user, proceeding to step S77;

step S77, ends.

It should be noted that, the "limp-home mode of vehicle with fault diagnosis in dynamic state" is similar to the "limp-home mode" of the existing automobile product or the working mode of the existing automobile related parts (or assemblies) electronic control unit after fault, under the condition of abnormal diagnosis result of the automobile electric control system, the vehicle can be further checked or maintained by limiting the operation condition of the automobile power system, the speed of the automobile and other modes, and on the premise of ensuring the safety of the automobile, namely related personnel, as far as possible, the vehicle can be driven to a safe place or a maintenance place; the vehicle can be set into a non-forced entering working mode, namely, the vehicle can autonomously (through a human-computer interaction system of the vehicle and an electronic control unit of the human-computer interaction system) select to enter or exit from a 'dynamic state diagnosis fault limp-home mode' according to the actual demands of a vehicle user.

In an alternative embodiment, the vehicle travel equation for a vehicle may be derived from the following equation:

，

Wherein, the liquid crystal display device comprises a liquid crystal display device,is the driving force of the vehicle; />Resultant force of running resistance of the vehicle; />Rolling resistance to the vehicle; />Air resistance to the vehicle; />Gradient resistance to the vehicle; />Is the acceleration resistance to which the vehicle is subjected.

In another alternative embodiment, the driving force of the vehicle may be obtained by the following formula：

，

Wherein, the liquid crystal display device comprises a liquid crystal display device,torque output for a vehicle power machine (e.g., an engine, etc.); />A gear ratio for a vehicle transmission; />Is the main gear ratio of the vehicle transmission system; />Mechanical efficiency of the vehicle driveline; />Is the wheel radius of the vehicle.

In an alternative embodiment, the rolling resistance experienced by the vehicle may be obtained by the following formula：

，

Wherein G is the weight force to which the vehicle is subjected; f is the rolling resistance coefficient of the vehicle;a ramp angle for a vehicle travel path; m is the mass of the vehicle; g is gravitational acceleration.

In another alternative embodiment, the ramp angleThe relationship with the road gradient i on which the vehicle is traveling is shown as follows:

。

in an alternative embodiment, the air resistance experienced by the vehicle may be obtained by the following formula：

；

Wherein, the liquid crystal display device comprises a liquid crystal display device,is the air resistance coefficient; />Is air density; a is the windward area of the vehicle, namely the projection area of the vehicle in the normal phase plane of the running direction of the vehicle; / >Is the relative speed of the wind speed of the vehicle and the atmospheric conditions in which it is located.

In an alternative embodiment, the grade resistance experienced by the vehicle may be obtained by the following equation：/>

。

In an alternative embodiment, the acceleration resistance experienced by the vehicle may be obtained by the following formula：

；

Wherein, the liquid crystal display device comprises a liquid crystal display device,is the moment of inertia of the wheels of the vehicle; />The rotational inertia of a flywheel in a vehicle power assembly system; u is the running speed of the vehicle; t is time; />The conversion coefficient of the rotational mass of the fixed gear ratio of the vehicle is related to the rotational inertia of a flywheel, the rotational inertia of wheels of the vehicle and the gear ratio of a transmission system of the vehicle in the current vehicle power assembly system and is used for converting the rotational mass of all rotating parts related to the current dynamic state of the vehicle into the inertia force of the translational mass when the vehicle accelerates (or decelerates) and the transmission system is assumed to have a constant gear ratio in the process.

Thus, the first and second substrates are bonded together, according to the parameter information describing the motion state of the vehicle (including the current transmission ratio of the transmission of the vehicle (including the information of the gear where the transmission of the vehicle is currently located), the current main transmission ratio of the transmission of the vehicle, the radius of the wheels of the vehicle, the speed change rate of the transmission of the vehicle, the speed change rate of the wheels of the vehicle, the speed change rate of the transmission of the vehicle, the speed change rate of the wheels of the vehicle, the speed change rate of the vehicle the weight currently experienced by the vehicle (or the real-time mass of the vehicle), the current rolling resistance coefficient of the vehicle, the ramp angle of the current driving road of the vehicle (or the gradient of the current driving road of the vehicle), the current air resistance coefficient of the vehicle, the air state parameter information (including the atmospheric temperature, the atmospheric pressure, the air humidity, the air density and the like) in the atmospheric environment in which the vehicle is currently located, the wind speed and the wind direction in the atmospheric environment in which the vehicle is currently located, the current windward area of the vehicle, the rotational inertia of the wheels of the vehicle, the rotational inertia of the flywheel in the vehicle power assembly system, the real-time driving speed of the vehicle and the like), based on the formula content and the calculation method of the expression, the current dynamics calculation output torque Tq_DynDiagCalc of the vehicle power machine (such as an engine) is obtained through calculation.

