WO2017012575A1 - Procédé et système d'intégration de dépannage, de surveillance, de contrôle, de calculs et de mesure de données de véhicule - Google Patents

Procédé et système d'intégration de dépannage, de surveillance, de contrôle, de calculs et de mesure de données de véhicule Download PDF

Info

Publication number
WO2017012575A1
WO2017012575A1 PCT/CN2016/090935 CN2016090935W WO2017012575A1 WO 2017012575 A1 WO2017012575 A1 WO 2017012575A1 CN 2016090935 W CN2016090935 W CN 2016090935W WO 2017012575 A1 WO2017012575 A1 WO 2017012575A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
value
parameter
power
parameters
Prior art date
Application number
PCT/CN2016/090935
Other languages
English (en)
Chinese (zh)
Inventor
冯春魁
Original Assignee
冯春魁
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 冯春魁 filed Critical 冯春魁
Publication of WO2017012575A1 publication Critical patent/WO2017012575A1/fr

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
    • B60W40/13—Load or weight
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/0205—Diagnosing or detecting failures; Failure detection models
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/04—Monitoring the functioning of the control system
    • B60W50/045—Monitoring control system parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B60W40/076—Slope angle of the road

Definitions

  • the present invention relates to the field of vehicle technology, and more particularly to a method and system for data measurement, monitoring, monitoring, and processing of an integrated vehicle.
  • Vehicles running on land are one of the most important and basic transportation vehicles in the world. Because the safety of vehicles is closely related to the safety of drivers and occupants, the safety monitoring performance of vehicles is always improved. The core focus of technology;
  • vehicles usually have a power system that generates power and a mechanical transmission system that transmits power.
  • the power system usually has an energy supply device, a power control device, and a power device; the power system of the vehicle and the mechanical transmission system that transmits power can work. Any one or more components in a rotated state may be referred to as a rotary working power or transmission component of the vehicle;
  • the vehicle has fuel power, electric power, hybrid system, etc.;
  • Existing hybrid vehicles include two or more power systems, such as fuel power systems and electric power systems;
  • Existing fuel-powered vehicles generally have a fuel power system and a mechanical transmission system;
  • the fuel power system generally includes a fuel supply system, an engine control system, and a fuel engine; wherein the fuel engine usually has a cylinder block, a piston, and a crankshaft that outputs power.
  • the mechanical transmission system generally includes a fuel engine output shaft, a drive wheel, and an intermediate mechanical transmission component (including a transmission shaft, a transmission gear mechanism, etc.) between the fuel engine output shaft and the drive wheel; the fuel engine output shaft, the drive Both the wheel and the intermediate mechanical transmission component may operate at a high speed rotation state, and any one or more of the components of the series may be referred to as a rotary working power or transmission component of the vehicle;
  • Existing electric vehicles usually also have an electric power system, a mechanical transmission system; the electric power system generally includes a power supply device, a motor drive device, a motor; an electric motor rotor, a motor output shaft, a drive wheel, and a motor output shaft Any one or more of the intermediate mechanical transmission components between the drive wheel and the drive wheel may also be referred to as a rotary working power or transmission component of an electric power vehicle; some of the hub motor vehicles may also integrate the power system and the mechanical transmission system. ;
  • various stress sensors can be conveniently installed to facilitate the internal stress condition of each part; for example, the stress or torque sensor is fixed to the fixed part. It is not convenient to detect the true stress condition of the rotating component on the support component; if it is installed inside the rotating component, the signal is not convenient to transmit/or the sensor power supply device is inconvenient to set; thus, the existing rotary working power that can be used for the vehicle or Torque sensor for transmission components High cost; low-cost monitoring of the rotating working power of the vehicle or the operating conditions of the transmission components (especially early failures) is an industrial problem, a worldwide problem;
  • A, local device type monitoring program the existing tire pressure monitoring system can monitor the tire pressure, have a certain early warning effect on the puncture; but it can only monitor the tire pressure of the pneumatic tire, and usually only the tire leakage caused by tire leakage Or when the wheel speed changes significantly, the response is slow; and there is no monitoring capability for the deformation (out of roundness) of the tire, and no monitoring capability for other rigid rotating parts (even the wear of the pneumatic tire's own transmission bearing); Vehicles with wheels (including drive wheels) (such as high-speed rail vehicles, motor trains, ordinary trains, electric locomotives, and tracked vehicles) have no monitoring effect.
  • vehicle operating parameters such as longitudinal speed, Longitudinal acceleration, vehicle mass, vehicle driving force, torque, power, current, etc. may also vary greatly in normal operating conditions; therefore, existing Class B technical solutions can only simply exceed the safety limit of vehicle operating parameters.
  • the threshold (such as the maximum speed limit, the maximum acceleration limit value, the maximum safe load capacity, the maximum power, the maximum torque, the maximum current, etc.) responds; it is inconvenient to implement the vehicle before the vehicle operating parameters do not exceed the preset safety limit threshold.
  • the monitoring of the operation safety status is even more inconvenient to achieve high-sensitivity early monitoring; usually only passive, lag waiting for the vehicle's transmission spindle to break, the transmission gear burst, including the tire tire when there is no tire pressure monitoring system, may have caused In the event of a serious security incident, the police can be alerted and rehabilitated.
  • One of the technical problems to be solved by the present invention is to provide a technical solution for facilitating monitoring of vehicle power transmission anomalies (including caused by a rotating working power of a vehicle or a malfunction of a transmission component);
  • the invention provides
  • a monitoring method for controlling a running time of a vehicle by a power device the measuring object being any one or more parameters of a vehicle operating parameter of the vehicle
  • the joint operation value is calculated based on a vehicle motion balance calculation formula;
  • the vehicle motion balance calculation formula is a formula describing a balance between a vehicle dynamic direction and a related resistance in a running direction or a deformation thereof;
  • the correlation resistance includes a rolling resistance and a gradient resistance Any one or any of a variety of speed resistance and wind resistance.
  • determining whether the power transmission condition of the vehicle is abnormal includes any one or more of the following:
  • the reference data includes a first permission upper limit value and an actual value; determining whether a difference between the joint operation value and the actual value is greater than a first permission upper limit value;
  • the reference data includes a first permission lower limit value and an actual value; determining whether a difference between the joint operation value and the actual value is less than a first permission lower limit value;
  • the reference data includes an actual value; determining whether the actual value is greater than an upper limit value set according to the joint operation value;
  • the reference data includes an actual value; and it is judged whether the actual value is smaller than a lower limit value set according to the joint operation value.
  • the reference data includes a second permission upper limit value; and determining whether the joint operation value is greater than a second permission upper limit value;
  • the reference data includes a second permission lower limit value; and determining whether the joint operation value is less than a second permission lower limit value.
  • the abnormality of the power transmission condition includes any one of the following cases:
  • the reference data includes a first permission upper limit value and an actual value; the difference between the joint operation value and the actual value is greater than the first permission upper limit value;
  • the reference data includes a first permission lower limit value and an actual value; the difference between the joint operation value and the actual value is less than the first permission lower limit value;
  • the reference data includes an actual value; the actual value is greater than an upper limit value set according to the joint operation value;
  • the reference data includes an actual value; the actual value is less than a lower limit value set according to the joint operation value;
  • the reference data includes a second permission upper limit value; the joint operation value is greater than the second permission upper limit value;
  • the reference data includes a second permissible lower limit value; the joint operation value is less than the second permissible lower limit value.
  • the measurement object is any parameter to be measured and/or measurable parameter and/or source dynamic parameter and/or mechanical operation parameter and/or mass change item quality: actual value in reference data And any one or more of the data in the second permission range is set according to the measured value, and the time value of the reference data and the value of the joint operation value are within a preset time range;
  • the measurement object is any parameter to be measured and/or measurable parameter and/or source dynamic parameter and/or mechanical operation parameter and/or mass change item quality: actual value in reference data
  • any one or more of the second permission ranges are set according to the historical record value of the measurement object, and the difference between the vehicle running condition and the current vehicle running condition when the historical value is taken is lower than the preset a threshold value, where the historical record value includes any one of a history original value and a history actual value or Two kinds of data.
  • any one or more of the actual value and the second permission range in the reference data is calculated according to the vehicle motion balance calculated when the set condition is satisfied. Joint operation value setting;
  • any one or more of the actual value and the second permission range in the reference data are set according to the historical record value;
  • any one or more of the actual value and the second permission range in the reference data are set according to a preset value
  • the calibration value in the reference data, the second Any one or more of the permitted range and the first permitted range is a joint operation value set obtained based on a preset value or a vehicle motion balance calculation performed when the set condition is satisfied.
  • the second permission upper limit value is set according to an actual value
  • the second permission lower limit value is set according to an actual value
  • the monitoring method includes the following 5A1, 5A2, 5A3, 5A4, 5A5 Any one or more of the options:
  • the second license upper limit value is included in the reference data, the second license upper limit value is less than a maximum value of the safety limit threshold value;
  • the second permitted lower limit value is included in the reference data, the second permitted lower limit value is greater than a minimum value of the safety limit threshold value;
  • the sum of the first permitted upper limit value and the actual value is less than a maximum value of the safety limit threshold
  • the sum of the first permitted lower limit value and the actual value is greater than a minimum value of the safety limit threshold
  • the lower limit value set according to the joint operation value is greater than the minimum value of the safety limit threshold value, and / Or the actual value is greater than the minimum value of the safety limit threshold;
  • the upper limit value set according to the joint operation value is smaller than the maximum value of the safety limit threshold value, and / Or the actual value is less than the maximum value of the safety limit threshold.
  • the monitoring method further includes the steps of:
  • the monitoring method calculates the joint operation value according to the obtained value of the input parameter of the vehicle, and the input parameter is a parameter required for calculating the joint operation value. .
  • the monitoring method further includes the steps of: acquiring operating environment information of the vehicle; determining, according to the joint operation value, the reference data, and the operating environment information, whether a power transmission abnormality occurs. The power transmission failure situation.
  • the vehicle mass required to calculate the joint operation value is a time-based vehicle The exercise balance is calculated.
  • the monitoring method further includes the following scheme: acquiring a power device operating condition, and associating the power device operating condition with the calculation.
  • the mass variation type item quality is included.
  • the parameters participating in the calculation include any one or three of the efficiency coefficient, the rolling resistance coefficient, and the road surface gradient.
  • the value of the vehicle mass is output and/or saved.
  • the time of energy accumulation is controlled within one day or within one hour or within 30 minutes or 10 minutes. Within one minute or within 30 seconds or within 20 seconds or within 10 seconds or within 5 seconds or within 2 seconds or within 1 second or within 100 millimeters or within 10 milliseconds or 1 millisecond Inside or within 0.1 mm.
  • the source power parameter in the calculation based on the vehicle motion balance calculation is any one or more of a motor drive parameter and an electrical power parameter of the back end.
  • the fuel power parameter in the calculation based on the vehicle motion balance calculation is a fuel power parameter
  • the fuel power parameter includes a cylinder pressure, a fuel consumption rate, an engine air flow, Any one or more parameters in the engine load report data.
  • the vehicle operating parameters include a vehicle mass, a source power parameter, and a system operating parameter
  • the system operating parameter includes a mechanical operating parameter, a system inherent parameter, and a quality variable item quality.
  • the vehicle is a high-speed rail vehicle, a motor train, an electric locomotive, a tram, a maglev train, an in-pipe train, a bus, a truck, an ordinary private vehicle, a general train, a crawler vehicle, Any of electric vehicles, fuel cell powered vehicles, motorcycles, two-wheeled vehicles with powertrains, or tricycles.
  • the second technical problem to be solved by the present invention is to provide a technical solution for facilitating monitoring of data related to vehicle operation safety
  • the invention provides
  • a method of monitoring vehicle operation comprising the steps of:
  • the joint operation value is calculated based on a vehicle motion balance calculation formula
  • the vehicle motion balance calculation formula is a formula describing a balance between the dynamic direction and the related resistance of the vehicle in the running direction or a deformation thereof
  • the correlation resistance It includes any one or any of rolling resistance, slope resistance, shift resistance, and wind resistance.
  • the joint operation value of the measurement object is output on a human machine interface of the in-vehicle electronic device and/or the portable personal consumer electronic product.
  • the monitoring method further includes the steps of: acquiring an actual value or a calibration value of the measurement object, and outputting the vehicle on a human-machine interface of the in-vehicle electronic device and/or the portable personal consumer electronic product. Measure the actual or calibrated value of the object.
  • the measurement object is one or more parameters that have been output on the human machine interface of the in-vehicle electronic device and/or the portable personal consumer electronics product.
  • the in-vehicle electronic device includes an in-vehicle navigation system, a reversing radar, an in-vehicle center console, a driving screen display system, an in-vehicle instrument panel, a driving recorder, and an in-vehicle video monitoring. Any one or more devices in the system.
  • the portable personal consumer electronic product includes any one or more of a mobile phone, a smart watch, and a smart wristband.
  • the source power parameter in the calculation based on the vehicle motion balance calculation is any one or more of a motor drive parameter and an electrical power parameter of the back end.
  • the fuel power parameter includes a cylinder pressure, a fuel consumption rate, an engine air flow, Any one or more parameters in the engine load report data.
  • the vehicle is a high-speed rail vehicle, a motor train, an electric locomotive, a tram, a maglev train, an in-pipe train, a bus, a truck, a general private vehicle, a general train, a crawler vehicle, Any of electric vehicles, fuel cell powered vehicles, motorcycles, two-wheeled vehicles with powertrains, or tricycles.
  • the vehicle is an aircraft that is operating on land and whose air lift is below a predetermined threshold or the longitudinal speed is below a preset value.
  • the third technical problem to be solved by the present invention is to provide a technical solution for facilitating processing of data related to vehicle operation safety
  • the invention provides
  • the formula for calculating the balance of motion is a formula for describing the balance of the dynamics of the vehicle in the running direction and the associated resistance or a variant thereof; the related resistance includes any one or any of rolling resistance, slope resistance, shift resistance, and wind resistance.
  • the measurement object is an unmeasurable parameter and/or any one or more parameters of a preset parameter and/or a system inherent parameter, and the joint operation value is output and/or saved;
  • the processing method when the measurement object is any one of vehicle operation parameters other than the unmeasurable parameter and/or the preset parameter and/or the system inherent parameter, the processing method further needs to acquire the actual object of the measurement object. a value; outputting and/or saving the joint operation value and the actual value, and/or outputting and/or saving a difference between the joint operation value and the actual value.
  • the source power parameter in the calculation based on the vehicle motion balance calculation is any one or more parameters of a motor drive parameter and an electrical power parameter of the back end.
  • the fourth technical problem to be solved by the present invention is to provide a monitoring method that does not require overloading of a vehicle weighed with a scale.
  • the invention also provides
  • a method of monitoring a vehicle overload comprising the steps of:
  • the joint operation value is calculated based on a vehicle motion balance calculation formula
  • the vehicle motion balance calculation formula is a formula describing a balance between a vehicle dynamic direction and a related resistance in a running direction or a variant thereof Formula
  • the related resistance includes any one or any of rolling resistance, slope resistance, shift resistance, and wind resistance; determining whether the vehicle is overloaded according to the acquired joint operation value and the vehicle maximum load safety permission value of the vehicle .
  • the source power parameter in the calculation based on the vehicle motion balance calculation is any one or more parameters of a motor driving parameter and a back end electrical power parameter.
  • the fuel power parameter includes a cylinder pressure, a fuel consumption rate, an engine air flow, Any one or more parameters in the engine load report data.
  • the fifth technical problem to be solved by the present invention is to provide a solution for improving the reliability of the joint operation value when the operating condition of the power plant changes;
  • the invention also provides (35.) a method for calculating a vehicle operating parameter of a vehicle, the measuring object being any one or more parameters of vehicle operating parameters of the vehicle, the calculating method comprising the steps of: acquiring the vehicle a value of the input parameter and a power plant operating condition; the input parameter is a parameter required to calculate a joint operation value of the measurement object of the vehicle; and a joint operation of the measurement object is calculated according to the value of the acquired input parameter Value and output and/or save the value; the calculation is based on vehicle motion
  • the calculation of the balance calculation formula correlates the power plant operating conditions with the calculations.
  • the invention also provides
  • the determining parameter obtaining module (1) is configured to: acquire a joint operation value of the measurement object of the vehicle and reference data of the measurement object; and the joint operation value is calculated based on a vehicle motion balance calculation formula;
  • the power transmission status determination module (2) is configured to: determine whether the power transmission status of the vehicle is abnormal according to a joint operation value of the measurement object of the vehicle and reference data of the measurement object;
  • the power transmission abnormality processing module (3) is configured to: if the result of the determining is yes, initiate a set power transmission abnormality processing mechanism;
  • the output module (4) is configured to: output a determination result of the power transmission status determination module (2);
  • the saving module (5) is configured to: save the determination result of the power transmission status determination module (2).
  • the invention also provides
  • a monitoring system for vehicle operating parameters the measuring object being any one or more of vehicle operating parameters of the vehicle, wherein the monitoring system comprises a joint operation value acquiring module (1), an indicating module (2):
  • the calculation object joint operation value acquisition module (1) is configured to: acquire a joint operation value of the measurement object of the vehicle; the joint operation value is calculated based on a vehicle motion balance calculation formula;
  • the indication module (2) is configured to output a joint operation value of the measurement object of the vehicle on a human-machine interface of the in-vehicle electronic device and/or the portable personal consumer electronic product.
  • the in-vehicle electronic device includes an in-vehicle navigation system, a reversing radar, an in-vehicle center console, a driving screen display system, an in-vehicle instrument panel, a driving recorder, and an in-vehicle video monitoring. Any one or more devices in the system.
  • the portable personal consumer electronic product includes any one or more of a mobile phone, a smart watch, and a smart bracelet.
  • the invention also provides
  • a processing system for vehicle data the measurement object being any one or more parameters of vehicle operating parameters, the processing system comprising a joint operation value acquisition module (1), the processing system further comprising an output module (2) ) and / or save module (3):
  • the calculation object joint operation value acquisition module (1) is configured to: acquire a joint operation value of the measurement object of the vehicle, and the joint operation value is calculated based on a vehicle motion balance calculation formula; when the measurement object is Measuring parameters and / or preset parameters When any of the vehicle operating parameters other than the number and/or the system inherent parameter is used, the actual value or the calibration value of the measuring object is also acquired;
  • the output module (2) is configured to: output the joint operation value; and/or the measurement object is an unmeasured parameter and/or any one or more of a preset parameter and/or a system inherent parameter; and/or
  • the joint operation value and the actual value are output, and / Or outputting a difference between the joint operation value and the actual value;
  • the saving module (2) is configured to: save the joint operation value as: the unmeasured parameter and/or any one or more parameters of the preset parameter and/or the system intrinsic parameter; and/or
  • the measured object is any one of vehicle operating parameters other than the unmeasurable parameter and/or the preset parameter and/or the system inherent parameter, saving the joint operation value and the actual value, and/ Or saving the difference between the joint operation value and the actual value.
  • the invention also provides
  • a monitoring system for overloading a vehicle comprising a joint operation value acquisition module (1) and an overload determination module (2); the monitoring system further comprising an overload processing module (3) and an output module (4) ), saving any one or more of the modules (5);
  • the joint operation value obtaining module (1) is configured to: acquire a joint operation value of a vehicle mass of the vehicle, where the joint operation value is calculated based on a vehicle motion balance calculation formula;
  • the overload judgment module (2) is configured to: determine whether the vehicle is overloaded according to the acquired joint operation value and a vehicle maximum load safety permission value of the vehicle;
  • the overload processing module (3) has the following functions: if the determination result includes yes, the set overload processing mechanism is activated;
  • the output module (4) is configured to: output a determination result of the overload determination module (2);
  • the saving module (5) is configured to: save the determination result of the overload determination module (2).
  • FIG. 1 is a schematic diagram of a monitoring method when a vehicle is controlled by a power unit according to the present invention
  • FIG. 2 is a schematic diagram of a monitoring system when a vehicle is controlled by a power unit according to the present invention
  • FIG. 3 is a schematic view of the operation of the vehicle of the present invention.
  • the data is a value, and the data is equivalent to the value; for example, the joint operation data is equivalent to the joint operation value, and the measured value is equivalent to The measured data and command value are equivalent to the command data
  • the preset data is the preset value
  • the system preset data is the system preset value
  • the manual preset data is the manual preset value
  • the system default data is the system default value
  • the fuzzy algorithm data is The fuzzy algorithm value, the historical record data, that is, the historical record value, that is, the historical data, that is, the historical value, etc.; obviously, in the present invention, the meaning of direct combination of a plurality of well-known names is equivalent to adding a "" to the plurality of publicly-known words.
  • the meaning of the connection of the words for example: the measured data is the measured data, the preset data is the preset data, etc.; the meaning of the direct combination of the non-public well-known words and the publicly-known words is equivalent to adding one to the non-public well-known words and the publicly-known words.
  • the meaning of the connection of the word "" for example, the joint operation data, that is, the data of the joint operation (that is, the data obtained through the joint operation), the state of the power transmission state, that is, the transmission of power, and the like; and so on, the understanding of all the nouns You can refer to this way to reason.
  • the joint operation value is the estimated value, that is, the estimated value;
  • the calculation rule that is, the rule, that is, the corresponding relationship, that is, the model, is a formula; in the present invention, it is equivalent to based on (that is, passing or passing); according to the data B setting data A or data A is set based on the data B, It can be any of the following cases: data B is directly set to data A, and data B is subjected to some additional processing (such as adding a certain offset value and multiplying a certain coefficient) into data A and the like;
  • the absolute value of the difference between A and B is smaller than the preset value.
  • the size of the preset value is different, and the size of the preset value can be reasonable through the system.
  • A is within the B range: the A is less than or equal to the upper limit of the B range , A is greater than or equal to the lower limit of the B range;
  • the data (ie, the value of a parameter) in the present invention usually has various attributes, such as a time attribute, an acquisition path, a value range, and the like;
  • the data (or the value of the parameter) can be divided into current data (ie, current value), historical data (ie, historical value), and predicted data (that is, predicted value, that is, data predicted based on a certain time point) That is, the future value);
  • the current value is the real-time value when there is no limit;
  • the historical data (or historical value) refers to the data generated in the past time point;
  • the time of the data (or the value of the parameter) the priority refers to the data (or The generation (or generation) time of the parameter's value, not the priority value time;
  • the data (or the value of the parameter) can be divided into actual measurement, setting, and joint operation; the measured value can be called measured data (or measured value), and the set data is called setting data (
  • the data obtained by the joint operation (that is, calculated based on the vehicle motion balance calculation formula) is called joint operation data (or joint operation value); the setting data (or set value) can be divided into system settings.
  • Data, manual setting data; system setting data is data that is not manually set.
  • the time of the integration time and the acquisition route, the data (or the value of the parameter) can be further divided into: the current measured data (or measured value), the current joint operation data (or joint operation value), the current setting data (or Fixed value), past measured data (or measured value), past preset data (or preset value), past joint operation data (or joint operation value), etc.; past joint operation data (or joint operation value) ) that is, the time-first joint operation data (or joint operation value);
  • setting data usually refers to the set data (such as data that has been set by the system, has been manually set)
  • the setting in the present invention means that the setting is preset, and the setting data is the set data. That is, the preset data (that is, the preset value); in the present invention, the past measured value, the past set value, and the past joint operation value belong to the set data for the current application, That is, preset data.
  • the preset data can be further divided into system preset data (ie, system preset value), manual preset data (ie, manual preset value), instruction data (or command value), and current running.
  • Learning value ie, system preset value
  • manual preset data ie, manual preset value
  • instruction data or command value
  • current running current running
  • Learning value ie, system preset value
  • manual preset value may also be referred to as manual input data (or manual input value)
  • the learning value of the current running referred to as the learning value;
  • the manual preset data (ie, the manual preset value, that is, the manual input value) refers to the value set by the vehicle controller according to the actual situation;
  • the command data (ie, the command value is the command) may also be referred to as command preset data (or command preset value), with the control function of the parameter; for the mechanical operating parameters of the vehicle (especially speed and / or acceleration) and / Or control command data (or command value) of data such as source dynamic parameters (especially for thrust or) therein, for controlling mechanical operating parameters of the vehicle (especially for speed and / or acceleration) and / or source dynamic parameters (especially for Target data (or target value) of parameters such as thrust or); if the current speed is 100KM/H, when the system issues command data (or command value) of 200KM/H speed, the vehicle needs an acceleration process to reach the target speed;
  • the learned value of the secondary operation generally refers to the value obtained by calculating the vehicle motion balance calculation according to the set condition in the current running flow, and the joint obtained by calculating the vehicle motion balance according to the set condition in the present invention.
  • the calculated value means that the joint operation value is calculated by pre-calculating the vehicle motion balance, and therefore can also be understood as being obtained according to the joint operation value obtained in advance;
  • the system preset data (that is, the system preset value) includes the history value, the fuzzy algorithm value, and the system default value.
  • Historical value usually refers to the value of the learned record that has been experienced by going through; the historical record value, including the original value of the historical record, the actual value of the historical record, the value of the historical record correlation factor, etc., the specific formation method is described later. Said
  • the fuzzy algorithm value refers to the value obtained by the set fuzzy algorithm rule (see the following for details);
  • the system default value is the simplest data setting method. Obviously, the system default (accurate) value; the system default value can include the factory default value, the corrected or adjusted default value; the factory default value is also the factory default. Value, raw value; in general, system defaults can be applied more widely than factory defaults;
  • the measured data is relatively easy to understand, and refers to the value measured based on the sensor (or hardware facility, instrument, etc.); in the present invention, the actual measurement is the measurement, that is, the detection; for example, the fuel mass value obtained by the oil meter measurement, such as the velocity measurement.
  • the measured vehicle speed such as the acceleration measured by the acceleration sensor, such as the angle of attack measured by the inclination meter, the slope of the road, etc.; the value of the position and velocity measured based on the information of the satellite navigation system (such as Beidou or GPS). Also belonging to the measured value, the satellite navigation system (such as Beidou or GPS) information can understand a kind of radio positioning and measurement information. Based on the measured data, the data is calculated by routine calculation.
  • the measured value it is also the measured value; for example, the torque T is measured first, and then divided by the radius to obtain the force, which is also called the measured value; special statement: based on part of the measured data (such as source dynamic parameters)
  • the result of vehicle motion balance calculation (this method is the core point of the invention), which is not a measured value, and belongs to a joint operation value;
  • the data (or the value of the parameter) can be divided into a maximum value (ie, an upper limit value), a minimum value (ie, a lower limit value), an intermediate value, or a center value;
  • the data can be divided into actual value, instruction data (or instruction value), reasonable range (including reasonable value), safety range (safety value), special meaning value, etc.; because the instruction data (or instruction value) is Security has a special meaning, and it is also allowed to be drawn from the preset data as an independent data type;
  • the actual value and the true value of the present invention are different concepts; the real value is usually a natural and true value of a certain attribute of a certain parameter.
  • the no-load mass m0 of a certain vehicle is 1500KG
  • the mass of the carried goods is 200KG (for example, 150KG for people and 50KG for goods).
