WO2017080471A1

WO2017080471A1 - Comprehensive method and system for data measurement, surveillance, monitoring, and processing for vehicle

Info

Publication number: WO2017080471A1
Application number: PCT/CN2016/105260
Authority: WO
Inventors: 冯春魁
Original assignee: 冯春魁
Priority date: 2015-11-10
Filing date: 2016-11-09
Publication date: 2017-05-18
Also published as: CN106671902A

Abstract

A comprehensive method and system for data measurement, surveillance, monitoring, and processing for a vehicle. In the surveillance method, a measurement object is any one or more parameters in vehicle operating parameters of a vehicle, and whether the power delivery of the vehicle is abnormal is determined according to a joint computation value of the measurement object and reference data of the measurement object; and the joint computation value is obtained by computation based on a vehicle motion balance calculation formula. The method is capable of monitoring power delivery abnormality in a vehicle caused by failure in rotational operating power or operation of a drive component of a vehicle.

Description

Method and system for data measurement, monitoring, monitoring and processing of integrated vehicles

Technical field

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.

Background technique

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;

Structurally, 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;

Divided from the type of power system, the vehicle has fuel power, electric power, hybrid system, etc.;

Existing fuel-powered vehicles, including gasoline, diesel, natural gas, biogas and other power vehicles;

Existing electric powered vehicles, including plug-in electric vehicles, fuel cell electric vehicles, 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. ;

Because of the rotating working power or transmission components of the vehicle, unlike the fixed working part or the linear running type working part, 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;

In order to solve the above problems, the prior art is divided into two major types of solutions:

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.

B. General-purpose safety limit threshold for vehicle operating parameters:

In the prior art, there are a variety of techniques for obtaining joint operational values of vehicle mass; for various shift control, braking and stability control, adaptive cruise control (ACC) systems or automatic lane change (LCX) systems, ABS Control, etc.

In the prior art, there are a variety of methods and apparatus for calculating vehicle fuel consumption to infer driver behavior for monitoring and training drivers, assisting fleet owners, transportation companies and similar companies, and insurance company management;

In the prior art, there are a plurality of technical solutions for detecting the rotational speed of the rotating component, the longitudinal speed of the vehicle, and the longitudinal acceleration; by means of sensor detection, by GPS data analysis, or by using other parameters to jointly calculate, etc., to achieve functions such as overspeed limit speed;

Because there are hundreds of possibilities for vehicle operating conditions, the vehicle is always in the state of low speed / high speed, light load / heavy load, acceleration / deceleration, uphill / downhill, etc., so 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.

Summary of the invention

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 object of the present invention is achieved by the following technical solutions:

The invention provides

1. 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,

Determining whether the power transmission condition of the vehicle is abnormal according to the joint operation value of the measurement object and the reference data of the measurement object; 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.

2. Further, in the monitoring method, determining whether the power transmission condition of the vehicle is abnormal includes any one or more of the following:

2A1. 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;

2A2. 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;

2A3. 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;

2A4. 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.

2A5. 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;

2A6. 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.

3. Further, the abnormality of the power transmission condition includes any one of the following cases:

3A1. 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;

3A2. 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;

3A3. The reference data includes an actual value; the actual value is greater than an upper limit value set according to the joint operation value;

3A4. The reference data includes an actual value; the actual value is less than a lower limit value set according to the joint operation value;

3A5. The reference data includes a second permission upper limit value; the joint operation value is greater than the second permission upper limit value;

3A6. The reference data includes a second permissible lower limit value; the joint operation value is less than the second permissible lower limit value.

4. Further, in the monitoring method:

4A1. When 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;

or,

4A2. When 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 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.

5. Further, in the monitoring method:

4A1. When the measurement object is any one of the vehicle quality: 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;

or,

4A2. When the measurement object is any one of the vehicle quality: 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;

or,

4A3. When the measurement object is any one of the vehicle quality: any one or more of the actual value and the second permission range in the reference data are set according to a preset value;

6. Further, in the monitoring method, when the measurement object is any one of an unmeasured parameter and/or a preset parameter and/or a system inherent parameter, 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.

7. Further, in the monitoring method, when the measurement object is any one of vehicle operating parameters other than a system inherent parameter, the second permission upper limit value is set according to an actual value, and/ Or the second permission lower limit value is set according to an actual value.

8. Further, when the measurement object is any one of system inherent parameters and/or vehicle operating parameters other than system inherent parameters, the monitoring method includes the following 5A1, 5A2, 5A3, 5A4, 5A5 Any one or more of the options:

5A1. When 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;

5A2. When 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;

5A3. When the first permitted upper limit value and the actual value are included in the reference data, the sum of the first permitted upper limit value and the actual value is less than a maximum value of the safety limit threshold;

5A4. When the first permitted lower limit value and the actual value are included in the reference data, the sum of the first permitted lower limit value and the actual value is greater than a minimum value of the safety limit threshold;

5A5. When it is determined whether the power transmission condition of the vehicle is abnormal according to the actual value and the lower limit value set according to the joint operation value, 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;

5A6. When it is determined whether the power transmission condition of the vehicle is abnormal according to the actual value and the upper limit value set according to the joint operation value, 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.

9. Further, the monitoring method further includes the steps of:

6A1. If the result of the determination is yes, the set power transmission abnormality processing mechanism is activated;

and / or,

6A2. Output and/or save the result of the determination.

10. The monitoring method, the acquired value of the input parameter of the vehicle, 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. .

11. 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.

12. Further, in the monitoring method, when the measurement object is any one of vehicle operating parameters other than vehicle mass, the vehicle mass required to calculate the joint operation value is a time-based vehicle The exercise balance is calculated.

13. Further, the monitoring method further includes the following scheme: acquiring a power device operating condition, and associating the power device operating condition with the calculation.

14. Further, in the monitoring method, among the parameters participating in the calculation, the mass variation type item quality is included.

15. Further, in the monitoring method, the parameters participating in the calculation include any one or three of the efficiency coefficient, the rolling resistance coefficient, and the road surface gradient.

16. Further, in the monitoring method, the value of the vehicle mass is output and/or saved.

17. Further, in the monitoring method, when the source dynamic parameter is a source-type combined parameter of the energy type, 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.

18. Further, in the monitoring method, 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.

19. Further, in the monitoring method, when the source 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.

20. Further, in the monitoring method, the vehicle operating parameters include 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, and a quality variable item quality.

21. Further, in the monitoring method, 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

22. A method of monitoring vehicle operation, the measurement object being any one or more of vehicle operating parameters of the vehicle, the monitoring method comprising the steps of:

Obtaining a joint operation value of the measurement object, wherein 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.

23. Further, 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.

24. Further, in the monitoring method,

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.

25. Further, in the monitoring method, 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.

26. Further, in the monitoring method, the portable personal consumer electronic product includes any one or more of a mobile phone, a smart watch, and a smart wristband.

27. Further, in the monitoring method, 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.

28. Further, in the monitoring method, when the source 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.

29. Further, in the monitoring method, 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.

42. Further, 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

30. A method for processing vehicle data, the measuring object being any one or more parameters of a vehicle operating parameter, including the steps of:

Obtaining a joint operation value of the measurement object, wherein the joint operation value is calculated based on a vehicle motion balance calculation formula; the vehicle 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.

Also includes any one or more of the following steps:

20A1. 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;

20A2, 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.

31. Further, in the monitoring method, 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

32. A method of monitoring a vehicle overload, the monitoring method comprising the steps of:

Obtaining a joint operation value of the vehicle mass of the vehicle, wherein 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 .

33. Further, in the monitoring method, 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.

34. Further, in the monitoring method, when the source 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 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

(36.) A monitoring system in which a vehicle is controlled by a power unit, wherein the measurement target is any one of vehicle operating parameters of the vehicle, and the monitoring system includes a judgment parameter acquisition module (1) and a power transmission status determination module ( 2); the monitoring system further includes any one or more of a power transmission abnormality processing module (3), an output module (4), and a saving module (5);

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

(37.) 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.

38. Further, in the monitoring system, 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.

39. Further, in the monitoring 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

(40.) 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

When 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, 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

And when 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

(41.) A monitoring system for overloading a vehicle, the monitoring system 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).

DRAWINGS

1 is a schematic diagram of a monitoring method when a vehicle is controlled by a power unit according to the present invention;

2 is a schematic diagram of a monitoring system when a vehicle is controlled by a power unit according to the present invention;

Figure 3 is a schematic view of the operation of the vehicle of the present invention;

detailed description

The first part of the content: For the nouns and parameters described in the technical solution of the present invention, the following explanations are given:

In 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, and 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;

In the present invention, 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;

In the present invention, the absolute value of the difference between A and B is smaller than the preset value. When the parameter types of A and B are different, the size of the preset value is different, and the size of the preset value can be reasonable through the system. Adjustment; A range is within B range: the upper limit of the A range is less than or equal to the upper limit of the B range, the lower limit of the A range is equal to the lower limit of the B range; the A range is out of range: The upper limit of the A range is greater than the upper limit of the B range, and/or: the lower limit of the A range is less than the lower limit of the B range; 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; A range is out of range: A is greater than the upper limit of the B range, and / or: A is less than the lower limit of the B range; in this paragraph, both A and B are one Code, which can be any parameter, data, value, etc.;

Analytical research of data: 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;

Differentiating from the time attribute, 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;

Differentiating from the access route, 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);

Based on the knowledge of those skilled in the art or common sense courses: in actual applications (such as security monitoring), current measured data (or measured values), current joint operational data (or joint operational values) are common; and current Setting data (currently set by the machine or manually) for the current actual application is rare; setting data usually refers to the set data (such as data that has been set by the system, has been manually set) In addition to the explicit definition (for example, limited to "current" setting data), in the case of no limitation, 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 (or preset value) 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; the manual preset data (or 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, general noun; 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 (or measured value) 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. According to what is called 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;

Distinguishing from the value range, 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;

Distinguish from the nature of the data, 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;

It is understood by common knowledge known to those skilled in the art, or based on the main content of the present invention: 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. For example, the no-load mass m0 of a certain vehicle is 1500KG, and the mass of the carried goods is 200KG (for example, 150KG for people and 50KG for goods). When the other mass is zero, 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 method, setting accuracy, and other factors are related; when there is no limit, 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. Actual value (ie, learning value); if there is no limit, 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. In the present invention, 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); In 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.

In the present invention, 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 (including the mechanical operating parameters, the inherent parameters of the system, and the mass of the quality-changing items) 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; 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 power parameter, the source power parameter is generated based on the vehicle's power system; the source power is the power;

Wherein, 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 range or standard range; the rated range refers to the range when the parameter is at a preset or reasonable rated state;

Correspondingly, the conventional value (ie, the compliance value) of the parameter in the present invention; the normal value 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. Such as current safety value I_ena, voltage safety value U_ena, driving torque safety value T_ena, power safety value P_ena, etc.; 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 (ie, a reasonable range) 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).

From the perspective of the value range, generally, 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 normal change and float, even with the actual value and the curve floats; it can be within the third range or super 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;

Obviously, 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 of the parameters or data or solutions that are not explained in detail in the present invention can be reasonably explained, described, and summarized by the technical solutions or concepts provided by the present invention; and can be combined with the prior art and common knowledge.

In the present invention, all preset data (that is, preset values (especially system preset values)) 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;

Obviously, 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, integrated gear ratio im, drive wheel radius R1 (also denoted by R), gravitational acceleration g, and cylinder piston phase Equivalent radius crank engine output R0, the efficiency of mechanical transmission coefficient Km is generally undetectable in operation parameter; parameter value is typically not measurable or only by a predetermined movement of the vehicle is calculated equilibrium value.

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. are all preset parameters; in general, 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; For example, the source dynamic parameters, speed, longitudinal acceleration, wind resistance fw, mass change type of goods (especially the fuel quality therein) 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 more parameters are measured, the better the accuracy of the parameters is acquired; the more parameters can be preset, the lower the cost; in general, the values of the parameters to be measured and the values of the measurable parameters are based on the actual sensor. Value acquisition.

The inventors in the previous version of the concept of the invention are commonly implemented embodiments; for example, the mechanical operating parameters (the road gradient in the road) 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; For example, 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.

1. Basic explanation:

1.1. 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;

1.2. Overview of power plant: refers to the device that can directly drive the vehicle to run longitudinally along the road or track; such as the battery that can provide illumination energy for ordinary fuel-powered vehicles, the vacuum pump motor for pure brake, can not be regarded as the present invention Powerplant

1.2.1. 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.;

1.2.2. 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;

1.2.3. 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;

1.3, overview of the power control device:

1.3.1. 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;

1.3.2. The power control device of the fuel power system is a fuel engine control system;

1.3.3, the power control device of the hybrid system is a hybrid control system;

1.4 Overview of the energy supply device:

1.4.1. 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.;

1.4.2. 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.

1.4.3. 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;

1.5, the description of the specific components of the power system:

1.5.1. The electrical power system of the present invention, the category of the components (ie, components) included depends on the collection point of the specific motor drive parameter group signal;

If the collection point of the source power parameter signal is at the input end of the power supply device, 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;

1.5.2. In 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;

1.5.3. 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.

1.6. The value of the parameter group or parameter obtained by the present invention is obtained as follows:

1.6.1, the acquisition of parameter values, including but not limited to the following:

1.6.1.1. Directly measure parameter values with hardware sensors:

1.6.1.2. First measure the intermediate parameter value with a hardware sensor, and then calculate the parameter value;

1.6.1.3. Read parameter values calculated and output by external devices (such as power control devices);

1.6.1.4, reading a system preset value to obtain a parameter; such as a rolling resistance coefficient; etc.; the system preset value of the present invention is also a system setting value;

1.6.1.5. Read the manual input value and obtain the parameter;

1.6.1.6, reading the measured data to obtain the parameter; and reading the parameter value obtained by calculating the calculation method of the vehicle operating parameter provided by the present invention.

1.6.2. The reading parameter value according to the present invention 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;

2. 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;

Wherein, 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;

For convenience of description, 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. ;

In summary, 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.;

Special statement: 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 For the "vehicle controlled by the motor", 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;

2.1, the definition of the vehicle's electrical power parameters:

2.1.1. Distinguishing from physical properties, conventional electrical parameters mainly include, but are not limited to, the following: electrical power, electromagnetic torque, current, voltage, motor speed;

2.1.2. From the device, it can be divided into electrical parameters of motor, motor drive device and power supply device;

2.1.3. The electrical parameters of the motor mainly include and are not limited to the following parameters: motor voltage Uo, motor current Io, power factor φ1 (also denoted by φ), electrical power Po (also denoted by Pm), electromagnetic torque Te, motor Rotation speed n1, rotating magnetic field speed n0;

2.1.4. 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 φ2, 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;

2.1.5. 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 φ3;

The power supply device of the external power supply type (such as the rail electric locomotive) may further include the following input electrical parameters: input voltage U3i, input current I3i, input electrical power P3i;

When the motor brakes, 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).

2.1.6. The electrical parameters of the adjacent preamp outputs on the functional connection and the electrical parameters of the subsequent inputs can be substituted for each other in the calculation; for example, Uo=U2o, such as Io=I2o, such as φ1=φ2, such as P2o=Po For example, Te of motor and motor drive device, such as U2i=U3o, such as I2i=I3o, such as P2i=P3o, etc.

2.1.7 Special Description of Electromagnetic Torque Te: 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.

2.1.8. The electrical parameters of the present invention are further divided into motor drive parameters and electrical auxiliary parameters;

2.1.8.1. Common motor drive parameters include, but are not limited to, the following types: electrical power, electromagnetic torque, current, electromechanical combination parameters, etc.:

2.1.8.1.1, 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, φ1), or (U2o, I2o, φ2), or (U2i, I2i), or (U3o, I3o, φ3), or (U3i, I3i); calculating electrical power by voltage and current, is a well-known technique;

Electric power value acquisition method 2: first obtain electromagnetic torque and motor speed, and then indirectly obtain power value through calculation; such as Te and n1, two parameter combination can be used to calculate power; P(kw)*9550=Te*n1, then P (w)=Te*n1/9.55; P(kw) indicates that the power is in KW, and P(w) indicates that the power is in W.

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;

2.1.8.1.2, second: electromagnetic torque; such as Te, the electromagnetic torque Te is obtained as follows:

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 method 2: first obtain the electric power value and the motor speed value, and then indirectly obtain the Te value by calculation; because the power P(w)=Te*n1/9.55=U*I, the electrical power can be measured The Te in the device can be calculated by simple calculation, and the formula is: Te=P(w)*9.55/n1;

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;

2.1.8.1.3, third: current; this parameter can be used to calculate torque and force; iq, Io*cosφ1, I2o*cosφ2, I3o*cosφ3, etc.; without additional explanation or qualification, the present invention Current, usually referred to as the torque current component, or the active component of the current;

Current value acquisition mode 1: directly reading the internal parameters of the motor drive device to obtain the current value;

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;

2.1.8.1.4, the fourth type: 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;

2.1.8.2. 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;

2.1.9. 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;

2.2. Definition of fuel power parameters:

2.2.1. 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;

2.2.2. 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);

2.2.3. 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.

2.2.4. From the classification of parameter properties, 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;

2.2.4.1, first: drive power;

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 power value acquisition mode 2: first obtain the torque and speed of the signal collection point, and then indirectly obtain the power value through calculation; for example: Pr1(kw)*9550=Tr1*n1, then Pr1(w)=Tr1*n1/9.55 N1 is the fuel engine speed; Pr1(kw) means the power is in KW, and Pr1(w) means the power is in W.

2.2.4.2, second: drive torque; such as Tr1, the acquisition method is as follows:

Driving torque value acquisition mode 1: obtaining a Tr1 value by measuring with a torque sensor;

Driving torque value acquisition mode 2: first obtain the driving power value and the rotational speed value of the signal collecting point, and then obtain the torque value indirectly through calculation; for example: Tr1=Pr1(w)*9.55/n1;

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;

2.2.4.3, the third type: driving force Ff;

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;

2.2.4.4, the fourth type: cylinder pressure F1;

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;

2.2.4.5, fifth: fuel consumption rate;

How to obtain fuel consumption rate: There are hundreds of technical solutions for fuel consumption rate in the prior art, such as directly measuring the fuel consumption rate flowing through the sensor probe through the flow sensor, the injection frequency and pulse width through the fuel injection system, and the passage section. Various information processing such as valve opening degree, accelerator pedal position, manifold pressure, and vacuum degree obtain fuel consumption rate; for gasoline engine, fuel consumption rate can also be calculated by air flow rate flowing through the engine; further, the air flow rate is further divided Fresh air flow, exhaust gas flow, etc.;

If 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;

2.2.4.6, sixth type: 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;

2.3. 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;

2.4. 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;

3. 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 total mass m2; the mass unit can be expressed in kilograms (KG or kg);

3.1. 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;

3.2, in order to facilitate the understanding and description of the technical personnel in the industry, 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;

3.3, 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;

The total mass m2 of the plug-in pure electric vehicle can be calculated by the following formula: m2=m0+m1; external power supply-type electric vehicles (such as high-speed rail vehicles, motor trains, electric locomotives, trams) can also use this formula. ;

3.4. In the present invention, m2, m1, m3, and m4 can be used as measurement objects;

In an unmanned automatic vehicle, m2 can be used as a direct measurement object;

In ordinary manned vehicles, it is better to use m1 or m2 as the measurement object; because m1 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. .

When the values of the carried item mass m1 and the remaining fuel mass mf0 are both close to 0, 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. However, the actual technical solution has not changed.

4. 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.

4.A. 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.

4.B. Fuels in fuel-powered vehicles mainly include gasoline, diesel, gas, etc. In electric vehicles powered by fuel cells, 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.;

Special statement: In the present invention, in an electric vehicle powered by a fuel cell, 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;

In the operation of the vehicle, the fuel is continuously consumed, and the fuel quality is constantly changing;

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;

The total mass m2 of a vehicle in a pure fuel-powered vehicle (or a plug-in hybrid vehicle including a fuel power) is calculated as follows: m2 = m1 + m0 + mf0, or: m2 = m1 + m0 + mf2 - mf1; Mf0, mf2, mf1 may be the quality of gasoline, or diesel, or natural gas fuel;

The total mass m2 of the fuel cell type electric vehicle is calculated as follows: m2=m1+m0+mf0, or: m2=m1+m0+mf2-mf1; in the formula, mf0, mf2, and mf1 are fuels of fuel cells (such as hydrogen) )the quality of;

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.);

4.1. 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 θ, wind resistance fw, front windward velocity V2, curve coefficient δ, steering angle, comprehensive force factor coefficient Kaθ, the angular acceleration β of the internal integrated rotating rigid body (which can also be represented by ω0), and the like.

4.1.1. The acquisition of the longitudinal velocity V _x can be as follows:

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) ;

Vx value acquisition mode 2: Indirect acquisition of V _x value by measuring the rotational speed n1 of the power device: The calculation formula for reference is as follows: V _x = (2π * n1/im) * R1/60; this method is not accurate when the vehicle is slipping;

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 3: Indirect acquisition of V _x value by longitudinal acceleration a; calculation formula for reference is as follows: V _x _1=V _x _0+a*t; t is unit time, V _x _0 is V of the previous time period _The value of _x , V _x _1 is the longitudinal velocity V _x value of the current cycle;

Vx value acquisition method 4: obtaining V _x value through GPS and remote positioning information;

4.1.2. The acquisition of longitudinal acceleration a can be as follows:

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 θ, it can be combined: (g*sinθ+a)

a value acquisition mode 2: through the speed of the power unit n1, or longitudinal speed

Obtained by indirect measurement; the calculation formula for reference is as follows: a=(V _x _1-V _x _0)/t;

4.1.3. Pavement slope θ: the angle between the road surface or the track and the horizontal line of the vehicle; when the vehicle runs uphill: 90°>θ>0°; sinθ 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;

When the vehicle is running horizontally: θ = 0, cos θ = 1, sin θ = 0;

When the vehicle runs downhill: 360°>θ>270°; sinθ is negative, indicating that potential energy is converted into kinetic energy, which is lower than horizontal operation. It consumes less power and may even enter a braking state;

The slope θ of the track for the electric locomotive can also be expressed by the road surface gradient θ;

θ value acquisition mode 1: obtaining θ value by direct measurement by a longitudinal inclination sensor or level set on the vehicle body;

θ value acquisition method 2: θ 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 θ value can be directly read according to the position information table by presetting a position information corresponding to the road surface slope θ value (and/or the curve coefficient δ and/or the rolling resistance coefficient f). (or together with δ 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;

4.1.4. Air resistance, that is, the acquisition of wind resistance fw, can be as follows:

Fw value acquisition mode 1: first obtain the longitudinal velocity V _{x of the} vehicle and then calculate the fw value; the calculation formula for reference is as follows: fw=(1/2)*C _d *(p0*A ₀ *(V _x ) ² Where C _d is the drag coefficient of the vehicle, p0 is the air density, A ₀ is the windward area of the vehicle; C _d , p0, A ₀ are all inherent parameters of the system, which can be obtained by reading the preset value of the system; Measuring the longitudinal velocity V _x and obtaining the wind resistance fw has the advantages of low cost and simplicity; the measurement accuracy is not high;

Fw value acquisition method 2: Set an independent wind speed and direction test instrument on the vehicle, first measure the front windward speed V2 when the vehicle is running and then calculate the fw value; the calculation formula for reference is as follows: fw=(1/2)*C _d *(p0*A ₀ *(V2) ² ); C _d , p0, A ₀ are all intrinsic parameters of the system and can be obtained by reading the system preset value;

Because the vehicle is running, if the ambient wind speed V0 direction is opposite to the running direction of the vehicle, 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;

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.