Example 2

According to another aspect of the embodiments of the present invention, there is further provided a device for detecting a vehicle power output state, where the device may execute the method for detecting a vehicle power output state provided in the foregoing embodiment 1, and a specific implementation manner and a preferred application scenario are the same as those of the foregoing embodiment 1, and are not described herein.

Fig. 8 is a schematic composition diagram of a vehicle power output state detection apparatus according to an embodiment of the invention, as shown in fig. 8, including: an acquisition module 82 for acquiring a motion state parameter of the vehicle and an operation state parameter of a power device of the vehicle; a first determination module 84 for determining a first output torque of the vehicle by a vehicle dynamics calculation method based on the motion state parameter; a second determination module 86 for determining a second output torque of the vehicle based on the operating state parameter; the detection module 88 is configured to detect a power output state of the vehicle based on the first output torque and the second output torque, and obtain a detection result.

Optionally, the first determining module includes: the first processing unit is used for obtaining dynamic output torque of the vehicle based on the motion state parameters; the first acquisition unit is used for acquiring preset information of the vehicle in the running process, wherein the preset information comprises at least one of the following steps: road information, environment information, and power information; and the first correction unit is used for correcting the dynamic output torque based on the preset information to obtain a first output torque in response to the successful acquisition of the preset information.

Optionally, the detection module includes: the second acquisition unit is used for acquiring a difference value between the first output torque and the second output torque to obtain a torque difference value; the comparison unit is used for comparing the torque difference value with a preset threshold value to obtain a comparison result; and the second processing unit is used for obtaining a detection result based on the comparison result.

Optionally, the preset threshold includes: the first preset threshold and the second preset threshold, the second preset threshold is greater than the first preset threshold, wherein the second processing unit comprises: the first determining subunit is used for determining that the detection result is abnormal in the dynamic state of the vehicle in response to the comparison result that the torque difference value is smaller than a first preset threshold value or the torque difference value is larger than a second preset threshold value; and the second determining subunit is used for determining that the dynamic state of the vehicle is normal according to the comparison result that the torque difference value is larger than or equal to the first preset threshold value and the torque difference value is smaller than or equal to the second preset threshold value.

Optionally, the detection module further comprises: a third obtaining unit, configured to obtain an environmental parameter of an environment where the vehicle is located during a driving process, where the environmental parameter includes at least one of: atmospheric environmental state parameters, driving road characteristic parameters and driving speed information; and the second correction unit is used for correcting the preset threshold value based on the environment parameter.

Optionally, in the case where the environmental parameter includes an atmospheric environmental status parameter, the second correction unit includes: the third determining subunit is used for determining whether the atmospheric environment in which the vehicle is positioned meets a preset environment; and the first correction subunit is used for responding to the condition that the atmospheric environment in which the vehicle is positioned meets the preset environment and correcting the preset threshold value based on the atmospheric environment state parameter.

Optionally, the atmospheric environmental status parameters include: wind speed information, the first syndrome unit is further configured to: and correcting the preset threshold value based on the wind speed information.

Optionally, in the case where the environmental parameters include an atmospheric environmental state parameter and a driving road characteristic parameter, the apparatus further includes: the third determining module is used for determining whether the atmospheric environment in which the vehicle is positioned meets a preset environment; the first correction module is used for responding to the condition that the atmospheric environment where the vehicle is located meets the preset environment and correcting the preset threshold based on the atmospheric environment state parameter and the driving road characteristic parameter.

Optionally, in the case where the environmental parameter includes an atmospheric environmental state parameter, a travel road characteristic parameter, and travel vehicle speed information, the apparatus further includes: a fourth determining module, configured to determine whether an atmospheric environment in which the vehicle is located meets a preset environment; the second correction module is used for responding to the condition that the atmospheric environment where the vehicle is located meets the preset environment and correcting the preset threshold value based on the atmospheric environment state parameter, the driving road characteristic parameter and the driving speed information.

Example 3

According to another aspect of the embodiment of the present application, there is also provided a computer-readable storage medium, the computer-readable storage medium including a stored program, wherein the apparatus in which the computer-readable storage medium is controlled to execute the method for detecting the power output state of the vehicle according to any one of the above when the program runs.

Example 4

According to another aspect of the embodiments of the present application, there is also provided a vehicle including a memory in which a computer program is stored, and a processor configured to run the computer program to perform the method of detecting the power output state of the vehicle of any one of the above.

The foregoing embodiment numbers of the present application are merely for the purpose of description, and do not represent the advantages or disadvantages of the embodiments.