  • the true value of the total mass of the vehicle is 1700KG; Set the actual value of the total mass of the vehicle at any time (for example, manual input, or perform a vehicle motion balance calculation).
  • the actual value of the total mass of the vehicle is likely to be set to 1680KG due to comprehensible error, accuracy, etc., then the 1680KG It can be regarded as the actual value of the total mass of the vehicle at the time of setting (but not the actual value); the actual value is a kind of practical data in the present invention, and the actual value is naturally set with the setting time and setting of the parameter.
  • the actual value of the parameter in this paper refers to the value that is close to or equal to the true value when the parameter is set; for example, when When the actual value is set according to the preset value, the actual value is also the actual value of the parameter when preset; for example, when the actual value of the parameter is set according to the system default value in the preset value, the actual value is also That is, the actual value (that is, the calibration value) of the parameter in the system default (usually, the standard state); for example, when the actual value is set based on the learning mode, the actual value is also learning.
  • the actual value means that the parameter is in a practical application (for example, in any measurement method, monitoring method, monitoring method or processing method in the present invention) Gets the actual value of the current state of the acquisition time of the value of the input parameter, ie the current value of the parameter.
  • the current or current time refers to the acquisition time of the value of the input parameter in a practical application (for example, in any of the measurement methods, monitoring methods, monitoring methods, or processing methods of the present invention);
  • the actual value of the parameter is the current actual value of the parameter without any limitation; when there is no limit, the current value of the parameter is also the current actual value of the parameter.
  • any scheme or data can be equivalently substituted into other technical solutions;
  • any formula in the present invention can be arbitrarily modified to move any parameter of the formula to the left of the equation equal sign as a target parameter (or Calculating the object), and putting other parameters equivalently to the right to calculate the target parameter (or measuring object);
  • the deformations in the present invention are equivalent deformations;
  • Vehicle operating parameters all parameters that have an impact on the operating state of the vehicle, and/or all parameters related to vehicle operation, and/or all vehicle related parameters may be referred to simply as vehicle operating parameters; source dynamic parameters, vehicles as described herein
  • the quality and system operating parameters are all vehicle operating parameters; the parameters in this paper do not refer to a single parameter, but may also be multiple parameters or parameter groups; In this paper, the system operation parameters are also the system operation parameter groups; Other parameters not described in the present invention may be classified according to the concept of the present invention with reference to the parameter value path and technical characteristics.
  • the definition of the source power parameter of the vehicle is the source power parameter, the source power parameter is generated based on the vehicle's power system; the source power is the power;
  • the electrical power parameters include motor drive parameters, electrical power parameters of the rear end, etc.; the present invention classifies electrical power parameters having electrical parameter properties into motor drive parameters (also referred to as electrical drive parameters or front end electrical power parameters);
  • the vehicle quality (that is, the vehicle quality parameter) of the present invention mainly includes the following parameters: the mass of the carried item m1, the data including the mass of the carrying item such as the total mass m2 of the vehicle; and the vehicle quality priority refers to the total mass of the vehicle, unless otherwise specified,
  • the total mass of the vehicle can be expressed by m2 (also denoted by m); the mass unit can be expressed in kilograms (KG or kg); the total mass m2 of the vehicle is usually composed of the mass of the carried item m1, the no-load mass m0, and the quality-variable item mass mf; Any one or more of the mass m2, the carrying item mass m1, the no-load mass m0, and the mass-changing item quality may be referred to as vehicle mass.
  • the mass of the carried item m1 refers specifically to the quality of the loaded personnel items other than the net weight of the vehicle, and may also be referred to as the quality of the carried item;
  • the no-load mass m0 is the quality or net mass of the vehicle when it is empty; it can be accurately known by preset (for example, reading factory parameters, etc.) or weighing on the scale, without counting;
  • the quality change item quality mf refers to the variable quality during operation; mf mainly includes the fuel quality, so the fuel quality can be used to calculate the mass of the quality change item in the calculation;
  • the system operating parameter (ie, the system operating parameter group) of the present invention refers to all parameters except vehicle quality and source power parameters in the vehicle operating parameters; the system operating parameter group of the present invention mainly includes the following three types of parameters: Mechanical operating parameters, system intrinsic parameters, quality of quality changes.
  • the system operating parameters of the vehicle are substantially parameters representative of the underlying conditions of power transmission and/or the inherent properties of the vehicle and/or the inherent properties of the environment and/or the results of the motion produced by the vehicle under the action of power.
  • the mechanical operating parameter of the present invention (in addition to the source dynamic parameter and the vehicle mass), the size (ie, the amplitude) of the parameter in the vehicle operating parameter can be controlled by the operator as a mechanical operating parameter; and/or: ( The parameter to be measured in the vehicle operating parameters other than the source dynamic parameters and the vehicle mass is the mechanical operating parameter;
  • System intrinsic parameters refers to parameters related to the inherent properties of the vehicle and/or the environment; and/or: (in addition to the source dynamic parameters and vehicle mass) the size (ie amplitude) of the parameter in the vehicle operating parameters is not controlled by the operator
  • the parameters of the control are inherent parameters of the system; and/or: (in addition to the source dynamic parameters and the mass of the vehicle) the predefinable parameters in the vehicle operating parameters are system intrinsic parameters; and/or: (except the source dynamic parameters and the vehicle)
  • the unmeasurable parameter in the vehicle operating parameter other than the mass is a system inherent parameter; the system inherent parameter of the present invention may also be referred to as a system setting parameter;
  • Derived parameters any parameters described in the present invention, derived, deformed, renamed, expanded, reduced, increased offset values, filtered, weighted, averaged, estimated interference, compensated interference, RLS algorithm processing, recursive minimum two
  • the parameters obtained by the power processing and the like are all referred to as derived parameters of the parameters, and all the derived parameters still belong to the original parameter type; OK;
  • the third range described in the present invention may also be referred to as a conventional range (that is, a compliance range, that is, a range conforming to a regulation or agreement).
  • the third range may refer to the normal range or calibration range or rated range of the parameter;
  • the calibration range refers to the range when the parameter is in a preset or reasonable calibration state, and the calibration state is also a nominal state or a standard state;
  • the calibration range may also be marked
  • the rated range refers to the range when the parameter is at a preset or reasonable rated state;
  • the conventional value (ie, the compliance value) of the parameter in the present invention may be the normal value or the calibration value or the rated value of the parameter; the normal value of the parameter refers to the value in the normal range of the parameter, and It is preferably a central value in the normal range; the calibration value of the parameter refers to the value in the calibration range of the parameter, and is preferably the central value in the calibration range; the calibration value may also be referred to as a nominal value or a standard value; the nominal value of the parameter refers to The value in the nominal range of the parameter, and preferably the center value in the nominal range; it is obvious that the conventional value of the parameter is typically the value in the third range.
  • the fourth range described in the present invention refers to the safety range of the parameter; the safety range of the vehicle operating parameter (also referred to as the safety limit threshold or safety permission value or safety threshold or safety limit threshold or safety threshold or safety value) a preset value for the vehicle operating parameter that is generally generated to prevent an abnormality in operating conditions or a safety accident, or a preset value for avoiding device damage according to a power plant or a power control device or an energy supply device design specification.
  • the safety range of the vehicle operating parameter also referred to as the safety limit threshold or safety permission value or safety threshold or safety limit threshold or safety threshold or safety value
  • a preset value for the vehicle operating parameter that is generally generated to prevent an abnormality in operating conditions or a safety accident, or a preset value for avoiding device damage according to a power plant or a power control device or an energy supply device design specification.
  • the safety value of the parameter may also include a value set according to the natural limit attribute of the vehicle operating parameter;
  • the upper limit of the safety range is naturally the maximum load safety value m_ena (also known as the legal load or the maximum safe load mass of the vehicle).
  • the lower limit of the safety range of the quality of the carried goods is naturally 0; the total mass of the vehicle is safe.
  • the value is the sum of the safe value of the no-load mass and the quality of the carried goods; for example, the upper limit of the safety range of the remaining fuel mass mf0 is naturally
  • the fuel tank can be loaded with the maximum mass of fuel of this type of fuel, and the lower limit of the safety range of the remaining fuel mass mf0 is naturally 0;
  • the upper limit of the safety range of the fuel consumption rate fm2 is naturally various limit states (such as maximum Load limit, maximum slope, maximum slope, maximum speed, maximum acceleration, parameters such as the maximum fuel supply per unit time that can be supplied by the fuel supply line, etc.)
  • the comprehensive limit value, the lower limit of the safety range of the fuel consumption rate fm2 Naturally, it is 0; in the present invention, the lower limit value of the safety range is also the minimum value of the safety value; the upper limit value of the safety range is also the maximum value of the safety value;
  • An acceptable range of parameters means that the parameter can achieve a useful value or a range of natural attributes of the parameter (including the input parameter); the acceptable range described in the present invention can be
  • the third range may also be the fourth range or the second range, depending on the application; for example, the power transmission condition identification, the vehicle power transmission abnormality monitoring, reflecting, and analyzing the vehicle's power transmission to be monitored Any of the operating conditions (wear and/or safety conditions) of the components, analysis of wheel deformation (out of roundness) and/or wheel wear, monitoring of data related to vehicle operating safety, and processing of data related to vehicle operation safety
  • One or more uses are for a practical use; in the absence of a limitation, the scope of the invention is an acceptable range (ie, a reasonable range).
  • the third range is within the fourth range; in the present invention, the second permission range may be simply referred to as the second range; the first permission range may be simply referred to as the first range; the second range is The invention proposes a range with special significance, which can be used for the identification of the power transmission condition; when a certain parameter is a parameter to be measured (that is, a variable parameter), the second range of the parameter can be the actual value of the parameter.
  • the third range the absolute value can be much smaller than the absolute value of the fourth range, and can be greater than the absolute value of the fourth range in some special occasions; when a certain parameter is a presettable parameter, the parameter The second range may coincide with the acceptable range or within the acceptable range;
  • any one or more of the first range, the second range, the third range, the fourth range, and the acceptable range of the vehicle operating parameters may be preset, and may be preset values (especially system presets)
  • the value can also be a manual input value); any parameter can preset its standard value, third range, and fourth range; for example, the standard value of gravitational acceleration g can be preset to 9.81; the third of gravitational acceleration g
  • the range can be preset to (9.5 ⁇ ⁇ 10.5), the fourth range of gravitational acceleration g can be preset to (8.5 ⁇ ⁇ 11.5), and so on; and the standard value, the third range, and the fourth range of any parameter A data can be preset and adjusted according to the site conditions and actual conditions.
  • all preset data can pass through the vehicle production service manufacturer, professional testing organization, manual trial and error method, limited trial, type test, existing Knowing in any one or more ways of the technology; the user can also test, verify, adjust, and set the vehicle by itself; such as the deviation of the preset data (that is, the preset value (especially the system preset value)) Even the error causes the monitoring effect of the monitoring method to decrease, and does not affect the effectiveness of the technical solution; in the present invention, the setting is preset;
  • the operation of the present invention mainly refers to the operation of the vehicle without mechanical connection with the ground facility.
  • the invention can measure the parameter, that is, the parameter that can be measured, generally refers to the value of the parameter in the running of the vehicle can be obtained by the measured way;
  • the unmeasurable parameter of the invention is the parameter that cannot be measured, generally refers to the value of the parameter in the running of the vehicle cannot be Measured or unmeasurable, determined by the hardware condition of the vehicle; if the sensor that can measure the parameter is not set, or the sensor is not working properly, it is untestable; the high-configuration, high-performance vehicle naturally measurable parameter More; low-profile, low-cost vehicles can be set with fewer sensors; the tire radius can only be measured at rest, and is usually unmeasurable during operation; the total mass of the vehicle can be weighed by the scale, which is usually not measurable during operation; Said, for example, speed, source dynamic parameters, longitudinal acceleration, wind resistance fw, mass change type of goods (especially the fuel quality therein) are all measurable parameters; most of the system inherent parameters, such as empty body mass m0, Efficiency coefficient, rolling resistance factor f,
  • the preset parameter of the present invention means that when the vehicle is working normally, the absolute value of the difference between the maximum value and the minimum value of the parameter is within a preset range, that is, the value of the parameter obtained based on the preset and the parameter.
  • the difference of the current value is within a predetermined reasonable (or prescribed) range, that is, the value of the parameter obtained based on the preset can be used to describe the true condition of the parameter; for example, the empty body mass m0, the efficiency coefficient, The rolling resistance coefficient, the integrated gear ratio im, the gravitational acceleration, the tire radius, etc.
  • the value of the preset parameter can be set based on a preset value, which is usually a calibration value;
  • the radius of the tire, the calibration value can be the preset value of the vehicle; the calibration value of gravity acceleration and tire radius is equal to the preset value when the vehicle leaves the factory; the calibration value of the rolling resistance coefficient is equal to The theoretical value of the type of tire on a preset type of road surface (cement road, asphalt road, etc.).
  • the calibration value can be a fixed value or a variable function value, such as the efficiency coefficient described above, which is a function that gradually decreases as time and/or total travel distance changes.
  • the parameter to be measured according to the present invention means that at a certain moment when the vehicle is in normal working, the difference between the value of the parameter obtained based on the preset and the current value of the parameter exceeds a preset reasonable (or prescribed) range, That is, the value of the parameter obtained based on the preset cannot be used to describe the true state of the parameter, and cannot be used normally, that is, the current value of the parameter cannot be obtained by a preset manner, and the parameter is an unpredeterminable parameter;
  • the source dynamic parameters, speed, longitudinal acceleration, wind resistance fw, mass change type of goods are all parameters to be measured; the parameters to be measured can also be understood as variable parameters, which work normally in the vehicle.
  • the absolute value of the difference between the maximum value and the minimum value of the parameter is outside the preset range; the preset range may be adjusted by the user or the manufacturer, that is, the number of parameters to be measured by the manufacturer or the user is freely selected.
  • the mechanical operating parameters are obtained by actual measurement, for example, the air density p0 in the system inherent parameters is obtained by default;
  • the newly added two technical solutions can set the road gradient to a preset parameter to reduce the cost in some models of vehicles, for example, reading preset values of the road gradient of the road by preset map data and position information;
  • the air density p0 can be used as a measurable parameter in another type of vehicle to improve the measurement accuracy of the wind resistance fw in your different altitude or temperature environment; therefore, the new scheme is advantageous for further calculation of the vehicle motion balance calculation principle. Achieve better monitoring performance or cost.
  • the present invention is primarily applicable to vehicles that can be operated along a road surface or track by a power plant; the road surface of the present invention includes (horizontal or sloped) road surface, and the track of the present invention includes (horizontal or railway track of a slope; the operation of the present invention refers to longitudinal operation without limitation or additional description;
  • the power device of the electric power system is a motor;
  • the motor according to the present invention refers to a motor capable of directly driving the vehicle to run longitudinally along the road surface or the track.
  • the main types of the motor include, but are not limited to, an AC asynchronous motor and an AC synchronous motor. , DC motor, switched reluctance motor, permanent magnet brushless motor, linear motor, hub motor, etc.;
  • a power plant of a fuel power system means a fuel engine capable of directly driving a vehicle to run longitudinally along a road surface or track;
  • a powerplant of a hybrid power system is a hybrid power unit that can directly drive a vehicle to run longitudinally along a road surface or track; a hybrid power plant means that the device is powered by two or more types of power (such as a motor and a fuel engine). Directly driving the vehicle in longitudinal operation;
  • the power control device of the electric power system is a motor drive device, and refers to a device capable of driving the motor of the present invention and Connecting cables, including but not limited to: inverters, servo drives, DC motor controllers, switched reluctance motor drives, permanent magnet brushless motor drives, linear motor drives, integrated controllers with motor drive capability, etc.; If the motor is directly powered/powered through a feed switch, the feed switch can also be regarded as a simple motor drive device;
  • the power control device of the fuel power system is a fuel engine control system
  • the power control device of the hybrid system is a hybrid control system
  • An energy supply device for an electric power system which may be referred to as a power supply device, refers to a device that can provide driving energy to a motor drive device, a motor, and a vehicle, and a connection cable thereof, including a power battery pack, a hydrogen fuel cell, and a nuclear power. Power supply, solar power, power supply for rail electric locomotives, etc.;
  • the energy supply device of a fuel power system which may be referred to as a fuel supply system, refers to a device capable of providing fuel to a fuel engine, including a fuel container (such as a fuel tank), a fuel delivery pipe (such as a fuel pipeline), and a fuel injection system (such as Fuel injection pump), etc.
  • a fuel container such as a fuel tank
  • a fuel delivery pipe such as a fuel pipeline
  • a fuel injection system such as Fuel injection pump
  • the energy supply device of a hybrid power system which may be referred to as a hybrid energy supply system, refers to a device capable of providing energy to a hybrid control system and a hybrid power device, and may include two or more energy supplies at the same time.
  • Devices such as fuel supply systems and power supply units;
  • the category of the components (ie, components) included depends on the collection point of the specific motor drive parameter group signal;
  • the electric power system includes three components of the power supply device, the motor drive device and the motor of the vehicle; for example, the collection point of the source power parameter signal is at the output end of the power supply device or the motor At the input end of the driving device, the electric power system includes two parts of the motor driving device and the motor; if the collecting point of the source power parameter signal is at the output end of the motor driving device or the input end of the motor, the electric power system only includes the motor;
  • the fuel power system of the present invention if the collection point of the source power parameter signal is at the fuel input end of the fuel injection system of the vehicle, the fuel power system includes the fuel injection system of the vehicle, the fuel engine and the like;
  • the collection point of the power parameter signal is at the fuel injection output end of the fuel injection system of the vehicle, and the fuel power system includes a fuel engine or the like;
  • the power device, the power control device, and the energy supply device according to the present invention are mainly functionally classified; from the device structure, any two or three of the three may be combined into the following. Any one of a comprehensive system: a two-in-one integrated system of power control devices and power plants, a two-in-one integrated system of energy supply devices and power control devices, a three-in-one integrated system of energy supply devices and power control devices and power plants; The specification and claims of the present invention also encompass any of the above two-in-one, three-in-one integrated systems.
  • the system preset value of the present invention is also a system setting value
  • the reading parameter value includes reading a local parameter value, reading a parameter value through a communication method (such as CAN, 485, 232, WIFI, Bluetooth, infrared, etc.), and transmitting the data through the network (for example, Various wired and wireless networks) remotely reading vehicle operating parameter values and other methods;
  • a communication method such as CAN, 485, 232, WIFI, Bluetooth, infrared, etc.
  • the definition of the source dynamic parameters of the vehicle; the parameter that can represent or calculate the force or torque or power that directly drives the longitudinal operation of the vehicle is the source dynamic parameter; the source dynamic parameter is generated based on the vehicle's power system; according to the type of the power system
  • the source dynamic parameters generated based on the electric power system may be referred to as electric power parameters; the source dynamic parameters generated based on the fuel power system are referred to as fuel dynamic parameters; if simultaneously generated based on two or more power systems
  • the source power parameter is called a hybrid power parameter; obviously, the force that is directly driven by the vehicle's power system to directly drive the vehicle is the force formed by the power system of the vehicle, which may be simply referred to as source power, that is, power, that is, driving force;
  • the invention operates in a longitudinal direction, so the power is also longitudinal power; the source power parameter is also the power parameter; the running direction refers to the moving direction.
  • the electric power parameter includes a motor driving parameter, an electric power parameter of the rear end, and the like; the present invention classifies an electric power parameter having an electrical parameter property obtained by a motor and a motor front end (including a power supply device, a motor driving device, etc.) into a motor drive.
  • Parameters also referred to as electrical drive parameters or electrical dynamic parameters of the front end
  • the mechanical components of the rear end of the motor (motor output shaft, drive wheel, and intermediate mechanical transmission components between the motor output shaft and the drive wheel, etc.)
  • the electrical power parameters obtained above are classified into the electrical dynamic parameters of the back end;
  • the fuel power parameter includes a fuel power parameter of the front end, a fuel power parameter of the rear end, and the like;
  • the fuel power parameter of the front end generally refers to a fuel dynamic parameter obtained by the fuel engine output crankshaft front end component (such as an engine cylinder, a fuel supply system, etc.)
  • the fuel dynamic parameters of the rear end mainly include the fuel measured by the engine rear end (fuel engine output shaft, drive wheel, and intermediate mechanical transmission components (including transmission shaft, transmission gear mechanism, etc.) between the fuel engine output shaft and the drive wheel) Dynamic parameter
  • the hybrid parameters also include the hybrid parameters of the front end, the hybrid parameters of the back end, and the like;
  • a source dynamic parameter of a non-motor drive parameter type may be defined, and a source dynamic parameter of the non-motor drive parameter type includes any one or more of the source dynamic parameters of the back end electrical power parameter, fuel power parameter, and hybrid power parameter. ;
  • the source power parameters of the vehicle can be further divided into the source power parameters of the front end and the source power parameters of the back end; wherein the source power parameters of the front end include the electrical power parameters of the front end (also referred to as motor drive parameters or electrical drive parameters). ), the fuel dynamic parameters of the front end, the hybrid parameters of the front end, etc.; wherein the source dynamic parameters of the back end include the electrical power parameters of the back end and the fuel power of the back end Parameters, hybrid parameters of the back end, etc.;
  • Hybrid vehicle if the longitudinal operation of the vehicle is only directly driven by the motor during a certain period of time, then the power unit of the hybrid vehicle is a motor (not called a hybrid device) during the period, then the time period is called
  • the corresponding source power parameter is the electric power parameter; if the longitudinal operation of the vehicle is only directly driven by the fuel engine during a certain period of time, the power device of the hybrid vehicle is fueled during the time period.
  • the engine also not called hybrid device
  • the source power parameter corresponding to the time when the vehicle is controlled by the fuel engine is the fuel power parameter; only when the vehicle is running longitudinally, two or more When the direct drive of the power system is realized, the power device is a hybrid device, and the corresponding source power parameter is a hybrid power parameter;
  • the electrical parameters of the motor mainly include and are not limited to the following parameters: motor voltage Uo, motor current Io, power factor ⁇ 1 (also denoted by ⁇ ), electrical power Po (also denoted by Pm), electromagnetic torque Te, motor Rotation speed n1, rotating magnetic field speed n0;
  • the electrical parameters of the motor drive device mainly include and are not limited to the following parameters: output voltage U2o, output current I2o, output power factor ⁇ 2, output electrical power P2o, electromagnetic torque Te, input voltage U2i (also denoted by Ui) Input current I2i (also denoted by Ii), input electrical power P2i, driver DC bus voltage Udc, torque current component iq;
  • the torque current component iq refers to a vector-controlled motor drive device (such as a frequency converter or a servo drive). After vector transformation, the motor current is stripped of the torque component of the excitation component; the torque current component iq, and the motor torque have Comparing the direct correspondence; the conversion coefficient Ki, Ki*iq through the torque current and the electromagnetic torque can be used to directly calculate the torque;
  • the electrical parameters of the power supply unit mainly include but are not limited to the following parameters:
  • the usual power supply device may include the following output electrical parameters: output voltage U3o (also represented by Ub1), output current I3o (also denoted by Ib1), output electrical power P3o, power factor ⁇ 3;
  • the power supply device of the external power supply type may further include the following input electrical parameters: input voltage U3i, input current I3i, input electrical power P3i;
  • the voltage U4 (which can also be represented by Ub2) fed back into the power supply device from the motor power generation, and the current I4 fed back to the power supply device from the motor when the motor brakes (also indicated by Ib2).
  • P2o Po
  • the electromagnetic torque Te according to the present invention refers to a voltage or current or a magnetic field according to the motor.
  • the calculated motor torque including the electromagnetic torque Te calculated inside the motor drive device, also includes the electromagnetic torque Te calculated by measuring the motor voltage and the motor current outside the motor drive device;
  • the measurement of the electromagnetic torque Te is very simple, low in cost, and high in precision.
  • the electromagnetic torque Te does not include the mechanical torque machine obtained by installing the mechanical stress measurement principle (such as the dynamic torque tester) on the motor output shaft or other mechanical drive shaft or flywheel; the two are in the measurement principle, the measurement path, and the cost performance of the measurement. There are significant differences.
  • the electrical parameters of the present invention are further divided into motor drive parameters and electrical auxiliary parameters;
  • Common motor drive parameters include, but are not limited to, the following types: electrical power, electromagnetic torque, current, electromechanical combination parameters, etc.:
  • the first type electrical power; in the absence of additional instructions or qualifications, the electrical power of the present invention refers to active power; the way to obtain electrical power is as follows:
  • Electrical power value acquisition method 1 first obtain current and voltage, and then indirectly obtain power value by calculation; such as (Uo, Io, ⁇ 1), or (U2o, I2o, ⁇ 2), or (U2i, I2i), or (U3o, I3o, ⁇ 3), or (U3i, I3i); calculating electrical power by voltage and current, is a well-known technique;
  • Electrical power value acquisition method 3 directly read the internal parameters of the motor drive device to obtain electrical power values; such as Po, Pm, P2o, P2i, P3o, P3i;
  • Electrical power value acquisition method 4 Obtain electrical power value by measuring with active power meter; such as Po, Pm, P2o, P2i, P3o, P3i;
  • Electromagnetic torque Te value acquisition mode 1 directly read the internal parameters of the motor drive device to obtain the Te value; such as directly reading the electromagnetic torque Te value in the inverter or servo drive;
  • Electromagnetic torque Te value acquisition mode 3 By measuring the output voltage and output current of the motor drive device, and indirectly obtaining the Te value by calculation;
  • the current value acquisition mode 2 the current sensor is used to measure the current of the device, the power factor factor is used to measure the power factor, and then the current value is obtained by calculation;
  • a single torque or a single current or a single power can be independent motor drive parameters; the voltage can be used as a motor drive parameter in conjunction with the corresponding current parameter; the speed can be a motor drive parameter in conjunction with the corresponding torque parameter;
  • electromechanical combined type parameter refers to the parameter calculated according to the combination of the above-mentioned motor drive parameters, and the specific definition manner thereof is described later;
  • Electrical auxiliary parameters refer to parameters that can be used to identify the operating conditions of the motor and the state of the motor.
  • the main parameters include, but are not limited to, the following parameters: motor running status word, motor control command word, etc.; because existing motor drive devices such as frequency conversion
  • the device can output fault information such as accelerating overcurrent, deceleration and overcurrent, and constant speed overcurrent, so it is also possible to obtain acceleration, deceleration, constant speed and other operating states from the inside of the motor drive device through relevant electrical auxiliary parameters;
  • the method of obtaining the electrical auxiliary parameter value 1 reading the internal parameters of the motor drive device and obtaining;
  • the electrical power parameters of the back end mainly include the driving torque, driving power and driving force measured by the back end of the motor;
  • the fuel power parameters of the engine mainly include, but are not limited to, the following parameters: fuel consumption rate fm1 in the engine, cylinder pressure F1, driving power Pr1, driving torque Tr1, driving force Ff1, air flow C1 in the cylinder, and the like;
  • the fuel power parameters of the fuel supply system mainly include, but are not limited to, the following parameters: the fuel consumption rate on the input side of the fuel injection system, the fuel consumption rate on the injection output side of the fuel injection system, the throttle opening degree, the accelerator pedal position, and the fuel tank. Fuel consumption rate to the fuel supply pipe of the engine (or fuel injection pump);
  • the fuel dynamic parameters measured at the rear end of the engine (the fuel engine output shaft, the drive wheel, and the intermediate mechanical transmission components (including the drive shaft, transmission gear mechanism, etc.) between the fuel engine output shaft and the drive wheel), Including drive torque, drive power, driving force, etc.
  • common fuel dynamic parameters include but are not limited to the following types: drive power, drive torque, driving force, fuel consumption rate, cylinder pressure, fuel-power combined parameters, etc.;
  • the description, calculations, and those skilled in the art understand the present invention.