4.1.5, curve coefficient δ: 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;

The method of obtaining the curve coefficient δ is as follows: the turning angle α can be measured by the running track or the acceleration sensor of the vehicle to obtain the δ value, and the calculation formula for reference is as follows: δ=K(α);

The acquisition method of the curve coefficient δ can be obtained by measuring the corner angle α by the rotation angle sensor provided on the steering wheel to obtain the δ value, and the calculation formula for reference is as follows: δ=K(α);

Different types of vehicles may have different δ, δ specific values, specific relationship between α angle and δ 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 δ value can usually be set to 1, or directly ignore δ and not participate in the calculation;

The acquisition method of the curve coefficient δ 3: The δ 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;

4.1.6. The angular acceleration of the internal integrated rotating rigid body β: The internal comprehensive rotating rigid body refers to the comprehensive conversion of all rigid mechanical rotating parts in the internal transmission system of the vehicle; the β 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;

4.2. 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;

4.2.1. 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 μ1) 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 moment of inertia L0 of the rigid body, the drag coefficient C _d (also denoted by Cd), the air density p0, the windward area A ₀ (also denoted by S), the gravitational acceleration g (also known as the gravitational acceleration factor, its meaning, value 9.8 All of the well-known technologies, the most basic physical common sense), the preset time range of parameter values, and the like. The system intrinsic parameters of the present invention also include all other parameters other than the total mass of the vehicle that can be preset by the system for the magnitude of its normal condition.

A detailed description of the system's inherent parameters is as follows:

4.2.2, the efficiency coefficient of the electric power system Kea, the efficiency coefficient Km of the mechanical transmission system, the efficiency coefficient of the fuel power system or the conversion coefficient Kfa:

4.2.2.1. 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 (also denoted by k13): 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;

4.2.2.2, the efficiency coefficient Km of the mechanical transmission system, also referred to as mechanical transmission system efficiency: For the electric power system, Km refers to the motor output shaft including the vehicle, the drive wheel, and the motor output shaft and the drive wheel. For the fuel power system, Km refers to 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. The efficiency coefficient of the integrated transmission of the component; in order to cope with the possible fluctuation of the Km value in different speed ranges, a one-dimensional function, Km _(VX) , may be set, that is, according to different speed intervals (such as zero speed, low speed, high speed) Corresponding Km value; when the vehicle is in different operating states (such as power plant drive operation / power plant brake operation), the Km value may change, so the Km value may also be set to be different according to different power plant operating conditions. Different value

The comprehensive efficiency coefficient Kem of electromechanical transmission can also be called the electromechanical transmission integrated efficiency Kem; Kem contains the efficiency coefficient Ke of the motor, including the efficiency coefficient Km of the mechanical transmission system; Kem=Ke*Km.

4.2.2.3, 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.;

4.2.2.3.1, for example, when the fuel power parameter is the fuel consumption rate fm1 in the engine, the fuel consumption rate fm1 can be converted into the driving power Pr1 of the fuel engine by the energy conversion coefficient Kf1, then Pr1=fm1*Kf1;

4.2.2.3.2. For example, when the fuel power parameter is the fuel consumption rate fm2 of the fuel input end of the fuel injection system, the fuel consumption rate fm2 can be converted into the driving power Pr1 of the fuel engine by the energy conversion coefficient Kf2, then Pr1=fm2* Kf2;

4.2.2.3.3 For example, when the fuel power parameter is the cylinder pressure F1 of the fuel engine (and the F1 can be subjected to peak averaging or filtering, etc.), an efficiency coefficient Kf3 is required to convert the cylinder pressure F1 into a fuel engine. Driving force Ff1, then Ff1=F1*Kf3; or converting the F1 into a driving torque Tr1 of the fuel engine, Tr1=F1*Kf3*R0;

4.2.2.3.4. For example, when 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;

4.2.2.3.5. For example, when the fuel power parameter is the load report data (power value) Pr2 of the fuel engine (and the Pr2 may be subjected to peak averaging or filtering, etc.), a series of filtering and energy conversion coefficients Kf5 may be used. Percentage calculation, the load report data (power value) Pr2 is converted into the fuel engine driving power Pr1, then Pr1 = Pr2 * Kf5;

4.2.2.3.6. For example, when 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. And percentage calculation, the load report data (torque value) Tr2 is converted into the driving torque Tr1 of the fuel engine, then Tr1 = Tr2 * Kf6;

Since there are more ways to obtain fuel power parameters, there are more types of efficiency coefficients or conversion coefficients of fuel power systems, and the present invention is not limited to one example; according to the efficiency coefficient of fuel power system or the principle of conversion coefficient Kfa, regardless of type , any source power parameter of all vehicles, may set a corresponding coefficient Ka of the source dynamic parameter and the power driving the longitudinal operation of the vehicle, power = the source 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. For example, 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;

4.2.2.4, 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. Important reference;

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;

By directly monitoring the k31, k21, k14, and Ke values as measurement targets, or by indirectly monitoring the k31, k21, k14, and Ke values by calculating the joint operation values of other measurement objects (such as vehicle mass), the vehicle can be effectively monitored. The operation of the electric power system; through direct or indirect monitoring of Kfa, the working condition of the vehicle's fuel power system can be effectively monitored;

It is also possible to set a comprehensive efficiency coefficient 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

It is also possible to set 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. ;

Because the overall efficiency coefficient of the power system of the electric vehicle Keem is generally higher (can be higher than 90%), when performing inaccurate calculations You can set Keem to 1 or ignore it directly and not participate in the calculation.

Obviously, in the present invention, without any limitation of the front and rear, regardless of the vehicle, 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. Therefore, 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. Generally, 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.

Examples of efficiency coefficients:

The energy conversion efficiency of the detection point of a certain source dynamic parameter on the transmission link of the energy (and/or power) of the vehicle to the driving wheel is k, and the power p1 of the detection point is detected, and is calculated according to the formula k*p1=p2 k, wherein the energy transfer link is an energy supply device (such as a power supply) → a power control device (such as a frequency converter) → a power device (such as a motor) → a transmission system → a drive wheel, and p2 is a driving power formed by a driving force; 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 whether the energy (and/or power) transmission between the detection point and the driving wheel is abnormal. , that is, determining whether the operating condition of the system related to power transmission in the vehicle is abnormal; in the present invention, the transmission system is also a mechanical transmission system;

For example, when the detection point is an energy supply device (eg, a power source) input point, k=k1*k2*k3*k4, where 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); k3 For the energy conversion rate of a power plant (such as a motor), k3 = output power of a power control device (such as a frequency converter) / output power of a power device (such as a motor); k4 is the energy conversion rate of the transmission system, k4 = power device ( For example, the output power of the motor / transmission system output power.

If the detection point is a power control device (such as a frequency converter) input point, k = k2 * k3 * k4, where k2 is the energy conversion rate of the power control device (such as the frequency converter), and k3 is the power device (such as the motor) Energy conversion rate, k4 is the energy conversion rate of the transmission system;

Since the transmission system can be further divided into N subsystems, 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. ;

4.2.3, 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;

4.2.3.1 For vehicles driving on ordinary roads, 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.

Therefore, when neglecting the change of kt and kr values, 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. In the high-speed running period of the vehicle, if a puncture accident occurs suddenly, 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.

From the working principle of the inflatable tire, due to the pressure generated by the vehicle's own weight, the internal pressure change is also slow before the gas leaks greatly, and the wheel speed change is also slow; but as long as the tire leaks slightly, the vehicle is stressed. Tire deformation (out of round) will be generated immediately; therefore, the power transmission anomaly is monitored by monitoring the change in running resistance caused by the deformation of the rolling wheel (including the driving wheel), compared to the existing monitoring of the tire pressure by air pressure or by wheel speed. Technology is faster and more effective.

4.2.3.2. Orbital electric locomotives (such as high-speed rail vehicles, motor trains, ordinary trains, subway trains, and tracked vehicles) that travel on fixed tracks usually use rigid rolling wheels. 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.

Analyze the formation principle of the rolling resistance coefficient f, and set the deformation formula of the rolling resistance coefficient f: (f=fc*fr) or (f=fc+fr), where fc is the rolling resistance coefficient component related to the vehicle, fc and the wheel Deformation (out of roundness) and / or wheel wear condition is directly related; fr is the rolling resistance coefficient component related to the road condition, and the value of the current road segment fr can be obtained through the preset map information or position information table; (fc* Fr) Or (fc+fr) is substituted for any vehicle motion balance calculation formula to replace the rolling resistance coefficient f, and then the value of fc can be obtained; therefore, the rolling resistance coefficient f (especially the rolling resistance coefficient component fc related to the vehicle) is calculated. It can be used to analyze the safety condition of the wheel. 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. For example, the current road surface condition (for example, cement road, grass or the like) can be identified by an optical sensor or an ultrasonic or radar sensor on the vehicle; for example, by using a scroll wheel provided on the vehicle, 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;

In general, when the vehicle is running, the value of any one or more of the road gradient θ, 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;

4.2.4, 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.

4.2.5, description of other parameters:

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 efficiency coefficient of the transmission system; because the source power parameter of the present invention includes the source power parameter of the back end, the corresponding gear ratio and efficiency coefficient need to be set; and the parameter of the source power parameter of the back end is taken to the transmission between the driving wheels 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.

4.2.6. 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;

5. Definition of data priority and interpretation of source and power combination parameters:

Among the three parameters of source power parameter, vehicle quality and system operation parameter, 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;

An example of a typical fuel-power combination type parameter is as follows: (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 driving force calculated by the moment Tr1;

An example of a typical hybrid combination type parameter is as follows: (Tr3*im3/R) indicates a driving force calculated based on the driving torque Tr3 of the hybrid system;

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;

6. Combined parameters that do not contain source dynamic parameters:

6.1. 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;

An example of a typical mechanical combination parameter is as follows: For example, (g*f*cosθ+g*sinθ+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*cosθ) represents the rolling resistance of the vehicle. For example, (m2*g*sinθ) represents the slope resistance of the vehicle. For example, (m2*a) represents the shifting resistance of the vehicle, such as (m2*g*f*cosθ+m2*) g*sinθ+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;

6.2. When the parameters of the vehicle quality and the system inherent parameters are combined into a calculation formula containing the vehicle mass, 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.

6.3. When two or more system intrinsic parameters are combined into one calculation formula (such as ((Ke*Km)*(im/R)), or (im/R), etc.), the calculation formula is still classified in the system. Inherent parameters.

7. The power transmission condition correlation factor according to the present invention refers to a parameter directly or indirectly related to the determination of the power transmission condition of the vehicle. The vehicle condition information, the road condition information, the load condition information, the position information, the vehicle quality of the vehicle, the source power parameter, the system operating parameter, the power device operating condition, and any one or more parameters of the vehicle; Mainly refers to the condition of the vehicle's power system and transmission system. If the vehicle's parts are good, the lubrication is good, and the wear is small, the vehicle condition is good. If the vehicle is seriously worn, the vehicle condition is good. The road condition information mainly refers to the road surface roughness and the road surface. The flatter the road condition is good, 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.;

For the specific acquisition manner of the parameter values in the subsequent embodiments of the present invention, all the foregoing vehicle operating parameter acquisition manners may be used. For the convenience of description, the specific acquisition manner of the parameter values in the subsequent embodiments may be omitted.

8. Description of "the vehicle is controlled by the power unit" according to the present invention:

8.1. The invention stipulates that “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".

8.2. 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".

8.3. 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;

It can be set from the state of "vehicle non-powered device control operation" to the "vehicle controlled by power plant operation" state, as the starting point of the time period of the "vehicle controlled by the power plant operation", meaning a new "vehicle by The beginning of the time period in which the power unit controls operation;

It can be set from the "the vehicle is controlled by the power unit" to the "vehicle non-power unit control operation" state such as parking, mechanical brake, neutral block, etc., as the end point of the time period in which the "vehicle is controlled by the power unit" ;

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.

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;

In order to avoid the normal fluctuation of the vehicle quality, the operation state of the power system and the mechanical transmission system of the vehicle cannot be monitored with high precision and high sensitivity, 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.

9. The operating conditions of the power unit, including the driving state of the power unit and the braking state of the power unit;

9.1. When the power device of the vehicle is a motor, the driving state of the power device may be referred to as the electric state, and the braking state of the power device is the motor braking state; wherein the motor braking state includes the regenerative feedback generating braking and the energy braking When 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; when the power device of the vehicle is a hybrid device, 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;

For ease of description and understanding of the present invention by those skilled in the art, in the first to third embodiments of the present invention provided by the present invention, 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.

For ease of description and to understand the present invention by those skilled in the art, the present invention stipulates the following parameter setting methods of 9.2 and 9.3:

9.2. In the later-described embodiment of the present invention, when the power device of the vehicle is a motor and when the operating condition of the motor is in an electric state, 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;

Similarly, when the power device of the vehicle is a fuel engine and the operating condition is in the fuel engine driving state, the engine speed n1 and the vehicle longitudinal speed V _X are all agreed to be positive values: each fuel power parameter is positive, indicating that the fuel engine is At a time when the fuel is converted into mechanical energy;

Similarly, when the power device of the vehicle is a hybrid device and the operating condition is the driving state of the hybrid device, the engine speed n1 and the vehicle longitudinal speed V _X are all agreed to be positive values: each hybrid power parameter is a positive value;

9.3. In the later embodiment of the present invention, when the motor operating condition is in the motor braking state, the motor speed n1 and the longitudinal speed V _{X of the} vehicle are still agreed to be positive values: 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;

Similarly, when the power device of the vehicle is a fuel engine, when the operating condition is in the fuel engine braking state, 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;

Similarly, when the power device of the vehicle is a hybrid device and the operating condition is the braking state of the hybrid device, 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;

9.4. The method for identifying the operating conditions of the power unit provided by the present invention is as follows:

9.4.1. The identification method of the motor operating conditions is as follows:

Method for identifying the operating conditions of the motor for reference 1:

First, the electromagnetic torque Te of the motor and the motor speed n1 are obtained, and then the following identification is performed:

When Te and n1 are in the same direction, the current motor operating condition can be identified as: an electric state;

When Te and n1 are opposite in direction, the current motor operating condition can be identified as: motor braking state;

According to the foregoing convention, the operating condition of the motor can be naturally recognized according to the positive and negative of Te.

For the reference of the AC motor operating conditions identification method 2:

When Udc is less than the peak value of U2i, the current motor operating conditions tend to be motorized;

When Udc is greater than the peak value of U2i, the current motor operating condition tends to the motor braking state;

Motor operating condition identification method for AC asynchronous motor for reference 3:

When n1 < n0, the current motor operating conditions tend to be electric;

When n1>n0, the current motor operating condition tends to the motor braking state;

For the reference of the 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.

Critical switching area identification method 5 for reference:

In the motor operating condition, whether in the electric state or the motor braking state, a special stage is included: 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; 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;

When the motor operating condition is in the critical switching zone, it may affect the accuracy of the calculation, and the calculation or monitoring of the parameter may be suspended; a critical state identification threshold Te_gate may be set, and when |Te|<Te_gate, the current motor operation may be judged. The working condition is in the critical switching area;

9.4.2. Identification methods for other power plant operating conditions and critical switching zones:

When the source and power parameters of the non-motor drive parameter type (such as the back end electrical power parameter, fuel power parameter, hybrid power parameter, etc.) are measurable (such as using a torque sensor to measure the signal), then according to 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;

According to the mechanical comprehensive running force of the vehicle in the mechanical combination parameter (m2*g*f*cosθ+m2*g*sinθ+m2*a+fw), 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.

In some vehicles, 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. Combining the foregoing critical switching area identification methods 5 and 6 and the prior art, it is determined whether a pre-selected parameter exceeds a preset range, and whether the operating condition of the vehicle is in a critical switching area is determined; the pre-selected parameter is preferably For the source dynamic parameters and / or mechanical class comprehensive operating force.

10. The network system according to the present invention 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.

Special statement 1: The method for acquiring the value of any vehicle operating parameter and the method for identifying the operating condition of the power device in all the embodiments provided by the present invention described later may be performed by the foregoing method; It is carried out by well-known techniques.

Part II: Specific Invention and Specific Embodiments of the Invention For example, the systems and methods applied to an electric powered vehicle and to a fuel powered vehicle can be mutually applied and can be made according to the contents of the present application. Corresponding equivalent replacement; any technical solution in the present invention can be used in other types of vehicles, other types of technical solutions in the present invention.

In the present invention, 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:

Special Note 1: For ease of description and technical personnel in the industry understand the present invention: when the measurement object is the vehicle mass, 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 μ1 or f, the joint operation The value is expressed in μ1_cal or f_cal;

In particular, 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;

In the first to fourth embodiments of the present invention, 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;

Example 1:

Obtain the joint operation value of the vehicle mass of the vehicle (operating conditions are: ignore the road gradient (if the road is assumed to be straight), longitudinal acceleration (such as assuming the vehicle runs at a constant speed), wind resistance (such as assuming low-speed operation of the vehicle), fuel quality (such as a hypothetical vehicle) Factors such as plug-in or storage electric vehicles; default power unit operating conditions are power unit drive status:

M2=Kem*(Te*im/R1)/(g*μ1) (Formula A1-1)

M1=m2-m0;

Example 2:

Obtain the joint operation value of the vehicle mass of the vehicle; (the operating conditions are: ignore the road gradient, wind resistance, fuel quality, and the default power plant operating condition is the power unit driving state:

M2=(Ki*iq*im/R1)/(g*μ1+a) (Formula A2-1)

M1=m2-m0;

Example 3:

Obtain the joint operation value of the vehicle mass of the vehicle (operating conditions: two shifting operations, ignoring the road gradient, wind resistance, fuel quality, and the default power plant operating condition is the power unit driving state:

M2=(fq2-fq1)/(a2-a1); (Formula A3-4-3);

M1=m2-m0;

The driving force and longitudinal acceleration obtained when fq2 and a2 are time2, and the electromagnetic torque obtained when Te2 is time2; fq2=KeKm(Te2*im/R1)

The driving force and longitudinal acceleration obtained when fq1 and a1 are time1, and the electromagnetic torque obtained when Te1 is time1; fq1=KeKm(Te1*im/R1)

M2=(KeKm(Te2-Te1)*im/R1)/(a2-a1); (Formula A3-4-4);

Example 4:

Obtain the joint operation value of the vehicle mass of the vehicle (operating conditions are: ignore longitudinal acceleration, wind resistance, fuel quality, and the default power plant operating condition is the power unit driving state:

M2=(Pm/V1)/(g*μ1*cosθ+g*sinθ); (Formula A4-1)

Example 5:

Obtaining a joint operation value of the vehicle mass of the vehicle (operating conditions are: ignoring wind resistance, fuel quality;

When the operating condition of the power unit is the driving state of the power unit:

M2=Kem*(|Te|*im/R1)/(g*μ1*cosθ+g*sinθ+a); (Formula A5-2-2)

When the power unit operating condition is in the power unit braking state:

M2=(((−|Te|)*im/R1)/Kem)/(g*μ1*cosθ+g*sinθ+a); (Formula A5-2-3)

M1=m2-m0;

Example 6

Obtain the joint operation value of the vehicle mass of the vehicle (operating conditions: ignore the road gradient, longitudinal acceleration, fuel quality, and the default power plant operating condition is the power unit driving state:

M2=((Te*n1/9.55)/V1-fw)/(g*μ1); (Formula A6-1)

Example 7

Obtain the joint operation value of the vehicle mass of the vehicle (operating conditions: ignore fuel quality)

M2=(Kem*(|Te|*im/R1)/δ–fw–L0*ω0)/(g*μ1*cosθ+g*sinθ+a); when the power unit operating condition is in the power unit braking state Time:

M2=(((-|Te|)*im/R1)/Kem)/δ–fw–L0*ω0)/(g*μ1*cosθ+g*sinθ+a);

M1=m2-m0;

For calculation simplification, δ can be directly taken as 1, or L0 can be ignored, and L0*ω0=0 can be directly set;

Example 8

Obtaining the joint operation value Te_cal of the electromagnetic torque of the vehicle; (the operating condition is: ignoring the fuel quality, and the default power plant operating condition is the power unit driving state:

Te_cal=(m2*g*μ1*cosθ+m2*g*sinθ+m2*a+fw)/(im/R1), (Formula A10-1)

Example 9

Obtain the joint operation value Kem_cal of the integrated efficiency coefficient of the electromechanical transmission of the vehicle; (operating condition: ignore fuel quality):

Kem_cal=(m2*g*μ1*cosθ+m2*g*sinθ+m2*a+fw)/(Te*im/R1),

When the power unit operating condition is the power unit braking state:

Kem_cal=(Te*im/R1)/(m2*g*μ1*cosθ+m2*g*sinθ+m2*a+fw);

Example 10:

Obtain the joint operation value μ1_cal of the rolling resistance coefficient of the vehicle (operating condition: ignore fuel quality):

11_cal=(Kem*(|k12*cosφ*Uo*Io|/V1)–m2*g*sinθ-m2*a-fw)/(m2*g*cosθ), (Formula A13-1-2)

When the power unit operating condition is the power unit braking state:

11_cal=((-|(k12*cosφ*Uo*Io)|/V1)/Kem–m2*g*sinθ-m2*a-fw)/(m2*g*cosθ), (Formula A13-1-3 )

The above k12 is a constant, and the value can be 1.732; the alternative calculation formula of k12*cosφ*Uo*Io is as follows:

(k12*cosφ*Uo*Io)=(k13*Ui*Ii)=(k13*Ub1*Ib1)=Pm,

(k12*cosφ*Uo*Io)=(U4*I4/k14)=(Ub2*Ib2/k14)=Pm;

Torque and speed integrated force calculation formula 1: (Te*im/R1)=(Te*n1/9.55/V1);

Fw=(1/2)*Cd*(p0*S*(V2) ² ); the longitudinal velocity V1 can also be directly substituted for V2;

Example 11

Obtaining the combined operational values m1 and m2 of the vehicle mass of the vehicle; (the operating conditions are: ignoring the fuel mass, and the default power plant operating condition is the powerplant driving state:

M2=((Ke*Km)*(Te*im/R)–fw)/(g*f*cosθ+g*sinθ+a);

M1=m2-m0;

Example 12

M2=((Ke*Km)*(P2o/V _x )–fw)/(g*f*cosθ+g*sinθ+a);

M1=m2-m0;

Example 13

Obtain the joint operation values m1 and m2 of the vehicle mass of the vehicle; (the operating conditions are: ignoring the road gradient, longitudinal acceleration, wind resistance, fuel quality, and the default power plant operating condition is the power unit driving state:

M2=((Ke*Km)*(Te*im/R))/(g*f);

M1=m2-m0;

Example 14

Obtain the combined operational values m1 and m2 of the vehicle mass of the vehicle; (operating conditions are: ignoring wind resistance, fuel quality, and default power plant operating conditions are power plant driving states:

M2=((Ke*Km)*(iq*Ki*im/R))/(g*f*cosθ+g*sinθ+a);

M1=m2-m0;

The extension scheme of Embodiment 14 illustrates that (iq*Ki) in Embodiment 4 can be replaced by (Io*cosφ1*Ko) or (k21*I2o*cosφ2*Ko) or (k31*I3o*cosφ3*Ko),

Example 15

Obtaining the joint operation value m2 of the vehicle mass of the vehicle; (the operating conditions are: ignoring the road gradient, wind resistance, fuel quality, and the default power plant operating condition is the power unit driving state:

M2=((P2o_2/V _x 2)-(P2o_1/V _x 1))/(a2-a1);

Among the above parameters, 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;

Example 16:

M2=(k31*(Ke*Km)*(P3i/V _x )–fw)/(g*f*cosθ+g*sinθ+a);

M1=m2-m0;

Example 17

Obtain the joint calculated value of the vehicle's vehicle mass (operating condition: ignore fuel quality):

M2=((Ke*Km)*(Te*im/R)–fw)/(g*f*cosθ+g*sinθ+a);

When the power unit operating condition is in the power unit braking state:

M2=(-|(Te*im/R)|/(Ke*Km)–fw)/(g*f*cosθ+g*sinθ+a);

M1=m2-m0;

Example 18

Obtaining the joint operation values m1 and m2 of the vehicle mass of the vehicle; (the operating condition is: ignoring the fuel mass, and the default power plant operating condition is the power unit driving state; and the motor is in the case of two parallel driving, and the two are assumed The motor model and structure are the same, and the values of Ke, Km, im and R of each motor are the same; Te1 and Te2 are the electromagnetic torques of the two motors;

M2=((Ke*Km)*(Te1+Te2)*im/R–fw)/(g*f*cosθ+g*sinθ+a);

M1=m2-m0;

The extension scheme of 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). .