In the foregoing embodiments of the present application, the descriptions of the embodiments are emphasized, and for a portion of this disclosure that is not described in detail in this embodiment, reference is made to the related descriptions of other embodiments.

In the several embodiments provided in the present application, it should be understood that the disclosed technology may be implemented in other manners. The above-described embodiments of the apparatus are merely exemplary, and the division of the units, for example, may be a logic function division, and may be implemented in another manner, for example, a plurality of units or components may be combined or may be integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some interfaces, units or modules, or may be in electrical or other forms.

The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

In addition, each functional unit in the embodiments of the present invention may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.

The integrated units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied essentially or in part or all of the technical solution or in part in the form of a software product stored in a storage medium, including instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a removable hard disk, a magnetic disk, or an optical disk, or other various media capable of storing program codes.

The foregoing is merely a preferred embodiment of the present invention and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present invention, which are intended to be comprehended within the scope of the present invention.

Claims

1. A method of detecting a power output state of a vehicle, comprising:

acquiring a motion state parameter of a vehicle and a working state parameter of an engine of the vehicle;

determining a first output torque of the vehicle by a vehicle dynamics calculation method based on the motion state parameter;

determining a second output torque of the vehicle based on the operating state parameter;

detecting the power output state of the vehicle based on the first output torque and the second output torque to obtain a detection result, wherein the detection result is used for representing whether the power output state of the vehicle is abnormal or not;

wherein determining the first output torque of the vehicle by a vehicle dynamics calculation method based on the motion state parameter comprises:

obtaining a dynamic output torque of the vehicle based on the motion state parameter;

Correcting the dynamic output torque based on additional information to obtain the first output torque, wherein the additional information comprises: the ramp angle, the air state parameter information, the wind speed and the wind direction of the vehicle running road, the running vehicle speed correction value and the rolling resistance coefficient correction value;

the method for detecting the power output state of the vehicle based on the first output torque and the second output torque to obtain a detection result comprises the following steps:

obtaining a comparison result of a torque difference value and a preset threshold value, wherein the torque difference value is used for representing a difference value between the first output torque and the second output torque;

based on the comparison result, obtaining the detection result;

before the comparison result of the torque difference value and the preset threshold value is obtained, the method further comprises the following steps:

acquiring an environmental parameter of an environment where the vehicle is in a driving process, wherein the environmental parameter comprises at least one of the following: atmospheric environmental state parameters, driving road characteristic parameters and driving speed information;

and correcting the preset threshold value based on the environment parameter.

2. The method of claim 1, wherein the preset threshold comprises: the first preset threshold and the second preset threshold, the second preset threshold is greater than the first preset threshold, wherein the detecting result is obtained based on the comparing result, and the detecting method comprises the following steps:

Responding to the comparison result that the torque difference value is smaller than the first preset threshold value or the torque difference value is larger than the second preset threshold value, and determining that the detection result is abnormal in the dynamics state of the vehicle;

and responding to the comparison result that the torque difference value is larger than or equal to the first preset threshold value and the torque difference value is smaller than or equal to the second preset threshold value, and determining that the detection result is that the dynamic state of the vehicle is normal.

3. The method of claim 1, wherein correcting the preset threshold based on the environmental parameter if the environmental parameter includes an atmospheric environmental state parameter comprises:

determining whether the atmospheric environment in which the vehicle is located meets a preset environment;

and responding to the condition that the atmospheric environment in which the vehicle is positioned meets the preset environment, and correcting the preset threshold based on the atmospheric environment state parameter.

4. A method according to claim 3, wherein the atmospheric environmental status parameters comprise: wind speed information, correcting the preset threshold based on the atmospheric environment state parameter, including:

and correcting the preset threshold value based on the wind speed information.

5. The method according to claim 1, wherein in the case where the environmental parameter includes an atmospheric environmental condition parameter and the travel path characteristic parameter, the method further comprises:

and responding to the condition that the atmospheric environment of the vehicle meets the preset environment, and correcting the preset threshold based on the atmospheric environment state parameter and the driving road characteristic parameter.

6. The method according to claim 1, wherein in the case where the environmental parameter includes an atmospheric environmental condition parameter, a travel road characteristic parameter, a travel vehicle speed information, the method further comprises:

and responding to the condition that the atmospheric environment in which the vehicle is positioned meets the preset environment, and correcting the preset threshold based on the atmospheric environment state parameter, the driving road characteristic parameter and the driving speed information.

7. A computer-readable storage medium, characterized in that the computer-readable storage medium includes a stored program, wherein the program, when run, controls a device in which the computer-readable storage medium is located to execute the method of detecting a vehicle power output state according to any one of claims 1 to 6.