  • the fuel power parameters of the present invention are generally converted into fuel power parameters of the fuel engine output (generally the output shaft) to participate in the calculation; of course, in practical applications, the user can also set Fuel power parameters for other parts;
  • Driving power value acquisition mode 1 Some engines can obtain the percentage of power through the engine load report data, and then multiply the maximum power of the engine to obtain the power value Pr1;
  • Driving torque value acquisition mode 1 obtaining a Tr1 value by measuring with a torque sensor
  • Drive torque value acquisition mode 3 Some engines can obtain the percentage of the maximum torque through the engine load report data, and then multiply the engine maximum torque to obtain the torque value;
  • the driving force value acquisition method obtaining the power value Pr1/ or the torque value Tr1 by the engine load report data, and dividing the torque value by the relevant radius to obtain the driving force Ff1 value of the fuel engine; dividing the power value by the linear running part
  • the speed can obtain the driving force; or directly measure the driving force with a force sensor;
  • Cylinder pressure value acquisition mode 1 The cylinder pressure sensor is used to obtain the value of the cylinder pressure F1; generally, F1 is converted into a fuel engine driving force Ff1 by averaging/filtering processing and the related efficiency coefficient, or F1 is converted into The driving torque Tr1 of the fuel engine; when the cylinder pressure F1 is an instantaneous value, attention must be paid to the combustion ignition phase; the fuel engine is usually a multi-cylinder engine, when the piston of a single cylinder is at the top dead center (or the engine combustion chamber space is the smallest) fuel ignition The instantaneous value of F1 generated during combustion is the largest, and the instantaneous value of F1 becomes smaller when the piston descends;
  • the fuel consumption rate is first obtained, it can be converted into the driving power Pr1 of the fuel engine by an energy conversion coefficient;
  • fuel power combined type parameter refers to the combination of fuel dynamic parameters according to the aforementioned parameters, the specific definition of which will be described later;
  • Hybrid parameters The hybrid parameters of the front end are usually the combination of the motor drive parameters and the fuel dynamic parameters of the front end; the hybrid power parameters of the back end are usually the combination of the back end electric power parameters and the back end fuel power parameters; the back end hybrid power
  • the parameters may also be the rear end of the vehicle (the power output shaft, the drive wheel, and the intermediate mechanical transmission component between the power output shaft and the drive wheel of the powertrain and the fuel power system (including the drive shaft, the transmission gear) Institutions, etc.)) an overall source power parameter measured on the component, which may include driving torque, driving power, driving force, etc., which may generally be measured by a torque sensor or other force sensor;
  • the source dynamic parameter described in the present invention includes at least one set of source dynamic parameters in the parameter content, and may also include multiple sets of source dynamic parameters;
  • the vehicle quality according to the present invention mainly includes the following parameters: the mass of the carried item m1, the data including the quality of the carried item, such as a vehicle.
  • the mass of the carried item m1 refers specifically to the mass of the loaded personnel other than the net weight of the vehicle, and may also be referred to as the mass of the vehicle. The obvious meanings of the two are the same, and the two are equivalent;
  • the empty vehicle mass m0 can be classified into the system inherent parameters in the system operation parameter group described later in the parameter type; the empty vehicle mass m0 can pass the manufacturer parameters. Or the weighing scale is accurately known, no need to measure; the mass change type item mf can be classified into the system operating parameters described later in the parameter type; in the calculation, the vehicle mass (m1 and / or m2) and the empty vehicle body The mass m0 and the mass change type item mass mf can be mixed and calculated;
  • the specific division of m1 and m0 can be determined by system or manual freedom; for example, the relatively fixed driving and in-vehicle service personnel of the electric bus can be classified into the empty vehicle mass m0, and can also be classified into the mass of the carried item m1. in;
  • m2, m1, m3, and m4 can be used as measurement objects;
  • m2 can be used as a direct measurement object
  • m1 or m2 can directly correspond to the mass of the person's load contained in the vehicle, it is easy for the driver and passenger to identify, such as m2 corresponding to the total mass of the vehicle.
  • the value of the total mass m2 of the vehicle is close to the empty body mass m0, and the value of m0 can be used instead of the value of m2 to calculate the vehicle motion balance.
  • the actual technical solution has not changed.
  • the system operation parameter group of the present invention refers to all parameters except vehicle quality and source power parameters in the vehicle operating parameters, and mainly includes the following three types of parameters: mechanical operation parameters, system inherent parameters, quality-changing item quality, It is essentially the underlying conditions and/or inherent properties of the power transmission of the vehicle and/or the parameters of the motion results (eg, speed, acceleration, etc.) produced by the vehicle under power; this inherent property refers to the inherent properties of the vehicle and/or the environment.
  • the quality of quality-changing items mainly includes the quality of fuel, so the calculation of fuel quality can be used to replace the quality of quality-changing items.
  • Fuels in fuel-powered vehicles mainly include gasoline, diesel, gas, etc.
  • fuels mainly include, but are not limited to: hydrogen, ethanol, hydrocarbon, methane, ethane, toluene, and butyl. Alkene, butane, proton exchange membrane, alkaline fuel, phosphoric acid, dissolved carbonate, solid oxide, direct methanol, other regenerative fuels, etc.;
  • the fuel refers to a type of energy supply; since the power device that directly drives the longitudinal operation of the vehicle is a motor, an electric vehicle powered by a fuel cell can be used. Still classified as an electric powered vehicle;
  • the fuel mass of the present invention includes any one or more of the remaining fuel mass mf0, the consumed fuel mass mf1, and the fuel mass mf2 of the historical record point;
  • Fuel cell power and fuel-powered hybrid vehicles include two fuel qualities, one for the fuel cell fuel (such as hydrogen), one for ordinary fuel (such as gasoline, diesel, etc.);
  • the mechanical operating parameter of the present invention is substantially a parameter of a variable parameter in a basic condition of power transmission of a vehicle and/or a motion result (such as speed, acceleration, etc.) generated by the vehicle under dynamic action, and is mainly included but not limited to the following Parameters: longitudinal velocity V x (also denoted by V1), longitudinal acceleration a (also denoted by V x ), road gradient ⁇ , wind resistance fw, front windward velocity V2, curve coefficient ⁇ , steering angle, comprehensive force factor coefficient Ka ⁇ , the angular acceleration ⁇ of the internal integrated rotating rigid body (which can also be represented by ⁇ 0), and the like.
  • Vx value acquisition method 1 directly obtain V x value by speed sensor measurement set on the vehicle body;
  • V x unit can be expressed in kilometers per hour (abbreviated as KM/H), and can also be expressed in meters per second (m/s) ;
  • All speed-related parameters can be used to obtain the V x value; such as the operating frequency FR of the power control device, the angular velocity of the power unit, the angular frequency of the power control device, the gear speed, the angular velocity of the intermediate rotating member, and the linear speed of the intermediate transmission;
  • the frequency FR has a certain correspondence with the engine speed n1, for example, the rated frequency of the frequency converter generally corresponds to the rated speed of the engine;
  • Vx value acquisition method 4 obtaining V x value through GPS and remote positioning information
  • a value acquisition method 1 directly measured by an acceleration sensor installed on the vehicle body; if the acceleration sensor output signal also contains the value of g*sin ⁇ , it can be combined: (g*sin ⁇ +a)
  • Pavement slope ⁇ the angle between the road surface or the track and the horizontal line of the vehicle; when the vehicle runs uphill: 90°> ⁇ >0°; sin ⁇ is a positive value, indicating that the kinetic energy is converted into potential energy, which is higher than the horizontal operation. Need to consume more power;
  • the slope ⁇ of the track for the electric locomotive can also be expressed by the road surface gradient ⁇ ;
  • ⁇ value acquisition mode 1 obtaining ⁇ value by direct measurement by a longitudinal inclination sensor or level set on the vehicle body;
  • ⁇ value acquisition method 2 ⁇ value of specific line and track at a specific position can be obtained through GPS information, or other pre-stored databases, network systems, etc.; especially for high-speed rail vehicles, motor vehicles and other rail locomotives, because the vehicle track trajectory is relatively fixed, The ⁇ value can be directly read according to the position information table by presetting a position information corresponding to the road surface slope ⁇ value (and/or the curve coefficient ⁇ and/or the rolling resistance coefficient f). (or together with ⁇ and / or f); for cars, this method can also be used if the path is a path that has been passed and has been learned;
  • Air resistance that is, the acquisition of wind resistance fw, can be as follows:
  • the actual V2 will be the sum of the vehicle longitudinal speeds V x and V0, at which time the vehicle running wind resistance fw increases; if the ambient wind speed air flow V0 and the vehicle running direction in the same direction, and the difference in longitudinal speed V x V2 V0 actual vehicle will, when the vehicle is operating to reduce drag fw; V2 so then obtain by obtaining the value of fw windage front face velocity, increases the cost, but the advantages of having a high measurement accuracy.
  • Fw value acquisition method 3 set an independent wind pressure or wind resistance sensor on the vehicle, directly measure the wind pressure or wind resistance per unit area of the vehicle during operation, and then calculate the wind resistance fw value through the correlation coefficient;
  • Fw value acquisition mode 4 pre-set a correlation table of vehicle longitudinal speed and wind resistance fw value, and when the vehicle is running, the corresponding wind resistance fw value is obtained by looking up the longitudinal speed value table;
  • the wind resistance fw When the vehicle is running at low speed, the wind resistance fw is small. When the vehicle speed is higher, the wind resistance is larger. Therefore, the measurement of the wind resistance fw plays a key role in monitoring the high-speed operation of the vehicle.
  • curve coefficient ⁇ refers to the vehicle's current running curve; when the vehicle turns, it will affect the driving force of the vehicle; in general, the greater the camber, the driving force also increases;
  • Different types of vehicles may have different ⁇ , ⁇ specific values, specific relationship between ⁇ angle and ⁇ value, which can be known by vehicle manufacturers, or professional testing institutions, or users to personally drive turning test; for simple calculation, in relatively straight or If the turning degree is less than the set angle (such as 30°), the curve coefficient ⁇ value can usually be set to 1, or directly ignore ⁇ and not participate in the calculation;
  • the acquisition method of the curve coefficient ⁇ 3 The ⁇ value of the specific line and the track at a specific position can be obtained through GPS information, or other pre-stored databases, network systems, and the like;
  • the angular acceleration of the internal integrated rotating rigid body ⁇ refers to the comprehensive conversion of all rigid mechanical rotating parts in the internal transmission system of the vehicle; the ⁇ parameter can be obtained by the speed sensor or by obtaining the speed of the power unit first. N1 or the longitudinal speed V x of the vehicle or the longitudinal acceleration a of the vehicle is calculated and obtained;
  • the system inherent parameter of the present invention refers to a parameter caused by a vehicle or an inherent property of the environment, and the inherent parameter of the system of the present invention may also be referred to as a system setting parameter;
  • Common system intrinsic parameters include, but are not limited to, the following: the empty body mass m0 of the vehicle (also referred to as the no-load inherent quality or the curvilinear mass or the empty vehicle mass), and the rolling resistance factor f (also available as ⁇ 1) Indicates), the integrated gear ratio im, the rear gear ratio im3, the drive wheel radius R1 (also denoted by R), the equivalent radius R0 of the engine output crank connected to the cylinder piston, the conversion coefficient of the torque current and the electromagnetic torque Ki , motor current active component and electromagnetic torque conversion coefficient Ko, mechanical transmission system efficiency coefficient Km, electric power system efficiency coefficient Kea, fuel power system efficiency coefficient or conversion coefficient Kfa, back end efficiency coefficient Km3, internal comprehensive rotation
  • the efficiency coefficient of the electric power system Kea includes and is not limited to the following parameters:
  • the efficiency coefficient of the motor Ke refers to the conversion efficiency of the electrical power of the motor to the mechanical power output of the motor shaft;
  • the efficiency coefficient k21 of the motor drive to the motor refers to the conversion efficiency of the input power of the motor driver to the electrical power of the motor when the motor operating condition is the electric state; also refers to the output power of the power source to the motor Conversion efficiency of electrical power;
  • the power factor to motor efficiency coefficient k31 refers to the conversion efficiency of the input power of the power source to the electrical power of the motor when the operating condition of the motor is the electric state;
  • the efficiency coefficient of the motor braking power to the power supply k14 the efficiency coefficient from the braking power of the motor to the power of the power supply device when the motor is in the braking state;
  • Km the efficiency coefficient Km of the mechanical transmission system, also referred to as mechanical transmission system efficiency:
  • Km the efficiency coefficient Km of the mechanical transmission system, also referred to as mechanical transmission system efficiency:
  • Km the efficiency coefficient Km of the mechanical transmission system, also referred to as mechanical transmission system efficiency:
  • Km the efficiency coefficient Km of the mechanical transmission system, also referred to as mechanical transmission system efficiency:
  • Km the efficiency coefficient Km of the mechanical transmission system, also referred to as mechanical transmission system efficiency:
  • Km the motor output shaft including the vehicle, the drive wheel, and the motor output shaft and the drive wheel.
  • Km the fuel engine output shaft of the vehicle, the drive wheel, and the intermediate transmission components between the fuel engine output shaft and the drive wheel.
  • Km Km (VX)
  • VX a one-dimensional function
  • Kfa efficiency coefficient or conversion coefficient of fuel power system Kfa: Because different fuel power parameters have different signal acquisition positions/acquisition methods; therefore, Kfa contains multiple subdivision parameters; for the convenience of description and understanding by those skilled in the art, The invention uses Kfa to summarize the efficiency coefficient or conversion coefficient of all fuel power systems; Kfa may specifically include Kf1, Kf2, Kf3...Kfn, etc.;
  • the fuel power parameter is the fuel consumption rate fm1 in the engine
  • the fuel power parameter is the fuel consumption rate fm2 of the fuel input end of the fuel injection system
  • the fuel power parameter is the air flow rate C1 of the fuel engine (and the C1 may be subjected to peak averaging or filtering, etc.)
  • the air flow rate C1 may be converted into a fuel engine by the energy conversion coefficient Kf4.
  • Drive power Pr1, then Pr1 C1 * Kf4; in general, the air flow C1 can only be used to calculate power in a gasoline engine because the air flow of the gasoline engine has a relatively fixed stoichiometric ratio with the fuel;
  • the gas manifold is not throttled and it is not convenient to calculate the power through C1;
  • the fuel power parameter is the load report data (torque value) Tr2 of the fuel engine (and the Tr2 may be subjected to peak averaging or filtering, etc.)
  • the series of filtering may be performed by the energy conversion coefficient Kf6.
  • the value of the dynamic parameter *Ka; the Ka value can be known by a combination of a type test, a finite number of manual trials, and other prior art; for example, obtaining a source dynamic parameter of a magnetic levitation vehicle and a corresponding coefficient Ka corresponding thereto
  • the preset value can be used to calculate the power of the magnetic levitation vehicle, and then the vehicle motion balance calculation formula can be established to calculate the vehicle motion balance.
  • the in-pipe train of the US Tesla Company can also be monitored by the technical solution provided by the present invention; it is obvious that the relevant corresponding coefficient Ka and/or the conversion coefficient Kfa can be either a single efficiency coefficient or a parameter including an efficiency coefficient. That is, a parameter composed of efficiency coefficients is a combined parameter including an efficiency coefficient; for example, by multiplying a certain source dynamic parameter of the motor (for example, motor current i1) by a corresponding coefficient or conversion coefficient (for example, Ka1). The driving force of the vehicle (for example, fq or Fx), then the Ka1 is a parameter including an efficiency coefficient;
  • the relevant efficiency coefficient k31, k21, k14, Ke, Km, Kfa value is basically constant within a certain speed and load interval;
  • the change of k31, k21, k14 value means that the internal rectifier bridge of the power supply or the motor driver, the IGBT may have a short circuit, or an open circuit, parameter variation and other abnormal conditions;
  • the change of the Ke value means that the internal rotating magnetic field parameter variation of the motor or the motor winding is short-circuited, or Variations that may cause serious consequences, such as a broken circuit;
  • the current, voltage and speed torque of the vehicle can be changed, but the basic values of k31, k21, k14, and Ke cannot be changed; therefore, the above k31, k21, k14, and Ke values are not only used as the efficiency coefficient of the electric power system, but also as the electric power. An important basis for the security status of the system;
  • the efficiency coefficient of the fuel power system or the value of the conversion coefficient Kfa is usually expressed as the efficiency of the fuel engine. If the engine pull cylinder or the piston sealing effect is deteriorated, the Kfa will decrease, so the Kfa value can also be used as the safety condition of the fuel power system.
  • the Kfa value can also be used as the safety condition of the fuel power system.
  • a change in the efficiency coefficient Km of the mechanical transmission system may represent severe wear in the mechanical transmission system of the vehicle including the power unit output shaft, the drive wheel, and the intermediate transmission member between the power unit output shaft and the drive wheel, or Variations that may cause serious consequences, such as deformation or gear embrittlement;
  • the mechanical torque speed of the vehicle can be changed, and even the frictional force can vary with the size of the load, but the basic Km value cannot be changed greatly, or it may be a serious fault; therefore, the Km value can be used not only as the efficiency of the mechanical transmission component.
  • the coefficient can also be used as an important basis for the safety condition of mechanical transmission components;
  • the vehicle can be effectively monitored.
  • Keem of the electric power system of a vehicle which includes both the efficiency coefficient Km of the mechanical transmission system and the efficiency coefficient Kea of the electric power system; the Keem value is the Km value of the vehicle and the efficiency coefficient value of the electric power system Kea Product of
  • a fuel efficiency system comprehensive efficiency coefficient Kfam of a vehicle which includes both the mechanical transmission system efficiency coefficient Km and the fuel power system efficiency coefficient Kfa; the Kfam value is the product of the vehicle Km value and the fuel power system efficiency coefficient value Kfa. ;
  • the efficiency coefficient represents the power component between the signal acquisition point of the source dynamic parameter for the vehicle motion balance calculation and the drive wheel and/or The efficiency of the transmission component; the power component and/or the transmission component is called the power transmission component to be monitored; the efficiency coefficient is also the energy transmission efficiency of the power transmission component to be monitored; because of the principle of energy conservation, if the efficiency coefficient is lowered, it means The energy transmission efficiency of the power transmission component to be monitored is reduced, that is, the internal loss is increased, the internal resistance or the resistance is increased, the heat is increased, the safety condition is deteriorated, and the like, and the risk of failure of the power transmission component to be monitored is increased.
  • the efficiency factor can be used to reflect and analyze the operating conditions of the power transmission components of the vehicle to be monitored, which in particular refer to wear and/or safety conditions.
  • the signal acquisition point of the source power parameter can be moved to the signal point in the front of the power system as much as possible, and the vehicle dynamic balance calculation can be used to monitor and protect a wider range of power components.
  • the sum of the rolling resistance, the slope resistance, the shifting resistance, and the power corresponding to the wind resistance, p2 is equal to the calculated power of the longitudinal dynamic equation (that is, the vehicle longitudinal motion balance calculation formula), that is, p2 can be calculated by the longitudinal motion balance of the vehicle; Comparing the calculated k with a preset value (usually a calibration value) of the energy conversion efficiency of the detection point to the driving wheel, thereby determining
  • k1 is the energy conversion rate of the energy supply device (eg, power source)
  • k1 energy supply device (eg Input power/output power of the power supply
  • k2 is the energy conversion rate of the power control device (eg frequency converter)
  • k2 output power of the energy supply device (eg power supply) / output power of the power control device (eg frequency converter)
  • the detection point is a power control device (such as a frequency converter) input point
  • k k2 * k3 * k4
  • k2 is the energy conversion rate of the power control device (such as the frequency converter)
  • k3 is the power device (such as the motor)
  • Energy conversion rate k4 is the energy conversion rate of the transmission system
  • the corresponding energy conversion rates of the corresponding subsystems are k41, k42, ..., k4N, and k4 is equal to the product of the respective energy conversion rates of the respective subsystems. ;
  • rolling resistance coefficient f refers to the rolling resistance coefficient of the rolling wheel (ie the wheel) and the road surface (or track) of the vehicle;
  • inflatable rubber tires can be used, which can be understood based on common knowledge, that is, the wheels of the vehicle are rubber wheels or rubber wheels; the rolling resistance coefficient f of the tire is also the rubber wheel.
  • the rolling resistance coefficient f, the rolling resistance coefficient f is mainly determined by the air pressure p1 of the tire, the wear condition kt of the tire, and the flatness condition kr of the road surface, and the value can be described by a mathematical function: f(k0, p1, kt, kr); K0 is the correction factor, p1 is the tire pressure, kt is the tire wear state, and kr is the road condition.
  • the reference value of the standard wear condition kt and the standard air pressure p1 and the standard road condition kr can be set by the vehicle manufacturer or a professional inspection agency.
  • the f-reference value of the vehicle may change slightly when the speed, load, and even the gradient change greatly.
  • the change of the f-reference may be corrected by setting different correction coefficients k0 in different speeds, loads, and road gradient intervals.
  • the change of the pavement leveling condition kr, or the change of the kt value of the wear condition, will result in a change in the f value; however, the kt change is a slow process that does not cause a sudden change in the f value; the change in the smoothness of the road surface kr causes a change in f, which can be passed The visual and simple identification and resolution of drivers and passengers.
  • the f value will be mainly determined by the tire pressure p1; under the same road condition, under the same load, when the tire pressure p1 is insufficient, the tire deformation is larger (the rounding degree is larger), then The larger the value of f, the greater the running resistance of the vehicle (the more likely it is to heat up and puncture at high speed); the principle is that circular objects are easy to roll, ellipticals are not easy, and polygonal diamonds, squares, and triangular objects roll more. difficult;
  • the f parameter is directly monitored as a measurement object, or the joint calculation value calculation of other measurement objects includes an f parameter for indirect monitoring, and the tire deformation (out of roundness) and/or the tire wear condition kt can be monitored during vehicle operation. So that the risk of a puncture can be warned in advance.
  • the gas leakage causes the tire deformation (roundness) to increase rapidly, and the tire air pressure p1 rapidly decreases, which may cause a large change in the joint calculation value of the measurement object, so the present invention is utilized.
  • the technical method is provided to quickly send out a precious warning signal at the moment of a puncture.
  • Orbital electric locomotives such as high-speed rail vehicles, motor trains, ordinary trains, subway trains, and tracked vehicles
  • the rolling resistance coefficient f is mainly caused by the rolling wheel itself. Or the friction coefficient and the wear condition between the track and the track; the rigid rolling wheel can not use the tire pressure monitoring technology of the inflatable tire at all, and usually only after the vehicle stops, the manual and sampling type ultrasonic detection is performed; therefore, the invention is more needed.
  • a technical solution is provided to monitor whether wheel deformation (out of roundness) and/or wheel wear condition kt is abnormal during vehicle operation; an increase in rolling resistance factor f generally means wheel deformation (roundness) and/or wheel The condition of wear increases weight.
  • the safety condition of the wheel refers especially to the deformation of the wheel (out of roundness) and/or the condition of wheel wear; any one or more of the rolling resistance coefficient f and the rolling resistance coefficient component fr related to the road condition.
  • the value of the parameter can also be measured by the sensor.
  • the current road surface condition for example, cement road, grass or the like
  • the rolling wheel is connected with a mechanical sensor to detect the softness and hardness of the current road surface to identify the rolling resistance coefficient f of the current road surface and/or the rolling resistance coefficient component fr related to the road condition;
  • the value of any one or more of the road gradient ⁇ , the rolling resistance coefficient f, and the rolling resistance coefficient component fr related to the road condition may be calculated based on the position information of the road.
  • Acquired or sensor measurement data acquisition; the location information may be acquired based on map information and/or satellite positioning and/or wireless network other than satellite positioning system; the solution may be applicable to any of the aspects of the present invention; vehicle related rolling resistance
  • the value of the coefficient component fc can be obtained according to a preset value; preset values of wheels of different specifications and different models can be different;
  • the overall transmission ratio im the overall transmission ratio im of most electric vehicles is a fixed value; the overall transmission ratio im of the fuel-powered vehicle usually varies according to the transmission gear position; if the integrated transmission ratio im is variable, then In the calculation, the current value needs to be given by the central controller; for the same reason, if the transmission ratio im3 of the back end is variable, the current value needs to be given by the central controller during the calculation; obviously, the system is inherently unspecified.
  • the parameter is usually given the current value by the system preset value; the current value is usually understood as a value close to or equal to the current true value.
  • the above integrated transmission ratio im refers to an integrated transmission ratio including an output shaft of the power unit, a driving wheel, and an intermediate transmission component between the output shaft of the power unit and the driving wheel;
  • the efficiency coefficient Km of the mechanical transmission system generally refers to the power device to the driving wheel.
  • the ratio of the parameter of the source power parameter of the back end to the drive wheel is called the efficiency coefficient Km3 of the back end.
  • the value of the inherent parameters of the system generally has a preset value (especially the preset value of the system), which can be given by the central controller of the vehicle. The correctness is also guaranteed by the central control of the vehicle; the system default value It can be known by vehicle production service providers and professional testing organizations; users can also test, verify, adjust and set up by themselves. If the deviation of the system preset value due to the parameter or even the error causes the monitoring effect of the monitoring method to decrease, the effectiveness of the technical solution is not affected;
  • the source power parameter has the highest priority; any parameter (including vehicle quality, system operation parameter) is combined with the source dynamic parameter to form a calculation expression.
  • the calculation expression becomes the source-power combination parameter, and the source-power combination parameter is also classified as the source dynamic parameter; depending on the type of the power system, the source-power combination parameter is also divided into the electric-power combination parameter and the fuel-power combination type.
  • Parameter, hybrid combination parameter among them
  • the aerodynamic combined parameters include electromechanical combined parameters and electric power combined parameters at the rear end;
  • An example of a typical electromechanical combination parameter is as follows: ((Ke*Km)*(k12*Po/V x ) represents a driving force calculated according to the motor power; eg (Te*im/R) represents an electromagnetic torque according to The driving force calculated by Te, such as (Te*n1/9.55/V x -fw), represents another driving force for removing the wind resistance calculated from the motor power, which is calculated by torque and speed;
  • (Km*Pr1/V x ) represents a driving force calculated according to the driving power Pr1 of the fuel engine; for example, (Tr1*im/R) represents a driving according to the driving of the fuel engine.
  • the source power combination type parameter has an infinite number of expressions, and the present invention is not exemplified;
  • the acquisition method of the source power combined type parameter value 1 obtain the value of the source dynamic power parameter in the source power combined type parameter by the foregoing manner, obtain the value of the other parameter in the source power combined type parameter by the foregoing manner, and further adopt the source power combined type Obtaining the value of the source power combination parameter by calculating the calculation formula of the parameter;
  • Mechanical combination type parameters When the parameters of the mechanical operation parameters, vehicle quality, and system inherent parameters are combined into a calculation expression containing mechanical operation parameters, the calculation formula becomes a mechanical combination type parameter, and the mechanical combination type Parameters are also classified as mechanical operating parameters;
  • (g*f*cos ⁇ +g*sin ⁇ +a) represents a comprehensive force factor associated with mass, and can also be called a coefficient X1 having a direct product relationship with mass, such as (m2*) g*f*cos ⁇ ) represents the rolling resistance of the vehicle.
  • (m2*g*sin ⁇ ) represents the slope resistance of the vehicle.
  • (m2*a) represents the shifting resistance of the vehicle, such as (m2*g*f*cos ⁇ +m2*) g*sin ⁇ +m2*a+fw) represents the comprehensive operational force of the vehicle; obviously, the mechanical comprehensive running force is the relevant resistance of the vehicle in the running direction; the related resistance includes rolling resistance, slope resistance, shifting resistance, and wind resistance. One of them, or includes the sum of any of rolling resistance, slope resistance, shift resistance, and wind resistance.
  • the method for obtaining the mechanical combination type parameter value 1 obtaining the value of the mechanical operation parameter in the mechanical combination type parameter by the foregoing method, obtaining the value of the other parameter in the mechanical combination type parameter by the foregoing manner, and further calculating the calculation formula of the mechanical operation parameter And obtaining the value of the source power combination parameter;
  • the calculation formula becomes a mass combination type parameter, and the mass combination type parameter is also classified into the vehicle quality; (m1+m0) ), (m2-m0), etc. belong to the vehicle quality; if the parameters such as m2*g, m1*g become the gravity of the object, but in the present invention, it is still classified as the vehicle mass, not the source power. parameter.
  • the power transmission condition correlation factor refers to a parameter directly or indirectly related to the determination of the power transmission condition of the vehicle.
  • the road condition information mainly refers to the road surface roughness and the road surface.
  • the index is high;
  • the load condition mainly refers to the condition of the vehicle loader or the item. If the person in the vehicle frequently beats or the item rolls freely in the vehicle, the good condition index is low; the position information according to the present invention can be GPS, digital map, etc.;
  • the vehicle is controlled by the power unit refers to a state in which the vehicle is controlled by the power unit alone, and the state usually does not include all “vehicle non-powered devices such as vehicle parking, flameout, neutral shifting, or mechanical braking”.
  • the state of control operation because it is not convenient to monitor the operation of the vehicle by collecting source power parameters and calculations during "vehicle non-powered device control operation”.
  • the "vehicle controlled by power plant” state or the “vehicle non-powered device control operation” state may be identified and given by the central controller of the vehicle; or may be obtained by acquiring the power plant operating state word or the power device control command word.
  • the "forward or reverse or stop” state of the driving state of the power device is recognized and judged, and the current state of the mechanical brake is used to identify the current state as "the vehicle is controlled by the power device” or "the vehicle is not controlled by the power device”.
  • a monitoring method for controlling a running time of a vehicle by a power device provided by the present invention, wherein the “vehicle controlled by the power device” may have a starting point and an ending point in time;