Example 19

Obtain the joint operation value of the vehicle mass of the vehicle (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*cosθ+g*sinθ+a)

M1=m2-m0;

The extension scheme of 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).

Example 20

Obtain the joint operation value of the vehicle mass of the vehicle; (the operating condition is: ignore the fuel quality; the power supply device is two parallel power supplies; P3i_1, P3i_2 are the input power of each power supply device)

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*cosθ+g*sinθ+a);

M1=m2-m0;

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.

The extension scheme of 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).

Example 21:

Obtaining the joint operation values m1 and m2 of the vehicle mass of the vehicle; (the operating condition is: ignoring the fuel quality; and the power plant operating condition is the power unit driving state);

The electromechanical combined parameter fq is essentially a mechanical driving force acting on the driving wheel calculated based on the electrical parameter; fq=(Ke*Km)*(Te*im/R);

M2=(fq–fw)/(g*f*cosθ+g*sinθ+a);

M1=m2-m0;

Example 22

Obtaining a joint operation value of the vehicle mass of the vehicle; (the operating condition is: ignoring the fuel quality; and the power plant operating condition is the power unit driving state);

The electromechanical combined parameter Tq is essentially the mechanical torque acting on the drive wheel based on the electrical parameter measurement; Tq=(Ke*Km)*Te*im;

M2=(Tq/R–fw)/(g*f*cosθ+g*sinθ+a);

M1=m2-m0;

Example 23

The electromechanical combined parameter Pq is essentially the mechanical power of the longitudinal running of the vehicle based on the electrical parameter calculation; Pq=(Ke*Km)*P2o;

M2=(Pq/V _x –fw)/(g*f*cosθ+g*sinθ+a);

M1=m2-m0;

Example 24:

M2=((Ke*Km)*(Te*im/R)–fw)/(g*f*cosθ+g*sinθ+a);

M1=m2-m0;

Example 25

Obtaining a joint operation value Km_cal of the efficiency coefficient of the mechanical transmission system of the vehicle; (the operating condition is: ignoring the fuel quality; and the operating condition of the power unit is the driving state of the power unit);

Km_cal=(m2*(g*f*cosθ+g*sinθ+a)+fw)/(Ke*Te*im/R)

Example 26:

Obtaining a joint operation value f_cal of the rolling resistance coefficient of the vehicle; (the operating condition is: ignoring the fuel quality; and the power plant operating condition is the power unit driving state);

F_cal=((Ke*Km)*(P2o/V _x )–fw-m2*(g*sinθ+a))/(m2*g*cosθ)

Example 27:

Obtaining the combined operation value fw_cal of the wind resistance of the vehicle; (the operating condition is: ignoring the fuel quality; and the operating condition of the power unit is the driving state of the power unit; the parallel operation of the dual motors, Po_1 and Po_2 are the output power of each motor);

Fw_cal=(Po_1+Po_2)*(Ke*Km)/V _x -m2*(g*f*cosθ+g*sinθ+a);

Example 28

Obtaining a joint operation value Te_cal of the electromagnetic torque of the vehicle; (the operating condition is: ignoring the fuel quality; and the power plant operating condition is the power unit driving state);

Te_cal=(m2*(g*f*cosθ+g*sinθ+a)+fw)/((Ke*Km)*im/R)

Example 29

Obtain the joint operation value fq_cal of the electromechanical combination parameter fq of the vehicle; the electromechanical combination parameter fq belongs to the source dynamic parameter; fq=(Ke*Km)*(Te*im/R), and fq is substantially based on the measurement of the electrical parameter The mechanical driving force of the driving wheel; (the operating condition is: ignoring the fuel quality; and the operating condition of the power unit is the driving state of the power unit);

Fq_cal=m2*(g*f*cosθ+g*sinθ+a)+fw

Example 30:

Obtain the joint operation value fr_cal of the mechanical combination type parameter fr of the vehicle; the mechanical combination type parameter fr belongs to the mechanical operation parameter in the system operation parameter; fr=m2*(g*f*cosθ+g*sinθ+a), fr is substantially no 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 2.2: 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)

Example 31:

Obtaining joint operation values m1 and m2 of vehicle mass of the vehicle; (operating condition is: ignoring fuel quality; and power plant operating condition is power plant driving state);

M2=((Ke*Km)*(Te*im/R)/δ-(fw+fb+L0*β))/(g*f*cosθ+g*sinθ+a)

M1=m2-m0;

Example 32:

Obtaining a joint operation value Km_cal of the efficiency coefficient of the mechanical transmission system of the vehicle; the efficiency coefficient of the mechanical transmission system belongs to the system inherent parameter in the system operation parameter; (the operating condition is: ignoring the fuel quality; and the power device operating condition is the power device) Drive state);

Km_cal=(m2*(g*f*cosθ+g*sinθ+a)+(fw+fb+L0*β))/(Ke*Te*im/R/δ)

Example 33:

Obtaining the joint calculated value of the vehicle mass of the vehicle (operating conditions are: ignoring the fuel quality; when the vehicle is running backwards, the vehicle is moving forward or reversed, given by the central controller of the vehicle;)

Step 2.2: When the motor operating condition is electric

M2=((Ke*Km)*|(Te*im/R)|–fw)/(g*f*cosθ+g*sinθ+a);

Step 2.3: When the motor operating condition is the motor braking state

M2=(-|(Te*im/R)|/(Ke*Km)–fw)/(g*f*cosθ+g*sinθ+a);

M1=m2-m0;

Through the technical solution of the embodiment, when the vehicle is reversing, the calculation of the running parameters of the relevant vehicle can still be performed, and then the monitoring can be performed;

By referring to the technical solution of the embodiment, any measurement method, monitoring method, measurement system, and monitoring system provided by the present invention can also be measured or monitored when reversing.

There are many typical calculation formulas based on vehicle motion balance calculation: Fx is the longitudinal driving force of the vehicle;

13.1. The conventional vehicle motion balance model is: Fx=m2*g*f*cosθ+m2*g*sinθ+m2*a+fw; (Equation 13.1)

13.2. On the basis of the conventional model, the vehicle motion balance model that increases the braking force fb component is:

Fx=m2*g*f*cosθ+m2*g*sinθ+m2*a+fw+fb; (Equation 13.2)

13.3. On the basis of the conventional model, the vehicle motion balance model of the vehicle's internal integrated rotating rigid body moment of inertia L0*β component is added as follows:

Fx=m2*g*f*cosθ+m2*g*sinθ+m2*a+fw+L0*β; (Equation 13.3)

13.4. On the basis of the conventional model, the vehicle motion balance model with increasing the curve coefficient δ is:

Fx=(m2*g*f*cosθ+m2*g*sinθ+m2*a+fw)*δ; (Equation 13.4)

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. There are an infinite number of mathematical calculations that can be specifically realized; obviously, 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.

Combining the above calculation formula with the calculation formulas of other embodiments, a comprehensive vehicle motion balance model or calculation formula can be summarized:

E=m*X1-Y1; (Equation 13.5)

When Y1 is ignored, the model is: E=m*X1; (Equation 13.6)

Where: m is the vehicle mass of the vehicle; E is the source power parameter of the vehicle; 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.

As shown in the embodiment 28 and the embodiment 1, it is obvious that 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. Input parameters or calculated output parameters; obviously, the "calculation" in the present invention refers to "the vehicle motion balance calculation formula"; the participation calculation according to the present invention also refers to "involved in the vehicle motion balance calculation formula" That is, "included into the vehicle motion balance calculation formula", that is, "the vehicle motion balance calculation formula contains a certain parameter";

Through various implementation formulas (such as Embodiment 1 to Embodiment 33, Equation 13.1 to Formula 13.6, Embodiment 41, etc. in the document), it is apparent that 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*cosθ); 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. At this time, it can be set (m2*g*f*cosθ)=0; the road surface (or track) naturally has a slope θ, so the vehicle naturally has slope resistance (m2*g*sinθ) when the vehicle is running horizontally. : θ = 0, cos θ = 1, sin θ = 0, slope resistance (m2 * g * sin θ) = 0; slope θ naturally affects the rolling resistance (m2 * g * f * cos θ); because the vehicle is usually non-vacuum operation Friction with air (such as air resistance) fw, when approaching zero speed or when the speed is lower than the preset value, fw = 0; there is naturally a shift resistance (m2*a) when the longitudinal speed of the vehicle changes. At constant speed (m2*a)=0; this is the main feature of vehicle operation; 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. Unimportant resistance (eg fb, L0*β, etc.)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;

By all the embodiments except the embodiment 2 and the embodiment 15 in the embodiment 1 to the embodiment 33, it is obvious that the wheel is rolling along the road surface (or track) in a longitudinally running vehicle (that is, a wheeled vehicle), A typical vehicle motion balance calculation formula (for example: fq=fq_cal=m2*(g*f*cosθ+g*sinθ+a)+fw) contains rolling resistance (m2*g*f*cosθ), rolling resistance (m2) The calculation parameter of *g*f*cosθ) 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*cosθ), 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 θ) 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*cosθ), and the core principle of the differential vehicle motion balance calculation formula is still based on typical vehicle motion. Balance calculation formula (for example: fq=m2*(g*f*cosθ+g*sinθ+a)+fw), and the operation of the differential vehicle motion balance calculation formula is limited by many preconditions; The obtained rolling resistance coefficient, acceleration, road gradient and wind resistance are f1, a1, θ1, and fw1, respectively; the time resistance coefficient, acceleration, road gradient, and wind resistance obtained at time2 different from time1 are f2, a2, and θ2, respectively. , fw2: The difference formula of the differential vehicle motion balance at two different time points is: ((fq2-fq1)=(m2*(g*f2*cosθ2+g*sinθ2+a2)+fw2)-(m2* (g*f1*cosθ1+g*sinθ1+a1)+fw1)); when two different time points are the rolling resistance factor f, the road surface slope θ value, When the resistance fw and the total mass m2 of the vehicle are close, and the accelerations a2 and a1 obtained at two different time points are not equal, it is possible to obtain a differential vehicle motion balance calculation formula (m2=ΔF/Δa); when two different The rolling resistance coefficient f at the time point, the road surface gradient θ value, the acceleration a, and the total mass m2 of the vehicle are all close to each other, and it is possible to obtain a differential vehicle motion balance calculation formula ((fq2-fq1)=(fw2-fw1)); The vehicle motion balance calculation formula based on the difference of the parameters obtained at two different time points is based on a typical vehicle motion balance calculation formula (for example: fq=m2*(g*f*cosθ+g*sinθ+ a special variant of a) +fw).

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. As in the embodiment 9, 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;

When the measured object is the vehicle mass (usually the total mass of the vehicle), 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.

When the measured object is a source dynamic 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.

When the measured object is a system operating parameter, 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.

Of course, 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.

The invention provides a method for calculating vehicle operating parameters (#1):

S1: Calculating a 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 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;

S2. Obtain a value of an 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 a parameter required to calculate the value of the measurement object according to the vehicle motion balance calculation formula. And calculating a value of the estimated object according to the obtained value of the input parameter and the vehicle motion balance calculation formula.

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;

In this calculation method (#1), the vehicle motion balance calculation formula can be a typical formula describing the balance between the dynamic direction and the related resistance of the vehicle in the running direction (for example: fq=Fx=m2*(g*f*cosθ+g*sinθ+ a) +fw), which can also be a vehicle motion balance calculation formula based on the difference of the parameters obtained at two different time points, or other deformation formula of the typical formula;

In the calculation method (#1), in the step S1, 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 fμ, the gradient resistance f _θ , the shift resistance fa, Deformation of at least one of the wind resistances fw.

In the calculation method (#1), the deformation mode of the power Fx includes: F‐fb‐L0*β, Fx=F‐F0, and F represents the force of the motor or the engine acting on the vehicle;

The deformation formula of F includes: (Kem*k12*cosφ*Uo*Io)/Vx, (Km*Pr1)/Vx, (Km*fm1*Kf1)/Vx, ((Ke*Km)*(P2o/Vx) , ((Ke*Km)*(Te*im/R), Kem*k12*cosφ*Uo*Io/Vx, (Kem*k13*Ui*Ii)/Vx, (Kem*k13*Ub1*Ib1)/ Vx, (Kem*Pm)/Vx;

The deformation of F0 includes: fb+L0*β, where F0 represents the total resistance in the motor or engine, fb represents the braking force component, L0 represents the internal integrated rotating body moment of inertia, and β represents the angular acceleration of the internal integrated rotating rigid body, when β =0, indicating that the angular acceleration of the internal integrated rotating rigid body is zero or the angular acceleration of the internal integrated rotating rigid body;

Among them, Kem represents the comprehensive efficiency coefficient of electromechanical transmission, k12 is the preset constant, φ 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, and 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, and 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, and Ib1 represents the power supply The output voltage;

In the calculation method (#1), the deformation mode of the rolling resistance fμ includes: fμ=m2*g*f*cosθ, m2 represents the total mass of the vehicle, g represents the acceleration of gravity, f represents the rolling resistance coefficient, and θ represents the gradient of the road surface; When fμ=0, it means that the rolling resistance coefficient f is zero or the rolling resistance coefficient f is ignored.

In the calculation method (#1), 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;

In the calculation method (#1), the deformation mode of the gradient resistance f _θ includes: f _θ = m2 * g * sin θ, and when f _θ =0, it indicates that the road surface gradient θ is zero or the road surface gradient θ is ignored.

In the present measurement method (#1), the deformation mode of the shift resistance fa includes: fa=m2*a, and when fa=0, it indicates that the acceleration a is zero or the acceleration a is ignored.

In the calculation method (#1), the deformation mode of the wind resistance fw includes: fw=(1/2)*Cd*(p0*A0*(Vx) ² ), where Cd represents the drag coefficient of the vehicle, and p0 represents the air density. A0 represents the windward area of the vehicle, Vx represents the longitudinal speed; when fw=0, it indicates that fw is zero or fw is ignored.

In the calculation method (#1), in the step S1, 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.

Basic setting scheme of the value of the input parameter: Obviously, in any of the solutions of the present invention, 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) Different input parameters have different reasonable values; 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) For example, 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);

For example, 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);

For example, 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 ( For example, a reasonable value of source dynamic parameters, speed, acceleration, etc.; in the present invention, 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.);

For example, 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;

In general, the values of any one or more of the road gradient θ, 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;

In the present invention, among the unmeasured parameters and/or predefinable parameters and/or system inherent parameters, 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.

Setting of the measurement object type or the value of the input parameter Scheme 2: The calculation method (#1) also includes any one of the schemes A, B, and C:

A. 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 μ1 of the vehicle is used as a measurement target; 11*cosθ) is a measurement object, and the measurement object (g*μ1*cosθ) includes a rolling resistance coefficient μ1;

B. 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;

C. 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.

In the calculation method (#1), 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;

Preferred Embodiment 1 of Setting Scheme 2: Preferably, 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;

Setting 2 of the preferred scheme 2: Further, 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 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 preferred solution 4 of setting scheme 2: 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.

Set the parameters (or their number) of the measured parameters in the input parameters. These parameters are set based on the measured values; other parameters can be set by the preset values; the more the measured parameters, the higher the accuracy will naturally be, the monitoring The performance is good; the measured parameters are less and the cost is lower; the user and the manufacturer can be customized according to their different situations.

Further, 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;

Further, 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;

In the calculation method (#1), in particular, if 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;

Example 1 of the calculation method (#1):

S1, the establishment of the efficiency coefficient KeKm is the object of measurement; based on the deformation of the formula A3-4-4 (m2=(KeKm(Te2-Te1)*im/R1)/(a2-a1)), a new vehicle motion balance is obtained. Calculated by: (KeKm = m2(a2-a1)R1/((Te2-Te1)*im)); the formula is A3-5;

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;

Example 2 of the calculation method (#1):

S1. Establish a rolling resistance coefficient f of the vehicle as a measurement target; deform the formula in Embodiment 26 to establish a vehicle motion balance calculation formula: f_cal=((Ke*Km)*Te3*im/R1)–fw-m2*( g*sinθ+a))/(m2*g*cosθ), (Formula A3-6)

S2: Obtain a reasonable value of each input parameter: suppose time3 is a time point close to the time point of the above time; obtain a value of the parameter to be measured (the measured value of the input parameter (Te3, a, fw, θ) when time3 is acquired) Obtaining a preset standard value of a preset parameter (Ke, Km, R1, im, g); obtaining an actual value of the total mass m2 of the vehicle at time 3; obtaining a balance of the vehicle according to the value of the acquired input parameter The calculation formula (A3-6) calculates the value of the measurement object; since time3 is close to the time 2 time point described above, the acquired efficiency coefficient (KeKm) at time 2 can also be regarded as the actual value at time 3; the formula (A3) -6) The calculated value can be regarded as the actual value of the rolling resistance coefficient f at time3; the value of the current road segment fr can be obtained through the preset map information or position information table, and then the vehicle can be obtained at time3. The actual value of the rolling resistance coefficient component fc;

The effect of the calculation method (#1):

In the A scheme, 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. Meaning; if the measured object is a rolling resistance coefficient or a parameter containing a rolling resistance coefficient, the calculation 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;

In the B scheme: 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;

In the C scenario: because the vehicle motion balance calculation is a special technical solution based on the principle of energy conservation and/or Newton's law and/or vehicle operating characteristics;

Even if the measurement object non-efficiency coefficient or the parameter including the efficiency coefficient, if the value of the efficiency coefficient included in the input parameter is a preset value (the value is preferably a calibration value), 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);

Even if the measurement object is not a rolling resistance coefficient or a parameter including a rolling resistance coefficient, if the value of the rolling resistance coefficient (especially the rolling resistance coefficient component fc related to the vehicle) 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 rolling resistance coefficient (that is, the wheel deformation (roundness) and/or the condition of the wheel wear);

Even if the measured object has a non-integrated gear ratio or a parameter including an integrated gear ratio, if the value of the integrated gear ratio included in the input parameter is a preset value (the value is preferably a calibration value), the vehicle motion balance calculation of the measured object The result 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;

After in-depth research and analysis:

If the measured object is not an efficiency coefficient or a parameter including an efficiency coefficient, and the input parameter does not include the efficiency coefficient or the efficiency coefficient included in the input parameter to obtain the current actual value as the value of the input parameter, 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);

If the measured object is not a rolling resistance coefficient or a parameter including a rolling resistance coefficient, and the rolling resistance coefficient included in the input parameter or the current actual value obtained in the input parameter is obtained as the value of the input parameter, 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);

If 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;

If the measured object is not a driving wheel radius or a parameter containing a driving wheel radius, and 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;

For example, if the windward area s of the vehicle is the object of measurement; if the efficiency coefficient included in the input parameter is obtained as the current The actual value is used as the value of the input parameter and the rolling resistance coefficient included in the input parameter to obtain the current actual value as the value of the input parameter. First, the wind resistance is used as the calculation object to calculate the wind resistance of the vehicle. 1, at the same time obtain the actual value 2 of the speed V at this time; and then obtain the windward area S based on the value 1 of the wind resistance and the value of the velocity V (and the deformation formula of the calculation formula of the wind resistance); because even if the monitored power component of the vehicle at this time And/or the wear and/or safety condition of the transmission component, the deformation of the wheel (out of roundness) and/or the condition of wheel wear is abnormal, because the result 1 of the vehicle motion balance calculation at this time will approach the actual value of the measurement object, At this point, it is impossible to monitor the exception according to the result 1 and the actual value; this parameter can only be used for other purposes.

In summary, 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. In the present invention, 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. In the working mode initiated after receiving the manual operation instruction, 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. Abnormal power transmission caused by complete failure of the second wheel and/or power transmission abnormality caused by early failure of the power transmission component and/or the second wheel to be monitored, and/or monitored by the present invention; 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.

Corresponding to the above-mentioned method for calculating vehicle operating parameters (#1), 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:

A. Taking any one of the vehicle operating parameters as a measurement object, acquiring a joint operation value of the measurement object of the vehicle, acquiring reference data of the measurement object, and jointly calculating the value according to the measurement object of the vehicle and the measurement object 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;

Preferably, 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):

1. A method for monitoring the power transmission condition of a vehicle (#2), comprising the following steps A:

S100, taking any one of vehicle operating parameters as a measurement object;

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. And 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). In the present invention, 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. In the working mode initiated after receiving the manual operation instruction, 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. Produced after human manipulation. 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.

Preferably, reference may be made to the foregoing measurement 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 various preferred schemes thereof, and the booting from the startup Or any one or more schemes initiated after receiving the manual operation instruction, used in the monitoring method (#1) or the monitoring method (#2).

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 range of the parameter or is set; generally, the safety range of the parameter The value is set by the preset mode; the current actual value of the parameter or the value in the preset safety range of the parameter is a reasonable value of the input parameter of the second type;

A. 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;

C. 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;

Preferred solution 4 of setting scheme 2: 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.

Preferably, in the monitoring method (#1) or the monitoring method (#2), the measuring object is a parameter in the vehicle quality, and the input parameter of the measuring object includes a system operating parameter and a source dynamic parameter; or

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.

Preferably, in the monitoring method, 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):

1. A method for monitoring the power transmission condition of a vehicle (#3), comprising the following steps:

S100. Determine any one of vehicle operating parameters as a measurement object;

S200. Determine a vehicle motion balance formula for calculating the measurement object; 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 fμ, a gradient resistance Any one or more of fθ, variable speed resistance fa, and wind resistance fw;

S300. 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;

S400. 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.

2. Preferably, in step S300 described in the monitoring method (#3), in addition to the parameter of the preset value in the reference data and the input parameter, the other parameters take the actual value. For example, in the implementation example 1 of the measurement method (#1), the reference data of R1, im, and kekm are preset values, and all other parameters m2, a2, a1, Te2, and Te1 are actual values; the calculation method (#1) In the implementation example 2, reference data of Ke, Km, R1, im, g, and f are preset values, and all other parameters Te3, fw, m2, θ, and a are actual values; in Embodiment 41, 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.