  • the length of each "the vehicle is controlled by the power unit” can be as long or as short as long as it is always in the "vehicle controlled by the power unit", which can be as long as several hours, as short as a few minutes or even seconds;
  • the period of time when the "vehicle is controlled by the power unit” is the same as the "operational flow” described in this article.
  • m1 Even in the same vehicle, during different time periods of "the vehicle is controlled by the power unit" (that is, in different operating procedures), certain parameters, especially the mass of the goods carried by the vehicle, m1 may change, such as the increase in passengers, m1 Naturally, if the passengers are reduced, the m1 will naturally become smaller. Assuming a 7-seat car with an empty body mass of 1500KG, the vehicle mass value may vary from 80KG to 560KG when the driver is alone and at full load;
  • the present invention provides a self-learning mechanism based on the vehicle motion balance according to the set conditions. Calculating the obtained joint operation value setting technical solution of the reference data, and can flexibly adjust the reference data by automatically following the normal change of the load, and is particularly suitable for the vehicle whose vehicle or item quality may vary greatly each time monitor.
  • the operating conditions of the power unit including the driving state of the power unit and the braking state of the power unit;
  • the driving state of the power device may be referred to as the electric state
  • the braking state of the power device is the motor braking state
  • the motor braking state includes the regenerative feedback generating braking and the energy braking
  • the power device of the vehicle is a fuel engine
  • the operating conditions of the power device are divided into a fuel engine driving state, a fuel engine braking state, and the like
  • the power device operating device The condition is divided into the driving state of the hybrid device, the braking state of the hybrid device, and the like;
  • the vehicles are all driven forward by the power unit under the control of the power unit.
  • Reversing is a very short process, and monitoring during reversing has little practical significance; of course, it is also possible to use the series of technical solutions provided by the present invention to perform related monitoring and protection during reversing.
  • the motor speed n1 and the longitudinal speed V X of the vehicle are all agreed to be positive values; (Electrical power, electromagnetic torque Te, torque current component iq, motor current Io) are positive values; the mechanical driving force calculated according to electrical energy is also a positive value, indicating that the motor is in a state of converting electrical energy into mechanical energy at this time;
  • each fuel power parameter is positive, indicating that the fuel engine is At a time when the fuel is converted into mechanical energy;
  • each hybrid power parameter is a positive value
  • each motor driving parameter (electric power, electromagnetic rotation)
  • the moment Te and the torque current component iq) are both negative values
  • the mechanical driving force calculated according to the electrical energy is also a negative value, indicating that the motor is in a state of converting mechanical energy into electrical energy at this time;
  • the power device of the vehicle is a fuel engine
  • the engine speed n1 and the longitudinal speed V X of the vehicle are still agreed to be positive values; if the fuel power parameter is passed through The moment sensor measurement must be agreed to a negative value;
  • the engine speed n1 and the vehicle longitudinal speed V X are all agreed to be positive values, if the hybrid parameter is the passing torque at this time.
  • the sensor measurement must be agreed to a negative value;
  • the method for identifying the operating conditions of the power unit provided by the present invention is as follows:
  • the current motor operating condition can be identified as: an electric state
  • the current motor operating condition can be identified as: motor braking state;
  • the operating condition of the motor can be naturally recognized according to the positive and negative of Te.
  • motor operating conditions identification method 4 Some models of motor drive devices, such as four-quadrant inverters, can also directly identify and determine the motor operating conditions by reading its internal status word.
  • the critical switching zone when the motor is in the critical switching zone of the electric state, it means that it is easy to enter the motor braking state;
  • the critical switching zone of the motor braking state when the motor is in the critical switching zone of the motor braking state, it means that it is easy to enter the electric state;
  • a critical state identification threshold Te_gate may be set, and when
  • the working condition is in the critical switching area;
  • the source dynamic parameter Positive and negative can identify the operating condition of the power plant of the vehicle; when the value of the source power parameter is positive, it can be judged that the operating condition of the power device is the driving state, and when the value of the source power parameter is negative, the operating condition of the power device can be judged It is a braking state; of course, if the fuel power parameter is a fuel consumption rate type parameter, it is inconvenient to measure the positive and negative, and the fuel engine braking state is also inconvenient to convert the vehicle body energy into fuel in reverse;
  • the operating condition of the power unit can also be identified; when the mechanical class is integrated When the value of the running force is positive, it can be judged that the running condition of the power device of the vehicle is the driving state, indicating that the vehicle needs to absorb the longitudinal driving of the power-driven vehicle indicated by the source power parameter; when the value of the comprehensive running force of the mechanical class is negative Determining that the operating condition of the power device of the vehicle is a braking state, indicating that the kinetic energy or potential energy of the vehicle can be fed back to the vehicle body or requires braking; when the absolute value of the comprehensive operating force of the mechanical class is lower than a preset threshold (such as rated When the value is 5-10%), it can be judged that the current power plant operating condition is in the critical switching zone, and the method can also be referred to as the critical switching zone identification method 6.
  • a preset threshold such as rated When the value is 5-100%
  • the information of the power plant control system (such as the OBD system of the fuel engine) can also be directly read to identify the operating conditions of the vehicle and the critical switching zone.
  • the pre-selected parameter is preferably For the source dynamic parameters and / or mechanical class comprehensive operating force.
  • the network system includes, but is not limited to, various wired or wireless mobile 3G, 4G networks, the Internet, the Internet of Things, the Internet of Vehicles, the traffic police network center, the operation management center, the vehicle fault diagnosis center, and the GPS.
  • Network in-vehicle network, local area network, etc.; network system can include corresponding human-computer interaction interface, storage system, data processing system, mobile APP system, etc.; personnel or institutions related to vehicle operation (such as driver and passenger, operation management party) , traffic police, fault diagnosis center) can monitor the vehicle health status in real time or afterwards through the network system.
  • the present invention is not a purely physical description document, but a technical solution that is prioritized as a collection of technical solutions and with vehicle motion balance calculation as the core; therefore, the basic technical solution and the technical approach of obtaining parameter values are used as the division data.
  • the priority of the type for example, the total mass of the vehicle m2, the mass of the carried item m1 is usually calculated by the vehicle's motion balance to obtain its true value (it is not convenient for frequent weighing measurement), so it is classified into the vehicle quality parameter; M0 because the value of this parameter can usually be conveniently determined by the system preset value, so it is classified into the system inherent parameter type; the fuel quality is constantly changing according to the measurement path, and usually needs to obtain its actual value according to the measurement path. So it is classified in the system operating parameters. Other parameters not described in the present invention may be classified according to the parameter value path and the technical characteristics.
  • the measurement object is any one of the parameters included in the vehicle operating parameter;
  • the vehicle operating parameter includes a vehicle mass, a source power parameter, and a system operating parameter, and the system operating parameter includes a mechanical operating parameter, a system inherent parameter, Quality change type of goods, etc.;
  • the joint operation value in the present invention is also the joint operation original value; the joint operation value of the present invention only represents a data type/or data acquisition path, and the value is calculated based on the vehicle motion balance calculation formula. There is no other meaning; there are infinitely many implementation formulas for calculating the joint operation value based on the vehicle motion balance calculation (such as Embodiment 1 to Embodiment 33, Equation 13.1 to Formula 13.6, Embodiment 41, etc. in the subsequent documents);
  • the joint operation values of the objects can be referred to the following embodiments:
  • the joint operation value or the non-joint operation value can be directly represented by the parameter name m1 or m2; when the measurement object is the source dynamic parameter Or when the system runs parameters, The expression of the joint operation value may be followed by a suffix after the parameter name: _cal; for example, the efficiency coefficient parameter name Km of the mechanical transmission system, and the joint operation value is represented by Km_cal; if the rolling resistance coefficient parameter name is ⁇ 1 or f, the joint operation The value is expressed in ⁇ 1_cal or f_cal;
  • the joint operation value of the present invention is equivalent to the theoretical value described in the Chinese patent application No. 201410312798.3; the quality of the vehicle described in the present invention is equivalent to the Chinese patent application with the application number 201410312798.3
  • the carrying quality in the present invention; the equivalent of the present invention includes the core properties of the two, the technical processing scheme equivalent, etc., and the two can be directly replaced;
  • the power device is a motor, and the vehicle is in a motor control operation state; the formulas in the following embodiments are all calculated based on the longitudinal dynamic equation of the vehicle; of course, other
  • the power device (such as a fuel engine, an air engine, etc.) may also be selected according to the corresponding power device to be applied to other types of vehicles;
  • M2 (fq2-fq1)/(a2-a1); (Formula A3-4-3);
  • M2 (KeKm(Te2-Te1)*im/R1)/(a2-a1); (Formula A3-4-4);
  • M2 Kem*(
  • M2 ((( ⁇
  • M2 (Kem*(
  • M2 (((-
  • Te_cal (m2*g* ⁇ 1*cos ⁇ +m2*g*sin ⁇ +m2*a+fw)/(im/R1), (Formula A10-1)
  • Kem_cal (m2*g* ⁇ 1*cos ⁇ +m2*g*sin ⁇ +m2*a+fw)/(Te*im/R1),
  • Kem_cal (Te*im/R1)/(m2*g* ⁇ 1*cos ⁇ +m2*g*sin ⁇ +m2*a+fw);
  • 11_cal ((-
  • k12 is a constant, and the value can be 1.732;
  • alternative calculation formula of k12*cos ⁇ *Uo*Io is as follows:
  • M2 ((Ke*Km)*(Te*im/R)–fw)/(g*f*cos ⁇ +g*sin ⁇ +a);
  • M2 ((Ke*Km)*(P2o/V x )–fw)/(g*f*cos ⁇ +g*sin ⁇ +a);
  • M2 ((Ke*Km)*(Te*im/R))/(g*f);
  • M2 ((Ke*Km)*(iq*Ki*im/R))/(g*f*cos ⁇ +g*sin ⁇ +a);
  • Embodiment 14 illustrates that (iq*Ki) in Embodiment 4 can be replaced by (Io*cos ⁇ 1*Ko) or (k21*I2o*cos ⁇ 2*Ko) or (k31*I3o*cos ⁇ 3*Ko),
  • M2 ((P2o_2/V x 2)-(P2o_1/V x 1))/(a2-a1);
  • P2o_1, V x 1, and a1 are the electric power, longitudinal speed, and longitudinal acceleration obtained when tim1 is respectively;
  • P2o_2, a2, and V x 2 are different from the vehicle operating parameters obtained when tim2 at the time point of tim1 (electrical Power, longitudinal velocity, longitudinal acceleration); and a2 ⁇ a1;
  • M2 (k31*(Ke*Km)*(P3i/V x )–fw)/(g*f*cos ⁇ +g*sin ⁇ +a);
  • M2 ((Ke*Km)*(Te*im/R)–fw)/(g*f*cos ⁇ +g*sin ⁇ +a);
  • M2 (-
  • M2 ((Ke*Km)*(Te1+Te2)*im/R–fw)/(g*f*cos ⁇ +g*sin ⁇ +a);
  • Embodiment 18 illustrates that, similarly, a vehicle in which N motors are driven in parallel can also be calculated by using the technique of this embodiment, such as replacing (Te1+Te2) of the present embodiment with (Te1+Te2+...+TeN). .
  • the operating condition is: ignore the fuel quality, and the default power plant operating condition is the power unit driving state; and the motor driving device is three parallel driving; P2i_1, P2i_2, P2i_3 are driven by the respective motors Input electrical power of the device;
  • M2 (k21*(Ke*Km)*(P2i_1+P2i_2+P2i_3)/V x –fw)/(g*f*cos ⁇ +g*sin ⁇ +a)
  • Embodiment 19 illustrates that, in the same way, a vehicle in which N plurality of motor drive devices are driven in parallel can also be calculated by using the technique of the embodiment, such as replacing (P2i_1+P2i_2+P2i_3) of the present embodiment with (P2i_1+...+ P2i_N).
  • Step 2.1 Identify the operating conditions of the motor (refer to the identification method in Section 9.4 above);
  • Step 2.2 When the operating conditions of all the motors of the vehicle are in the electric state, perform the following vehicle motion balance calculation:
  • M2 (k31*(Ke*Km)*(P3i_1+P3i_2)/V x –fw)/(g*f*cos ⁇ +g*sin ⁇ +a);
  • Step 2.3 When the operating conditions of all the motors of the vehicle are not all electric, the vehicle motion balance calculation can be aborted, and the output data of the previous period can be used instead of the output, or a status message of “multi-motor state inconsistency” can be output.
  • Embodiment 20 illustrates that, similarly, a vehicle in which N power supply devices are powered side by side can also be extended by the technology of this embodiment.
  • the calculation is as follows: (P3i_1+P3i_2) of the present embodiment is replaced with (P3i_1+...+P3i_N).
  • M2 (fq–fw)/(g*f*cos ⁇ +g*sin ⁇ +a);
  • M2 (Pq/V x –fw)/(g*f*cos ⁇ +g*sin ⁇ +a);
  • M2 ((Ke*Km)*(Te*im/R)–fw)/(g*f*cos ⁇ +g*sin ⁇ +a);
  • Km_cal (m2*(g*f*cos ⁇ +g*sin ⁇ +a)+fw)/(Ke*Te*im/R)
  • F_cal ((Ke*Km)*(P2o/V x )–fw-m2*(g*sin ⁇ +a))/(m2*g*cos ⁇ )
  • Fw_cal (Po_1+Po_2)*(Ke*Km)/V x -m2*(g*f*cos ⁇ +g*sin ⁇ +a);
  • Te_cal (m2*(g*f*cos ⁇ +g*sin ⁇ +a)+fw)/((Ke*Km)*im/R)
  • fr_cal the joint operation value fr_cal of the mechanical combination type parameter fr of the vehicle;
  • fr the vehicle driving force acting on the driving wheel including the wind resistance; (the operating condition is: ignoring the fuel quality; and the operating condition of the power unit is the driving state of the power unit);
  • Step 2.1 Identify the operating conditions of the motor (refer to the identification method in Section 9.4 above);
  • Step 2.2 When the motor running condition is the motor braking state or the critical switching zone, the current calculation is aborted, and the calculation result output of the previous calculation cycle is taken;
  • Step 2.3 When the motor operating condition is electric,
  • Fr_cal ((Ke*Km)*(P2o/V x )–fw)
  • M2 ((Ke*Km)*(Te*im/R)/ ⁇ -(fw+fb+L0* ⁇ ))/(g*f*cos ⁇ +g*sin ⁇ +a)
  • Km_cal (m2*(g*f*cos ⁇ +g*sin ⁇ +a)+(fw+fb+L0* ⁇ ))/(Ke*Te*im/R/ ⁇ )
  • Step 2.1 Identify the operating conditions of the motor (refer to the identification method in Section 9.4 above);
  • Step 2.2 When the motor operating condition is electric
  • M2 ((Ke*Km)*
  • Step 2.3 When the motor operating condition is the motor braking state
  • M2 (-
  • the calculation of the running parameters of the relevant vehicle can still be performed, and then the monitoring can be performed;
  • any measurement method, monitoring method, measurement system, and monitoring system provided by the present invention can also be measured or monitored when reversing.
  • Fx is the longitudinal driving force of the vehicle
  • the vehicle motion balance model that increases the braking force fb component is:
  • the vehicle motion balance calculation model or the vehicle motion balance model according to the present invention together with the mechanical vehicle balance model shown in the above-mentioned 13.1, 13.2, 13.3, and 13.4, plus the embodiment 1-33 provided by the present invention.
  • the vehicle motion balance and the longitudinal dynamic balance in the present invention refer to the balance between the power and the related resistance, including the constant speed operation state and the variable speed operation state.
  • X1 is a coefficient having a direct product relationship with the mass, and X1 includes the rolling resistance coefficient, the longitudinal acceleration, the longitudinal speed, and the road gradient of the vehicle. Any one or more of the efficiency coefficients of the mechanical transmission system;
  • Y1 is a component having no direct product relationship with mass, and Y1 includes the wind resistance of the vehicle. Both X1 and Y1 are system operating parameters of the vehicle; when the power unit that controls the vehicle is a motor, the source power parameter is the motor drive parameter.
  • the source dynamic parameter in the vehicle motion balance calculation of the present invention refers to the calculation formula, which may be on the left side of the calculation formula equal sign, or In the right side of the calculation formula equal sign; that is, it can be either the input parameter in the calculation or the output parameter in the calculation, that is, the measurement object itself; similarly, all the “calculations" in this paper can refer to the calculation.
  • the vehicle motion balance of the present invention refers to the longitudinal direction of the vehicle.
  • Dynamic balance the principle of vehicle motion balance is essentially a combination of energy conservation principle and/or Newton's law and/or vehicle operating characteristic factors; the energy conservation refers to the energy (or power) output by the vehicle's power system and the external power consumption of the vehicle's power system.
  • the energy (or power) is equal in magnitude, and/or the energy (or power) absorbed by the vehicle's powertrain is equal to the energy (or power) fed back outside the vehicle's powertrain;
  • the Newton's law refers to the vehicle's longitudinal dynamic balance;
  • the vehicle running characteristic means that the vehicle runs longitudinally along the road surface or the track under the control of the power system; for the wheeled vehicle, the wheel of the vehicle runs longitudinally along the road surface (or track), so the vehicle naturally has rolling resistance during operation (m2) *g*f*cos ⁇ ); if the vehicle is in direct contact with the road surface (or track) (eg magnetic suspension vehicle, etc.), the rolling system The number f is close to zero.
  • the vehicle motion balance refers to the longitudinal dynamic balance of the vehicle, that is, the balance between the dynamic direction and the related resistance of the vehicle in the running direction;
  • the related resistance includes rolling resistance, slope resistance, and shifting Any one or any of a variety of resistance and windage;
  • the formula for calculating the vehicle's motion balance is a formula describing the balance between the dynamic direction of the vehicle and the associated resistance in the running direction or a variant thereof; of course, the relevant resistance may also include other values below the preset value.
  • the running direction refers to the moving direction; it is obvious and unambiguous: the vehicle motion balance calculation formula at any place in the present invention is the vehicle longitudinal dynamics calculation formula, that is, the vehicle longitudinal dynamics equation, and the vehicle motion balance calculation at any place in the present invention is According to the longitudinal dynamics calculation formula of the vehicle, the calculation is based on the longitudinal dynamic equation of the vehicle.
  • the longitudinal dynamic equation of the vehicle in the present invention refers especially to the longitudinal driving dynamics equation of the vehicle;
  • the calculation parameter of *g*f*cos ⁇ ) includes the rolling resistance coefficient f, and the rolling resistance coefficient f is one of the core factors of the rolling resistance (m2*g*f*cos ⁇ ), and the calculation of the rolling resistance of the rolling resistance coefficient f is not considered.
  • the program has major flaws or is impossible to achieve. Only in vehicles with a non-mechanical contact between the vehicle and the road surface (or track) (such as a magnetic levitation vehicle) that differs significantly from the operational characteristics of the wheeled vehicle, the rolling resistance factor f is close to zero, which also results in rolling resistance (m2*g*). f*cos ⁇ ) is close to zero.
  • Tracked vehicles (such as tanks) are also a special type of wheeled vehicle that can be considered as a one-piece rigid wheel.
  • the vehicle is rolling longitudinally along the road (or track), as shown in Embodiment 2 and/or Embodiment 15 (ie, the two-speed differential vehicle motion balance calculation formula), based on two different time points.
  • the vehicle motion balance calculation formula of the difference of the obtained parameters is likely to eliminate the influence of rolling resistance (m2*g*f*cos ⁇ ), and the core principle of the differential vehicle motion balance calculation formula is still based on typical vehicle motion.
  • the calculation based on the vehicle motion balance generally refers to calculating another parameter according to any two parameters of the vehicle mass (usually the total mass of the vehicle), the source dynamic parameter, and the system operating parameter, and of course, the parameters participating in the calculation of the vehicle motion balance are also It may further include other data; that is, the principle of vehicle motion balance calculation, generally refers to calculating another parameter according to data including at least two of the vehicle mass (usually the total mass of the vehicle), the source dynamic parameter, and the system operating parameter.
  • the embodiment 10 and the embodiment 17 further include data such as the operating conditions of the power unit, when the operating condition of the power unit is the driving state of the power unit and when the operating condition of the power unit is the braking state of the power unit, the driving state is different.
  • the calculation method in the following formula 13.2, the parameters participating in the calculation of the vehicle's motion balance also include the braking force fb;
  • the joint operation value may be calculated according to the source dynamic parameter and the system operating parameter, and of course, the parameter required to participate in the calculation may further include other data; that is, when When the measured object is the vehicle mass, the joint operation value may be calculated according to data including at least the source power parameter and the system operating parameter.
  • the joint operation value may be calculated according to vehicle quality (usually the total mass of the vehicle) and system operating parameters, and of course, the parameters required to participate in the calculation may further include other data; that is, when When the measured object is a source dynamic parameter, the joint operational value may be calculated based on data including at least vehicle mass (typically total vehicle mass) and system operating parameters.
  • the joint operation value may be calculated according to vehicle quality (usually the total mass of the vehicle) and the source dynamic parameter, and of course, the parameters required to participate in the calculation may further include other data, such as Other system operating parameters than the object; that is, when the measured object is a system operating parameter, the combined operational value may be calculated based on data including at least vehicle mass (typically total vehicle mass) and source dynamic parameters.
  • the vehicle deformation calculation formula is used to obtain the corresponding table of the vehicle motion balance calculation formula. If the total vehicle mass m2 is fixed, the correspondence between the power and the system operating parameters (especially the mechanical operating parameters) is obtained by the vehicle motion balance calculation formula. Relationship, or when the power is a fixed value, according to the vehicle motion balance calculation formula lookup table, the corresponding relationship between the total vehicle mass and the mechanical operation parameter is obtained, or when the system operation parameter is a fixed value, the vehicle movement balance calculation formula is used to check the table.
  • One-to-one correspondence is derived from the correspondence between the total mass of the vehicle and the power, etc., based on the calculation formula of the vehicle motion balance, simplifying or ignoring certain parameters for calculation, and also a variant of the vehicle motion balance calculation formula, also within the scope of the inventive concept within.
  • the joint operation value is a result calculated based on the vehicle motion balance calculation formula, and the value of the measurement object is calculated based on the vehicle motion balance calculation formula, and the value is also a joint operation value.
  • One of the technical problems to be solved by the present invention is to provide a method for calculating vehicle operating parameters (#1), which can be used to reflect and analyze the wear and/or safety condition of a power transmission component to be monitored of a vehicle, and / or: wheel deformation (out of roundness) and / Or a condition in which the wheel is worn; and/or: a change in the overall gear ratio; and/or: a change in the radius of the drive wheel.
  • vehicle operating parameters (#1) can be used to reflect and analyze the wear and/or safety condition of a power transmission component to be monitored of a vehicle, and / or: wheel deformation (out of roundness) and / Or a condition in which the wheel is worn; and/or: a change in the overall gear ratio; and/or: a change in the radius of the drive wheel.
  • the invention provides a method for calculating vehicle operating parameters (#1):
  • the vehicle motion balance calculation formula is a formula describing the balance between the dynamic direction and the related resistance of the vehicle in the running direction or a variant thereof
  • the relevant resistance includes any one or any combination of rolling resistance, slope resistance, shift resistance, and wind resistance; or: the related resistance includes one of rolling resistance, slope resistance, shift resistance, and wind resistance. Or include any combination of rolling resistance, slope resistance, shift resistance, and wind resistance; and that is, resultant force;
  • the calculation method (#1) is a standard process for vehicle motion balance calculation, and may also be referred to as vehicle motion balance calculation for short;
  • the vehicle motion balance calculation formula and the calculation method and the parameter setting method can be referred to the content of any position in this document;
  • the formula describing the balance between the dynamic direction and the related resistance of the vehicle in the running direction or the deformation thereof includes: the power Fx, the rolling resistance f ⁇ , the gradient resistance f ⁇ , the shift resistance fa, Deformation of at least one of the wind resistances fw.
  • the deformation formula of F includes: (Kem*k12*cos ⁇ *Uo*Io)/Vx, (Km*Pr1)/Vx, (Km*fm1*Kf1)/Vx, ((Ke*Km)*(P2o/Vx) , ((Ke*Km)*(Te*im/R), Kem*k12*cos ⁇ *Uo*Io/Vx, (Kem*k13*Ui*Ii)/Vx, (Kem*k13*Ub1*Ib1)/ Vx, (Kem*Pm)/Vx;
  • Kem represents the comprehensive efficiency coefficient of electromechanical transmission
  • k12 is the preset constant
  • ⁇ power factor Uo motor voltage
  • Io is the motor current
  • Km is the efficiency coefficient of the mechanical transmission system
  • Pr1 is the driving power of the fuel engine
  • Vx is the vehicle.
  • the longitudinal velocity, fm1 represents the fuel consumption rate in the engine
  • Kf1 represents the energy conversion coefficient
  • Ke represents the efficiency coefficient of the motor
  • P2o represents the electrical output power of the motor
  • Te represents the electromagnetic torque
  • Pm represents the electrical power of the motor
  • im im represents the integrated transmission.
  • Ratio R represents the drive wheel radius
  • k13 represents the efficiency coefficient of the motor drive to the motor
  • Ui represents the input voltage of the motor drive
  • Ii represents the input current of the motor drive
  • Ub1 represents the output voltage of the power supply
  • Ib1 represents the power supply The output voltage
  • the deformation mode of the total mass m2 of the vehicle includes: m1+m0, m1+m0+mf2-mf1, and m1+m0+mf0, where m1 is the mass of the carried item, and m0 represents the mass of the empty body. Mf0 represents the remaining fuel mass, mf1 has consumed fuel mass, and mf2 represents the fuel quality at the historical point;
  • the formula describing the balance between the dynamic direction and the related resistance of the vehicle in the running direction or the deformation thereof further includes: the two sides of the equal sign are simultaneously integrated and deformed with respect to the same variable;
  • the integral deformation method includes: the integral of power for time is energy, the integral of force to displacement is energy, the integral of speed with respect to time is displacement, the integral of acceleration for time is speed, and the integral of force versus time is impulse.
  • the value of the input parameter in the obtained vehicle motion balance calculation formula is a reasonable value (also referred to as a qualified value or an acceptable value)
  • reasonable values of parameters (including input parameters) refer to the use of the parameter (including input parameters) to achieve a useful value or to represent the natural attributes of the parameter (including input parameters)
  • the power transmission condition identification, the vehicle power transmission abnormality, the monitoring, the reflection, the analysis of the operating condition (wear and/or safety condition) of the power transmission component to be monitored of the vehicle, and the analysis of the wheel deformation (loss) Roundness) and/or condition of wheel wear, monitoring of data related to vehicle operation safety, and processing of any data related to vehicle operation safety are all useful applications; parameters are current
  • the actual value, or the value in the third range, or the value in the fourth range is a value representing the natural attribute of the parameter (including the input parameter);
  • the value of the total mass of the vehicle included in the input parameter is set based on the current actual value of the total mass of the vehicle or a preset actual value, and the current actual value or the preset actual value is in the input parameter.
  • a reasonable value of the total mass of the vehicle included the meaning of the preset actual value of the parameter is: the value is a value close to the actual value of the parameter at a preset time point (not the current time point);
  • the meaning of the actual value preset in the present invention can also be understood as: the actual value of the parameter acquired at a preset time point (not the current time point); the meaning of the preset actual value in the present invention can also be It is understood as: the actual value of the parameter at the preset time point (not the current time point); the actual value of the vehicle total mass preset means: the value is at the preset time point (non-current) The actual value of the total mass of the vehicle at the time point is close to the value; it can also be understood as: obtained at a preset time point (not the current time point) The actual value of the total mass of the vehicle taken; it can also be understood as: the actual value indicating the total mass of the vehicle at a preset time point (not the current time point);
  • the value of the parameter in the first type parameter other than the total mass of the vehicle included in the input parameter is set based on the current actual value of the parameter, and the current actual value is the input parameter of the first type (
  • the first type of parameter refers to a parameter to be measured and/or a measurable parameter and/or a source dynamic parameter and/or a mechanical operating parameter and/or Any one or more of the types of quality-changing item quality; there is also a possibility that if the historical value of the parameter is different, the difference between the vehicle operating condition and the current vehicle operating condition is lower than a preset threshold And the historical record value is also a reasonable value of the first type of input parameter (eg, source dynamic parameter, speed, acceleration, etc.);
  • the value of the parameter in the second type parameter other than the total mass of the vehicle included in the input parameter is based on the current actual value of the parameter or the value in the safety range of the parameter or is set; generally speaking, The value in the security range of the parameter is set by the preset mode; the current actual value of the parameter or the value in the preset security range of the parameter is a reasonable value of the input parameter of the second type; in the present invention,
  • the second type parameter refers to any one or more of the unmeasurable parameters and/or the preset parameters and/or the system inherent parameters; for example, the efficiency coefficient, the rolling resistance coefficient, the integrated gear ratio, the driving wheel radius, and the gravitational acceleration are usually a parameter in the second type parameter; preferably, the value in the preset safety range is a preset calibration value;
  • the values of any one or more of the road gradient ⁇ , the rolling resistance coefficient f, and the rolling resistance coefficient component fr included in the input parameter may be calculated based on the position information of the road or Sensor measurement data acquisition;
  • parameters indicating the properties of the power system and/or the mechanical transmission system are referred to as closely related to safety in the power or transmission system.
  • Parameters for example, efficiency factor, rolling resistance coefficient, integrated gear ratio, drive wheel radius are all parameters related to safety in power or transmission system; abnormalities in integrated transmission ratio usually indicate severe failure of the mechanical transmission system of the vehicle, driving The abnormality of the wheel radius usually occurs when there are serious safety hazards such as tire puncture and radius reduction; in the present invention, the parameters closely related to safety in the power or transmission system belong to the second type parameter.
  • the calculation method (#1) also includes any one of the schemes A, B, and C:
  • the measurement object is a parameter closely related to safety in the power or transmission system or a parameter containing the parameter; the value of the input parameter is set according to a reasonable value of the input parameter; for example, the measurement object is an efficiency coefficient or includes efficiency
  • the parameter of the coefficient for example, in the embodiment 9, the efficiency coefficient Kem of the electromechanical transmission of the vehicle is measured; or (Kem(Te*im/R1)) is used as the measurement object, and the measurement object (Kem(Te*) Im/R1)) includes an efficiency coefficient Kem; for example, the measurement object is a rolling resistance coefficient or a parameter including a rolling resistance coefficient; for example, in the embodiment 10, the rolling resistance coefficient ⁇ 1 of the vehicle is used as a measurement target; 11*cos ⁇ ) is a measurement object, and the measurement object (g* ⁇ 1*cos ⁇ ) includes a rolling resistance coefficient ⁇ 1;
  • the value of the total mass of the vehicle included in the input parameters is set based on the preset actual value of the total mass of the vehicle, and is not set based on the current actual value of the total mass of the vehicle;
  • the values of other parameters other than those set are based on reasonable values of each parameter;
  • At least one of the power included in the input parameter or the safety-related parameter in the transmission system is set based on the preset value, and is not set based on the current actual value of the parameter, the preset value
  • the value in the preset safety range; the values of the parameters other than the safety-related parameters in the power or transmission system are set according to the reasonable values of the parameters.
  • the actual value of the total mass of the vehicle is inconvenient to measure during the operation of the vehicle; the actual value of the total mass of the vehicle may be preset by the operator according to the situation on the site, and the manual input method is adopted; Inconvenient, it is not conducive to improve calculation accuracy and safety monitoring; for example, if the input parameters include the total mass of the vehicle, assume that the vehicle's own weight is 1500KG and the load is limited to 500KG. If the vehicle's total mass value is set to 2000KG and 1600KG, in other input parameters. Under the premise of constant conditions, the results of vehicle motion balance calculation may differ by 25%, which will reduce the accuracy of vehicle motion balance calculation and the significance of safety monitoring;
  • the value of the total mass of the vehicle included in the input parameter is obtained based on a previously calculated vehicle motion balance calculation; that is, before the measurement method (#1) is performed, the vehicle is first used
  • the total mass is the calculated value of the vehicle motion balance calculation (this calculation is the previous calculation), and the value is usually the actual value of the previous calculation, and the actual value is used for the calculation method (#1) ) the vehicle motion balance calculation in step S2;
  • the safety range is The value is the calibration value; this is beneficial to improve the calculation accuracy and monitoring accuracy; because the safety range is the limit range, the upper and lower deviations are relatively large;
  • a preferred scheme 3 of setting scheme 2 in any of the A, B, and C schemes, at least one of the first type of parameters other than the total mass of the input parameters is set based on the measured value, such as source dynamic parameters, speed, and acceleration. And so on; preferably, the at least one is all.
  • the parameter closely related to safety in the power or transmission system is preferably an efficiency coefficient and/or a rolling resistance coefficient;
  • the efficiency coefficient can be used to reflect and analyze the running condition of the power transmission component of the vehicle to be monitored, This operating condition refers in particular to wear and/or safety conditions;
  • the rolling resistance factor f (especially the rolling factor component fc associated with the vehicle) can be used to reflect and analyze wheel deformation (out of roundness) and/or wheel wear conditions.
  • the efficiency factor and/or the rolling factor have a more important safety significance than the overall gear ratio and/or the drive wheel radius.
  • the measuring method (#1) may further include the following expansion scheme 1: outputting the calculated value of the measured object on the human-machine interface of the in-vehicle electronic device and/or the portable personal consumer electronic product; further, the expansion scheme 1 may further include: obtaining relevant data of the measurement object, and outputting relevant data of the measurement object of the vehicle on a human-machine interface of the in-vehicle electronic device and/or the portable personal consumer electronic product;
  • the measurement method (#1) may further include the following expansion scheme 2: outputting and/or saving the calculated value of the measurement object; further, the expansion scheme 2 may further include the following scheme: acquiring the measurement object Relevant data, the phase of the measured object Off data output and / or save;
  • the input parameter does not include the rolling resistance coefficient or the efficiency coefficient; the result of the calculation of the vehicle motion balance will be difficult to reflect the wear of the power transmission component to be monitored and / or safety conditions, wheel deformation (out of roundness) and / or wheel wear conditions;
  • KeKm the efficiency coefficient
  • S2 obtaining a reasonable value of each input parameter: for example, obtaining a value of the parameter to be measured (the measured value of the input parameter (Te2, a2) when time2 is acquired; and the measured value of the input parameter (Te1, a1) when time1 is acquired); Obtaining a preset standard value of the preset parameter (R1, im); obtaining an actual value of the total mass m2 of the vehicle; calculating the calculation according to the obtained value of the input parameter and the vehicle motion balance calculation formula (A3-5) The value of the object; the calculated value can be regarded as the actual value of the efficiency coefficient (KeKm) at time2;
  • the measurement object is a parameter closely related to safety in the power or transmission system or a parameter including the parameter, and the value is obtained based on the vehicle motion balance calculation formula, which is important for safety monitoring, monitoring, and data processing of the vehicle.
  • the measurement result can be used to reflect the condition of the rolling resistance coefficient (that is, the deformation of the wheel (out of roundness) and/or the condition of wheel wear); if the measuring object For the efficiency coefficient or the parameter including the efficiency coefficient, the calculation result can be used to reflect the wear and/or safety condition of the power transmission component to be monitored of the vehicle; if the measurement object is an integrated transmission ratio or a parameter including an integrated transmission ratio, the calculation The result can be used to reflect the condition of the integrated gear ratio.
  • the abnormality of the integrated gear ratio usually indicates a serious fault of the mechanical transmission system of the vehicle. If the measured object is the radius of the drive wheel or the parameter including the radius of the drive wheel, the calculation result can be used to reflect the radius of the drive wheel. Condition, the abnormality of the drive wheel radius usually occurs in the tire puncture, half Severe reduction in diameter When there is a safety hazard;
  • the value of the total mass of the vehicle included in the input parameter is set according to a preset actual value based on the total mass of the vehicle, and if the total mass of the vehicle is within the preset time point to the current time period Abnormal changes (such as abnormal jumps of the carrier and abnormal changes in the quality of the cargo) can be reflected by the vehicle motion balance calculation; if the total mass of the vehicle included in the input parameters is the current actual value based on the total mass of the vehicle The calculation result does not reflect the abnormal change of the total mass of the vehicle;
  • the vehicle motion balance calculation result of the measurement object can be used for a condition that reflects the efficiency factor (ie, the wear and/or safety of the power transmission components to be monitored);
  • the vehicle motion balance calculation result of the measurement object can be used to reflect the condition of the rolling resistance coefficient (that is, the wheel deformation (roundness) and/or the condition of the wheel wear);
  • the vehicle motion balance calculation of the measured object can be used to reflect the condition of the integrated gear ratio; even if the measured object non-driving wheel radius or the parameter containing the driving wheel radius, the value of the driving wheel radius included in the input parameter is a preset value (this value is preferably the calibration value) , the vehicle motion balance calculation result of the measurement object can be used to reflect the condition of the driving wheel radius;
  • the vehicle motion balance calculation The calculation results lose the ability to monitor the efficiency factor (ie, the wear and/or safety of the power transmission components to be monitored);
  • the The calculation result of the vehicle motion balance calculation loses the ability to monitor the rolling resistance coefficient (ie, the deformation of the wheel (out of roundness) and/or the condition of wheel wear);
  • the measured object is not the integrated gear ratio or the parameter including the integrated gear ratio, and the input gear does not include the integrated gear ratio or the integrated gear ratio included in the input parameter to obtain the current actual value as the value of the input parameter, proceed to the vehicle.
  • the calculation of the motion balance, the calculation result loses the monitoring ability for the integrated transmission ratio
  • the measured object is not a driving wheel radius or a parameter containing a driving wheel radius
  • the input parameter does not include the driving wheel radius or the driving wheel radius included in the input parameter to obtain the current actual value as the value of the input parameter for the vehicle
  • the calculation of the motion balance, the calculation result loses the ability to monitor the radius of the drive wheel
  • the wind resistance is used as the calculation object to calculate the wind resistance of the vehicle.
  • the vehicle motion balance calculation of the value of the calculation object not only need to understand the algorithm principle of vehicle motion balance calculation, but also need to study the characteristics of the input parameters, select the appropriate vehicle motion balance calculation formula, set the characteristics of the input parameters. In order to achieve unexpected security monitoring results.
  • optimization scheme of measurement method (#1) Preferably, referring to other contents in this paper, in the calculation method (#1), the following schemes for identifying the operating conditions to improve the calculation performance are also included. 1.
  • the fuel quality improvement calculation performance is obtained.
  • Scheme 1 the scheme of the two-speed differential-type vehicle motion balance calculation parameter, the preferred source power parameter is the motor drive parameter scheme 1, the preferred fuel-power parameter, the source power parameter scheme 1 or any one of the schemes To further improve the speed measurement accuracy and performance.
  • the measurement method is started after starting up or receiving a manual receiving operation instruction.
  • the measuring method can be started up automatically, without human operation, and the electronic device integrated with the monitoring method runs after self-powering, and the self-running can start immediately after power-on, or can be pre-processed. It can be run after setting the time.
  • the preset time may be only used as a standby time, and other applications are not executed during the time period, and other applications may be executed within the preset time, and may be further executed by other applications.
  • the degree (such as half of execution or execution completion, etc.) is used as a point in time to start the monitoring method or to start the monitoring method directly with the startup instructions sent by the other applications.
  • the operation instruction is used to control the starting of the calculation method, and the operation button, the touch screen or other mobile electronic devices (such as mobile phones) in the vehicle are subjected to artificial Produced after the operation.
  • the measuring method can be used for discovering, monitoring the abnormality of the power transmission efficiency of the power transmission component to be monitored and/or the power transmission abnormality caused by the abnormal rolling resistance coefficient of the wheel; and can also be used for discovering and monitoring the power transmission component to be monitored.
  • the technical solution can be used for discovering, monitoring, and including the vehicle power transmission abnormality caused by the rotating working power of the vehicle or the running failure of the transmission component; even when the vehicle operating parameter does not exceed the safety limit threshold, the technical solution provided by the present invention can also It is convenient to avoid more serious and unpredictable safety accidents (including broken shafts, car crashes, etc.); like human cancer diagnosis, if it is found in the late stage, it usually means the end of life. If early warning and early detection usually mean Life is normal; therefore, this technical solution is heavy for the safe operation of the vehicle. Practical significance.
  • the calculation method (#1), the deformation of the power Fx, the basic setting scheme of the value of the input parameter, the setting scheme 2 of the value of the input object or the value of the input parameter, and each of the preferred schemes, the self-starting or the receiving manual operation Any one or more of the schemes after the instruction is initiated, and the uses and fields of the technical solution can be applied to the present invention to solve any of the problems raised in the present invention. solution.
  • the present invention also provides a measuring system for vehicle operating parameters, including the following modules,
  • the preset module of the motion balance calculation formula is configured to calculate the vehicle motion balance calculation formula of the measurement object by using any one of the vehicle operating parameters as a calculation object; the vehicle motion balance calculation formula is to describe the power of the vehicle in the running direction
  • the formula for the balance of the associated resistance or the formula of the deformation thereof; the related resistance includes any one or any of rolling resistance, slope resistance, shift resistance, and wind resistance; or: the related resistance includes rolling resistance, slope resistance, and shift resistance One of the wind resistances, or the sum of any one of rolling resistance, slope resistance, shift resistance, and wind resistance;
  • An input parameter acquisition and calculation module is configured to obtain a value of the input parameter, where the input parameter is all parameters except the measurement object in the vehicle motion balance calculation formula, that is, the input parameter is calculated according to the vehicle motion balance calculation formula A parameter required for the value of the object; the value of the estimated object is calculated according to the value of the acquired input parameter and the vehicle motion balance calculation formula.
  • a second technical problem to be solved by the present invention is to provide a change (including a change in the rotational working power or transmission component operation failure of the vehicle and/or the overall transmission ratio even when the vehicle operating parameter does not exceed the safety limit threshold). / or the technical solution of monitoring the abnormality of vehicle power transmission caused by the change of the radius of the driving wheel;
  • the invention provides a monitoring method (#1) when a vehicle is controlled by a power device, and the monitoring method comprises the steps of:
  • the reference data determines whether the power transmission condition of the vehicle is abnormal; the joint operation value is a result calculated based on a vehicle motion balance calculation formula;
  • the vehicle motion balance calculation formula is a formula for describing a balance between the dynamic direction of the vehicle and the related resistance in the running direction or a deformation thereof;
  • the related resistance includes any one or any of rolling resistance, slope resistance, shift resistance, and wind resistance; or
  • the related resistance includes one of rolling resistance, slope resistance, shift resistance, wind resistance, or includes any combination of rolling resistance, slope resistance, shift resistance, and wind resistance; including, as well, at least; And can be understood as the combined force of multiple forces;
  • the input parameter of the vehicle motion balance calculation formula is all parameters except the measurement object in the vehicle motion balance calculation formula, that is, the input parameter is a parameter required to calculate the value of the measurement object according to the vehicle motion balance calculation formula;
  • the number of parameters in the input parameter to be measured is set, and the parameters are set based on the measured value; other parameters may be set by preset values; the more the measured parameters, the higher the accuracy will be, the better the monitoring performance is.
  • the measured parameters are less costly; the user and the manufacturer can customize according to their different situations.
  • the present invention provides the same monitoring method (#1) as the other, but describes another monitoring method (#2):
  • a method for monitoring the power transmission condition of a vehicle comprising the following steps A:
  • S200 Determine a vehicle motion balance calculation formula for calculating the measurement object;
  • the vehicle motion balance calculation formula is a formula for describing a balance between a power and a related resistance of a moving direction of the vehicle or a formula thereof;
  • the related resistance includes a rolling resistance, a gradient resistance, and a shifting speed Any one or any of a variety of resistance and wind resistance; or: the relevant resistance includes any one of rolling resistance, slope resistance, shift resistance, and wind resistance, or any of rolling resistance, slope resistance, shift resistance, and wind resistance.
  • the inclusion is also understood to be at least; the sum can be understood as a resultant force; setting the number of parameters in the input parameter to be measured, obtaining the value of the input parameter, the input parameter being the vehicle motion balance calculation All the parameters except the measured object in the formula; and calculating the measuring object according to the value of the input parameter and the vehicle motion balance calculation formula; acquiring reference data of the measuring object in the current motion state of the vehicle;
  • S300 Compare and calculate the calculated value of the measurement object and the reference data of the measurement object, and determine whether the power transmission status of the vehicle is abnormal.
  • the vehicle motion balance calculation formula, the calculation method and the parameter setting method in the monitoring method (#1) or the monitoring method (#2) can be referred to the content of any position in this document;
  • the monitoring method (#1) or the monitoring method (#2) is started from the startup or started after receiving the manual instruction (referred to as manual startup).
  • the monitoring method can be started up automatically, without human operation, and the electronic device integrated with the monitoring method runs after self-powering, and the self-running may start immediately after power-on, or may be pre-evented. It can be run after setting the time.
  • the preset time may be only used as a standby time, and other applications are not executed during the time period, and other applications may be executed within the preset time, and may be further executed by other applications.
  • the degree (such as half of execution or execution completion, etc.) is used as a point in time to start the monitoring method or to start the monitoring method directly with the startup instructions sent by the other applications.
  • the manual instruction is used to control the start of operation of the monitoring method, which is an operation button, a touch screen, a voice system, or other mobile electronic devices (such as a mobile phone) in the vehicle.
  • the monitoring method which is an operation button, a touch screen, a voice system, or other mobile electronic devices (such as a mobile phone) in the vehicle.
  • the option of starting from the start and starting manually is of great significance; because the monitoring method plays an important role in the operation safety of the vehicle, the self-starting is selected to avoid unfavorable factors such as forgetting to open and misuse, and it is beneficial to record the whole process.
  • Safety monitoring data in some cases, when the vehicle monitoring method is not adjusted, if you choose to start automatically, it may lead to adverse effects such as increased false alarm rate, so it is intentional to choose manual starting in some cases.
  • the values of the input parameters in the obtained vehicle motion balance calculation formula are all reasonable values (also referred to as qualified values); different input parameters have different reasonable values; for example, the value of the total mass of the vehicle included in the input parameters is Based on the current actual value of the total mass of the vehicle or the preset actual value, the current actual value or the preset actual value is a reasonable value of the total mass of the vehicle included in the input parameter; for example, in the input parameter
  • the value of the parameter included in the first type of parameter other than the total mass of the vehicle is set based on the current actual value of the parameter, and the current actual value is the input parameter of the first type (eg, the source dynamic parameter) a reasonable value of the speed, acceleration, etc.; for example, a parameter of the second type of parameter other than the total mass of the vehicle included in the input parameter (eg, efficiency coefficient, The value of the rolling resistance coefficient, the integrated gear ratio, the driving wheel radius, the gravitational acceleration, etc.) is based on the current actual value of the parameter or the value in the safety
  • the calculation method (#1) also includes any one of the schemes A, B, and C:
  • the measurement object is a parameter closely related to safety in the power or transmission system or a parameter including the parameter; the value of the input parameter is set according to a reasonable value of the input parameter;
  • the value of the total mass of the vehicle included in the input parameters is set based on the preset actual value of the total mass of the vehicle, and is not set based on the current actual value of the total mass of the vehicle;
  • the values of other parameters other than those set are based on reasonable values of each parameter;
  • At least one of the power included in the input parameter or the safety-related parameter in the transmission system is set based on the preset value, and is not set based on the current actual value of the parameter, the preset value
  • the value in the preset safety range; the values of the parameters other than the safety-related parameters in the power or transmission system are set according to the reasonable values of the parameters;
  • Preferred Embodiment 2 of Setting Scheme 2 Preferably, in the A, B, and C schemes, when the parameter in the second type parameter in the input parameter is set based on the value in the preset safety range, the safety range is The value is a calibration value; this is beneficial to improve calculation accuracy and monitoring accuracy;
  • a preferred scheme 3 of setting scheme 2 in any of the A, B, and C schemes, at least one of the first type of parameters other than the total mass of the input parameters is set based on the measured value, such as source dynamic parameters, speed, and acceleration. And so on; preferably, the at least one is all.
  • the safety-critical parameter closely related to safety in the transmission system is preferably an efficiency coefficient and/or a rolling resistance coefficient; compared to the overall transmission ratio and/or the driving wheel radius, the efficiency coefficient and/or The rolling resistance coefficient has a more important safety significance.
  • the measuring object is a parameter in the vehicle quality
  • the input parameter of the measuring object includes a system operating parameter and a source dynamic parameter
  • the measurement object is one of a source dynamic parameter, and the input parameter of the measurement object includes a system operation parameter and a vehicle quality; or
  • the measurement object is one of the system operation parameters, and the input parameters of the measurement object include a vehicle mass number and a source power parameter.
  • the measurement object is a vehicle quality, a source dynamic parameter, a mechanical operation parameter or a quality change type.
  • a parameter in the quality of the item, the reference value of the measured object is an actual value; or
  • the measurement object is any one of system inherent parameters, and the measurement object is a reference value of a system preset value.
  • the present invention provides the same monitoring method (#1) as the other, but describes another monitoring method (#3):
  • a method for monitoring the power transmission condition of a vehicle (#3) comprising the following steps:
  • the vehicle motion balance formula is a formula for describing a balance between a power fx and a related resistance of a moving direction of the vehicle or an equivalent deformation thereof;
  • the related resistance includes a rolling resistance f ⁇ , a gradient resistance Any one or more of f ⁇ , variable speed resistance fa, and wind resistance fw;
  • All the parameters except the measurement object in the vehicle motion balance formula are input parameters, obtain values of all input parameters, and calculate the measurement object according to the input parameter (value) and the vehicle motion balance formula; and obtain the calculation Reference data of the object; at least one of the reference data and the input parameter takes a preset value and determines a number of parameters of the input parameter that take a preset value;
  • the other parameters take the actual value.
  • the reference data of R1, im, and kekm are preset values, and all other parameters m2, a2, a1, Te2, and Te1 are actual values;
  • reference data of Ke, Km, R1, im, g, and f are preset values, and all other parameters Te3, fw, m2, ⁇ , and a are actual values;
  • Ke Km1, im1, R1_1, Km2, Kf3, R0, im2, and R1_2 are preset values, and the reference data of all other parameters Te, F1, fw, and m2 are actual values.
  • step S300 described in the monitoring method (#3) is a step S300 described in the monitoring method (#3).
  • the reference data takes a preset value, and the input parameters all take the actual value, and are used to monitor whether the power transmission condition of the vehicle is abnormal; wherein the preset value taken by the reference data is a historical record value in the same state as the current vehicle running state; the present invention
  • the history value in the same state as the current vehicle running state refers to the difference between the vehicle operating condition and the current vehicle operating condition when the value of the historical value is lower than a preset threshold;
  • the vehicle power transmission condition can be specifically a condition representing the part, for example, in the joint operation formula of kem in Embodiment 9, the reference data of the Kem The preset value is taken.
  • the reference data of m2 takes a preset value (such as self-learning), and the input is input.
  • the condition of the part described by m2 (such as whether the vehicle body is intact or the carrying item is dropped) can be monitored; as in the embodiment 11, the reference data of ⁇ 1 takes a preset value, and the input parameters are all taken practically. At the time of the value, it is possible to monitor the condition of the part represented by ⁇ 1 (such as whether the tire suddenly leaks).
  • the reference data takes the actual value, and one of the input parameters takes a preset value for monitoring whether the parameter of the input parameter takes the preset value is abnormal; the preset value of the parameter in the input parameter is the same state as the current vehicle running state.
  • the historical value under the vehicle is the calibration value when the vehicle is shipped.
  • the example 2 is taken as an example.
  • the reference data of m2 takes the actual value. If ⁇ 1 takes the preset value and the remaining parameters take the actual value, it can monitor whether ⁇ 1 is Abnormal; if the reference data of m2 takes the preset value, ki takes the preset value and the remaining parameters take the actual value, it can monitor whether ki is abnormal.
  • the delivery condition can be specifically representative of the condition of the component.
  • the reference data takes a preset value
  • N-1 of the input parameters take a preset value, which is used to monitor whether the parameter of the preset value is abnormal in the measurement object and the input parameter
  • the preset value of the reference data is The historical record value in the same state of the current vehicle running state, or the calibration value when the vehicle is shipped from the factory
  • the preset value taken by the two parameters in the input parameter is the historical record value in the same state as the current vehicle running state, or The calibration value of the vehicle when it leaves the factory; continue to use the example 2 as an example.
  • the reference data takes the actual value
  • N of the input parameters take a preset value, which is used to monitor whether the parameter of the input parameter takes the preset value is abnormal; wherein, the preset value of the N parameter in the input parameter is the current value
  • Embodiment 8 when the reference data of Te takes the actual value, and m2, ⁇ 1, im, and R1 of the input parameter take the preset value and the remaining input parameters take the actual value, it is possible to monitor whether m2 ⁇ 1, im, and R1 are abnormal;
  • Te's reference data takes the actual value
  • m2, ⁇ 1, im, ⁇ , and R1 in the input parameters take the preset value and the remaining input parameters take the actual value
  • it is possible to monitor whether m2, ⁇ 1, im, ⁇ , and R1 are abnormal It should be understood that other situations regarding the relationship between the number of preset values and actual values in the reference data and the input parameters and the specific use may be performed by those skilled in the art based on the above description and specific embodiments, where I will not repeat them one by one.
  • the historical record value in the same state as the current vehicle running state refers to: the vehicle mass corresponding to the historical record value generation, the speed of the vehicle, the external environment information of the vehicle, and the source power.
  • the parameters are consistent with the current vehicle mass, the speed of the vehicle, the external environment information of the vehicle, and the source power parameters; the external environment information refers to environmental information other than the body of the vehicle that affects the running state of the vehicle, such as road gradient, wind speed, and road surface.
  • the coefficient of friction or the like; the agreement means that the sizes of the parameters are the same or close, and if the parameters have directions, the directions of the parameters are the same or close.
  • the step S300 includes any one of the following situations:
  • the value of the rolling resistance coefficient included in the input parameter is the calibration value when the vehicle is shipped from the factory
  • the reference data of the measuring object is an actual value
  • the method can be used to reflect the abnormality of the rolling resistance coefficient (that is, caused by the wheel deformation);
  • the reference data of the measuring object is a calibration value when the vehicle is shipped from the factory;
  • the reference data of the measurement object is the actual value; the method can be used to reflect the efficiency coefficient (that is, the power system and/or mechanical transmission system abnormality Anomaly;
  • the reference data of the measurement object is a calibration value when the vehicle is shipped from the factory;
  • the measurement object is the vehicle running parameter except the rolling resistance coefficient, the parameter including the rolling resistance coefficient, the efficiency coefficient, and other parameters including the efficiency coefficient:
  • the value of the efficiency factor and/or the rolling resistance coefficient included in the input parameter is the calibration value when the vehicle is shipped from the factory
  • the reference data of the measurement object is an actual value; correspondingly, the method can be used to reflect the efficiency coefficient and/or the rolling resistance. Anomalies in coefficients (ie, caused by abnormalities in the powertrain and/or mechanical transmission system and/or wheel deformation);
  • the reference data of the measurement object is a history value in the same state as the current vehicle running state.
  • the values of the other parameters except the rolling resistance coefficient in the input parameter are the calibration value or the actual value
  • the value of the other parameters except the efficiency coefficient in the input parameter is a calibration value or an actual value
  • the values of the other parameters except the rolling resistance coefficient and the efficiency coefficient in the input parameter are the calibration value or the actual value.
  • the step S300 further includes:
  • the determination result of the power transmission condition of the vehicle is correct, and further determining the power transmission status failure;
  • the input parameter includes a quality-changing item quality.
  • the step S200 further includes: acquiring a power device operating condition, and associating the power device operating condition with the calculation of the measurement object;
  • the energy/power transmission direction is transmitted from the power device to the vehicle body through the mechanical transmission system, and the value of the source power parameter is multiplied by an efficiency coefficient less than 1 when calculating the measurement object;
  • the energy/power transmission direction is transmitted from the vehicle body to the power unit via the mechanical transmission system, and the value of the source power parameter is divided by the efficiency coefficient less than 1 when calculating the measurement object. .
  • the step S400 further comprises: when the vehicle is in an unsteady driving state, the determining process of the power transmission condition of the vehicle is canceled; wherein, when the vehicle is powered The vehicle is in an unsteady driving state when at least one of the parameter, the mechanical comprehensive running force, and the speed is less than a preset threshold, or when the power running condition of the vehicle is the powering device braking state.
  • the preset range is set based on the reference data of the measurement object, and if the calculated value of the measurement object falls within the preset range, the determination center The vehicle power transmission condition of the vehicle is normal; if the calculated value of the measurement object does not fall within the preset range, it is determined that the vehicle power transmission condition of the vehicle is abnormal.
  • the step S400 further comprises the following steps:
  • the monitoring method (#1) or the monitoring method (#2) or the monitoring method (#3) can also perform the following B step processing:
  • the joint operation value of the measurement object may include a direct joint operation value (that is, a directly obtained joint operation value), an indirect joint operation value (that is, an indirectly obtained joint operation value), and the like; for example, according to a source dynamic parameter of the vehicle and
  • the operating parameters of the system are calculated by vehicle motion balance to obtain the total mass m2 of the vehicle, then m2 is the direct joint calculation value; the carrier is calculated according to the total mass m2 of the vehicle.
  • the product quality m1 or the empty body mass m0, then m1 or m0 are indirect joint operation values; the joint operation value in the present invention may also be referred to as joint operation data, and the two are equivalent.
  • the joint operation value of the present invention is a value obtained by a joint operation for any one parameter (such as m2/ or m1/ or m0/ or mf); the actual value and the true value of the present invention are different concepts; the true value is usually The natural value of a certain attribute of an object; the actual value in the reference data in the monitoring method of the present invention generally refers to a value used as a reference for the determination of the power transmission condition, so it may also be referred to as a reference value. ;
  • the actual value (also referred to as the reference value) in the reference data in the monitoring method of the present invention must consider practical technical means or implementation scheme, and its value is naturally constrained to the specific value time and/or value.