3. Preferably, in step S300 described in the monitoring method (#3),

When only one of the reference data and the input parameter takes a preset value:

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;

Preferably, when the measurement object is a parameter capable of describing an attribute of a part of the vehicle, 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. When all the input parameters take the actual value, it is possible to monitor whether the part (such as the transmission component) described by kem is abnormal. In the embodiment 1, the reference data of m2 takes a preset value (such as self-learning), and the input is input. When all the parameters take the actual value, 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 μ1 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 μ1 (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 μ1 takes the preset value and the remaining parameters take the actual value, it can monitor whether μ1 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. It should be understood that, for an input parameter taking a preset value or an abnormality of a monitoring object, when the input parameter or the monitoring object of the preset value is a parameter when the measurement object is an attribute capable of describing a part of the vehicle, the vehicle power The delivery condition can be specifically representative of the condition of the component.

When N of the reference data and the input parameters take a preset value, N≥2:

The reference data takes a preset value, and the input parameter has N‐1 preset values, which are used to monitor whether the parameter of the preset value is abnormal in the measurement object and the input parameter; wherein, 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. When the reference data of m2 takes the preset value, if the input parameter takes μ1 to take the preset value and the other parameters take the actual value, can it monitor whether m2 and μ1 are Abnormal; when the reference data of m2 takes the preset value, if the input parameter μ1 and ki take the preset value and the other parameters take the actual value, it can monitor whether m2, μ1 and ki are abnormal.

The reference data takes the actual value, and 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 The historical value of the vehicle in the same state of operation, or the calibration value when the vehicle is shipped from the factory. For example, in Embodiment 8, when the reference data of Te takes the actual value, and m2, μ1, 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 m2μ1, im, and R1 are abnormal; When Te's reference data takes the actual value, m2, μ1, im, θ, 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, μ1, im, θ, 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.

4. Preferably, in the monitoring method (#3), 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.

5. Preferably, in the monitoring method (#3), the step S300 includes any one of the following situations:

A. When the measured object is an efficiency coefficient or a parameter including an efficiency coefficient:

If 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);

If the value of the rolling resistance coefficient included in the input parameter is an actual value, the reference data of the measuring object is a calibration value when the vehicle is shipped from the factory;

B. When the measurement object is a rolling resistance coefficient or a parameter including a rolling resistance coefficient:

If the value of the efficiency factor included in the input parameter is the factory calibration value, 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;

If the value of the efficiency coefficient included in the input parameter is an actual value, the reference data of the measurement object is a calibration value when the vehicle is shipped from the factory;

C. When 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:

If 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);

If the values of the efficiency coefficient and the rolling resistance coefficient included in the input parameters are actual values, the reference data of the measurement object is a history value in the same state as the current vehicle running state.

6. Preferably, in the monitoring method (#3), in the step S300

In the scheme A, the values of the other parameters except the rolling resistance coefficient in the input parameter are the calibration value or the actual value;

In the scheme B, the value of the other parameters except the efficiency coefficient in the input parameter is a calibration value or an actual value;

In the scheme C, 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.

7. Preferably, in the monitoring method (#3), after the step S300, the following steps are further included;

S301. Output and/or save the calculated value of the measured object.

8. Preferably, in the monitoring method (#3), the step S300 further includes:

A. First, determine the power transmission status of the vehicle, and then obtain the operating environment information of the vehicle, and determine whether the operating environment information falls within a preset normal range;

When it is judged that the power transmission condition of the vehicle is abnormal:

If the operating environment information all falls within a preset normal range, the determination result of the power transmission condition of the vehicle is correct, and further determining the power transmission status failure;

If any one of the operating environment information exceeds a preset normal range, the determination result of the power transmission condition of the vehicle is incorrect, and the determination result is changed to that the power transmission condition of the vehicle is normal;

When it is judged that the power transmission condition of the vehicle is normal:

If the operating environment information all falls within a preset normal range, the judgment result of the power transmission condition of the vehicle is correct;

If any one of the operating environment information exceeds a preset normal range, the determination result of the power transmission condition of the vehicle is incorrect, and the determination result is changed to an abnormal power transmission condition of the vehicle;

B. First, obtain the operating environment information of the vehicle, determine whether the operating environment information falls within a preset normal range, and then determine the power transmission status of the vehicle; if the operating environment information falls into a preset normal state The range further determines the power transmission condition of the vehicle.

9. Preferably, in the monitoring method (#3), in the step S300, the input parameter includes a quality-changing item quality.

10. Preferably, in the monitoring method (#3), 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 power unit driving state, the power unit braking state,

When the operating condition of the power device is the driving state of the power device, 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;

When the operating condition of the power unit is the braking state of the power unit, 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. .

11. Preferably, in the monitoring method (#3), 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.

12. Preferably, in the monitoring method (#3), in the step S400, 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.

13. Preferably, in the monitoring method (#3), the step S400 further comprises the following steps:

S401. Output and/or save the result of the determination.

Further, the monitoring method (#1) or the monitoring method (#2) or the monitoring method (#3) can also perform the following B step processing:

B. Perform any one or more of the following B1, B2, and B3 treatments:

B1. If the determination result includes yes, the set power transmission abnormality processing mechanism is started;

B2. outputting the judgment result;

B3. Save the judgment result.

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. (ie, 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;

For example, in the monitoring method, in addition to the parameter of the preset value in the reference data and the input parameter, the other parameters take the actual value. For example, in the implementation example 1 of the measurement method (#1), the reference data of R1, im, and kekm are preset values, and all other parameters m2, a2, a1, Te2, and Te1 are actual values; the calculation method (#1) In the implementation example 2, reference data of Ke, Km, R1, im, g, and f are preset values, and all other parameters Te3, fw, m2, θ, and a are actual values; in Embodiment 41, 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.

For example, in the monitoring method, 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;

Preferably, when the measurement object is a parameter capable of describing an attribute of a part of the vehicle, 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. When all the input parameters take the actual value, it is possible to monitor whether the part (such as the transmission component) described by kem is abnormal. In the embodiment 1, the reference data of m2 takes a preset value (such as self-learning), and the input is input. When all the parameters take the actual value, 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 μ1 takes a preset value, and the input parameter When all the actual values are taken, the condition of the part represented by μ1 (such as whether the tire suddenly leaks) can be monitored.

For example, 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 historical value in the same state, or the calibration value when the vehicle is shipped from the factory; taking Example 2 as an example for description, the reference data of m2 takes the actual value, and μ1 takes the preset value and the remaining parameters take the actual value, which can be monitored. Whether μ1 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. It should be understood that, for an input parameter taking a preset value or an abnormality of a monitoring object, when the input parameter or the monitoring object of the preset value is a parameter when the measurement object is an attribute capable of describing a part of the vehicle, the vehicle power The delivery condition can be specifically representative of the condition of the component.

For example, the reference data takes an actual value, and 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 historical value in the same state as the current vehicle running state, or the calibration value when the vehicle is shipped from the factory. For example, in Embodiment 8, when the reference data of Te takes the actual value, and m2, μ1, 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 m2μ1, im, and R1 are abnormal; When Te's reference data takes the actual value, m2, μ1, im, θ, 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, μ1, im, θ, 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.

E.g:

If 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);

E.g:

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; Generally speaking, in most cases, most of the time, 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. , mechanical operating parameters, mass-changing item quality, total mass of the vehicle in the same period of time (ie, the same operating process) in which the vehicle is controlled by the power unit (eg, electric vehicle or fuel for hydrogen fuel cells) Vehicle mass of power vehicles), vehicle quality of high-speed rail or electric trains or plug-in electric vehicles, vehicle quality of fixed amplitude, etc.; as shown in Examples 40, 42, 43 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;

As shown in 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) When the calculated value is set, 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). Usually, 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;

As shown in Embodiments 36 and 37: when 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) 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) When driving a vehicle, carrying the quality of the item and/or the vehicle with a relatively constant total mass of the vehicle), since the magnitude of the vehicle mass of this type is fixed, 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.

For example, 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.

In general, the value of any one or more of the road surface gradient θ, 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;

Through in-depth study and analysis of the vehicle's power transmission status: 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; when the vehicle is driven by the power unit, 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, and the driven vehicle (along with the loaded personnel and items) represents the power receptor;

In the calculation of vehicle motion balance, the vehicle source dynamic parameter represents the supply information of the power, the vehicle mass represents the most basic attribute of the power receiver, and 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.);

If the rotational working power or transmission components of the vehicle are abnormally worn or the deformation/running resistance increases/efficiency becomes high during high-speed operation, 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. 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. And other related vehicle operating conditions (such as vehicle mass, road grade, wind resistance, longitudinal acceleration, etc.) may be the same, which may result in an increase in the deviation between the actual value of the longitudinal speed of the vehicle and the joint calculated value of the vehicle motion balance calculation; If the vehicle mass is used as the calculation target and other related vehicle operating conditions (such as road surface) When the slope, wind resistance, longitudinal acceleration, etc. are constant, when the actual value of the power, that is, the source dynamic parameter increases, or the actual value of the longitudinal speed of the vehicle decreases, the vehicle mass joint calculation of the vehicle motion balance calculation will be caused. The value changes; therefore, by comparing the joint operation value of the measurement object with the reference data, it can be determined whether the power transmission condition in the vehicle operation is abnormal, and the processing step after the subsequent power transmission condition determination can realize the power in time. Deliver abnormal monitoring and warning;

Although the efficiency coefficient and the rolling resistance coefficient (especially the rolling factor component fc associated with the vehicle therein) 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.

According to the actual meaning of the efficiency coefficient and the rolling resistance coefficient obtained from the previous study, the two parameters are parameters that indicate the safety status of the vehicle. In any case, the calculation formula of the vehicle motion balance for the purpose of monitoring the power transmission condition preferably includes rolling. The resistance coefficient and the efficiency coefficient (whether as the object of measurement or input parameters) can better achieve the purpose; if the vehicle motion balance calculation formula containing only the efficiency coefficient (m2=ΔF/Δa) will not be able to monitor the wheel deformation ( Out-of-roundness) and/or condition of wheel wear; if the vehicle motion balance calculation formula does not include the efficiency factor, the wear and/or safety of the power transmission components to be monitored cannot be monitored. Condition; most of the components of the power transmission components and wheels to be monitored are in a rotating state, and all of them belong to the rotary working power or transmission components. Of course, if 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.

It will be apparent that 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 system, in particular, the rotary working power or transmission components; 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.

Obviously, 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);

For example, 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. Increased heat generation, IGBT failure probability will increase rapidly, and this feature can be used to measure and evaluate the efficiency coefficient lower than a preset value used to measure early faults; etc.; therefore, the efficiency of power transmission can be used to reflect and analyze The safety status of the vehicle's power system is closely related; it can be used to discover and monitor the complete failure of the power transmission components to be monitored, especially for the discovery and monitoring of the fire. Early failure of a power transmission member;

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:

In summary, 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 power transmission abnormality caused by the early failure of the transmission component and/or the second wheel; 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. Try to avoid more serious and unpredictable safety accidents (including broken shafts, car crashes, etc.); like human medical cancer diagnosis, if it is found in the late stage, it usually means the end of life. If early warning, early detection usually means life. Normal survival; therefore, the technical solution has important practical significance for the safe operation of the vehicle.

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).

Determining whether the power transmission condition of the vehicle is abnormal according to the acquired joint operation value and the reference data of the measurement object is one of the core steps of the solution of the present invention; 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:

1A1. The difference between the joint operation value of the measurement object and the actual value (that is, the reference 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 Those skilled in the art understand that when the measurement object is any of the unmeasured parameters and/or the preset parameters and/or the system inherent parameters, when 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;

1A2. The joint operation value of the measurement object exceeds the second permission range (that is, the power transmission status identification value);

Generally, 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) is set; generally speaking, it refers to most types of measurement objects, and 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) to increase the sensitivity of the monitoring, but must maintain a certain amount of difference with the actual value (ie, the reference value) to reduce the false trigger rate of the monitoring; 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);

In general, 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 typical setting scheme for the reference data is as follows:

1. When 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 first permission range is set according to a preset value; the second permission range may be composed of the actual value and the first permission range; the second permission range=actual value+first permission range; any one of the actual value and the second permission range And the data is set according to the measured value, and the time value of the reference data (actual value and/or the second permission range) and the value of the joint operation value are within a preset time range; Or: any one or more of the actual value and the second permitted range are set according to a historical record value of the measured object, and the difference between the running condition of the historical recorded value and the current running condition of the vehicle The degree is below the preset threshold.

2. When 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;

Or 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;

Or 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 second license range may be composed of the calibration value and the first license range; the second license range=calibration value + first license range;

3. When the measurement object is any one of the vehicle quality: 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 The weight sensor measures the quality of the carried item; the second permitted range of the vehicle quality may also be manually input; the first permitted range is set according to the preset value; the second permitted range is composed of the actual value and the first permitted range; the second permitted range = Actual value + first license range;

Preferably,

4A1. 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

4A2. Any one or more of the actual value of the vehicle quality and the second permitted range are set according to the historical value; or

4A3. Any one or more of the actual value of the vehicle quality and the second permitted range are set according to the preset value.

The second permitted range of the measurement object (that is, the power transmission condition identification value) 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) may be based on the second permitted range (ie, the power transmission condition identification value) and the actual value (ie, the reference value). In the case of 1A1 and 1A2, 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; Alternatively, 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. It is also feasible to perform real-time comparison and real-time processing of the judgment result of the actual value of the object (that is, the reference value); that is, whether the actual value (that is, the reference value) is greater than the upper limit value set according to the joint operation value, and And/or determining whether the actual value (that is, the reference value) is less than a lower limit value set according to the joint operation value; the two modes are only different from the external representation, and the technical solution and the effect are equivalent; The upper limit value of the calculated value setting and/or the lower limit value set according to the joint operation value, that is, the second range; preferably, the second permission range is within the safe range;

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;

1A11. The difference between the joint operation value of the measurement object and the actual value (ie, the reference value) is greater than the power transmission condition recognition upper limit difference (that is, the first permission upper limit value);

1A12. The difference between the joint operation value of the measurement object and the actual value (ie, the reference 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;

1A21. 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);

1A22. 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);

In summary, it is obvious that determining whether the power transmission condition of the vehicle is abnormal may include any one or more of the following methods:

2A1. 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;

2A2. 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;

2A3. 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;

2A4. 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;

2A5. 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;

2A6. 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.

In any aspect of the present invention, in order to facilitate the understanding by those skilled in the art, when the measurement object is any of the unmeasured parameters and/or the preset parameters and/or the system inherent parameters, when 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. For the limitations of security monitoring, see 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. Between; as long as the combined operation value of the longitudinal running speed of the vehicle is greater than the upper limit of the power transmission condition identification (ie, the second permitted upper limit value) or less than the lower limit of the power transmission condition identification (ie, the second permitted lower limit value) 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);

As described in the

exemplary methods

4 and 5 of the reference data setting described herein, 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), it is obvious that when the measurement object is the source dynamic parameter and the mass variation type quality of the same feature type (the amplitude may vary greatly) For the parameter, reference may also be made to the value range setting method of the reference data of the foregoing example 1, that is, the upper limit value of the power transmission condition identification (that is, the second permission upper limit value) of the measurement object is set to be lower than the safety limit threshold. 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. Then, 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;

Obviously, when the measured object is the total mass of the vehicle, 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 above example 1, the example 2 clearly shows;

Preferably, 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 smaller the absolute value of the lower limit difference is, the better it is; the sensitivity of the monitoring can be improved, but the absolute value should not be too small to reduce the false trigger rate of the monitoring; that is, preferably, when the reference data includes or is the first license Scope and In the actual value, the sum of the first permitted range and the actual value is within the safe range; when the reference data includes or is the first permitted range and the calibration value, the sum of the first permitted range and the calibration value is in the safe range Inside;;

Generally, 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;

In the prior art solution, only when the joint operation value of the vehicle carrying quality (that is, the mass of the carried item) is higher than the maximum value (560 KG) of the safety limit threshold or less than the minimum value (0) of the safety limit threshold is possible. As long as the vehicle mass is within the safety limit threshold (maximum, minimum), even if 3 of the 4 people in the car crash, or the tailgate of the high-speed rail falls off, The wrong judgment of the normal security situation.

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;

B1 scheme: if the judgment result includes yes, the set power transmission abnormality processing mechanism is started;

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. Machine interaction interface, network system, connection port, mobile APP system, etc.; when the vehicle monitoring system has passed the safety test and obtained legal permission, the safety processing mechanism may also include deceleration parking, emergency parking, etc.; machine system and labor can be Set various security processing mechanisms in any combination. 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;

According to the present invention, 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

Case 3: When the vehicle is in the process of debugging and parameter testing, no protection action can be performed.

B2 scheme: outputting the judgment result;

B3 scheme: saving the judgment result;

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.

In addition to the setting rules of the above-mentioned range, 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;

According to the difference of the measurement objects, 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):

Model Method 1:

As shown in the subsequent embodiments 34, 35, 41: when 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. It is inconvenient (such as weighing each time through the scale) to obtain the measured value, but the value is usually unchanged during the running of the vehicle (obviously, that is, in the current running process, the vehicle mass value changes little or unchanged) 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. By adopting the technical solution, 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. Obviously, during 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;

Demonstration Method 2: When the measured object is a fixed-size vehicle mass (such as an unmanned vehicle, the quality of the carried item, and/or the vehicle with a relatively constant total mass), 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. At the beginning of the electrical operation; as shown in the subsequent embodiment 39; obviously, during the operation of "before the vehicle is running" or not at the beginning of the current operation (that is, the majority of the running time of the vehicle); 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.

Model Method 3:

When 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;

Model Method 4:

When 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);

When 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, because 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;

Since the time value of the reference data and the value of the joint operation value need to be within a preset time range (ie, synchronization), it is obvious that when the time value of the reference data is out of the preset time range, Then, 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).

Model Method 5:

When the measurement object is a parameter to be measured whose amplitude may vary greatly and/or measurable parameters and/or source dynamic parameters and/or machine There is also a feasibility when any one of the mechanical operation parameter and/or the quality change item quality, 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). The 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; 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, 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.

For example, when the measured object is the source dynamic parameter, when the value of the joint operation value is similar to the vehicle operating condition when the value of a certain historical value is used (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

"*** According to historical 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;

*_1. Principle:

Regardless of the type of measurement object, 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;

*_2. General setting method:

However, the precise setting of the power transmission condition identification data (the second permission range and/or the first permission range), 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.

*_3. According to the setting method of historical value:

Setting the reference data according to the historical record value of the measurement object (the key target is the power transmission condition recognition difference or the power transmission status identification value) is one of the preferred methods;

*_4. Before the judgment of the power transmission condition, reference may be made to the present invention (a processing method of vehicle data), which has demonstrated how to set a history value; when the history value has been generated, The history value sets the reference data (such as performing any one or more of the following 5B1, 5B2);

5B1. 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);

5B2. 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;

*_5. The preferred way to set the reference data is as follows:

*_51. Set the actual value in the reference data according to the joint operation value obtained by calculating the vehicle motion balance when the set condition is satisfied (this method is optimally applied to the vehicle quality whose amplitude may vary greatly; secondly applies to the amplitude When the value of the vehicle quality is fixed (such as unmanned vehicles, unmanned vehicles), the actual value of the system's inherent parameters is set);

*_52. Set the power transmission status recognition difference in the reference data according to the preset history value (this method is basically applicable to most types of measurement objects, and the variable fuzzy control is precise control);

*_53. The combination of the two can obtain ideal reference data, which can maximize the sensitivity of power transmission abnormal monitoring and reduce the false positive rate of monitoring;

*Based on the historical record value - the beneficial significance of setting the reference data: This technical solution is one of the core ideas of the present invention. When the measurement object is the vehicle quality, the system inherent parameters (such as the rolling resistance coefficient, the efficiency coefficient), according to the measurement object The history value sets the reference data (the second permission range and/or the first permission range), and the parameter setting accuracy and the monitoring sensitivity can be hierarchically improved from the conventional fuzzy control to the precise control.

"5A5-(Technical Solution of Fuzzy Algorithm Value) - Implementation Details":

Setting reference data according to system default value, lack of flexibility; setting the reference data according to manual setting values, under-intelligence; Presetting the reference data by a fuzzy algorithm is a preferred method; 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;

"5A5-(Technical scheme of fuzzy algorithm value) - beneficial meaning": After the parameters are preset by the fuzzy algorithm, the intelligence of the system can be improved.

Subsequent power transfer abnormality determination/execution is usually performed after the reference data has been set, which simplifies the system.

Example 34:

When the setting condition of the reference data is satisfied (for example, when the vehicle enters the set time (for example, 1.0 second or 5 seconds) in the power plant control operation flow), the joint operation value m1 calculated according to the step A is automatically set to the actual value ( Reference value m1_ref); if m1_ref=m1, or m1 plus a set value is set to m1_ref; set the power transmission status identification difference according to the set actual value (reference value m1_ref) (also called For the error threshold m1_gate); if: m1_gate=m1_ref/4; if |m1-m1_ref|>m1_gate, start the set security processing mechanism; such as voice prompt alarm.

The calculation formula of (|m1-m1_ref|>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) 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).

Special note 3:

In particular, 3.1: 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;

Special Note 3.2: 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 reference value m1_ref2 in the Chinese patent application; the actual value of the vehicle mass in the present invention, the actual meaning is equivalent to the value m1_org based on the reference value set in the Chinese patent application with the application number 201410354068.X;

Special Note 3.3: When the Chinese “reference value” is followed by “English label” followed by the suffix “_ref”, the meaning expressed by the statement is the reference value of the measurement object; for example, “reference value m1_ref” and “m1_ref” Equivalent to both, indicating the reference value of the measurement object (m1);

Special Note 3.4: When the Chinese "reference value" is followed by "English label" followed by the suffix "_ref1", the meaning expressed by the statement is the upper limit of the power transmission status of the measurement object (that is, the first Second permission upper limit value; for example, "reference value m1_ref1" is equivalent to "m1_ref1", and both represent the upper limit value of the power transmission condition identification of the measurement object (m1) (that is, the second permission upper limit value); for example The "reference value m2_ref1" is equivalent to both "m2_ref1", and both represent the upper limit value of the power transmission condition identification of the measurement object (m2) (that is, the second permission upper limit value); for example, "reference value S_ref1" and "S_ref1" "The two are equivalent, both indicate the upper limit of the power transmission status of the measurement object (f) (that is, the second permissible upper limit value);

Special Note 3.5: When the Chinese "reference value" is followed by "English label" followed by the suffix "_ref2", the meaning expressed by the statement is the lower limit of the power transmission status of the measurement object (ie, the second license) Lower limit value); for example, "reference value m1_ref2" is equivalent to "m1_ref2", and both represent the power transmission condition recognition lower limit value (that is, the second permission lower limit value) of the measurement target (m1); for example, "reference value m2_ref2" "Equivalent to both "m2_ref2", both represent the lower limit of the power transmission condition identification of the measurement object (m2) (that is, the second permission lower limit value); for example, "the reference value S_ref2" is equivalent to "S_ref2", both of which are Indicates the lower limit of the power transmission condition identification of the measurement object (f) (ie, the second permitted lower limit value);

Example 35:

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)";

When the setting condition of the reference data is satisfied, for example, when the vehicle reaches the set time (for example, 2.0 seconds) when the power unit controls the operating state, the power transmission status identification is set according to the joint operation value m1 of the vehicle mass obtained in the current step A. Value; 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;

If the current m1 value is multiplied by a coefficient greater than 1 (such as 1.2 or 1.3), the power transmission status identification upper limit value (m1_ref1, that is, the second permissible upper limit value) is set, and a status information is automatically set: Setting the power transmission condition recognition upper limit value (m1_ref1)"; the power transmission status recognition upper limit value (m1_ref1, that is, the second permission upper limit value): m1_ref1=m1_org*1.2;

For example, the difference between m1 and a set value Δ2 is set as the power transmission condition recognition lower limit value (m1_ref2, that is, the second permission lower limit value), and a state information is automatically set: "The power transmission condition recognition has been set. Lower limit value (m1_ref2, ie second permitted lower limit value)"; m1_ref2=m1_org-Δ2, Δ2=30KG;

When 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.;

When the status information is "set power transmission status recognition lower limit value (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 1: The currently obtained actual value m1_org divided by a coefficient greater than 1 (such as 1.5) can be set as the power transmission condition recognition lower limit value (m1_ref2, that is, the second permission lower limit value); m1_ref2= M1_org/1.5;

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. If the driver and the passenger subjectively determine that the current calculated value of the vehicle quality is suitable for setting reference data (also referred to as a reference), a "confirmation" signal may be manually input;

B. If the vehicle is running to the set longitudinal speed (eg 5KM/hour),

C. If the motor drive is running to the set frequency (such as 5HZ);

D. On the basis of the above conditions, plus the trigger signal of the vehicle opening and closing door, as long as the vehicle does not open and close the door, 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.

Of course, under normal circumstances, the vehicle is not allowed to unload or get on and off (or even jump) during operation. The monitoring system can take this situation. Incorporate monitoring scope and trigger corresponding security processing mechanisms;

Example 36:

When the measured object is the integrated efficiency coefficient of electromechanical transmission,

(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;

(Refer to data setting mode 2): Of course, it is also allowed to set the calibration value (reference value Kem_ref) according to the system default value, or set the power transmission status identification difference value according to the joint operation value Kem_cal of the electromechanical transmission integrated efficiency coefficient obtained in step A. , such as Kem_gate=Kem_cal/5;

If |Kem_cal-Kem_ref|>Kem_gate, 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.

In the branching scheme in which the reference data includes the reference data setting mode 2, the calculation formula of (|Kem_cal-Kem_ref|>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 (|Kem_cal-Kem_ref|>Kem_gate) It can also be simply transformed into (Kem_ref<Kem_cal(1-1/5)), the value of the calculation formula is the lower limit value set according to the joint operation value; determining the actual value (that is, the calibration value) is smaller than the joint operation Whether the lower limit value of the value setting is satisfied or not; the upper limit value set according to the joint operation value and the lower limit value set according to the joint operation value may belong to the data in the second reference data.

Example 37:

When the measured object is the rolling resistance coefficient of the vehicle,

(Refer to data setting mode 1): Set the joint operation value μ1_cal of the rolling resistance coefficient acquired in step A to the actual value, that is, the calibration value (ie, the reference value μ1_ref); the power transmission status identification difference can be set according to the system default value. (that is, the error threshold) μ1_gate, if the system automatically sets a fixed error threshold: μ1_gate = 0.2;

(Refer to data setting mode 2): Of course, it is also allowed to set the calibration value (reference value μ1_ref) according to the system default value, or according to The joint operation value μ1_cal of the integrated efficiency coefficient of the electromechanical transmission obtained in step A sets the power transmission condition identification difference, such as μ1_gate=μ1_cal/4;

If |μ1_cal-μ1_ref|>μ1_gate, 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.

Example 38:

Taking the rolling resistance coefficient of the vehicle as the object of measurement;

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 The sum of the values Δ1 is set as the power transmission condition recognition upper limit value (S_ref1), S_ref1=f+Δ1; if the product of the system setting value f of the measurement object and 0.8 is set as the power transmission condition recognition lower limit value ( S_ref2), S_ref2=f*0.8; the f, the deviation value Δ1, and the product coefficient 0.8 are all system default values;

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 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 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.

Example 39:

Step A includes: obtaining a joint operation value m2 of the vehicle mass; if the unmanned automatic vehicle has a mass of 1200 KG, the system can preset the power transmission status identification value according to the system default value; if the system presets the power transmission status to identify The limit value (ie m2_ref1): m2_ref1=1500KG; if the lower limit value (ie m2_ref2) is recognized by the system preset power transmission condition: m2_ref2=800KG;

Determining whether any one or two conditions (m2>m2_ref1) and (m2<m2_ref2) are true; if yes, initiating a set security processing mechanism, such as outputting alarm information to the network system;

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.

Example 40:

Taking the electromechanical combination parameter fq as the calculation object, the calculation formula of the electromechanical combination parameter fq is: fq=(Ke*Km)*(Te*im/R);

Step A: acquiring a joint operation value fq_cal of the electromechanical combination type parameter of the vehicle; setting an actual value in the reference data according to the measured value fq of the measurement object, and setting a power transmission condition according to the measured value or the actual value Identification value; if the power transmission status identification upper limit value S_ref1 is set: S_ref1=fq*1.2; if the power transmission status recognition lower limit value S_ref2 is set: S_ref2=fq*0.7;

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 essence of the embodiment is: when 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, and 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 foregoing various embodiments and the following texts indicate that 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. (that is, the second permission range), 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;

In the normal case, 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;

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);

For example, the expression (Kem*(Te*im/R1)) in Embodiment 1 is replaced by (Ke*Km*(Te*im/R1)), and is replaced by (Km*F1*Kf3*R0*im/R1). Then, the cylinder pressure F1 in the engine is taken as the source power parameter, and then the joint operation value of the vehicle mass is calculated; according to the alternative, the formula can be arranged as: m2=(Km*F1*Kf3*R0*im/ R1)/(g*μ1) (Formula R-A1-1)

For example, 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. As the source dynamic parameter, the joint operation value of the vehicle mass is calculated; according to the alternative, the formula can be organized as: m2=((Km*Tr2*Kf6*im/R1)–fw)/(g*f* Cos θ + g * sin θ + a);

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)

For example, in Embodiment 10, when the operating condition of the power unit is the driving state of the power unit, the expression ((Kem*(|k12*cosφ*Uo*Io|))=(Kem*k12*cosφ*Uo*Io), Replace (Kem*k12*cosφ*Uo*Io) with (Km*Pr1) and replace with (Km*fm1*Kf1); it means that the engine fuel consumption rate fm1 is used as the source power parameter to calculate the joint of vehicle mass. The calculated value; according to the alternative, the formula can be organized as:

11_cal=((Km*fm1*Kf1)/V1)–m2*g*sinθ-m2*a-fw)/(m2*g*cosθ), (Formula A13-1-2)

If 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);

For example, in Embodiment 12, 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:

M2=((Km*fm2*Kf2)/V _x )–fw)/(g*f*cosθ+g*sinθ+a);

If the above (Km*fm2*Kf2) is replaced by (Km*C1*Kf4), it means that the air flow C1 of the fuel engine is used as the source power parameter, and then the joint calculation value of the vehicle mass is calculated, which can be used for the gasoline-powered vehicle;

If the above (Km*fm2*Kf2) is replaced by (Km*Pr2*Kf5), it means that the load calculation data (power value) Pr2 of the engine is used as the source power parameter to calculate the joint operation value of the vehicle mass;

Through the

fuel power alternatives

1, 2, and 3, the joint operation value of the measurement object can be obtained when the vehicle is controlled by the fuel engine; and the reference data setting scheme and power transmission status of the foregoing embodiment 34 to the embodiment 40 can be referred to. The determining solution determines whether the power transmission status of the vehicle is abnormal according to the acquired joint operation value and the reference data of the measurement object, and implements complete power transmission abnormality monitoring.

The source power parameter alternative of the back end: in the foregoing Embodiment 1 to Embodiment 33, all the source power parameters are defaulted to the source power parameters of the front end; as in all the above embodiments, the motor drive parameters (such as Te, Pm) , Po, P2o, P2i, P3o, P3i, etc.) and related electrical power system efficiency factors (such as Ke, k13, k14, k31, k21, etc.) and related mechanical transmission system efficiency coefficient Km and related integrated transmission Compared with the operation of im, replacing the source dynamic parameters of the back end and the related back end efficiency coefficient Km3 and the related back end transmission ratio im3, the joint operation value of the measurement object can be calculated by using the source dynamic parameters of the back end;

Embodiment 41: (This embodiment is a preferred embodiment of the monitoring method provided by the present invention)

The monitoring method includes steps A, B, and C;

The running condition of the vehicle is: the default power device operating condition is the power device driving operation; and the vehicle is a hybrid vehicle, the power device includes a fuel engine and a motor, the fuel engine and the motor work simultaneously to drive the vehicle to run; the electric power system drives Front wheel operation, Te is the electromagnetic torque of the motor, im1 is the electric power system transmission ratio, R1_1 is the front wheel radius, Km1 is the efficiency coefficient of the mechanical transmission system of the electric power system; the fuel power system drives the rear wheel operation, F1 is the engine The cylinder pressure inside, im2 is the fuel power system transmission ratio, R1_2 is the rear wheel radius, and Km2 is the efficiency coefficient of the mechanical transmission system of the fuel power system;

The monitoring method is booting from startup;

Step A: This step includes step A1, step A2, and step A3;

Step A1: The calculation formula of the total mass m2 (direct joint operation value) of the vehicle is:

M2=(Ke*Km1*Te*im1/R1_1+Km2*F1*Kf3*R0*im2/R1_2–fw)

/(g*f*cosθ+g*sinθ+a); (Equation 41-1)

Calculation of the mass of the carried item m1 (indirect joint operation value):

M1=m2-m0-mf0; (Equation 41-2)

Obtain the source dynamic parameters (Te, F1) and system operating parameters (Ke, Km1, im1, R1_1, Km2, Kf3, R0, im2, R1_2, fw, g, f, θ, a, m0, in the preset time range) The value of mf0); the joint operation value of m2 is calculated according to the obtained parameter value and the vehicle motion balance calculation formula (formula 41-1); and further, the joint operation value of m1 is calculated (by formula 41-2);

Step A2: Step A3 can be directly executed after the reference data has been set; when the reference data is not set, the following steps can be performed first. Set reference data: When the running speed of the vehicle reaches 5KM/H for the first time, the joint operation value of m1 at that time is obtained and set to the actual value m1_org; according to the historical value calculated based on the calculation based on the vehicle motion balance calculation The power transmission condition recognition upper limit difference m1_def1, the power transmission condition identification lower limit difference m1_def2; the power transmission status recognition upper limit value m1_ref1 and the power transmission status recognition lower limit value m1_ref2 may be further set; m1_def1 and m1_def2 are both positive values, m1_def1 It is equal to or equal to m1_def2; and a state information of "reference data has been set" is set; the formula for identifying the power transmission status identification value according to the actual value and the power transmission condition identification difference is as follows: m1_ref1=m1_org+m1_def1, M1_ref2=m1_org-m1_def2;

Step A3: When the reference data has been set, perform one or more of the following four power transmission condition determination conditions: judgment condition 1: ((m1-m1_org)>m1_def1); judgment condition 2: ((m1- M1_org)<(-m1_def2)); judgment condition 3: (m1>m1_ref1); judgment condition 4: (m1<m1_ref2);

Step B:

When the reference data is not set or when the vehicle is in an unsteady driving state (when Te is less than the preset threshold 1 (such as 5% of the rated value) or F1 is less than the preset threshold 1 (such as the rated value of 10%), it can be determined that the vehicle is not When the driving state is stable, step C is directly executed; in this embodiment, the braking state of the power device and the critical switching region are both regarded as unstable driving states;

When the reference data has been set and the power plant operating condition is not in the unstable driving state, the following steps B1, B2, B3, and B4 are performed in parallel, and then step C is performed;

B1. If any of the four power transmission condition determination conditions in step A is YES, the power transmission abnormality processing mechanism (such as voice alarm, light alarm, start power transmission failure monitoring mechanism, etc.) is started;

B2. outputting the judgment result to the network system and the man-machine interface in the vehicle;

B3. Save the judgment result to the in-vehicle hard disk;

B4. Outputting the joint operation value of the m1 to the network system and the man-machine interface in the vehicle

Step C: Perform step A and step B1 in real time in a cycle of 0.1 milliseconds; steps B2, B3, and B4 are executed in a cycle of 1 second; of course, the specific time of each cycle in this step may be based on the actual situation of each vehicle or User requirements are arbitrarily adjusted; and this step is a non-essential step, that is, it is completely allowed to directly omit this step, separately performing A, B cycles, or performing A and B steps separately;

Alternate Embodiment 1 of Embodiment 41: When the vehicle is operating in a pure fuel engine driving state / or the motor is not activated / or has no electric power system, let Te = 0, and substantially cancel the calculation formula (Ke * Km1 * Te * Im1/R1_1); When the vehicle is operating in a pure motor drive state / or the fuel engine is not activated / or no fuel power system, set F1 = 0, which is also essentially cancel the calculation formula (Km2 * F1 * Kf3 * R0 * im2 / R1_2);

Alternate Embodiment 2 of Embodiment 41: When the calculation process of the joint operation value of the vehicle mass in the step A is not inside the monitoring system, the result of the joint operation value m1 input by the external device (such as the vehicle central controller, etc.) can be directly read. In place of step A1;

Alternate Embodiment 3 of Embodiment 41: When the calculation process of the joint operation value of the vehicle mass in the step A is not inside the monitoring system, the joint operation value m1 and the actual input of the external device (such as the vehicle central controller, etc.) can be directly read. The difference of the value m1_def0 In the alternative step A1, m1_def0=(m1-m1_org); in step A2, it is not necessary to set the actual value m1_org, and only the power transmission condition identification upper limit difference m1_def1 and the power transmission condition identification lower limit difference m1_def2 are set; in step A3 The m1_def0 can be used to directly replace the value of (m1-m1_org) to judge the condition 1, or determine the power transmission condition of the condition 2;

Alternate Embodiment 4 of Embodiment 41: When the result of any one or more of the four power transmission condition determination conditions is YES in step A3, the time period corresponding to the value of the joint operation value m2 is acquired within the same preset time range The operating environment information of the vehicle, when it is judged that the vehicle operating environment is normal according to the obtained operating environment information, generates information that the power transmission failure flag is valid, triggers the power transmission failure processing mechanism to perform relevant monitoring and protection; when determining that the vehicle operating environment is abnormal, then Still only triggering the power transfer exception handling mechanism;

Alternate Embodiment 5 of Embodiment 41: In step A2, the power transmission condition identification upper limit difference m1_def1 and the power transmission condition recognition lower limit difference m1_def2 are preset according to a blurring algorithm (such as automatically selecting the latest runtime reference data).

Alternate Embodiment 6 of Embodiment 41: The expression (Ke*Km1*Te*im1) in Equation 41-2 is an electric dynamic parameter correlation operation of the front end, and the expression can also be replaced by (Km3_1*Tr 3_1*im3_1), Tr 3_1 is the driving torque in the back end electric power parameter (the signal can be collected by the torque sensor), im3_1 is the transmission ratio of the rear end of the electric power system, and Km3_1 is the efficiency coefficient of the rear end of the electric power system;

Alternate Embodiment 7 of Embodiment 41: The expression (Km2*F1*Kf3*R0*im2) in Equation 41-1 is a fuel-power parameter correlation operation of the front end, and the expression can also be replaced by (Km3_2*Tr 3_2*im3_2) Tr 3_2 is the driving torque in the fuel dynamic parameters of the rear end (the signal can be collected by the torque sensor), im3_2 is the transmission ratio of the rear end of the fuel power system, and Km3_2 is the efficiency coefficient of the rear end of the fuel power system.

Alternate Embodiment 8 of Embodiment 41: The electric power system of Embodiment 41 independently drives the front wheel, and the fuel power system drives the rear wheel alone, and the expression in Equation 41-2 (Ke*Km1*Te*im1/R1_1+Km2*F1 *Kf3*R0*im2/R1_2) is the calculation formula of the hybrid parameters of the front end; in some vehicles, the electric power system and the fuel power system may be allowed to simultaneously drive the front wheels separately or simultaneously to drive the rear wheels separately; for example, the hybrid device simultaneously When driving the same drive wheel (if assumed as the rear wheel), it is also possible to collect the hybrid parameters of the rear end containing both electric power and fuel power information at a certain position of the vehicle rear end of the electric power system and the fuel power system. (eg torque Tr 3_3); this expression can also be replaced by (Km3_3*Tr 3_3*im3_3), Tr 3_3 is the driving torque in the hybrid parameters of the back end (the available torque sensor collects the signal), and im3_3 is the hybrid system. The transmission ratio of the rear end, Km3_3 is the efficiency coefficient of the rear end of the hybrid system. Then Equation 41-1 can be replaced by the following formula 41-8:

M2=(Km3_3*Tr 3_3*im3_3/R1_2–fw)/(g*f*cosθ+g*sinθ+a)

Alternate Embodiment 9 of Embodiment 41: The above formula 41-1 and formula 41-8 are calculation formulas when the power unit is driven; the power unit operating conditions can also be identified according to the value of the hybrid power parameter (driving torque Tr 3_3) If it is (Tr 3_3>0), it can be determined as the power unit driving state. For example, when (Tr 3_3<0), it can be determined as the power unit braking state; when the vehicle is in the power unit braking state, it is implemented. Example 8 is based on the calculation of Equation 41-9 as follows:

M2=((Tr 3_3*im3_3/R1_2)/Km3_3–fw)/(g*f*cosθ+g*sinθ+a), Equation 41-9 can be used in the vehicle braking according to the calculation formula 41-9 More accurate calculations in the state;

Alternate Embodiment 10 of Embodiment 41: It is also feasible to perform the setting of the reference data in the step A by the external system; in this step, it is only necessary to read the externally set reference data, and then directly perform the joint operation value and the reference data. Judge

Embodiment 1 of Embodiment 41: In Embodiment 41, further comprising saving a difference between the joint operation value m1 and the actual value m1_org in the joint operation value to generate a history difference value;

Extended Embodiment 2 of Embodiment 41: In Embodiment 41, the actual value of the source dynamic parameters (Te and F1) in the power transmission condition correlation factor of the vehicle is obtained, when Te is less than the preset threshold 1 (eg, 20% of the rated value) Or when F1 is less than the preset threshold 1 (such as the rated value of 30%), the power transmission condition recognition upper limit difference m1_def1 and the power transmission condition recognition lower limit difference m1_def2 are each doubled to reduce the false alarm rate;

In the monitoring method provided by the present invention, the preferred solution is that the values of all the parameters are acquired in real time, and the steps A and B are performed in real time, and are executed cyclically in a set time period, and the set cycle period is shorter. Well, the shorter the shorter the sensitivity and timeliness of monitoring.

According to the foregoing description of the source power combination type parameter, the electric power can combine the electric energy, the fuel consumption rate can combine the fuel consumption amount, and the driving power can combine the fuel driving energy; the invention also allows the energy type source power combination parameter to be used. (such as the power consumption of a certain period of time, or the combustion energy of a certain period of time, or the fuel consumption of a certain period of time, or the sum of work of a certain period of time) as a measurement object, from abnormal power transmission monitoring to abnormal energy transmission. Monitoring; power and energy are easily confused from physical concepts, but for vehicle operation, the meaning of the two is completely different; power is the differentiation of energy versus time, with a moment-fast concept, energy is the accumulation of power in time, with Time delay - the concept of slow speed; even in seconds, the energy consumed per second as the object of measurement / direct monitoring object, as the previous analysis, the vehicle may run at 120KM or 1 second, 33 meters, 33 meters A distance sufficient to cross the highway barriers, enough to fall into the cliffs of the road or the rivers and rivers, 1 second is enough to cause serious security Accident; from the value of vehicle operating parameters, calculation accuracy, 33 meters is also enough to cross the slope from the uphill to the downhill, the value of θ changes from positive to negative, because the slope resistance component in the typical calculation formula of the principle of vehicle motion balance (m2*g*sinθ), the source dynamic parameters will change greatly when the vehicle is going uphill and downhill, and the source dynamic parameters when going uphill are used to monitor the abnormality of power transmission when going downhill. The same, wrong judgment; because of the existence of the shifting component (m2*a), the source dynamic parameter before the change of the longitudinal acceleration a value is used for the monitoring of the abnormality of the power transmission after the change of the a value is meaningless; The scheme is to monitor the abnormality of power transmission. It is best to use the instantaneous source power parameters (such as instantaneous power, instantaneous torque, instantaneous driving force, instantaneous current, etc.) for real-time power transmission anomaly monitoring; if using energy type source power combined parameters For the power transmission abnormal monitoring effect, it is necessary to control the energy accumulation time as small as possible (such as 100 mm, 10 msec, 1 msec, 0.1 mm), if 100 KM total fuel consumption, 100 K is used. M power, 100KM average power and other parameters, for the instantaneous power transmission abnormal monitoring that is vital to the safe operation of the vehicle, will have no warning significance, and can only function as post-examination and after-care analysis.

If the power-type combination parameter of the energy type is used as the measurement object for the power transmission abnormality, the core parenthesis step is also required (for calculating the joint operation value based on the vehicle motion balance calculation, setting the reference data including the power transmission condition identification data, According to the joint calculation value and the reference data, it is determined whether the power transmission condition is abnormal or not, and the determination result of the power transmission condition has a clear treatment plan. For the following example 42:

Embodiment 42: The monitoring method includes steps A, B, and C;

The monitoring method is started after receiving a manual instruction (referred to as manual startup);

Step A: This step includes step A1, step A2, and step A3;

Step A1: First (read or measure) the values of each parameter (m1, m0, mf0, g, μ1, θ, a, fw, V1, Km, Ke) in the same time range (if the vehicle is plug-in type) For pure electric vehicles, mf0 can be set to zero or cancel the item directly, and the joint operation value Pm_cal of the electrical power of the motor is calculated according to the obtained parameter values. The calculation formula is as follows:

M2=m1+m0+mf0,

Pm_cal=(m2*g*μ1*cosθ+m2*g*sinθ+m2*a+fw)*V1/(Km*Ke)

Further, the joint operation value Pm_cal (integral operation) is used to obtain the electrical energy value EM1_cal within 2 seconds, and EM1_cal is an indirect joint operation value;

Step A2: Acquire the Pm_cal and EM1_cal values at the same time; acquire (read the data measured by the power control device or measure with the power meter) the electrical power actual value Pm_r, and then obtain the electrical within 2 seconds of the EM1_cal period by the Pm_r integral operation. The measured value of energy EM2, or directly measured by the active electricity meter to obtain the EM2 value; EM2 as the actual value in the reference data; set the power transmission status identification difference EM_def3: EM_def3 = EM2/10; set the upper limit of the power transmission status identification EM_ref1: EM_ref1=EM2+EM_def3; set the power transmission status recognition lower limit value EM_ref2: EM_ref2=EM2-EM_def3;

Step A3: Perform one or more of the following four power transmission condition determination conditions: judgment condition 1: ((EM1_cal-EM2)>EM_def3), judgment condition 2: ((EM1_cal-EM2)<(-EM_def3)) , judgment condition 3: (EM1_cal> EM_ref1), judgment condition 4: (EM1_cal < EM_ref2)

Step B: If any of the four power transmission condition determination conditions in step A4 is YES, the power transmission abnormality processing mechanism (such as voice alarm, etc.) is started;

Alternative 1 of Embodiment 42: When the vehicle is a fuel-powered vehicle, the electric power of the motor can be replaced by the fuel consumption rate fm1 in the engine, the electric energy is replaced by the fuel energy, and Ke is replaced by Kf1; the joint operation formula in Embodiment 42 can be used. Rewritten as follows:

Fm1_cal=(m2*g*μ1*cosθ+m2*g*sinθ+m2*a+fw)*V1/(Km*Kf1),

Further, the joint operation value fm1_cal (integral operation) is used to obtain the fuel energy value EM1_cal within 2 seconds to realize the power transmission abnormality monitoring using the fuel energy;

Alternative 2 of Embodiment 42: The data of energy consumption can be obtained by performing time accumulation or integration processing on the source dynamic parameters, and the time period of energy calculation can be set from 2 seconds to 1 second, 0.1 second, 0.01 second, etc.; The longer, the longer the time, such as more than 5 seconds 10 seconds or 20 seconds or 30 seconds or within one minute or within 10 minutes or within 30 minutes or within 1 hour or within one day, the power transmission is abnormal. The weaker the meaning of monitoring; that is, when the source dynamic parameter is the source-power combination type parameter of the energy type, the energy accumulation The time can be controlled within ten days or within five days or within one day or within five hours or within one hour or within 30 minutes or within 10 minutes or 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 within 1 millisecond or within 0.1 millimeters; the shorter the time, the power The faster the response monitoring response is transmitted, but the combined calculation value, measured value, and reference data (caused by four incentives) will be larger/the effect will be worse/cost will also increase; thus, the source dynamic parameter will be The source-power combination parameter (such as energy) is used as the measurement object for the power transmission anomaly monitoring effect, which is far less than the vehicle quality or system inherent parameters.