  • Method according to the specific setting scheme of the reference data described later (such as the source of the data or the selection of the value path, the setting method, the value time, etc.), the general rules (reference data setting method 1, 2, 3, 4) 5, 6) and related embodiments (embodiments 34-43), it is obvious that the actual value in the reference data in the monitoring method of the present invention is different depending on the measurement object and/or the actual value setting mode.
  • the reference value has a variety of different time ranges, multiple different ranges, and can be implemented by a variety of different technical methods or schemes.
  • the following principle may be adopted: at least one of the reference data and the input parameter takes a preset value and determines a parameter number of the input parameter that takes a preset value; the preset value includes a calibration value or the same state as the current vehicle running state. History value under;
  • the reference data is preferentially an actual value or a preset value;
  • the preset value includes a calibration value or a history value in a state identical to the current vehicle running state;
  • the other parameters take the actual value.
  • the reference data of R1, im, and kekm are preset values, and all other parameters m2, a2, a1, Te2, and Te1 are actual values;
  • reference data of Ke, Km, R1, im, g, and f are preset values, and all other parameters Te3, fw, m2, ⁇ , and a are actual values;
  • Ke Km1, im1, R1_1, Km2, Kf3, R0, im2, and R1_2 are preset values, and the reference data of all other parameters Te, F1, fw, and m2 are actual values.
  • the reference data when only one of the reference data and the input parameter takes a preset value: the reference data takes a preset value, and all the input parameters take an actual value for monitoring whether the vehicle power transmission condition is abnormal;
  • the preset value obtained by the reference data is a historical record value in the same state as the current vehicle running state; in the present invention, the historical record value in the same state as the current vehicle running state refers to the value of the historical record value.
  • the difference between the vehicle operating condition and the current vehicle operating condition is lower than a preset threshold;
  • the vehicle power transmission condition can be specifically a condition representing the part, for example, in the joint operation formula of kem in Embodiment 9, the reference data of the Kem The preset value is taken.
  • the reference data of m2 takes a preset value (such as self-learning), and the input is input.
  • the condition of the part described by m2 (such as whether the vehicle body is intact or the carrying item is dropped) can be monitored; as in the embodiment 11, the reference data of ⁇ 1 takes a preset value, and the input parameter When all the actual values are taken, the condition of the part represented by ⁇ 1 (such as whether the tire suddenly leaks) can be monitored.
  • the reference data takes an actual value, and one of the input parameters takes a preset value for monitoring whether the parameter of the input parameter takes the preset value is abnormal; the preset value of the parameter in the input parameter is the current vehicle running state.
  • the delivery condition can be specifically representative of the condition of the component.
  • the reference data takes a preset value
  • N-1 of the input parameters take a preset value, which is used to monitor whether the parameter of the preset value is abnormal in the measurement object and the input parameter
  • the preset value of the reference data is The historical record value in the same state of the current vehicle running state, or the calibration value when the vehicle is shipped from the factory
  • the preset value taken by the two parameters in the input parameter is the historical record value in the same state as the current vehicle running state, or The calibration value of the vehicle when it leaves the factory; continue to use the example 2 as an example.
  • the reference data takes an actual value
  • N of the input parameters take a preset value, which is used to monitor whether the parameter of the input parameter takes the preset value is abnormal
  • the preset value of the N parameter in the input parameter is The historical value in the same state as the current vehicle running state, or the calibration value when the vehicle is shipped from the factory.
  • Embodiment 8 when the reference data of Te takes the actual value, and m2, ⁇ 1, im, and R1 of the input parameter take the preset value and the remaining input parameters take the actual value, it is possible to monitor whether m2 ⁇ 1, im, and R1 are abnormal;
  • Te's reference data takes the actual value
  • m2, ⁇ 1, im, ⁇ , and R1 in the input parameters take the preset value and the remaining input parameters take the actual value
  • it is possible to monitor whether m2, ⁇ 1, im, ⁇ , and R1 are abnormal It should be understood that other situations regarding the relationship between the number of preset values and actual values in the reference data and the input parameters and the specific use may be performed by those skilled in the art based on the above description and specific embodiments, where I will not repeat them one by one.
  • the value of the rolling resistance coefficient included in the input parameter is the calibration value when the vehicle is shipped from the factory
  • the reference data of the measuring object is an actual value
  • the method can be used to reflect the abnormality of the rolling resistance coefficient (that is, caused by the wheel deformation);
  • the reference data of the measuring object is a calibration value when the vehicle is shipped from the factory;
  • the value of the efficiency coefficient included in the input parameter is the calibration value when the vehicle is shipped from the factory, the reference data of the measurement object is actual. Value; this method can be used to reflect anomalies in the efficiency factor (ie, caused by abnormalities in the powertrain and/or mechanical transmission system);
  • the reference data of the measurement object is a calibration value when the vehicle is shipped from the factory;
  • the measurement object is the vehicle running parameter except the rolling resistance coefficient, the parameter including the rolling resistance coefficient, the efficiency coefficient, and other parameters including the efficiency coefficient:
  • the value of the efficiency factor and/or the rolling resistance coefficient included in the input parameter is the calibration value when the vehicle is shipped from the factory
  • the reference data of the measurement object is an actual value; correspondingly, the method can be used to reflect the efficiency coefficient and/or the rolling resistance. Anomalies in coefficients (ie, caused by abnormalities in the powertrain and/or mechanical transmission system and/or wheel deformation);
  • the reference data of the measurement object is a history value in the same state as the current vehicle running state.
  • the values of the other parameters except the rolling resistance coefficient in the input parameter are the calibration value or the actual value
  • the value of the other parameters except the efficiency coefficient in the input parameter is a calibration value or an actual value
  • the values of the other parameters except the rolling resistance coefficient and the efficiency coefficient in the input parameter are the calibration value or the actual value.
  • the actual value (ie, the reference value) in the reference data in the monitoring method of the present invention is a value subordinate to the setting type of the measurement object and/or the actual value (ie, the reference value), which is an amplitude (size).
  • the concept is a middle layer data; the actual value (ie, the reference value) in the reference data in the monitoring method of the present invention is generally a value close to or equal to the true value of the measured object of the vehicle when the joint operation value is taken;
  • the range of amplitudes of the actual values (ie, reference values) in the reference data in the monitoring method can be applied to most types of measurement objects, such as source dynamic parameters.
  • the actual value (ie, the reference value) in the reference data in the method is set according to the actual value set in the same time range as the value of the joint operation value, that is, the reference value, that is, the The measured value is usually a value close to or equal to the true value of the measured object of the vehicle when the joint operation value is taken;
  • Embodiments 34, 35, 36, 37, 38, and 41 when the actual value (that is, the reference value) in the reference data in the monitoring method is set in accordance with the joint obtained according to (when the set condition is satisfied)
  • the actual value (that is, the reference value) is also naturally a value close to or equal to the joint operation value of "(a specific) meets the set condition"; because "(a specific "When the set condition is met” is the time specified by the user or the system (used to set the reference data).
  • the vehicle can work in the normal state at this time.
  • the actual value (that is, the reference value, that is, the joint operation)
  • the value is usually a value that is close to or equal to the true value of the measurement object when "(a specific) satisfies the set condition; the setting of the actual value (ie, the reference value) in the reference data in such a monitoring method)
  • the method is usually applied when the measurement object is the vehicle mass; when the measurement object is the vehicle mass, because it is in the same
  • the value of vehicle mass in the period of "the vehicle is controlled by the power unit” usually does not change much (the quality of high-speed rail, electric trains, plug-in electric vehicles usually does not change; even for fuel-powered vehicles or fuel cell vehicles, fuel quality) The change is also slow), so the value of the actual value (ie, the reference value) is usually still close to the true value of the joint calculation value of the vehicle's measurement object (obtained for the abnormality judgment of the power transmission condition). Or equal;
  • the actual value (ie, the reference value) in the reference data in the monitoring method is set according to the preset value (especially the system default value)
  • the actual value also That is, the reference value, that is, the system default value
  • the system default value is usually a value equal to or close to the true value of the measurement object in the system default (usually, the standard state), usually a calibration value; such reference data (calibration value)
  • the setting method is usually applied when the measured object is the inherent parameter of the system or the vehicle mass with fixed amplitude; when the measured object is the vehicle mass (usually applicable to the vehicle mass with fixed amplitude (such as unmanned vehicle, no one)
  • the value of the calibration value is usually still possible with the vehicle's measurement object (for The obtained value of the joint operation value obtained by abnormally determining the power transmission condition is close to or equal to the true value.
  • the joint operation value of the quality of the carried item can be represented by m1, and the actual value can be represented by m1_org or by m1_ref; for example, the joint operation value of the total mass of the vehicle can be represented by m2, and the actual value can be represented by m2_org;
  • the reference data of the measurement object refers to the data or value used for the comparison of the power transmission abnormality judgment with the joint operation value of the measurement object, because the single data cannot constitute a complete comparison/judgment operation; the joint operation value is calculated based on the vehicle motion balance calculation.
  • the formula calculates the result;
  • the reference data described herein may also be referred to as a reference value, which are equivalent;
  • the reference data described herein includes or is the power transmission condition identification data;
  • the power transmission condition identification data includes or is powered Passing any one or two of the difference between the status identification difference and the power transmission status identification value; for ease of description, the power transmission status identification value described herein may also be referred to as the second permission range;
  • the power transmission status identification described herein The difference value may also be referred to as a first permission range; obviously, the reference data of the measurement object or the data included in the reference data in the present invention are required to be set as a combination for the calculation object calculated based on the vehicle motion balance calculation formula.
  • the calculated value is combined with the data for the power transmission abnormality judgment; the reference data is real Reasonable data for the purpose; the reference data of the corresponding measurement object is set according to any one or more points in the setting method of the input parameter of the calculation object, the vehicle motion balance calculation formula, and the vehicle motion balance calculation formula.
  • the value of any one or more of the road surface gradient ⁇ , the rolling resistance coefficient f, and the road condition-related rolling resistance component fr included in the reference data or the input parameter may be based on the position information of the road. Calculated or sensor measurement data acquisition;
  • the vehicle's operation is essentially the energy transmission and power transmission process;
  • the short name of the power transmission process is the power transmission condition;
  • the energy supply device is first (fuel supply device or power supply device) transmits energy to a power device (fuel engine or motor), which converts energy into power, and then passes through the mechanical transmission system to drive the vehicle to move;
  • the energy supply device and power of the vehicle Device represents the supply of power
  • the mechanical transmission system represents the transmitter of the power
  • the driven vehicle (along with the loaded personnel and items) represents the power receptor;
  • the vehicle source dynamic parameter represents the supply information of the power
  • the vehicle mass represents the most basic attribute of the power receiver
  • the system operating parameters of the vehicle represent the basic conditions of the power transmission and the motion results generated by the vehicle under the action of the power (eg Longitudinal speed, longitudinal acceleration, etc.);
  • the abnormal loss of energy (or power) represented by the source dynamic parameters increases:
  • the monitoring system uses the source dynamic parameters as the measurement object, and may consume more energy or power when other relevant vehicle operating conditions (such as vehicle mass, road gradient, wind resistance, longitudinal speed, longitudinal acceleration, etc.) are constant.
  • vehicle operating conditions such as vehicle mass, road gradient, wind resistance, longitudinal speed, longitudinal acceleration, etc.
  • the deviation between the actual value of the source dynamic parameter and the joint operation value calculated by the vehicle motion balance is increased; if the monitoring system uses the longitudinal velocity in the mechanical operating parameter as the measurement object, such as the power output of the vehicle, that is, the actual value of the source dynamic parameter remains unchanged.
  • the efficiency coefficient and the rolling resistance coefficient are inconvenient to measure during vehicle operation, if the vehicle motion balance calculation formula includes the efficiency coefficient and/or the rolling resistance coefficient (especially for Fc), it can be used for the identification or monitoring of the power transmission status of the vehicle, that is, for power transmission abnormal monitoring; there are two ways:
  • Identification method 1 The efficiency coefficient or the parameter including the efficiency coefficient or the rolling resistance coefficient (especially fc) or the parameter including the rolling resistance coefficient is used as the measurement object, and the (usually preset) measurement object is used for power transmission.
  • a second range of condition recognition based on a vehicle motion balance calculation formula, obtaining a calculation result of the measurement object (that is, a joint operation value), and comparing whether the calculation result exceeds a second range; the calculation result exceeding the second range is a power transmission abnormality;
  • Identification method 2 or calculating a certain measurement object based on the vehicle motion balance calculation formula, and including the efficiency coefficient and/or the rolling resistance coefficient in the calculated input parameter, and calculating the calculation result based on the vehicle motion balance calculation formula Comparing the second range of power transmission condition identification, comparing whether the calculation result exceeds the second range; the calculation result exceeding the second range is a power transmission abnormality.
  • the two parameters are parameters that indicate the safety status of the vehicle.
  • the calculation formula of the vehicle motion balance for the purpose of monitoring the power transmission condition preferably includes rolling.
  • the power supply to be monitored includes an energy supply device (such as a power supply device, a fuel supply system) or a power control device (such as a motor drive device), it does not belong to a rotating state.
  • the power transmission conditions of the present invention include the operating conditions of the system in the vehicle related to the transmission of power and/or the conditions of the operating environment;
  • the system associated with the transmission of power in the vehicle includes power transmission components to be monitored and/or The two wheels; the drive wheels included in the second wheel and/or the transmission component may be referred to as wheels;
  • the operating conditions of the system associated with the transmission of power in the vehicle in particular The magnitude of the efficiency condition of the power transmission of the power transmission component to be monitored (ie the magnitude of the efficiency factor) and/or the rolling resistance coefficient of the wheel, in particular the rolling factor component fc associated with the vehicle therein.
  • the power transmission condition of the present invention is abnormal, including an abnormality of the operating condition of the system related to the transmission of power in the vehicle and/or an abnormality of the operating environment of the vehicle; an abnormality of the operating condition of the system related to the transmission of the power in the vehicle is Power transmission failure; anomalies in the operating conditions of the system related to the transmission of power in the vehicle include an abnormality in the efficiency of the power transmission of the power transmission component to be monitored, and/or an abnormality in the rolling resistance coefficient of the wheel (especially for the vehicle related thereto)
  • the rolling resistance coefficient component fc is abnormal);
  • a mechanical shaft or gear in the power transmission component to be monitored when a mechanical shaft or gear in the power transmission component to be monitored is broken or stuck, it means that the efficiency coefficient of power transmission is zero (complete failure); when the degree of wear exceeds the preset range, As the running resistance increases and the heat increases, the probability of failure of the mechanical shaft or gear will increase rapidly, and this feature can be measured and evaluated with an efficiency coefficient lower than a preset value used to measure early faults; for example, when the power to be monitored An electrical component (such as an IGBT module) in a transmission component, when it is short-circuited or broken or bombed, means that its power transmission efficiency coefficient is zero; when its internal resistance becomes larger than a preset range, its output power is reduced.
  • An electrical component such as an IGBT module
  • the abnormal rolling resistance coefficient of the wheel (especially the abnormality of the rolling resistance coefficient component fc related to the vehicle therein) generally means that the wheel deformation (out of roundness) exceeds a preset range and/or the wheel wear exceeds a preset range, and the rolling of the wheel can also be used.
  • the drag coefficient is higher than a certain preset value for measuring early faults to measure and evaluate; the rolling resistance coefficient of the wheel can also be used to reflect and analyze the operational safety of the vehicle, which are closely related;
  • the utility model provides a monitoring method (#1) or a monitoring method (#2) or a monitoring method (#3) and a system beneficial effect when a vehicle is controlled by a power device:
  • the technical solution provided by the present invention can be used to discover and monitor an abnormality of an efficiency coefficient of power transmission of a power transmission component to be monitored and/or an abnormality of power transmission caused by an abnormality of a rolling resistance coefficient of a wheel; Discovering, monitoring power transmission anomalies caused by failure of the power transmission components to be monitored and/or the second wheel, and/or for discovering and monitoring the power to be monitored
  • the technical solution provided by the present invention can be used for discovering, monitoring, and including the vehicle power transmission caused by the rotating working power of the vehicle or the operation failure of the transmission component Abnormal; that is, the technical solution provided by the present invention can be especially used for discovering and monitoring the rotating working type power of the vehicle or the running failure of the transmission component; the technical solution provided by the present invention can be facilitated even when the vehicle operating parameter does not exceed the safety limit threshold.
  • the technical solution provided by the invention not only facilitates abnormal monitoring of power transmission of the power system, the rotary working power or the transmission component; and the technical solution of the invention is compared with the prior art that the tire pressure monitoring is performed by the air pressure or the wheel speed change. It can include a monitoring scheme to detect changes in the operating force caused by tire deformation, provide a new safety monitoring technology for pneumatic tires, and fill the existing tire pressure monitoring scheme to make it difficult to monitor vehicles (such as high-speed rail vehicles, motor trains, and ordinary trains). , tracked vehicles, etc.) The monitoring blind zone of rigid wheels (including drive wheels).
  • the power transmission condition abnormality may be simply referred to as a power transmission abnormality
  • the power transmission abnormality of the present invention includes any one or more of the following 1A1, 1A2:
  • the difference between the joint operation value of the measurement object and the actual value exceeds the first permission range (that is, the power transmission condition recognition difference value); in any aspect of the present invention, in order to facilitate the present invention
  • the measurement object is any of the unmeasured parameters and/or the preset parameters and/or the system inherent parameters
  • the reference data of the measurement object is or includes the actual value (ie, the reference value)
  • This actual value also allows replacement with the calibration value
  • the joint operation value of the measurement object exceeds the second permission range (that is, the power transmission status identification value);
  • the setting principle and setting manner of the power transmission condition identification data used for the power transmission condition determination are the same; the second permission range (that is, the power transmission status identification value, that is, the identification range of the power transmission status) can be calculated according to the calculation.
  • the actual value of the object that is, the reference value
  • the second permission range can be set according to the actual value (that is, the reference value); the second permission range can be as close as possible
  • the actual value ie, the reference value
  • the value is the first permitted range (that is, the power transmission condition identification difference, that is, the identification difference of the power transmission condition, that is, the first deviation value);
  • the power transmission anomaly that is, the calculation result based on the vehicle motion balance calculation formula exceeds a preset range
  • the range is the second permission range, that is, the range for identification of the power transmission condition, that is, for analysis Identifying the range of operating conditions of the system related to the transmission of power in the vehicle;
  • the measurement object is any one of a parameter to be measured and/or a measurable parameter and/or a source dynamic parameter and/or a mechanical operation parameter and/or a quality change item quality: the measurement object Reference data includes actual values or actual values, or the reference The test data includes an actual value and a first license range, or the reference data is an actual value and a first license range, or the reference data includes a second license range or a second license range;
  • the measurement object is any one of unmeasured parameters and/or preset parameters and/or system inherent parameters:
  • the reference data of the measurement object includes a second permission range or a second permission range; and the second permission range is a joint operation value setting obtained according to the preset value or the vehicle motion balance calculation performed when the set condition is satisfied;
  • the reference data includes a calibration value or a calibration value
  • the calibration value is a joint operation value setting obtained according to a preset value or a vehicle motion balance calculation performed when the set condition is satisfied;
  • the reference data includes a calibration value and a first permission range, or the reference data is a calibration value and a first permission range; the first permission range is set according to a preset value; and the calibration value is according to a preset value or a satisfaction setting.
  • the joint operation value obtained by calculating the vehicle motion balance calculated when the condition is determined;
  • the reference data of the measurement object includes an actual value or an actual value, or the reference data includes a second permission range or a second permission range, or The reference data includes an actual value and a first permitted range, or the reference data is an actual value and a first permitted range;
  • the actual value of the vehicle quality can be set in various ways; for example, the actual value of the mass of the carrying item m1 or the total mass m2 of the vehicle that is manually operated by the manual input; the actual value can also be set according to the measured value; for example, setting on the vehicle
  • Any one or more of the actual value of the vehicle mass and the second permitted range is set according to the joint operation value obtained by calculating the vehicle motion balance calculated when the set condition is satisfied; or
  • the second permitted range of the measurement object may be calculated according to the actual value (ie, the reference value) of the measurement object and the first permission range (ie, the power transmission condition recognition difference value), or
  • the first permitted range ie, the power transmission condition identification difference value
  • the power transmission anomaly includes 1A1, which is equivalent to 1A2 in terms of actual technical solutions and effects, except that the parameter input values are different and the description manners are different;
  • One of the core ideas of the present invention is to compare (real-time) the joint operation value of a certain measurement object with the reference data set according to the actual value (that is, the reference value) of the measurement object, and process the determination result in real time;
  • the reference data 2 (which may also be referred to as second reference data), which may include the power transmission condition identification data, is set according to the joint operation value, and the reference data 2 (ie, the second reference data) is further calculated.
  • the power transmission condition identification difference value (that is, the first permission range) includes any one or more of a power transmission condition recognition upper limit difference and a power transmission condition recognition lower limit difference; and the power transmission status identification value ( That is, the second permission range includes any one or more of the power transmission condition recognition upper limit value and the power transmission condition recognition lower limit value; and the excess (ie, exceeding) of the present invention includes greater than a certain upper limit value and less than Any one or more of a certain lower limit value; for the sake of simplicity of description, the upper limit difference of the power transmission condition identification in this paper may also be referred to as the first permissible upper limit value, and the difference in the lower limit of the power transmission condition identification may also be referred to as the first The permissible lower limit value, the power transmission status identification upper limit value may also be referred to as a second permissible upper limit value, and the power transmission status identification lower limit value may also be referred to as a second permissible lower limit value;
  • the case of the 1A1 may specifically include any one or two of the following 1A11 and 1A12;
  • the difference between the joint operation value of the measurement object and the actual value is greater than the power transmission condition recognition upper limit difference (that is, the first permission upper limit value);
  • the difference between the joint operation value of the measurement object and the actual value is less than the difference between the lower limit of the power transmission condition recognition (that is, the first permission lower limit value);
  • the case of the 1A2 may specifically include any one or two of the following 1A21 and 1A22;
  • the joint operation value of the measurement object is greater than the upper limit value of the power transmission condition recognition (that is, the second permission upper limit value);
  • the joint operation value of the measurement object is smaller than the power transmission condition recognition lower limit value (that is, the second permission lower limit value);
  • determining whether the power transmission condition of the vehicle is abnormal may include any one or more of the following methods:
  • the reference data of the measurement object includes a first permission upper limit value and an actual value (ie, a reference value); and determining whether a difference between the joint operation value of the measurement object and the actual value (that is, the reference value) is greater than the first permission upper limit value;
  • the reference data of the measurement object includes a first permission lower limit value and an actual value (that is, a reference value); and determining whether a difference between the joint operation value of the measurement object and the actual value (that is, the reference value) is less than the first permission lower limit value;
  • the reference data of the measurement object includes the actual value (that is, the reference value); determining the actual value (or calibration value) of the measurement object is No greater than the upper limit set according to the joint operation value;
  • the reference data of the measurement object includes an actual value (ie, a reference value); and whether the actual value (or the calibration value) of the measurement object is less than a lower limit value set according to the joint operation value;
  • the reference data of the measurement object includes a second permission upper limit value; determining whether the joint operation value of the measurement object is greater than the second permission upper limit value;
  • the reference data of the measurement object includes a second permission lower limit value; and whether the joint operation value of the measurement object is smaller than the second permission lower limit value.
  • the measurement object is any of the unmeasured parameters and/or the preset parameters and/or the system inherent parameters
  • the measurement object is or includes the actual value ( This actual value also allows replacement with the calibration value when the reference value is also used.
  • the invention allows the power transmission condition identification value (that is, the second permission range) of the measurement object to be within the range of the safety limit threshold of the measurement object; it can be broken by the prior art that the vehicle operation parameter does not exceed the safety limit threshold.
  • Example 1 Example 2 below, which is the preferred rule set by the value range of the reference data;
  • Example 1 If the vehicle longitudinal velocity is the object of measurement, assume that its (upper limit) safety limit threshold is 200KM/H (obviously, this value is the maximum value of the safety limit threshold; the minimum value of the safety limit threshold of this parameter is usually 0) ;), assuming that the vehicle is running at a longitudinal speed of 60KM/H, the actual value is usually set to 60KM/H, and the power transmission condition identification difference is usually set to be between 10-20KM/H, and the power transmission condition recognition upper limit is The value (that is, the second permissible upper limit value) is usually set to be between 70-80KM/H, and the power transmission condition recognition lower limit value (that is, the second permissible lower limit value) is usually set to 40-50KM/H.
  • the power transmission condition judgment result will be abnormal, so that the monitoring protection can be realized; at this time, the measurement object is far from exceeding the safety limit threshold (obviously, that is, the power transmission condition identification upper limit value of the measurement object at this time (also On the second license Value) is much smaller than the maximum safety limit threshold value 200KM / H; at this time the power of the estimated state of transmission of object recognition lower limit value (i.e., a second permission lower limit value) is much higher than the safety limit minimum threshold 0);
  • the source dynamic parameters, the mechanical operating parameters, and the mass-changing item qualities have the same feature type (both of which are measurement objects whose amplitudes may vary greatly), and may be used as classes.
  • the same reference data setting method for example, the reference data can be set by the measured value
  • the measurement object is the source dynamic parameter and the mass variation type quality of the same feature type (the amplitude may vary greatly)
  • the maximum value is set such that the power transmission condition recognition lower limit value (that is, the second permission lower limit value) of the measurement object is higher than the minimum value of the safety limit threshold value.
  • Example 2 If the vehicle carrying mass (that is, the mass of the carried item) is the object of measurement, the safety limit threshold of the upper limit is assumed to be limited to 7 people/560KG (obviously, this value is the maximum value of the safety limit threshold; Minimum limit in safety limit threshold Often 0;), assuming the actual load of the vehicle is 4 people / 320KG, the actual value is usually set to 320KG, then the power transmission status identification difference (that is, the first permission range) is usually set between 80-160KG.
  • the power transmission condition recognition upper limit value (that is, the second permission upper limit value) is usually set to 480 KG, and the power transmission condition recognition lower limit value (that is, the second permission lower limit value) is usually set to 160 KG;