In the above power transmission monitoring method and system, the system is allowed to switch the measurement object as needed, and even multiple measurement objects are simultaneously enabled to perform multiple power transmission status determinations of a plurality of different measurement objects; if the vehicle quality is allowed as the measurement object The power transmission condition is judged and monitored, and the rolling resistance coefficient is also allowed to be used as another measurement object to perform another power transmission condition judgment and monitoring. As long as any one or more power transmission condition determination results are abnormal power transmission, the power transmission abnormality is started. Processing mechanism

In the monitoring process, the system is also allowed to switch the source power parameters. For example, when the vehicle is running at low speed and high torque, the torque type parameter can be used as the source power parameter; if the vehicle is running at high speed and low torque, the power type parameter can be used. As the source dynamic parameter, the calculation accuracy of the joint operation value of the measurement object is improved, and the sensitivity of the power transmission abnormality monitoring is improved;

It is also allowed to use the same measurement object to simultaneously measure multiple joint operation values of the same measurement object by using multiple source dynamic parameters, and perform multiple power transmission status judgments and monitoring; for example, in a high-speed rail powered by an external power grid, a vehicle is used. The mass is the measurement object, and the motor electromagnetic torque Te is used as the source power parameter to construct a power transmission condition judgment and monitoring #100 system, then the system can monitor the motor and the rear mechanical transmission system; at the same time, the power input electric power P3i is used as the The source power parameter constructs another power transmission condition judgment and monitoring #101 system, then the system can simultaneously monitor the high-speed rail power supply unit, motor drive unit, motor and rear-end mechanical transmission system; if only the #100 system is enabled (#101 is not enabled) System) monitoring motor and rear mechanical transmission system, can directly verify the power transmission status of high-speed rail power supply unit and motor drive unit with P3i and motor electric power Pm and efficiency coefficient k31. The verification method is judged ((P3i* Whether the calculation result of k31)-Pm) exceeds a preset threshold (such as P3i/20), and if it exceeds, the power supply device Motor driving means operating abnormally;

For example, in a fuel-powered vehicle, a power transmission condition determination and monitoring #102 system is constructed with the cylinder pressure F1 as a fuel power parameter, and the fuel engine piston and the rear mechanical transmission system are monitored; and the fuel consumption rate fm2 according to the fuel input end of the fuel injection system is also used. And the energy conversion coefficient Kf2 determines whether the power transmission condition of the fuel injection system and the combustion system of the engine cylinder is normal, and judges whether ((fm2*Kf2)-(F1*Kf3*R0*n1/9.55)) exceeds a preset threshold (eg ( F1*Kf3*R0*n1/9.55)/20), if exceeded, the combustion system of the fuel injection system or engine is abnormal.

In general, based on the monitoring method and system for controlling the operation of the vehicle by the power device, the power transmission abnormality monitoring of the layer-by-layer or multi-layer is performed according to the power transmission principle of the vehicle, and can be operated in the vehicle. When the parameter does not exceed the safety limit threshold, it is convenient for all-round sensitive and accurate protection of the vehicle's overall power system and mechanical transmission system.

Special statement: In the present invention, in an electric vehicle powered by a fuel cell, it is a relatively special case; The material refers to the type of energy supply; since the power unit that directly drives the longitudinal operation of the vehicle is a motor, it is generally regarded as an electric power vehicle. If the source power parameter in the vehicle motion balance calculation is a motor drive parameter, the power transmission condition monitoring scheme of the electric power vehicle can be naturally adopted;

However, the fuel cell and the motor connected to it may be regarded as a fuel power device as a whole; if the source power parameter participating in the vehicle motion balance calculation is a direct fuel-related parameter (such as fuel consumption rate, fuel consumption, etc.) as At this time, the power transmission condition monitoring scheme of the fuel-powered vehicle can also be naturally adopted;

Embodiments 1 through 33 and Equations 13.1 to 13.6 herein focus on providing an embodiment for calculating joint operation values of measured objects based on vehicle motion balance calculation under various conditions; embodiments 34 to 42 herein, The focus is on providing a variety of reference data settings and methods for determining the power transfer status;

The invention allows any vehicle operating parameter to be used as a measurement object, and allows the calculation of the joint calculation value of the new measurement object with reference to any calculation formula in the present application, and allows the measurement object to be obtained by referring to any one of the application documents. The joint operation value of the joint operation value is allowed to obtain the reference data by referring to the setting manner of any reference data in the application file, and is allowed to be judged by referring to any power transmission status judgment manner in the application file, and the reference is allowed to refer to the application file. Any of the subsequent processing methods can be used to construct a new monitoring method.

For example, the preferred rule example 1 of the range setting of the aforementioned reference data demonstrates an example of the value range setting of the reference data with the mechanical operating parameters (such as the longitudinal velocity) as the measurement object; the reference data as described herein. According to the

set demonstration methods

4 and 5, the source dynamic parameters, mechanical operating parameters, and quality-changing item qualities have the same feature type (both of which are measurement objects whose amplitude may vary greatly), and the same reference data setting method can be used ( If the reference data can be set by the measured value, it is obvious that when the measurement object is any one of the source dynamic parameter and the quality change type item quality, the value range setting method of the reference data of the foregoing example 1 can also be referred to.

For example, when the measured object is the total mass of the vehicle, the value range setting method of the reference data of the foregoing example 2 may naturally be adopted because of the value of the quality of the carried item naturally included in the value;

For example, when the measured object is a system-independent parameter, it has another common characteristic with the total mass of the vehicle and the quality of the carried item (obviously, that is, the value changes little or unchanged in the current running process), Naturally, the value range setting method of the reference data of the foregoing example 2 can also be employed; of course, other value range setting methods are also allowed;

For example, reference embodiment 36 includes a branching scheme of reference data setting mode 2. Obviously, second reference data of other types of measurement objects (such as source dynamic parameters, mechanical operating parameters, quality-changing item quality, etc.) may be set and judged. Whether the actual value is greater than the upper limit value set according to the joint operation value, and/or whether the actual value is smaller than the lower limit value set according to the joint operation value; obviously, the value range of the aforementioned reference data may also be referred to. The setting method may be configured to limit the lower limit value set according to the joint operation value to be greater than a minimum value of the safety limit threshold value, and/or the actual value is greater than a minimum value of the safety limit threshold value, and/or: limiting the setting according to the joint operation value The upper limit value is less than the maximum value of the safety limit threshold, and/or the actual value is less than the safety limit threshold Large value

For example, the longitudinal velocity V _x can be used as a measurement object, and the calculation formula in the embodiment 12 is referred to (m2=((Ke*Km)*(P2o/V _x )−fw)/(g*f*cosθ+g*sinθ+a) )), and then deformed, set up a new calculation method: V _x = (Ke * Km) * P2o / (m2 * (g * f * cos θ + g * sin θ + a) + fw), and then refer to other For some contents, the measured value of the longitudinal velocity is taken as the actual value and the reference data is further set, and then the power transmission condition is judged, and then the post-determination processing of the B step is performed;

For example, the electromagnetic torque of the motor of the vehicle can be used as a measurement target, and the calculation formula in the embodiment 28 is referred to (Te_cal=(m2*(g*f*cosθ+g*sinθ+a)+fw)/((Ke*Km)) *im/R)), refer to Embodiment 41 or its alternative embodiment or its extended embodiment to obtain a joint operation value of the measurement object; and further refer to Embodiment 40 or other contents in the present application, based on the measured value of the electromagnetic torque Te is used as the actual value and the setting reference data, and further determines the power transmission condition, and further performs the post-decision processing of the B step. If the determination result includes the start, the set power transmission abnormality processing mechanism and/or the save determination result and / or output the judgment result;

For example, the aforementioned embodiment 28, wherein the formula is provided;

Te_cal=(m2*(g*f*cosθ+g*sinθ+a)+fw)/((Ke*Km)*im/R)),

The formula can be transformed into:

((Ke*Km)*im/R)*Te_cal=(m2*(g*f*cosθ+g*sinθ+a)+fw)

The formula on the left side of the formula ((Ke*Km)*im/R)*Te_cal) is the vehicle driving force generated by the power unit (called F1), and the right side (m2*g*f*cosθ+m2*g*) The calculation formula of sin θ+m2*a+fw) represents the comprehensive operational force of the vehicle (referred to as Y1); if all the cars of the high-speed rail vehicle are regarded as one integral vehicle, the calculation formula can be directly adopted;

Assuming that the high-speed rail vehicle can be divided into three sections (or three sections), each section (or each section) has a separate power unit, which can generate multiple vehicle driving forces (such as F1, F2, F3), each section (or Each segment) the corresponding mechanical class of the vehicle (such as Y1, Y2, Y3); when the operating parameters (f, θ, a, fw) of each segment (or each segment) are different (especially the road gradient) When θ is different, the mechanical comprehensive running force of the vehicle (such as Y1 or Y2 or Y3) of the section (or the section) can be separately measured, and then the formula: F1+F2+F3=Y1+Y2+Y3; Can be applied to the operation of vehicles with multiple sections (or multiple sections).

The value of the parameter (such as the joint operation value, the reference data, the value of the input parameter required to calculate the joint operation value) and the acquisition time; the time value of the present invention refers to the time when the parameter is generated, and refers to the calculation The time corresponding to the value of the input parameter required by the parameter; because there are multiple ways to acquire (read, measure, etc.); if the parameter value generated by 100 milliseconds before the time1 time is read, the acquisition time of the parameter is Time1, but the value of this parameter is the first 100 milliseconds of time1;

In the present invention, when 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, the optimal solution All parameters (such as joint operation values, reference data, and values of input parameters required to calculate joint operation values) are taken within a preset time range (as much as possible), real-time calculation, real-time acquisition (read or measurement) The joint operation value and the reference data, the real-time judgment, and the judgment result in real time are processed. At this time, the value of the parameter may be equal to the acquisition time;

When the measured object is any one of the vehicle quality and the system inherent parameter, the value of the joint operation value (along with the value of the parameter required for calculating the joint operation value) is preferably within a preset time range. Value (as much as possible), real-time calculation, real-time acquisition (read or measurement), real-time power transmission abnormality judgment/monitoring; but the reference data value (set time) does not need to be associated with the joint operation value At the same time; the acquisition time (only read) of the reference data before the power transmission abnormality judgment is different from the reference time of the reference data;

The control method of the value of the parameter value 1: In the strict sense, it is inconvenient to obtain the values of multiple parameters at the same time; in the actual operation process, the value of each parameter group may have the value before and after. At this time, it is only necessary to control the value of each parameter to a preset time range, which may be determined according to the actual software processing speed and hardware response speed; if it is 100 milliseconds, Or 10 milliseconds, or 1 millimeter, or 0.1 millisecond; the shorter the preset time range, the higher the measurement/monitoring accuracy, but the system cost is also increased;

Control of the value of the parameter value 2: If the vehicle operating conditions are basically unchanged, for example, if the longitudinal speed of the vehicle is maintained at 60KM for 1 hour, the current value of the longitudinal speed is taken, and the longitudinal speed is taken 1 hour before. The value is the same; therefore, the preset time range of the value of each parameter value can be adjusted according to the running condition of the vehicle, that is, when the running condition of the vehicle is unchanged, the parameter can be obtained when the operating condition is unchanged. The value at any point in time. Obviously, when there is no limit description, the value of the parameter is usually the current value, which is usually a value that is close to or equal to the true value;

The description of the value time and acquisition time of the above parameter values is applicable to any embodiment of the present invention.

10. Further, the monitoring method (#1) includes the following steps: acquiring a value of an input parameter of the vehicle, and calculating the joint operation value according to the obtained value of the input parameter of the vehicle, wherein the input parameter is a calculation The parameters required by the joint operation value.

Implementation details of this program:

There are many ways to obtain the joint operation value of the measurement object. One is to read the joint operation value of the measurement object output by other devices, such as reading the calculated joint operation value through the OBD system of the vehicle or the motor drive device. The joint operation value is calculated based on the vehicle motion balance calculation formula;

In another way, through the integrated design system with the monitoring system, in the monitoring system provided by the present invention, according to a preset vehicle motion balance calculation formula, that is, a vehicle motion balance calculation rule (including a table processing model, or a mathematical calculation) Formulating a value of an input parameter of the vehicle; the input parameter is a parameter required to calculate a value of the measurement object according to the vehicle motion balance calculation formula (that is, the input parameter is in the vehicle motion balance calculation formula) Calculating the joint operation value according to the value of the obtained input parameter; the value of the input parameter is within a preset time range; the input parameter The setting rules can be seen in the setting rules 1 of the aforementioned input parameters;

As in the foregoing embodiment 9, the value of the source power parameter (electromagnetic torque Te) is acquired, and the value of the vehicle mass (m2) and the system operating parameter (g, μ1, θ, a, fw in the preset time range are acquired). , im, R1), and then calculate the value of the joint operation value Kem_cal of the electromechanical transmission integrated efficiency coefficient by the vehicle motion balance model provided in the embodiment 9;

As in the foregoing embodiment 12, the power parameter acquisition source (electric motor output power P2o) value, and obtain operating parameter within a preset time system _{(Ke, Km, V x,} fw, g, f, θ, a The value of the vehicle motion balance model provided by the embodiment 12 (m2=((Ke*Km)*(P2o/V _x )–fw)/(g*f*cosθ+g*sinθ+a)) Calculate the value of m2;

The beneficial significance of this scheme: Allows the joint operation of the measurement object to be integrated with the monitoring system, which can greatly reduce the signal connection and transmission cost of the monitoring system and reduce the transmission error.

11. Further, the monitoring method (#1) or the monitoring method (#2) or the monitoring method (#3) further includes the steps of: acquiring operating environment information of the vehicle; and according to the joint operation value, The reference data and the operating environment information determine whether a power transmission failure condition in a power transmission abnormality occurs.

Details of the implementation of the program:

The abnormality of power transmission includes abnormal operating environment of the vehicle and/or fault of power transmission (including the fault of the monitoring system itself); obviously, the fault of the monitoring system itself naturally includes the fault of the parameter acquisition module, and the parameter acquisition module refers especially to the measurement module of the parameter; Environmental anomalies include abnormal road conditions, abnormal load conditions, vehicle slippage, roll, etc.; therefore, abnormal conditions such as abnormal road conditions and load conditions can be excluded by acquiring the operating environment information of the vehicle; Abnormal changes during operation (such as personnel jumping, abnormal quality of the carried items, falling off of the tail compartment, etc.) are significantly different from overloading.

Typical road conditions are abnormal: road speed bumps on flat roads, stones exceeding a certain volume, bricks, trees, etc.; typical load conditions are abnormal: the vehicle carrier/articles are abnormally beating;

There are several ways to obtain the operating environment information: the vibration sensor and the acceleration sensor can measure the bumpiness of the vehicle during operation and the beating of the person, and can actively identify the abnormal road condition and the abnormal condition of the load; It can detect abnormal road conditions through optical, ultrasonic, infrared sensors, radar and other facilities (like the reversing radar can accurately identify the height and distance of foreign objects); the rain sensor can be used to identify the slippery humidity of the road surface; the tilt sensor or acceleration sensor can be set horizontally. Recognizing the roll of the vehicle; the slip of the vehicle can be known by the comparison of the rotational speed data of the rotating component of the vehicle and the measured longitudinal velocity; the time value of the joint operation value and the time value of the operating environment information are both pre-predicted Set within the time range. The operating environment information is also the external environment information. The abnormality of the running environment information means that the value of the information exceeds the preset normal range.

If the measured operating environment information is normal and the power transmission abnormality occurs, the vehicle can be directly determined that the vehicle is in a power transmission failure condition; the power transmission failure mainly includes: abnormal wear, aging, bursting, breaking, and motor rotor holding shaft of the rotating part of the vehicle , engine pull cylinder, drive wheel lock, puncture, etc.; when the vehicle's power transmission fault monitoring mechanism confirms the occurrence of power transmission failure, usually need to immediately start deceleration, parking, fault alarm and other emergency treatment programs;

If the measured operating environment information has an abnormal situation and a power transmission abnormality occurs, it may be determined that the current power transmission abnormality of the vehicle may be caused by the external environment; the vehicle may continue to issue the power transmission abnormal warning information instead of the power transmission failure information; At the same time, the vehicle can continue to perform the monitoring operation to determine whether the power transmission abnormality is eliminated with the elimination of the abnormality of the operating environment. If the synchronous cancellation or the power transmission abnormality continues to exceed the set time, the power transmission failure can still be determined;

The beneficial significance of the solution: directly judged according to the acquired joint operation value, the reference data and the operating environment information Whether the power transmission failure occurs, and the power transmission failure is judged compared with the subsequent judgment of the power transmission abnormality, which can improve the safety response speed of the vehicle in the power transmission failure.

12. Further, the monitoring method (#1) or the monitoring method (#2) or the monitoring method (#3) further includes the following solutions:

When the measurement object is any one of vehicle operating parameters other than the vehicle mass, the vehicle mass required to calculate the joint operation value is calculated based on the time-first vehicle motion balance; that is, when the input parameter When the vehicle mass (usually the total mass of the vehicle) is included, the value of the vehicle mass (usually the total mass of the vehicle) is calculated based on the time-first vehicle motion balance.

The implementation of this program:

If the measurement object is any one of the vehicle operating parameters other than the vehicle mass, then the input parameter required for the calculation of the joint operation value of the measurement object necessarily requires the value of the vehicle mass; the value of the vehicle mass is large The acquisition method includes manual input, system preset, etc.; however, it is better to use vehicle motion balance calculation to obtain the vehicle quality value, because this scheme can automatically follow the large change of the quality of the carried goods and improve the accuracy of power transmission abnormal monitoring. That is, the vehicle mass value as the input parameter is calculated by calculating the vehicle motion balance before the calculation of the joint operation value (to perform the power transmission condition judgment comparison) in the current vehicle motion balance, and is based on the prior vehicle motion balance. Calculated; that is, one or more vehicle motion balance calculations can be performed at the beginning of the vehicle to learn and establish the vehicle quality reference value; in order to automatically adapt to the vehicle mass whose amplitude may vary greatly (such as buses, trucks, Ordinary private vehicles) can automatically follow the large changes in the quality of the goods carried.

Of course, the present invention defines a technical solution, which is a method for generating the vehicle quality value; the specific time and specific device of the vehicle motion balance calculation for establishing the vehicle quality reference value are not important, and even the vehicle input by other devices can be read. The output of the motion balance calculation; it may even be the result of the vehicle motion balance calculation in the previous running process, and this value may also be referred to as the history value.

The technical effect of the solution is as follows: This solution is a very technical solution of the present invention. When the measurement object is a parameter other than the vehicle quality, the reference value of the vehicle mass can be established only by the prior vehicle motion balance. Current or even subsequent calculations of vehicle motion balance can be used to monitor normal power transmission conditions; automatically adapt to vehicle quality (such as buses, trucks, and ordinary private vehicles) whose amplitude may vary greatly in order to automatically follow the quality of the carried goods. Great changes.

13. Further, the monitoring method (#1) or the monitoring method (#2) or the monitoring method (#3) further includes the following scheme (the scheme 1 for identifying the operating condition to improve the computing performance): the joint operation The values are calculated according to different operating conditions of the power plant; that is, the operating conditions of the power plant are first obtained, and the operating conditions of the power plant are associated with the calculation.

Implementation details of this program:

When the vehicle is in acceleration, flat road or uphill operation, it is usually in the driving state of the power unit; when the vehicle is decelerating or running downhill, it is easy to enter the braking state of the power unit; when the source power parameter can be easily measured The negative polarity (such as motor drive parameters, or other source dynamic parameters measured by the torque sensor) also allows the joint calculation of the measurement object or the power transmission abnormality monitoring in the braking state of the power unit;

As shown in the embodiment 17 or the alternative embodiment 9 of the embodiment 41, the power device operating conditions of the vehicle may be identified by the method provided in the foregoing, and the following calculations are respectively performed; that is, the power device operation is first obtained. Working conditions, correlating the operating conditions of the power plant with the calculation:

When the operating condition of the power unit is the driving state of the power unit, the energy/power transmission direction is usually transmitted from the power unit to the vehicle body through the mechanical transmission system, and the value of the source power parameter needs to be multiplied by calculating the joint operation value of the measurement object. An efficiency coefficient less than one;

As in the embodiment 17, when the operating condition of the power unit is the braking state of the power unit, the energy/power transmission direction is usually transmitted from the vehicle body to the power unit via the mechanical transmission system, and the joint operation value of the calculation object is required to be the source. The value of the dynamic parameter is divided by the efficiency factor less than one;

The beneficial significance of this scheme: Because the vehicle must often enter the deceleration or downhill process, it often enters the braking state of the power unit; the existing known technology is still in the blind zone for the research of the braking state of the power device when performing the joint calculation of the measuring object. The well-known technique adopts the same calculation formula at the time of driving and braking, thereby reducing the calculation of the joint operation value of the measurement object and the accuracy of the power transmission abnormality monitoring; the technical solution provided by the present invention acquires the operation of the power device In the working condition, the operating condition of the power unit is associated with the calculation, and the calculation of the joint calculation value of the object and the accuracy of the power transmission abnormality monitoring and the false alarm rate can be greatly reduced compared with the prior art.

14. Further, the monitoring method (#1) or the monitoring method (#2) or the monitoring method (#3) further includes the following scheme (solution 1 for obtaining fuel quality improvement calculation performance): among the parameters participating in the calculation Includes quality of quality change items.

The implementation of this program:

The quality of the quality change article of the present invention mainly includes the fuel quality; the embodiment 1 to the embodiment 33 provided by the present invention all neglect the fuel quality, and the total mass m2 of the vehicle adopts the following formula: m2=m0+m1; Electric pure electric vehicles and external power supply electric vehicles (such as high-speed rail vehicles, motor trains, electric locomotives, trams) can be applied well;

For example, a Volkswagen 1.6L petrol car with a kerb mass of about 1300KG/mailbox capacity of 55L/fuel of 93 gasoline density of about 0.725KG/L, the fuel quality of the car can vary from 0-40KG; 0-3%, if the fuel quality is not considered in the calculation of the joint operation value, it will result in a calculation error of 0-3%;

In a fuel-powered vehicle (or a plug-in hybrid vehicle including fuel power) or a fuel cell type electric vehicle, if the fuel mass is considered in calculating the joint calculation value of the measurement object, the parameter measurement accuracy/power transmission abnormality is further provided. Monitoring sensitivity;

The method for obtaining the residual fuel mass mf0: measuring the mf0 value of the sensor weighing; or measuring the remaining fuel volume by the liquid volume, the oil meter, etc., and calculating the mf0 value by the correlation coefficient;

The method for obtaining the consumed fuel mass mf1: measuring or reading the OBD data by the flow meter or reading the fuel electronically controlled injection system data to obtain the flow or volume of the consumed fuel, and calculating the value of mf1 by the correlation coefficient;

The fuel mass is derived by estimating the value of mf1 or the remaining fuel mass mf0 by the aforementioned method;

When the measured object is the mass m1 of the carrying item, the joint operation value of the total mass m2 of the vehicle is first calculated by calculating the vehicle motion balance. Further, the m1 value (m1=m2-m0) is calculated by m2; if the value of mf0 is obtained or the value of (mf2-mf1) is obtained and the m1 value is calculated by the following formula; m1=m2-m0-mf0, or m1=m2- M0-(mf2-mf1), thereby improving the power transmission condition judgment accuracy more than the m1 value calculated without including the fuel mass;

When the measured object is the total mass m2 of the vehicle, the joint operation value of m2 is obtained by the vehicle motion balance calculation; since the fuel quality is continuously consumed during the running of the vehicle, mf1 is continuously increased/mf0 is continuously smaller, and the actual value m2_org is constantly changing. Small; if the value of mf0 is obtained or the value of (mf2-mf1) is obtained and the actual value m2_org is calculated by the following formula: m2_org=m1+m0+mf0, or m2_org=m1+m0+mf2-mf1; The actual value m2_org calculated by the quality (this actual value is usually used to set the reference data), which can improve the accuracy of the judgment of the power transmission condition;

When the measured object is the source dynamic parameter or the system operating parameter (non-fuel mass), the vehicle mass value (usually the actual value of the total mass m2 of the vehicle) required by the joint calculation value of the measured object is calculated by the vehicle motion balance. You can obtain the value of mf0 or obtain the value of (mf2-mf1) for real-time adjustment (for example: m2=m1+m0+mf0, or m2=m1+m0+mf2-mf1); thus indirectly adjust the joint operation value of the measured object Calculate the accuracy, thereby improving the accuracy of the power transmission abnormality judgment;

Embodiment 43: When the measured object is the remaining fuel mass, the joint operation value of the total mass m2 of the vehicle is first obtained by calculating the vehicle motion balance, and then the joint operation value mf0_cal of the remaining fuel mass is obtained: mf0_cal=m2-m0-m1; The measured value mf0_cal is the measured value mf0 of the remaining fuel mass (measured by the oil meter) in the same time range, and the measured value is used as the actual value in the reference data, and the power transmission condition identification difference is Mf0/5; judge whether (|mf0_cal-mf0|>(mf0/5)) is established, if (|mf0_cal-mf0|>(mf0/5)), it is determined that the power transmission is abnormal;

When the quality of the mass change type item includes the quality of other items in addition to the fuel quality, it can also be calculated and obtained by referring to the above method;

The beneficial significance of the scheme: by acquiring and processing the quality of the vehicle of the quality change type, the calculation accuracy of the parameter can be improved in the fluctuation of the fuel quality, and the sensitivity and accuracy of the monitoring can be improved; especially for the fuel cell type electric vehicle, the technology The program can track changes in fuel quality in fuel cells and is important.

15. Further, the parameters participating in the calculation in the monitoring method (#1) or the monitoring method (#2) or the monitoring method (#3) include any one of an efficiency coefficient, a rolling resistance coefficient, and a road gradient. A variety of parameters.

The implementation of this program: (1 of the two-speed differential vehicle motion balance calculation parameters)

There are several ways to achieve vehicle motion balance:

The calculation formula as in Embodiment 3: m1 = (fq2-fq1) / (a2-a1) - m0; (Formula A3-4-3)

The calculation formula as in Example 15: m2 = ((P2o_2/V _x 2) - (P2o_1 / V _x 1)) / (a2-a1)

(The operating conditions are: ignoring the fuel quality; and the operating condition of the power unit is the driving state of the power unit);

It can be concluded from the above-mentioned Embodiment 3 or Embodiment 15 that it is obvious that fq=(Ke*Km)*(Te*im/R), fq is substantially a mechanical driving force acting on the driving wheel based on the electrical parameter measurement; The typical vehicle motion balance calculation formula for a single run is Fq=fq_cal=m2*(g*f*cosθ+g*sinθ+a)+fw; two-speed differential equation (that is, the difference between the parameters obtained based on two different time points) Formula: (m2=ΔF/Δa); This kind of calculation formula combines the vehicle mass value by taking the two-speed difference-type vehicle motion balance calculation formula, and eliminates the rolling resistance coefficient f and the road gradient θ parameter in the formula, which is simple to calculate. However, it must be ensured that the rolling resistance coefficient f and the road surface slope θ value of the two shifting operations are close to or equal to each other (and the wind resistance fw and the total mass m2 of the vehicle are required to be close), when running twice When θ or f or fw or m2 is not equal, the calculation result of this method is not accurate; and there is a major defect in this type of company, the vehicle may run at a constant speed most of the time (even if the rolling resistance coefficient f, the road gradient θ value, The wind resistance fw is close to each other. At this time, since Δa=(a2-a1)=0, the operation cannot be performed; if (ΔF=(fq2-fq1)=0), the value of the relevant parameter cannot be calculated. Obviously, this (m2=ΔF/Δa) is not a simple (m=F/a) formula, which is the difference in acceleration between two runs, which does not refer to the external force of a single run, nor The driving force measured at a certain point in time (fq=(Ke*Km)*(Te*im/R)); and refers to the difference (fq2-fq1) calculated by the driving force at two different time points; M2 = ΔF / Δa) is calculated from the vehicle motion balance based on the difference of the parameters acquired at two different time points. If Newton's second law is used to describe the vehicle motion balance calculation, the calculation formula (fq_cal=m2*(g*f*cosθ+g*sinθ+a)+fw) in Example 29 can be obtained: fq_cal-(m2*(g *f*cosθ+g*sinθ)+fw)=m2*a; the (fq_cal-(m2*(g*f*cosθ+g*sinθ)+fw)) is the second law of Newton in a single time point The external force F. In short, although the shape of the formula is acquainted, the sum of the components of these resistances may be much larger than the shift resistance m2*a because of the rolling resistance and the resistance of the slope and the wind resistance, if the slope, rolling resistance, Wind resistance, and it is wrong to calculate the vehicle mass or acceleration based on the two laws of the external force. Similarly, if the longitudinal dynamic balance calculation of the vehicle motion is not used, (only when the parameters such as the total mass, rolling resistance, slope resistance, variable speed resistance, and wind resistance are different and the changes are different), only the power formula of the motor is used (P=Te). *n1/9.55) is also unable to calculate the correct result of controlling the operation of the vehicle.

The calculation formula of the vehicle motion balance in the embodiment 7, 11, 12 or the embodiment 41 includes the rolling resistance coefficient and the road surface gradient, and the vehicle can be calculated at both the constant speed and the shifting speed, and the result is relatively accurate, so relative to the embodiment 3 or 15 has higher accuracy and practicality.

The beneficial significance of this scheme: the system operation parameter group participating in the calculation of vehicle motion balance includes the rolling resistance coefficient and the road gradient, which is more significant than the calculation scheme that does not include the two parameters (usually the longitudinal acceleration is the core calculation parameter). Improve monitoring accuracy, sensitivity, and scope of application.

16. Further, the monitoring method (#1) or the monitoring method (#2) or the monitoring method (#3) further includes steps:

Outputting and/or preserving values of vehicle mass; and/or: outputting and/or preserving any one or more of system intrinsic parameters, longitudinal speed, source dynamic parameters based on a vehicle motion balance calculation formula;

The implementation of this program:

When the measured object is the vehicle mass, the value of the vehicle mass is the joint operation value; when the measured object is the source power parameter or the system is running When the parameter is, the value of the vehicle mass is the value of the vehicle mass (usually the actual value, the reference value) participating in the calculation of the motion balance; the value of the vehicle mass can be output to the man-machine interface, the network system, and the communication port; Or saving the value of the vehicle quality to the in-vehicle storage device, the network system; obviously, the in-vehicle human-machine interface in the present invention includes a human-machine interface of the in-vehicle electronic device and/or the portable personal consumer electronic product;

The usefulness of this program:

If the measured object is the source dynamic parameter or the system operating parameter, it is a better choice to obtain the vehicle mass value by using the vehicle motion balance calculation, which can automatically follow the large change of the quality of the carried item and improve the accuracy of the power transmission abnormality monitoring;

Outputting the value of the vehicle mass is convenient for the operator to intuitively judge the power transmission condition of the vehicle, which is of great significance for improving the credibility of the monitoring method, and helps the operator to recognize at a glance whether the current power transmission abnormality judgment is normal;

For example, when a driver with a weight of 70 kg is driving alone, if the vehicle shows that the carrying quality is 200KG15 and the weight is as small as a calf, or if the 20KG is as light as a small sheep, the driver can immediately identify whether it is normal;

For example, an electric bus, such as a passenger with a weight of 45KG, can display a new quality of 100KG or 10KG. The driver and the passenger can visually recognize whether the vehicle is running normally.

For example, when an unmanned car is driving automatically, if the calculated value of the total mass of the vehicle changes significantly (for example, from 1200KG to 1600KG or 800KG), the remote control personnel can recognize whether the vehicle is running normally through the network system;

Of course, if the joint operation value of the vehicle mass is displayed separately, and the power transmission abnormality monitoring function that can be automatically triggered is not used, it will inevitably cause the driver and the passenger to pay attention to the display value of the vehicle quality at all times, thereby affecting the safety of the vehicle. run;

The joint operation value of the vehicle mass is saved, like the black box function of the aircraft safety, which is convenient for post-mortem analysis.

Similarly, since the actual value of any one or more of the longitudinal speed and source dynamic parameters is normally output and/or displayed in the vehicle; therefore, the output and/or save longitudinal velocity, source dynamic parameters Any one or more parameters are calculated based on the calculation formula of the vehicle motion balance; it can help the passengers to intuitively compare and recognize whether the running condition of the vehicle is normal;

17. Further, in the monitoring method (#1) or the monitoring method (#2) or the monitoring method (#3), when the source dynamic parameter is the source-power combination type parameter of the energy type, the time of the energy accumulation is controlled in one day. Within 1 hour or within 30 minutes or within 10 minutes or within one minute or within 30 seconds or within 20 seconds or within 10 seconds or within 5 seconds or within 2 seconds or 1 second Within 100 millimeters or within 10 milliseconds or within 1 millisecond or within 0.1 millimeters.

18. Further, the monitoring method (#1) or the monitoring method (#2) or the monitoring method (#3) further includes the following scheme (preferably the source dynamic parameter is the motor driving parameter scheme 1): the The source dynamic parameter in the vehicle motion balance calculation calculation is any one or more of the motor drive parameter and the back end electrical power parameter.

The usefulness of this program:

The motor drive parameter is used as the source dynamic parameter to calculate the vehicle motion balance, and then the vehicle monitoring power transmission abnormality is monitored, the cost is low, the measurement accuracy is high, the sensitivity is high, and the signal is collected by using a costly torque sensor, which has significant cost advantages and performance. Advantages can greatly reduce the cost of monitoring system and improve monitoring performance, which is of great significance for the safe operation of vehicles;

The vehicle dynamic balance calculation is carried out with the back-end electrical power parameters as the source dynamic parameters, and a new source power parameter source is provided. The motor drive parameters can be used as the source power parameters alone as the verification basis.

Because the use of electrical power parameters, especially motor drive parameters, is generally a technology known in the power electronics industry, which facilitates low-cost, high-precision measurement and acquisition;

The calculation of vehicle motion balance belongs to the industry technology in the field of vehicle vehicle operation control;

This is two completely different fields. The invention creatively combines electrical power parameters, especially motor drive parameters, with vehicle motion balance calculations across fields, and is thus creatively applied to a new vehicle power transmission anomaly monitoring field. It is of great significance for the safety of vehicle operation.

19. Further, in the monitoring method (#1) or the monitoring method (#2) or the monitoring method (#3), the following scheme (preferably the scheme 1 of the source dynamic parameters in the fuel dynamic parameter) is further included: When the source power parameter in the vehicle motion balance calculation calculation is based on the fuel power parameter, the fuel power parameter includes any one or more parameters of the cylinder pressure, the fuel consumption rate, the engine air flow, and the engine load report data.

The beneficial significance of this scheme: The basic principle of the fuel engine is that the fuel is burned in the cylinder to generate pressure to push the piston to run, thereby forming the rotary motion of the crankshaft, thereby driving the vehicle to run; therefore, the cylinder pressure is one of the core parameters of the vehicle operation, which can be directly Monitor the operation of the rotating working power or transmission components of the engine piston and the rear end. When the vehicle operating conditions (such as load, slope, speed, etc.) are equal, if the cylinder pull cylinder/piston running resistance increases, the cylinder pressure will be caused. Increased; and the cylinder pressure can be conveniently measured by a pressure sensor placed in the combustion chamber of the cylinder (such as the inner wall of the cylinder head) (because the cylinder head is an inactive part, which facilitates the installation of the sensor and its cable), so the cylinder pressure is used as the source. The dynamic parameters are ideal choices; the source dynamic parameters obtained from other parameters are highly accurate;

Fuel combustion is the source of driving energy and power for fuel-powered vehicles, and the fuel consumption rate can be accurately obtained through flow sensor or fuel injection parameters, so the fuel consumption rate is also a preferred source power parameter; The rate fm1 (fuel consumption rate on the injection output side of the fuel injection system) is used as the source power parameter to monitor the power transmission abnormality, although it is not as direct as the cylinder pressure, but the fuel consumption rate can not only monitor the rotary working power or the transmission component of the engine piston and the rear end. In the case, it is also possible to directly monitor whether the combustion of the fuel in the cylinder is normal, and whether the fuel consumed is normally converted into power; the combustion failure of the fuel itself is also a kind of abnormality of the vehicle; if the signal collection point of the fuel consumption rate is the input side of the fuel injection system , it can monitor the fuel injection system in a wider range of work; that is, through the consumption of a few drops of oil, the joint calculation value of the measured object (such as vehicle mass) can be calculated, and then the fuel injection system and engine of the vehicle can be monitored. Cylinder combustion system, engine piston and rear end The operation of the rotating working power or transmission components is of great significance to the safety of the vehicle;

Taking the engine air flow as the source power parameter, the indirect monitoring of the vehicle's power transmission abnormality through the fuel consumption rate is the same as above;

Using the engine load report data as the source power parameter to monitor the vehicle monitoring power transmission anomaly is more cost-effective than using a costly torque sensor to collect signals.

20. Further, in the monitoring method (#1) or the monitoring method (#2) or the monitoring method (#3), the vehicle operating parameters include vehicle quality, source power parameters, system operating parameters, and the system operating parameters include Mechanical operating parameters, system inherent parameters, quality of quality changes;

Of course, the measurement object is also allowed to be any data other than the vehicle operating parameter, as long as the data can be a joint operation value calculated based on the vehicle motion balance calculation, and based on the value and the reference data of the data, whether the power transmission condition of the vehicle is determined. abnormal.

21. Further, in the monitoring method (#1) or the monitoring method (#2) or the monitoring method (#3), the vehicle is a high-speed rail vehicle, an electric train, an electric locomotive, a tram, a maglev train, an in-pipe train, Buses, trucks, ordinary private vehicles, regular trains, tracked vehicles, electric vehicles, fuel cell powered vehicles, motorcycles, two-wheeled vehicles or tricycles with powertrains, operating on land and their air lift below a preset threshold or Any vehicle in which the longitudinal speed is lower than the preset value.

The beneficial significance of this technical solution: compared with other vehicles, such as electric bicycles and wheelbarrows; the power transmission monitoring of the above vehicles has more significant safety significance.

Further, that is, preferably, in the monitoring method (#1) or the monitoring method (#2) or the monitoring method (#3): calculating any one of the vehicle quality, the system inherent parameter, and the quality of the quality item. The object; or any one of the vehicle operating parameters other than the longitudinal acceleration as the measuring object; or any one of the vehicle operating parameters other than the source dynamic parameter as the measuring object; or in addition to the longitudinal acceleration and / Or any one of the vehicle operating parameters other than the source power parameter is used as the measuring object;

The usefulness of this program:

It is the result of measuring the source power parameters (such as fuel consumption rate, cylinder pressure, engine output torque, engine output power, electromagnetic torque, current, electrical power, etc.) or mechanical operating parameters (such as longitudinal speed, longitudinal acceleration, etc.) The worst monitoring scheme, the difficulty/measurement of measurement and control, and the accuracy/performance are also reduced; the amplitude of the measured joint operation value of the measured object may change rapidly to increase the measurement error of the first incentive, and usually the measured value is also required to be obtained/ Or the command value/or historical value further sets the reference value, and the reference value amplitude may also change rapidly to bring the measurement error of the second incentive; and the joint operation value and the reference value may be in a low amplitude state at any time (relative to Full-scale measurement) is more likely to cause measurement errors of the third incentive, and even monitor failure; because the vehicle quality may vary greatly in different operating processes, if the source dynamic parameters or system operating parameters are used as the measurement targets, the vehicle must first be acquired. The value of the quality, which leads to the measurement error of the fourth incentive and makes the measurement/monitoring system more complicated/high cost Obviously, the vehicle may be in a constant speed operation (including high speed and constant speed operation) for most of the time, and the longitudinal acceleration is close to zero; therefore, in the monitoring method (#1) or monitoring method (#2) or monitoring method (#3): Compared with the scheme of measuring any one of the vehicle operating parameters except the longitudinal acceleration, it is a poor choice to use the longitudinal acceleration as the measurement object, which will result in the monitoring being inaccurate for most of the time. Secondly, compared with For the solution of any one of the vehicle operating parameters except the longitudinal acceleration and/or the source dynamic parameter, the source dynamic parameters (such as electromagnetic torque, current, electrical power, etc.) are used as the measurement pair. Elephants, which are also poor choices, can cause significant deterioration in monitoring results;

The measurement object is preferably a vehicle mass, and the vehicle quality value is relatively stable in the current operation of the vehicle, and is convenient for the vehicle operator to visually judge the monitoring effect, thereby greatly improving the monitoring reliability;

The sub-optimal object is the inherent parameters of the system (especially the rolling resistance coefficient or the efficiency coefficient); the rolling resistance coefficient and the efficiency coefficient essentially represent the wear condition of the vehicle parts and the safety condition of the machine, and the parameter does not change much during the running of the vehicle. It is easy to measure and compare; however, this method also has the measurement error of the above fourth incentive, and it is not convenient for the vehicle operator to visually judge the monitoring effect;

Secondly, the measurement object is the quality of the quality change item (fuel quality), because the change of fuel quality is relatively slow, the effect is better than the source dynamic parameter or mechanical operation parameter as the measurement object, but it also needs to track and measure the current actual value at any time. For the reference value, there is a second incentive measurement error; and both the joint operation value and the reference value may approach zero value (if the oil quantity is insufficient) cannot be accurately calculated/monitored, and there is a third incentive error and failure.

There are many calculation methods for the joint operation value of the measurement object, one is the table lookup calculation; for example, the vehicle quality, the source power parameter and the system operation parameter association table of the vehicle are preset; when any two parameters are input, the check can be checked. The table calculates the value of another parameter; for example, obtaining the source dynamic parameter of the vehicle and the value of the system operation parameter; and calculating a joint operation value of the vehicle mass according to the value of the source dynamic parameter and the system operation parameter;

One is calculated by using a model (also referred to as a mathematical formula); the foregoing embodiments 1 to 33 and 41 of the present invention all calculate a joint operation value by a model;

The beneficial effects of this scheme: Because the principle, structure, vehicle condition, road condition and load condition of different vehicles are very different; there are many limitations in calculating the joint operation value of the measurement object by looking up the table; the capacity of the table is limited and the cost of the hardware device is two. All the parameters in the table need to be preset or learned to run; the larger the table capacity/parameter setting, the higher the hardware cost and the higher the parameter setting/learning cost;

If the vehicle motion balance model is used to obtain the joint operation value of the measurement object by mathematical calculation, it is only necessary to set the model rule and/or the mathematical operation rule in advance, and adjust the relevant parameter value, which is significantly larger than the table calculation. Reduce the acquisition cost of the joint operation value / or greatly improve the joint operation value acquisition accuracy / power transmission abnormality monitoring judgment sensitivity.

The present invention also provides a monitoring system (#36) when the vehicle corresponding to the monitoring method (#1) is controlled by the power device, and the measuring object is any one of the vehicle operating parameters of the vehicle, and the monitoring system includes Determining a parameter acquisition module (1) and a power transmission status determination module (2); the monitoring system further includes any one or more of a power transmission abnormality processing module (3), an output module (4), and a saving module (5) The monitoring system (#36) of the vehicle when the vehicle is controlled by the power device further includes: a measuring object determining module, configured to use any one of the vehicle operating parameters as the measuring object;

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; the joint operation value is calculated based on a vehicle motion balance calculation formula; the vehicle motion Balance calculation formula The formula of the balance between the dynamic direction of the vehicle and the related resistance in the running direction 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;

The monitoring system further includes a startup module, which is configured to start other work in the monitoring system after the startup or receiving the manual operation instruction, and the specific function corresponds to the foregoing monitoring method, and the specific monitoring method may be referred to. .

Corresponding to the above-mentioned monitoring method (#2) for the vehicle power transmission condition, the present invention also provides a monitoring system for the vehicle power transmission status, comprising the following modules,

a measuring object determining module, configured to use any one of vehicle operating parameters as a measuring object;

a vehicle motion balance calculation formula determining module, configured to 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 power and related resistance of a vehicle moving direction or a formula thereof; the correlation resistance The rolling resistance, the slope resistance, the shift resistance, and the wind resistance include any one or any of a plurality of; or the related resistance includes any one of rolling resistance, slope resistance, shift resistance, and wind resistance, or includes rolling resistance, slope resistance, The sum of any of the variable speed resistance and wind resistance;

The measured number determining module is configured to set the number of parameters in the input parameter to be actually measured, and obtain the value of the input parameter, where the input parameter is all parameters except the measured object in the vehicle motion balance calculation formula And calculating the measurement object according to the input parameter and the vehicle motion balance calculation formula; acquiring reference data of the measurement object in the current motion state of the vehicle;

The comparison judging module is configured to compare the calculated value of the measurement object with the reference data of the measurement object, and determine whether the power transmission status of the vehicle is abnormal.