  • the joint operation value of the vehicle carrying mass is greater than the power transmission condition identification upper limit value (ie, the second permission upper limit value) or less than the power transmission condition recognition lower limit value (ie, the second permission lower limit value), and the power transmission condition The judgment result will be abnormal, so that the monitoring protection can be realized; at this time, the measurement object is far beyond the safety limit threshold (obviously, that is, the upper limit of the power transmission condition identification of the measurement object at this time (that is, the second permission upper limit) The value is far below the maximum value of 560KG in the safety limit threshold; at this time, the power transmission condition recognition lower limit value (that is, the second permission lower limit value) of the measurement object is much higher than the minimum value (0KG) of the safety limit threshold value;
  • the method of setting the value range of the same reference data can naturally be adopted;
  • the minimum value of the safety limit threshold of the total mass of the vehicle is usually the value of the empty body mass m0.
  • the maximum of the safety limit thresholds for the total mass of the vehicle is typically the sum of the maximum of the safety limit thresholds for the mass of the carried item and the m0 value of the empty body mass.
  • the sum of the power transmission condition identification upper limit difference (that is, the first permitted upper limit value) and the actual value (or the calibration value) is less than the maximum value of the safety limit threshold, that is, the power transmission condition recognition upper limit difference (also That is, the first allowable upper limit value is smaller than the difference between the maximum value and the actual value (or the calibration value) in the safety limit threshold; preferably, the absolute value of the upper limit difference of the power transmission condition recognition is as small as possible; the sensitivity of the monitoring can be improved , but the absolute value should not be too small to reduce the false trigger rate of monitoring; preferably, the sum of the lower limit of the power transmission condition identification (that is, the first lower limit value) and the actual value (or the calibration value) is greater than the safety value.
  • the minimum value of the limit threshold that is, the power transmission condition identification lower limit difference (that is, the first permission lower limit value) is greater than the difference between the minimum value and the actual value (or the calibration value) of the safety limit threshold; preferably, the power transmission condition
  • the power transmission condition recognition upper limit value (that is, the second permission upper limit value) is greater than the actual value; preferably, the power transmission condition identification upper limit value (that is, the second permission upper limit value) is smaller than the safety limit threshold value.
  • the maximum value generally, the power transmission condition recognition lower limit value (that is, the second permission lower limit value) is smaller than the actual value (or the calibration value); preferably, the power transmission condition identifies the lower limit value (that is, the second permission)
  • the limit value is greater than the minimum value of the safety limit threshold; that is, preferably, when the reference data includes or is the second permission range, the second permission range is within the safety range; further, the power transmission condition recognition upper limit The closer the value (ie, the second permissible upper limit) and/or the lower limit of the power transmission condition identification (ie, the second permissible lower limit) to the actual value (or the calibration value), the sensitivity of the monitoring can be improved, but A certain amount of difference must be maintained with the actual value to reduce the false trigger rate of the monitoring;
  • Step B in the monitoring method (#1) or the monitoring method (#2) is also one of the important steps of the power transmission abnormality monitoring scheme of the present invention; abnormal power transmission during vehicle operation may cause a serious safety accident, and needs timely response processing;
  • the power transmission abnormality processing mechanism of the present invention includes, but is not limited to, a voice prompt alarm, an acousto-optic alarm, a selective execution of a protection action according to a current operating condition of the vehicle, a startup power transmission failure monitoring mechanism, and an alarm information output to the vehicle owner.
  • the power transmission abnormality processing mechanism of the present invention may also be referred to simply as a security processing mechanism.
  • the alarm information of the present invention may include, but is not limited to, time, location, cause of the alarm, value of any one or more vehicle operating parameters during the alarm, and the like;
  • the selective execution of the protection action according to the current operating condition of the vehicle means that when the joint calculation value of the vehicle measurement object has exceeded the reference data of the measurement object, the system first checks the current operation measurement condition of the vehicle and then performs the related action; Not limited to subordinates:
  • Case 1 Check whether the reference data is set correctly; if the reference data is not set correctly or is not set, the related alarm information is masked and no protection action is performed;
  • Case 2 Check whether the value of each input parameter in the calculation of the joint operation value is within the preset time range; if the preset time range is exceeded, such as 1 millisecond, the related alarm information is masked and output is not executed. Protection action
  • the output of the present invention includes outputting data to an in-vehicle human-machine interaction interface, a network system, a connection port, an external control system, a mobile APP system, etc.; in particular, when the monitoring method/system provided by the present invention is independent of When the vehicle's control/drive system is used, it is more necessary to output the data to an external control/drive system to process the abnormal information in time; the human-computer interaction interface includes a display, a voice system, an indicator light, etc.; the connection port is available to an external person.
  • the machine interaction interface, the network system reads data directly or in a communication manner, so that personnel or institutions related to vehicle operation (such as drivers and passengers, operation management parties, traffic police, and fault diagnosis centers) can directly or indirectly view the listening and monitoring. data.
  • the saving of the present invention includes saving the data into a monitoring module, an in-vehicle storage system, a network system, an external control system, a mobile APP system, etc.; to enable the vehicle to operate related personnel or institutions (such as drivers and passengers,
  • the operation management party, the traffic police, and the fault diagnosis center can arbitrarily retrieve and monitor the data
  • the in-vehicle storage module includes a U disk, a hard disk, etc.; it can form a function similar to the aircraft black box, which is convenient for post-mortem analysis.
  • Obtaining the joint operation value of the measurement object may be implemented by using multiple acquisition methods; for example, reading the joint operation value output by other devices; for example, measuring the joint operation value of the vehicle by the monitoring system itself; or partially reading the current There are device output data, some of which are self-measured data.
  • the reference data of the present invention needs to consider two aspects; one is the data property of the reference data (including the data type/path of data acquisition); the other is the value of the reference data. Or set the time;
  • the following contents are the general rules of the specific setting scheme of the reference data (such as the source of the data or the selection of the value path, the setting method, the value time, etc.) (the demonstration method of reference data setting 1, 2 , 3, 4, 5, 6):
  • the measured object is the mass of the vehicle whose amplitude may vary greatly (such as a bus, a truck, a general private vehicle), (obviously, the magnitude may vary greatly, Different "times when the vehicle is controlled by the power unit" (ie, in different operating procedures), the loading or unloading of personnel or goods may cause the vehicle quality to vary greatly.) This parameter is in the running of the vehicle.
  • the preferred method is to set the reference data according to the joint operation value obtained by performing the vehicle motion balance calculation when the set condition is satisfied (and the key target is the actual value or the second permission range); that is, the actual value in the reference data. And any one or more kinds of data in the second permission range may be set according to a joint operation value obtained by calculating a vehicle motion balance calculated when the set condition is satisfied;
  • the technical solution is one of the core ideas of the present invention, because the vehicle quality of the vehicle may vary greatly in each different operation process.
  • a self-learning mechanism is basically established, and the load can be automatically followed.
  • Change and flexibly adjust the reference data (the key target is the actual value or the second license range); on this basis, the monitoring sensitivity can be improved and the adaptability to environmental changes can be improved.
  • the operation period of “not satisfying the set condition” that is, the majority of the running time of the vehicle operation, it is naturally unnecessary to repeatedly set the reference data;
  • the preferred method is to pass a preset value (for example, the system default) Value) setting reference data, the second permission range; that is, the second permission range in the reference data can be set according to the system default value; the reference data can be set at the time before the vehicle is run or on the system.
  • a preset value for example, the system default
  • the reference data can be set at the time before the vehicle is run or on the system.
  • the reference data may also be set based on the joint operation value obtained by performing the vehicle motion balance calculation when the set condition is satisfied.
  • the measured object is untestable parameter and / or preset parameters and / or system inherent parameters (such as rolling resistance coefficient, efficiency coefficient), such parameters are not easy to actually measure in the vehicle operation, but the parameters are in the vehicle
  • the amplitude is relatively stable during normal operation, even if the change has relatively stable rules (such as following speed, mileage, usage time, etc.); according to the preset value (especially the system default value (medium system default value))
  • the reference data (calibration value (that is, the reference value), the first permission range, the second permission range, or any one of the data) is the simplest or simpler method; the vehicle motion balance can also be performed according to the set conditions. Calculating the obtained joint operation value setting reference data; that is, the calibration value and/or the second permission range in the reference data may be set according to a preset value (especially a system preset value (medium system default value));
  • the set time of the reference data can be either before the current operation of the vehicle or at the beginning of the current operation; when the measurement object is a system inherent parameter, the subsequent embodiments 36, 37, 38 are reference examples; as for how to go specifically When setting or judging "when the setting condition is satisfied", the contents of Embodiment 35, Embodiment 41 and the like can be naturally referred to;
  • the measurement object is any parameter to be measured and/or measurable parameter and/or source dynamic parameter and/or mechanical operation parameter and/or mass change item quality whose amplitude may vary greatly: preferred
  • the method sets the reference data according to the measured value, and focuses on setting the actual value and/or the second permission range in the reference data; subsequent embodiment 40, embodiment 42, and embodiment 43 are reference examples; (obviously, the frame The value may vary greatly, meaning that even in the same period of time when the vehicle is controlled by the power unit (ie, in the same operational process), the amplitude may vary greatly; in general, the actual data in the reference data Any one of the value and the second permission range may be set according to the measured value, and the value of the reference data and the value of the joint operation value are within a preset time range (ie, synchronized);
  • the measured object is any parameter to be measured and/or measurable parameter and/or source dynamic parameter and/or mechanical operating parameter and/or mass change item quality
  • the actual value or the reference data in the reference data The scope of the two licenses may change rapidly, so the measured value of the measured object can be obtained, and the actual value or the second permitted range in the reference data can be set according to it; and the time value of the reference data and the joint operation value must be limited to Within the time range; the smaller the time range, the better; when the vehicle speed is 120KM/H, it is 2KM per minute, about 33 meters per second, 1 second can be different by 33 meters, and 10 milliseconds is 0.33 meters; 1 The difference in milliseconds is 0.033 meters; the size of a typical obstacle (such as speed bump, stone) may be about 0.1 meters; the setting of this time range can use the maximum speed of the CPU power transmission abnormality processing CPU, such as within 1 millisecond of 100M main frequency Can perform 100,000 single-cycle instruction operations;
  • the reference data and the value of the joint operation value need to be within a preset time range (ie, synchronization)
  • the reference data needs to be newly set to satisfy the condition that the value of the reference data and the value of the joint operation value are within a preset time range (ie, synchronization).
  • the reference data is set according to the historical record value of the measurement object; when the historical record value includes the original value of the historical record, When any one or two kinds of data are recorded and the actual value or/and the second permitted range are set according to the data, the difference between the vehicle operating condition and the current vehicle operating condition when the data is valued Below a preset threshold; that is, any one or more of the actual value and the second permitted range may be set according to a historical record value of the measured object, and the vehicle operating condition at the time of the historical value is compared with the current The difference in vehicle operating conditions is lower than a preset threshold;
  • the difference between the vehicle operating condition and the current vehicle operating condition at the time of the historical value is lower than the preset threshold, and refers to the vehicle operating condition (vehicle quality, vehicle speed, longitudinal acceleration, corresponding to the historical value generation).
  • vehicle operating condition vehicle quality, vehicle speed, longitudinal acceleration, corresponding to the historical value generation.
  • vehicle's external environmental information and source power parameters are consistent with current vehicle operating conditions (vehicle quality, vehicle speed, longitudinal acceleration, vehicle external environmental information, and source dynamic parameters); obviously, the vehicle operating conditions refer to input parameters.
  • the type and magnitude of the parameters included in the vehicle refers to environmental information other than the body of the vehicle that affects the running state of the vehicle, such as road gradient, wind speed, rolling resistance coefficient component fr related to road conditions, etc.; It means that the parameters are the same or close, and if the parameters have directions, the directions of the parameters are the same or close.
  • the measured object is the source dynamic parameter
  • the values of the correlation factors of the multiple core power transmission conditions are similar; for example, the vehicle mass Values, road grade, longitudinal speed, longitudinal acceleration and other parameters are similar.
  • the source and power parameters of the two different time periods may be similar.
  • Specific vehicle operating conditions such as the core power transmission condition correlation factor
  • the number of the data, the weight of each data, and the threshold of the degree of difference in the correlation factors of each power transmission condition are set and adjusted by the user; the more relevant parameters, the more reasonable the weight setting, and the smaller the difference threshold is, the more the calculation/monitoring accuracy is. High; in general, the use of historical values to set the actual value of the rapidly changing measurement object provides a completely new technical choice, which makes up for the lack of ways that must be measured before.
  • Exemplary method 6 setting the reference data according to the historical record value of the measurement object
  • the preferred method is: when the measurement object is any one of the source dynamic parameter, the mechanical operation parameter, the quality change item quality, the vehicle quality, and the system inherent parameter (usually any vehicle operating parameter), according to the history record
  • the difference sets the first permission range, that is, the first permission range can be set according to the history difference value; for detailed operation, see "*** According to historical record value - technical solution for setting reference data" - implementation details
  • the present invention provides a technical solution for how to set reference data (second license range, first license range) using history values;
  • the power transmission condition identification value (that is, the second permission range) is usually set as follows: the actual value of the measurement object is as close as possible to improve the sensitivity of the monitoring, but it must be compared with the actual value. Keep the right difference to reduce The false trigger rate of the monitoring; if the power transmission status recognition upper limit is set to 1.2 to 1.5 times the actual value, or the power transmission status recognition lower limit is set to 0.7 to 0.9 times the actual value, or the power transmission status recognition upper limit The difference is set to 0.1 to 0.3 times the actual value, or the power transmission condition recognition lower limit difference is set to (-0.3) to (-0.1) times the actual value;
  • the precise setting of the power transmission condition identification data such as manual trial and error, or empirical method to slowly explore, to slowly verify, power transmission status identification data
  • the adjustment accuracy is low and the efficiency is low; and the road conditions, load conditions and vehicle conditions of different vehicles are changed, which makes it more difficult to accurately set the identification data of the power transmission condition.
  • the historical record value includes a historical record original value and a historical record actual value, and the power transmission status recognition difference value is set according to a difference between the historical record original value and the historical record actual value (ie, the first Scope of permission);
  • the historical record value includes a historical record original value, and the power transmission status identification value is set according to the historical record original value;
  • the fuzzy algorithm includes any one or more of the following fuzzy algorithm rules: statistically analyzing the reference data that has been used most frequently according to a certain number of running times; or automatically Select the most frequently selected reference data in the last few runs; or automatically select the last run reference data; or set different weight indices for each reference data (such as the user's most valuable and most protective reference data) Set reference data; or set the reference data by comprehensive statistical analysis and weight index;
  • Subsequent power transfer abnormality determination/execution is usually performed after the reference data has been set, which simplifies the system.
  • >m1_gate) in this embodiment can also be simply transformed into (m1>m1_ref(1+1/4)) and (m1 ⁇ m1_ref(1-1/4)) a calculation formula; that is, it is judged whether or not the joint operation value is greater than the set power transmission condition recognition upper limit value (that is, the second permission upper limit value) according to the actual value, and the power transmission condition recognition upper limit value is usually larger than the measurement target The actual value; and the determination of whether the joint operation value is smaller than the set power transmission condition recognition lower limit value (that is, the second permission lower limit value) according to the actual value, the power transmission condition recognition lower limit value is usually smaller than the actual measurement target value;
  • the essence of the embodiment is: when the measured object is the vehicle mass of the conventional vehicle, the actual value is set according to the joint operation value acquired when the set condition is satisfied, and the power transmission condition is set according to the actual value and the system preset value.
  • the difference value that is, the first permission range
  • the difference value is identified, and then it is judged whether or not the difference between the joint operation value and the actual value exceeds the first permitted range (that is, the power transmission condition recognition difference value).
  • the object of measurement according to the present invention may also be referred to as a direct monitoring object, and the actual meaning is equivalent to the direct monitoring object described in the Chinese Patent Application No. 201410312798.3; the actual value of the present invention is equivalent to the actual meaning.
  • the reference value described in the Chinese Patent Application No. 201410312798.3; the difference in the power transmission condition identification value in the present invention is substantially equivalent to that in all the embodiments described in the Chinese Patent Application No. 201410312798.3
  • the error threshold or threshold value
  • the joint operation value described in the present invention has the actual meaning equivalent to the Chinese application with the application number 201410354068.X.
  • the estimated value in the application; the quality of the carried item in the present invention is substantially equivalent to the carrying quality described in the Chinese Patent Application No. 201410354068.X; the power transmission condition of the vehicle mass is identified in the present invention.
  • the limit value, the actual meaning is equivalent to the reference value m1_ref1 in the Chinese patent application with the application number 201410354068.X; the lower limit value of the power transmission condition identification of the vehicle mass described in the present invention, the actual meaning is equivalent to the application number 201410354068.X
  • the relevant state information is automatically set for each time period when the first entering vehicle is controlled by the power unit: "the power transmission status identification upper limit value (reference value m1_ref1) is not set", “the power transmission status identification lower limit value is not set” (reference value m1_ref2)";
  • the power transmission status identification is set according to the joint operation value m1 of the vehicle mass obtained in the current step A.
  • m1_org special explanation: for convenience of description and understanding, the present invention describes all the values m1 of the vehicle mass as the basis for setting the power transmission condition identification value as m1_org;
  • the status information is "the power transmission status recognition upper limit value (m1_ref1, that is, the second permission lower limit value)" is determined, it is determined whether (m1>m1_ref1) is established, and if (m1>m1_ref1), the set security is started.
  • Processing mechanism such as sound and light alarms, outputting alarm information to network systems, etc.;
  • the status information is "set power transmission status recognition lower limit value (m1_ref2)"
  • (m1 ⁇ m1_ref2) it is judged whether (m1 ⁇ m1_ref2) is established, and if it is (m1 ⁇ m1_ref2), the set security processing mechanism is started; for example, sound and light alarm, The alarm information is output to the network system, etc.
  • the essence of the embodiment is: when the measured object is the vehicle mass of the conventional vehicle, the actual value is set according to the joint operation value obtained when the set condition is satisfied, and the second permission range is based on the actual value, that is, according to the satisfaction setting. Setting a joint operation value obtained when the condition is set, and determining whether the joint operation value exceeds the second permission range;
  • Embodiment 35 Alternative 2 m1_ref1 is cleared when the first time a new vehicle is controlled by the power unit; (m1>m1_ref1) when m1_ref1 is not zero;
  • Embodiment 35 Alternative 3:
  • the setting condition of the reference data in Embodiment 35 is: when the entering vehicle is controlled by the power unit to reach a set time (for example, 2.0 seconds); the following A, B, C, D Any one of the schemes to replace the setting conditions of the reference data:
  • a "confirmation" signal may be manually input;
  • the power transmission status identification data can be maintained unchanged; allowing as long as no door opening and closing action occurs, multiple independent The power device control operation period can share a certain power transmission status identification data;
  • the setting conditions of the reference data include two conditions of manual preset and a set parameter reaching the preset value; the artificial preset condition includes a manual input confirmation signal; and the set condition is also called the compliance setting. condition.
  • Embodiment 35 Alternative 4: The power transmission condition identification data described in Embodiment 35 allows the user to freely adjust manually or systematically; if in certain circumstances, if the vehicle is allowed to unload or get on and off during operation (or even jump) At this time, the power transmission status identification data can be freely adjusted by the user manually or the system, or the power transmission status identification data can be cleared and a status information is set: "the power transmission status identification data is not set", or the power transmission status identification is reset. Data, etc.
  • the monitoring system can take this situation. Incorporate monitoring scope and trigger corresponding security processing mechanisms;
  • (Reference data setting mode 1): Set the joint operation value Kem_cal of the efficiency coefficient of the electromechanical transmission integrated in step A to the actual value, that is, the calibration value (ie, the reference value Kem_ref); the power transmission condition can be set according to the system default value. Identify the difference (that is, the error threshold) Kem_gate, if the system automatically sets a fixed error threshold: Kem_gate 0.2;
  • the set security processing mechanism is activated: if a voice prompt alarm is issued in the network system;
  • the essence of the embodiment is: when the measurement object is the system inherent parameter (efficiency coefficient) of the vehicle, (the reference data setting mode 1) the first permission range can be set according to the system default value, and the actual value in the standard state is also The calibration value can be set according to the obtained joint operation value; (reference data setting mode 2) The first permission range can be set according to the system default value, and the calibration value can be set according to the preset value (system default value); Whether the difference between the joint operation value and the calibration value exceeds the first permitted range (that is, the power transmission condition recognition difference value) is established.
  • >Kem_gate) can also be simply transformed into (Kem_ref>Kem_cal(1+1/5)), which is The value is an upper limit value set according to the joint operation value, that is, whether the calibration value is greater than the upper limit value set according to the joint operation value; in this embodiment, the calculation formula of (
  • the set security processing mechanism is activated: if a voice prompt alarm is issued in the network system;
  • the essence of the embodiment is: when the measurement object is the system inherent parameter of the vehicle (the rolling resistance coefficient in the vehicle), (the reference data setting mode 1) the first permission range can be set according to the system default value, and the calibration value can be obtained according to the obtained The joint operation value is set; (reference data setting mode 2) the first permission range can be set according to the system default value, and the calibration value can be set according to the system default value; then the joint operation value and the actual value are determined. Whether the difference exceeds the first permitted range is true.
  • Step A acquiring a joint operation value f_cal of the rolling resistance coefficient of the vehicle; setting a power transmission status identification value according to a system default value; for example, setting a system setting value f (usually an actual value) of the measurement object with a setting
  • Step B If any one or two of (f_cal>S_ref1) and (f_cal ⁇ S_ref2) are met, the set security processing mechanism is started: if a voice prompt alarm is issued in the network system;
  • the power transmission condition recognition upper limit value (that is, the second permission upper limit value) can be based on the system default value (system setting)
  • the value, usually the actual value is set.
  • the upper limit of the power transmission condition identification is usually greater than the actual value of the measurement object; the second lower limit value can be set according to the system default value (system setting value, usually the actual value).
  • the power transmission condition recognition lower limit value is usually smaller than the actual value of the measurement object; it is determined whether the joint operation value is greater than the second permission upper limit value and whether the joint operation value is less than the second permission lower limit value is established.
  • the essence of the embodiment is: when the measured object is the unmanned vehicle mass (the total mass of the vehicle), the second permitted upper limit value may be set according to the system default value, and the second permitted upper limit value is usually greater than the calculation The true value of the object; the second permission lower limit value may be set according to the system default value, and the second permission lower limit value is usually smaller than the actual value of the measurement object; determining that the joint operation value exceeds the Whether the scope of the license is established.
  • Step B If any one or both of (fq_cal>S_ref1) and (fq_cal ⁇ S_ref2) are met, the set security processing mechanism is started: if a voice prompt alarm is issued in the network system;
  • the measurement object is the source dynamic parameter (the electromechanical combination parameter fq)
  • the actual value may be set according to the measured value of the measurement object
  • the second permitted range may be based on the measured value (also That is, the actual value) and the system preset value are set; and it is determined whether the joint operation value exceeds the second permission range.
  • the reference data may include a plurality of data types, such as the reference data, including the power transmission status identification value, in addition to having various setting manners.
  • the reference data may also be data including a power transmission condition identification difference (ie, a first permission range) and an actual value (or a calibration value); wherein the power transmission status identification value (That is, the second permission range) may further include a power transmission condition recognition upper limit value (that is, a second permission upper limit value) and/or a power transmission condition recognition lower limit value (that is, a second permission lower limit value);
  • the power transmission condition identification difference value (that is, the first permission range) may further include a power transmission condition identification upper limit value (that is, a first permission upper limit value) and a power transmission condition recognition lower limit difference (that is, a first permission lower limit) Any one or two of the values;
  • the joint operation value, the actual value or the calibration value, the reference data, and the like of the measurement object of the present invention refer to the amplitude/size of the parameter when there is no limitation description or additional description; of course, the calculation
  • the object itself can also be a time parameter, such as acceleration response time, deceleration response time, parameter change rate, etc.; for example, the measurement object can be either cylinder pressure or cylinder pressure change rate, that is, the difference of cylinder pressure per unit time. If the object is measured, it can be either speed, rate of change of speed / acceleration, or rate of change of acceleration / jerk;
  • Embodiments 1 through 40 When the powerplant of the vehicle includes a fuel engine, the alternate embodiments of Embodiments 1 through 40 described above are as follows when the vehicle is operating in fuel engine control:
  • Fuel Power Alternative 1 In the foregoing Examples 1, 3, 5, 6, 7, 8, 9, 11, 13, 17, 18, 21, 22, 24, 25, 28, 29, 31, 32, 33 If the calculation formula contains Kem, it is split into Ke*Km, and the Km of the efficiency coefficient of the mechanical transmission system can be kept unchanged, and the calculation of the electromagnetic torque Te and the motor efficiency coefficient Ke is replaced by the corresponding front-end fuel. Calculation of the power parameter and the efficiency coefficient of the fuel power system or the conversion coefficient Kfa, by which the fuel can be calculated from the fuel dynamic parameter and the Kfa The driving torque Tr1 of the engine (the acquisition of the specific fuel dynamic parameters, the calculation method of Tr1, refer to the content of 4.2.2.3 in the first part of the foregoing);
  • the expression ((Ke*Km)*(Te*im/R)) in the embodiment 11 is replaced by (Km*Tr2*Kf6*im/R1); the load report data (torque value) Tr2 of the engine is indicated.
  • Fuel Power Alternative 2 In Embodiment 4 or Embodiment 10, if Kem is included in the calculation formula, it is split into Ke*Km, and the operation of the Km of the efficiency coefficient of the mechanical transmission system can be kept unchanged, and the motor drive parameters are
  • the calculation of the electrical power Pm and the efficiency coefficient of the relevant electric power system (such as Ke, k13, k14, etc.) is replaced by the corresponding front-end fuel dynamic parameters and the corresponding fuel power system efficiency coefficient or conversion coefficient Kfa.
  • the fuel dynamic parameters of the front end and the Kfa can calculate the driving power Pr1 of the fuel engine (the acquisition/calculation method of the specific Pr1, refer to the section 4.2.2.3 in the first part of the foregoing)
  • fm1 is used as the source power parameter, the calculation can be stopped when the power unit is in the braking state;
  • Fuel Power Alternative 3 In Examples 12, 15, 16, 19, 20, 23, 26, 27, 30, motor drive parameters (such as Po, P2o, P2i, P3o, P3i, etc.) and associated electrical power
  • the calculation of the efficiency coefficient of the system (such as Ke, k31, k21, etc.) is replaced by the corresponding fuel dynamic parameters of the front end and the corresponding efficiency coefficient or conversion coefficient Kfa.
  • the fuel dynamic parameters of the front end and the Kfa can be calculated.
  • the driving power of the fuel engine Pr1 for the acquisition/calculation of the specific Pr1, refer to the contents of Section 4.2.2.3 in the first part of the above);
  • the expression ((Ke*Km)*(P2o/V x )) can be written as (Ke*Km*P2o/V x ), and (Ke*Km*P2o) is replaced by (Km*Pr1) And further replaced by (Km*fm2*Kf2); indicating that the fuel consumption rate fm2 of the fuel input end of the fuel injection system is used as a source power parameter, thereby calculating a joint operation value of the vehicle mass; according to the alternative, the formula can be Can be organized as:

Abstract

La présente invention concerne un procédé et un système permettant d'intégrer un dépannage, une surveillance, un contrôle, un calcul et une mesure de données de véhicule. Dans le procédé de contrôle, un objet mesuré correspond à un ou plusieurs paramètres de fonctionnement de véhicule d'un véhicule. On détermine si l'état de transmission de puissance du véhicule est anormal en fonction d'une valeur calculée conjointement d'objets mesurés et de données de référence des objets mesurés, la valeur calculée conjointement étant calculée selon une formule de calcul d'équilibre de déplacement de véhicule. Le procédé d'intégration de dépannage, de surveillance, de contrôle, de calcul et de mesure de données de véhicule peut surveiller une transmission de puissance anormale dans un véhicule provoquée par la défaillance d'un composant de transmission ou de puissance travaillant en rotation dans le véhicule.
PCT/CN2016/090935 2015-07-23 2016-07-21 Procédé et système d'intégration de dépannage, de surveillance, de contrôle, de calculs et de mesure de données de véhicule WO2017012575A1 (fr)

Applications Claiming Priority (12)

Application Number Priority Date Filing Date Title
CN201510441969 2015-07-23
CN201510441969.7 2015-07-23
CN201510763094.2 2015-11-10
CN201510763094 2015-11-10
CN201610130147.1 2016-03-07
CN201610130147 2016-03-07
CN201610145216.6 2016-03-14
CN201610145216 2016-03-14
CN201610161913.0 2016-03-21
CN201610161913 2016-03-21
CN201610175990 2016-03-23
CN201610175990.1 2016-03-23

Publications (1)

Publication Number Publication Date
WO2017012575A1 true WO2017012575A1 (fr) 2017-01-26

Family

ID=57833733

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2016/090935 WO2017012575A1 (fr) 2015-07-23 2016-07-21 Procédé et système d'intégration de dépannage, de surveillance, de contrôle, de calculs et de mesure de données de véhicule

Country Status (2)

Country Link
CN (1) CN106379322A (fr)
WO (1) WO2017012575A1 (fr)

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110979334A (zh) * 2019-11-26 2020-04-10 吉林大学 一种远程遥控操作辅助驾驶系统
CN111252076A (zh) * 2020-02-21 2020-06-09 宁波吉利汽车研究开发有限公司 一种故障处理方法、装置和混动汽车
CN111782596A (zh) * 2020-06-09 2020-10-16 北京有生志广科技有限公司 一种基于高性能混合计算的无线电监测数据处理方法
CN112818536A (zh) * 2021-01-28 2021-05-18 江西江铃集团新能源汽车有限公司 动力系统效率评估方法、装置、存储介质及电动汽车
CN112989512A (zh) * 2021-02-18 2021-06-18 三一汽车起重机械有限公司 取力系统传递效率获取方法、装置及车辆
CN113127971A (zh) * 2021-04-07 2021-07-16 东风柳州汽车有限公司 车辆质量的优化方法、装置、设备及存储介质
CN113607251A (zh) * 2021-07-06 2021-11-05 东风柳州汽车有限公司 一种车辆载重测量方法及装置
CN113701678A (zh) * 2021-09-18 2021-11-26 武汉光谷卓越科技股份有限公司 一种基于线扫描三维的路面平整度检测方法
CN115147051A (zh) * 2022-09-01 2022-10-04 菏泽京九特种汽车有限公司 一种基于大数据的升降专用车用运输安全监管系统
CN115179912A (zh) * 2022-07-19 2022-10-14 新誉庞巴迪牵引系统有限公司 一种列车电制动至零速控制装置及方法
CN117542377A (zh) * 2024-01-05 2024-02-09 江西众加利高科技股份有限公司 基于货车称重的信息提示方法及相关装置

Families Citing this family (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017207077A1 (de) * 2017-04-27 2018-10-31 Robert Bosch Gmbh Verfahren zur Überwachung eines Antriebs eines Fahrzeugs
CN109215083B (zh) 2017-07-06 2021-08-31 华为技术有限公司 车载传感器的外部参数标定的方法和设备
DE102017218218A1 (de) * 2017-10-12 2019-04-18 Continental Automotive Gmbh Cloudbasiertes System zur Ermittlung der effektiven Windgeschwindigkeit für Elektrofahrzeuge
CN108058664A (zh) * 2017-12-13 2018-05-22 苏州工艺美术职业技术学院 一种x型无轮电动车
CN109969190B (zh) * 2017-12-28 2020-09-18 宝沃汽车（中国）有限公司 车辆的控制方法、系统及车辆
CN108327578B (zh) * 2018-01-08 2021-04-20 地上铁租车（深圳）有限公司 一种电动车监控系统及其控制方法
CN108921971B (zh) * 2018-05-30 2021-04-02 北京图森智途科技有限公司 一种自动驾驶车辆数据记录系统和方法、数据采集设备
CN109064368A (zh) * 2018-07-20 2018-12-21 中国矿业大学 一种基于owl的瓦斯爆炸事故本体构建及推理方法
CN109190153B (zh) * 2018-07-24 2023-01-31 中国第一汽车股份有限公司 一种能耗计算方法及其系统
FR3088249B3 (fr) * 2018-11-14 2020-10-16 Michelin & Cie Procede de determination de la fermete d'un sol
CN111881423B (zh) * 2020-07-28 2023-09-19 杭州海康威视数字技术股份有限公司 限制功能使用授权方法、装置、系统
CN112270841B (zh) * 2020-10-23 2021-09-10 清华大学 车路协同环境下基于多车运动特征的信息可信辨识方法
CN113836635B (zh) * 2021-08-31 2023-06-16 东风商用车有限公司 基于被动油量分布计算拐点的路谱自动识别方法
CN114739554B (zh) * 2022-04-02 2024-02-02 中国第一汽车股份有限公司 一种四驱车传动系扭转强度测试实验方法和评价方法
CN115358576B (zh) * 2022-08-18 2023-07-18 西安货达网络科技有限公司 一种基于gps定位的车辆调派智能服务平台
CN116142210B (zh) * 2023-04-21 2023-06-30 中国第一汽车股份有限公司 轮胎差异识别方法、装置、电子设备及存储介质

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090157243A1 (en) * 2007-12-13 2009-06-18 Hyundai Motor Company Method of controlling drive request torque in hybrid electric vehicle
CN103967631A (zh) * 2014-04-16 2014-08-06 中国北方发动机研究所(天津) 一种柴油机动力性能在线识别装置和识别方法
CN104590243A (zh) * 2015-01-05 2015-05-06 联合汽车电子有限公司 整车功能安全监控系统
CN104590267A (zh) * 2014-12-19 2015-05-06 北京新能源汽车股份有限公司 新能源汽车的扭矩安全控制方法
CN105438177A (zh) * 2014-07-01 2016-03-30 冯春魁 车辆运行监控、参数测算和超载监控的方法及系统

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090157243A1 (en) * 2007-12-13 2009-06-18 Hyundai Motor Company Method of controlling drive request torque in hybrid electric vehicle
CN103967631A (zh) * 2014-04-16 2014-08-06 中国北方发动机研究所(天津) 一种柴油机动力性能在线识别装置和识别方法
CN105438177A (zh) * 2014-07-01 2016-03-30 冯春魁 车辆运行监控、参数测算和超载监控的方法及系统
CN104590267A (zh) * 2014-12-19 2015-05-06 北京新能源汽车股份有限公司 新能源汽车的扭矩安全控制方法
CN104590243A (zh) * 2015-01-05 2015-05-06 联合汽车电子有限公司 整车功能安全监控系统

Cited By (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110979334A (zh) * 2019-11-26 2020-04-10 吉林大学 一种远程遥控操作辅助驾驶系统
CN110979334B (zh) * 2019-11-26 2023-06-27 吉林大学 一种远程遥控操作辅助驾驶系统
CN111252076B (zh) * 2020-02-21 2023-07-18 宁波吉利汽车研究开发有限公司 一种故障处理方法、装置和混动汽车
CN111252076A (zh) * 2020-02-21 2020-06-09 宁波吉利汽车研究开发有限公司 一种故障处理方法、装置和混动汽车
CN111782596A (zh) * 2020-06-09 2020-10-16 北京有生志广科技有限公司 一种基于高性能混合计算的无线电监测数据处理方法
CN111782596B (zh) * 2020-06-09 2023-10-10 北京有生志广科技有限公司 一种基于高性能混合计算的无线电监测数据处理方法
CN112818536A (zh) * 2021-01-28 2021-05-18 江西江铃集团新能源汽车有限公司 动力系统效率评估方法、装置、存储介质及电动汽车
CN112989512A (zh) * 2021-02-18 2021-06-18 三一汽车起重机械有限公司 取力系统传递效率获取方法、装置及车辆
CN113127971A (zh) * 2021-04-07 2021-07-16 东风柳州汽车有限公司 车辆质量的优化方法、装置、设备及存储介质
CN113607251A (zh) * 2021-07-06 2021-11-05 东风柳州汽车有限公司 一种车辆载重测量方法及装置
CN113701678A (zh) * 2021-09-18 2021-11-26 武汉光谷卓越科技股份有限公司 一种基于线扫描三维的路面平整度检测方法
CN115179912B (zh) * 2022-07-19 2023-08-15 江苏新誉阿尔斯通牵引系统有限公司 一种列车电制动至零速控制装置及方法
CN115179912A (zh) * 2022-07-19 2022-10-14 新誉庞巴迪牵引系统有限公司 一种列车电制动至零速控制装置及方法
CN115147051A (zh) * 2022-09-01 2022-10-04 菏泽京九特种汽车有限公司 一种基于大数据的升降专用车用运输安全监管系统
CN117542377A (zh) * 2024-01-05 2024-02-09 江西众加利高科技股份有限公司 基于货车称重的信息提示方法及相关装置
CN117542377B (zh) * 2024-01-05 2024-04-05 江西众加利高科技股份有限公司 基于货车称重的信息提示方法及相关装置

Also Published As

Publication number Publication date
CN106379322A (zh) 2017-02-08

Similar Documents

Publication Publication Date Title
WO2017012575A1 (fr) Procédé et système d'intégration de dépannage, de surveillance, de contrôle, de calculs et de mesure de données de véhicule
WO2017080471A1 (fr) Procédé et système exhaustifs pour mesure, surveillance, contrôle et traitement de données pour véhicule
WO2016074608A2 (fr) Procédés et systèmes permettant la surveillance et la commande du fonctionnement d'un véhicule, la surveillance vidéo, le traitement de données, et la surveillance et la commande de la surcharge
CN105438177B (zh) 车辆运行监控、参数测算和超载监控的方法及系统
CN105416199A (zh) 车辆运行监控、参数测算、超载监控和监视的方法及系统
WO2017162197A1 (fr) Procédé et système d'acquisition et de traitement de données d'aéronef et de surveillance d'état de vol
Çeven et al. Real-time range estimation in electric vehicles using fuzzy logic classifier
CN105675101B (zh) 基于obd的车辆质量动态测量装置及测量方法
US20180188332A1 (en) User interface for vehicle and/or battery life based on state of health
CN103043057B (zh) 基于车辆位置信息的异常驾驶判定和警报系统
CN104080683A (zh) 减速因素推定装置以及驾驶辅助装置
KR101417401B1 (ko) 전기자동차의 주행가능 거리 안내 장치 및 그 방법
CN104085305A (zh) 车辆辅助驾驶主动限速控制系统
CN105329191B (zh) 一种高效节能的电动汽车续航控制系统
CN107065726A (zh) 一种用于电动汽车的远程监控系统
KR101450619B1 (ko) 전기자동차의 배터리 소모량에 관련된 가중치 정보의 수집 및 그 가중치 정보를 이용한 주행효율 판단 장치와 그 방법
Deng et al. A novel real‐time energy management strategy for plug‐in hybrid electric vehicles based on equivalence factor dynamic optimization method
CN206900198U (zh) 一种电动车的驻坡控制系统
CN113639838B (zh) 一种车辆自动称重系统
KR101735723B1 (ko) 차량 사양의 체계적인 선택 방법
US11941920B2 (en) Apparatus and method of providing automotive preventive maintenance service
CN106740867A (zh) 一种电动汽车车辆可行驶里程计算系统
CN105320011B (zh) 一种电动汽车控制系统
CN103890558B (zh) 车辆诊断方法和外部诊断装置
CN203293933U (zh) 一种电动汽车的控制器

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 16827266

Country of ref document: EP

Kind code of ref document: A1

DPE1 Request for preliminary examination filed after expiration of 19th month from priority date (pct application filed from 20040101)
NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 16827266

Country of ref document: EP

Kind code of ref document: A1