The invention also provides a

The third technical problem to be solved by the present invention is to provide a simple monitoring scheme for vehicle operating parameters;

22. The present invention provides a monitoring method (#22) for vehicle operating parameters, the monitoring method comprising the steps of:

Obtaining a joint operation value of the measurement object, wherein 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 describing a balance of the vehicle dynamic direction and the related resistance in the running direction or a formula thereof; The related resistance includes any one or any of rolling resistance, slope resistance, shift resistance, and wind resistance; and the joint operation value of the measurement object is output on the human-machine interface of the in-vehicle electronic device and/or the portable personal consumer electronic product.

In the monitoring method (#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 deformation thereof; the related resistance includes any one of rolling resistance, slope resistance, shift resistance, and wind resistance. One or any of a plurality of; or the related resistance includes one of rolling resistance, slope resistance, shift resistance, wind resistance, or a combination of rolling resistance, slope resistance, shift resistance, and wind resistance;

Preferably, reference may be made to the foregoing measurement 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 various preferred schemes thereof, and the booting from the startup Or any one or more schemes in the startup after receiving the manual operation instruction for the monitoring method.

The monitoring method is started after starting up or receiving a manual receiving operation instruction. In the present invention, the monitoring method can be booted from the startup, 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. In the working mode initiated after receiving the manual operation instruction, the operation instruction is used to control the start of operation of the monitoring method, and the operation button, touch screen or other mobile electronic device (such as mobile phone) in the vehicle is subjected to artificial action. Produced after the operation.

Implementation Description: The foregoing monitoring method (#1) of the present invention provides an automatic monitoring method for the deviation value of the deviation between the joint operation value and the actual value of the measurement object; the vehicle in the monitoring method (#22) Electronic equipment, including dedicated electronic monitoring equipment, in-vehicle navigation system, parking sensor, in-vehicle center console, driving screen display system, in-vehicle instrument panel, driving recorder, in-vehicle video monitoring system The portable personal consumer electronic product includes a mobile phone, a palmtop computer, a smart watch, a smart wristband, a digital camera, a game machine, etc.; for experimental purposes, other electronic devices temporarily placed in the vehicle (for example, for experimental use) Computers, oscilloscopes, etc.) are not included in the in-vehicle electronic device of the present invention; only electronic devices configured for on-board configuration in the normal operation of the vehicle are referred to as in-vehicle electronic devices.

The invention outputs the joint operation value on the human-machine interface, including displaying the combined operation value and/or the voice prompt in any one or more manners such as text, image, sound, voice, and the like;

The obtaining in the solution may include receiving a joint operation value of the measurement object sent by the external device by using a wireless receiving manner, or receiving a joint operation value of the measurement object sent by the external device through a wired manner such as a USB or a CAN bus; Can also be used Directly receiving the vehicle operating parameters in a wired/wireless manner, and then using the received vehicle mass, source dynamic parameters, and system operating parameters in the electronic device, and then performing a joint calculation based on the vehicle motion balance calculation Operational value

Advantageous Effects of the Technical Solution: The technical solution is helpful for, for example, a very intuitive and audible way to reflect or analyze or judge whether the vehicle is in a normal state of operation; the technical solution is particularly useful for reflecting Or analyzing or judging whether the power transmission condition of the vehicle is normal, or can be used to reflect or analyze or judge whether the operating condition of the system related to the transmission of power in the vehicle and/or the condition of the operating environment is normal; the vehicle is related to the transmission of power System includes a power transmission component to be monitored and/or a second wheel; the drive wheel included in the second wheel and/or the transmission component may be referred to as a wheel; the system, in particular, a rotary working power or transmission component; The operating condition of the system related to the transmission of power, in particular the efficiency 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 (especially for the vehicle The size of the rolling resistance coefficient component fc); the driver of the division refers to the driver and/or passenger in the vehicle, and the passenger of the driver is also the personnel inside the vehicle; If the quality of the goods carried in the vehicle quality is taken as the calculation object, the passengers directly judge whether the current operation of the vehicle is normal through the joint calculation value of the weight of the passenger displayed on the electronic device; for example, when the longitudinal speed is used as the calculation object, the passenger can By directly calculating the combined operation speed of the longitudinal speed displayed on the electronic device and observing the dashboard or directly sensing the actual running speed of the vehicle, directly determining whether the current running of the vehicle is normal; for example, when the source dynamic parameter is used as the measurement object, the source dynamic parameter is prioritized. Refers to any one or more of electromagnetic torque, current, and electrical power; the passenger can directly determine the current vehicle's current state by using the combined operational value of the source dynamic parameters displayed on the electronic device and the actual source dynamic parameters obtained by observing the instrument panel. Whether the operation is normal; therefore, the technical solution is also an important improvement compared to the prior art; in the monitoring method (#22), preferably, the measurement object is any one of vehicle mass, longitudinal speed, and source power parameters or Multiple parameters;

Further, that is, preferably, in the monitoring method (#22), any one of a vehicle mass, a system inherent parameter, and a quality variable item quality is used as a measurement target; or a vehicle other than a longitudinal acceleration is operated. Any one of the parameters is used as the measurement object; or any one of the vehicle operating parameters other than the source dynamic parameter is used as the measurement object; or any of the vehicle operating parameters except the longitudinal acceleration and/or the source dynamic parameter A parameter is used as a measurement object; to achieve better safety monitoring results;

Further, the monitoring method (#22) further includes the steps of:

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; when the measurement object is a vehicle quality and needs to be measured When the parameter and/or the measurable parameter and/or the source dynamic parameter and/or the mechanical operating parameter and/or the quality variable item quality are any one of the parameters, the relevant data of the measuring object is the second permitted range of the measuring object, The actual value, the difference between the joint operation value and the actual value, and any one or more of the first permission ranges; when the measurement object is an unmeasurable parameter and/or a preset parameter and/or a system inherent parameter When a parameter is used, the relevant data of the measurement object is a second permission range, an actual value, a difference between the joint operation value and the actual value, a calibration value, a difference between the joint operation value and the calibration value, and a first permission range. Any one or more of the data;

In summary, the road surface gradient included in the input data of the measurement object or the input parameter in the vehicle motion balance calculation formula The value of any one or more of θ, 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 or obtained by the sensor measurement data;

The implementation description and beneficial effects of the technical solution can display the joint operation value of the measurement object and the related data of the measurement object simultaneously on the display interface of the same electronic device, so that the passengers can more intuitively compare and judge, which is convenient for visual observation. Ways to determine whether the vehicle has a safety hazard.

Further, in the monitoring method (#22), 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 electronic product; the outputted finger has been displayed And/or output the actual value of the parameter;

Implementation description and beneficial effects of the technical solution: ibid.

Further, in the monitoring method (#22), 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 dashboard, a driving recorder, and an in-vehicle video. Monitor any one or more devices in the system.

The implementation description and beneficial effects of the technical solution: monitoring on existing or currently needed electronic equipment in the vehicle, and monitoring compared with a dedicated monitoring system can greatly reduce the hardware cost of monitoring.

Further, the monitoring method (#22), the portable personal consumer electronic product includes any one or more of a mobile phone, a smart watch, and a smart bracelet.

The implementation description and beneficial effects of the technical solution: the mobile phone, the smart watch, the smart wristband have the characteristics of being widely carried by the passengers, and monitoring on the same, which has better portability than other products, and can be greatly improved. Reduce the hardware cost of monitoring.

Further, the monitoring method (#22) is that the source dynamic parameter in the calculation based on the vehicle motion balance calculation is any one or more of a motor driving parameter and an electric power parameter of the back end.

Further, the monitoring method (#22), when the source 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, and an engine air flow rate. Any one or more parameters in the engine load report data.

Further, the monitoring method (#22), 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. An electric vehicle, a fuel cell powered vehicle, a motorcycle, a two-wheeled vehicle or a tricycle with a power system, any one of the aircraft that operates on land and whose air lift is lower than a preset threshold or whose longitudinal speed is lower than a preset value.

Further, in the monitoring method (#22), the measurement object is any one or more of vehicle mass, longitudinal speed, and electric power.

The implementation description and beneficial effects of the technical solution: compared with other measuring objects (such as slope, acceleration, efficiency coefficient, etc.), the vehicle quality (especially the quality of the carried goods therein) is most familiar and concerned by the passengers; secondly, the longitudinal speed The passengers can directly perceive the actual speed; the actual value of the electric power is usually displayed directly with the instrument panel; these parameters are all convenient to provide the visual observation of the vehicle's operating conditions and help to improve. Security monitoring effect.

The invention also provides a monitoring system (#37) for vehicle operating parameters, the measuring object is any one or more parameters of vehicle operating parameters of the vehicle, and the monitoring system comprises a joint operation value acquiring module (1) and 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 a result calculated based on a vehicle motion balance calculation formula; the vehicle motion balance calculation formula is a description The formula of the balance between the dynamic direction of the vehicle and the associated resistance in the running direction 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;

The monitoring system may further include a startup module, which is configured to start other operations in the monitoring system after the startup or receiving the manual operation instruction, and the specific function corresponds to the foregoing monitoring method, and the specific monitoring method may be referred to.

The invention also provides a method (#1) for processing vehicle data, wherein the measurement object is any one or more parameters of the vehicle operation parameter, and the steps include:

Obtaining a joint operation value of the measurement object, wherein the joint operation value is a result calculated based on a vehicle motion balance calculation formula;

Also includes any one or more of the following steps:

20A1. The measurement object is any one or more parameters of the vehicle operating parameter and/or the preset parameter and/or the system inherent parameter, and the combined operation value is output and/or saved;

20A2, when the measurement object is any one of vehicle operation parameters other than unmeasurable parameters and/or preset parameters and/or system inherent parameters, the processing method further needs to acquire correlations of the measurement objects. Data; outputting and/or saving the joint operation value and the related data.

When the measurement object is any one of a vehicle mass, 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 mass change type item quality, the measurement object The relevant data is a second permission range, an actual value, a difference between the joint operation value and the actual value, and any one or more data in the first permission range; when the measurement object is an unmeasured parameter and/or When any one of the parameter and/or the system intrinsic parameter can be preset, the relevant data of the measurement object is the second permitted range, the actual value, the difference between the joint operation value and the actual value, the calibration value, and the joint operation of the measurement object. The difference between the value and the calibration value, any one or more of the first permitted range;

In general, the correlation data of the measurement object or the road surface gradient θ, the rolling resistance coefficient f included in the input parameter in the vehicle motion balance calculation formula, and one or more parameters of the rolling resistance coefficient component fr related to the road condition Value, based on the location information of the road or sensor measurement data acquisition;

In the processing method (#1), the vehicle motion balance calculation formula is a formula describing a formula of the balance between the dynamic direction and the related resistance of the vehicle in the running direction or a deformation thereof; the correlation resistance includes any one of rolling resistance, slope resistance, shift resistance, and wind resistance. One or any of a plurality of; or the related resistance includes one of rolling resistance, slope resistance, shift resistance, wind resistance, or a combination of rolling resistance, slope resistance, shift resistance, and wind resistance;

Preferably, reference may be made to the foregoing measurement 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 various preferred schemes thereof, and the booting from the startup Or any one or more schemes in the startup after receiving the manual operation instruction for use in the processing method.

The processing method is started after starting up or receiving a manual receiving operation instruction. In the present invention, the processing method can be booted and self-started, without human operation, and the electronic device integrated with the processing 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. In the working mode initiated after receiving the manual operation instruction, the operation instruction is used to control the start of operation of the monitoring method, and the operation button, touch screen or other mobile electronic device (such as mobile phone) in the vehicle is subjected to artificial action. Produced after the operation. Correspondingly, in the processing system of the vehicle data, the processing system further includes a startup module, configured to start other work in the processing system after the booting or receiving the manual receiving operation instruction, and the specific function and the specific function and The above processing methods are corresponding, and specific reference can be made to the above processing method.

Implementation details of a 20A1 branching scheme for a method of processing vehicle data:

The historical value of the historical record of the parameter is formed by outputting and/or saving the joint operation value in the joint operation value of the system inherent parameter (especially the efficiency coefficient, the rolling resistance coefficient, etc.).

Implementation details of a 20A2 branching scheme for a method of processing vehicle data:

By outputting and/or saving the joint operation value of the measured object, the original value of the historical record of the parameter is formed, and the actual value of the historical record of the parameter is formed by outputting and/or saving the actual value of the measured object; the joint operation value and The specific way to obtain the actual value, Reference may be made to the foregoing content; since the measured object may be a parameter in other vehicle operating parameters other than the inherent parameters of the system (such as longitudinal speed), since the actual value of the type parameter and the joint operation value may fluctuate greatly (eg, from Zero to 120KM/H), at this time, if it is only by virtue of its historical original value or historical actual value, it is not convenient as a data source for setting reference data for vehicle power transmission condition monitoring, and is not convenient for users/or The traffic police and/or the insurer can visually evaluate the condition of the vehicle, so it is necessary to simultaneously output and/or save the historical original value and the historical actual value; and output and/or save the difference between the joint operation value and the actual value of the measurement object, which can form the Measuring the historical difference of the object;

The processing method (#1) can be used to reflect or analyze or judge whether the running condition of the vehicle is normal, and particularly can be used for reflecting or analyzing or judging whether the power transmission condition of the vehicle is normal, and particularly can be used for reflecting or analyzing or judging the power transmission of the vehicle. Whether the condition is normal or not can be used to reflect or analyze or judge whether the operating condition of the system related to the transmission of power in the vehicle and/or the condition of the operating environment is normal; the system related to the transmission of power in the vehicle includes the power transmission to be monitored. The components and/or the second wheel; the drive wheel included in the second wheel and/or the transmission component may be referred to as a wheel; the system, in particular, a rotary working power or transmission component; a system related to the transmission of power in the vehicle The operating condition, in particular 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 (especially the rolling factor component fc associated with the vehicle therein) size.

Further, that is, preferably, in the processing method (#1), any one of a vehicle quality, a system inherent parameter, and a quality change item quality is used as a measurement target; or a vehicle operating parameter other than the longitudinal acceleration Any one of the parameters is used as the measurement object; or any one of the vehicle operating parameters other than the source dynamic parameter is used as the measurement object; or any one of the vehicle operating parameters except the longitudinal acceleration and/or the source dynamic parameter The parameters are used as the object of measurement; to better reflect or analyze or judge whether the running condition of the vehicle is normal;

A beneficial effect of the 20A1 branching scheme of a method of processing vehicle data:

The inherent parameters of the system (especially the efficiency factor, rolling resistance coefficient, etc.) are also closely related to the wear/or aging/safe condition of the vehicle's rotating working power or transmission components; when the processed data includes the rolling resistance coefficient, Automobile tire pressure, tire deformation (roundness), wear condition, and puncture probability are closely related; for rigid rolling wheels (ie, wheels) of vehicles such as high-speed rail, the coefficient is related to the wear condition; when the processed data includes the efficiency coefficient : This parameter is usually directly related to the vehicle's power and transmission system's wear and safety conditions; low efficiency means that the vehicle wears out aging seriously, and the sudden change in efficiency means that the power system may have serious hidden dangers; it is important to save this parameter;

In the foregoing power transmission condition monitoring scheme, the reference data (such as power transmission status identification data) needs to be set, and the historical record value formed in the scheme can be used as an ideal setting basis for the power transmission status identification data, rather than relying on manual trial and error. Method or empirical method settings can improve monitoring sensitivity, from conventional fuzzy control to precise control;

The prior art has insufficient research on the abnormality monitoring of power transmission of vehicles, and the measurement method of quantitative data of vehicle power transmission status that can be relatively accurately measured is more blind. The current Internet of Vehicles and the Internet need to collect a large amount of data (even the construction cost is required). High and large big data system), it is not easy to accurately identify the wear/age/safety status of the vehicle's power system; the method provided by the present invention can be used for direct, simple and low cost only by one or two data. Diagnose the performance of the rotating working power or transmission components of the vehicle. If the historical difference is too large, or the historical difference is too large from the historical actual value, the user/traffic/insurance formula can be used to identify the vehicle intuitively. Wear/or aging/or safety conditions of rotating working power or transmission components.

Further, in the processing method (#1), the source power parameter in the calculation based on the vehicle motion balance calculation is any one or more of a motor driving parameter and an electric power parameter of the back end.

30. Further, in the processing method (#1), the processing method of the vehicle data further includes: acquiring and outputting and/or saving a value of a power transmission condition correlation factor of the measurement object.

Implementation details of the technical solution: acquiring and outputting and/or saving the value of the power transmission condition correlation factor of the measurement object, and generating a history correlation factor value; according to the obtained history, the correlation factor value, the history difference value, and the history Record the original value, the historical value of the historical record to establish a comprehensive history database;

When the vehicle is running, the values of different power transmission condition correlation factors may cause different values of the values of the vehicle operating parameters participating in the vehicle motion balance calculation, which may cause the calculated joint operation values or/and reference data to change. Further, the judgment result of the power transmission abnormality may be changed; a power transmission condition correlation factor database having one or more power transmission condition correlation factors is established, and the parameters of the database may be arbitrarily set by the user, arbitrarily tailored, and arbitrarily expanded. ;

The adjustment and adjustment power transmission abnormality determination data of the present invention comprises directly adjusting power transmission abnormality determination data, such as reference data, joint operation value, determination result of power transmission abnormality, etc.; and also includes adjusting vehicle operating parameters by participating in vehicle motion balance calculation. The value of the indirect adjustment of the power transmission abnormality determination data;

For example, different road gradients, different longitudinal speeds, and different vehicle conditions may cause the rolling resistance coefficient of the vehicle to change, which may result in a change in the joint operation value and reference data of the vehicle motion balance calculation including the rolling resistance coefficient, thereby causing power transmission. The abnormal judgment result changes; for example, the vehicle may float when the vehicle speed is higher. Like the aircraft principle, the vehicle may generate air lift and cause the rolling resistance coefficient value (or the gravity of the vehicle mass) to change; therefore, it is possible to establish the road gradient and the longitudinal direction. The association table of the speed, the vehicle condition index and the rolling resistance coefficient (or the gravitational acceleration g value) participates in the vehicle motion balance calculation with the adjusted parameter value, thereby indirectly adjusting the power transmission abnormality determination data;

For example, when the good condition of the vehicle is high, or when the road condition is high, or when the good condition is high, the absolute value of the difference in the power transmission condition can be reduced to improve the monitoring sensitivity; otherwise, if the good condition is low, or the road is good. When the index is low, or when the good load index is low, the absolute value of the difference in power transmission condition can be increased to reduce the false alarm rate; if the negative longitudinal acceleration exceeds a certain threshold (such as when the vehicle is decelerating rapidly), The judgment result of the abnormality of power transmission is directly set to the abnormality of power transmission; the beneficial significance of this scheme: the power transmission abnormality judgment data is adjusted according to the value of the correlation factor of different power transmission conditions, which can be different When the vehicle condition, road condition, load condition, position, vehicle quality, source dynamic parameters, and system operation parameters are used, the parameter calculation accuracy, power transmission abnormality monitoring sensitivity, and false alarm rate are improved.

The beneficial effects of the technical solution: establishing a comprehensive associated history database helps to further improve the accuracy of the setting of reference data required for power transmission status judgment, and facilitates the improvement of power transmission abnormality monitoring sensitivity.

Preferably, 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 tracked vehicle, an electric vehicle, a fuel cell powered vehicle, A motorcycle, a two-wheeled vehicle or a tricycle with a power system, any one of the aircraft that operates on land and whose air lift is lower than a preset threshold or whose longitudinal speed is lower than a preset value.

The invention also provides

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 a result calculated based on a vehicle motion balance calculation formula; the vehicle motion balance calculation formula a formula for describing the balance between the dynamic direction of the vehicle in the running direction and the associated resistance or a variant thereof; the relevant resistance includes any one or any of rolling resistance, slope resistance, shift resistance, and wind resistance; When measuring parameters and/or any one of the vehicle operating parameters other than the preset parameters and/or the system inherent parameters, the related data of the measuring object is also acquired;

When the measured object is any one of the vehicle operating parameters except the unmeasurable parameter and/or the preset parameter and/or the system inherent parameter, the related data of the measuring object is also acquired, and the joint is An operation value and the related data output;

When the measured object is any one of the vehicle operating parameters except the unmeasurable parameter and/or the preset parameter and/or the system inherent parameter, the related data of the measuring object is also acquired, and the joint is The calculated value and the related data are saved.

The fourth technical problem to be solved by the present invention is to provide a simple technical solution for monitoring vehicle overload;

The invention provides a monitoring method for controlling overload of a vehicle by a power device, and the monitoring method comprises the steps of:

A. acquiring a joint operation value of the vehicle mass of the vehicle, the joint operation value being calculated based on a vehicle motion balance calculation formula; determining, according to the acquired joint operation value and a vehicle maximum load safety permission value of the vehicle Whether the vehicle is overloaded;

B. Perform any one or more of the following B1, B2, and B3 treatments:

B1. If the judgment result includes yes, the set overload processing mechanism is started;

B2. outputting the judgment result;

B3. Save the judgment result.

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 a combination of rolling resistance, slope resistance, shift resistance, and wind resistance;

In general, the value of any one or more of the road surface gradient θ, the rolling resistance coefficient f, and the road condition-related rolling resistance component fr included in the input parameter in the vehicle motion balance calculation formula may be based on the Acquisition of position information of the road or acquisition of sensor measurement data;

The monitoring method is started after starting up or receiving a manual receiving operation instruction. In the present invention, 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. In the working mode initiated after receiving the manual operation instruction, the operation instruction is used to control the start of operation of the monitoring method, and the operation button, touch screen or other mobile electronic device (such as mobile phone) in the vehicle is subjected to artificial action. Produced after the operation.

Further, in the monitoring method, 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.

Further, in the monitoring method, when the source 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, and an engine load. Report any one or more parameters in the data.

Further, in the monitoring method, when the vehicle is in an unsteady driving state, the current monitoring is invalidated or the current judgment is cancelled. Breaking the process or canceling the result of the judgment; wherein, when at least one of the source power parameter, the mechanical type comprehensive running force, and the speed of the vehicle is less than a preset threshold, or the power running condition of the vehicle is the power device braking In the state, the vehicle is in an unsteady driving state.

The beneficial effects of the technical solution are as follows: the prior art research on the unsteady driving state of the vehicle is still in a blind zone, because the vehicle must often enter the deceleration or downhill process, often enters the unstable driving state, so the identification of the vehicle is unstable. It is very necessary to drive the state and shield the monitoring in this state. Otherwise, the false alarm rate of the monitoring system will be greatly increased, resulting in monitoring failure.

27. The present invention also provides a vehicle overload monitoring system, the monitoring system includes a joint operation value acquisition module (1), an overload determination module (2); the monitoring system further includes an overload processing module (3), an output module (4) saving any one or more of the modules (5);

The saving module (5) is configured to: save the determination result of the overload determination module (2). .

The monitoring system further includes a startup module, which is used for starting the self-starting or receiving the manual receiving operation instruction, and then starting other working modules in the monitoring system to start the work. The specific function corresponds to the above monitoring method, and the specific monitoring method may be referred to.

Description of the implementation of this technical solution:

The technical solution and the foregoing monitoring method and system for controlling the operation of the vehicle by the power device have partially the same technical features, and the solution for acquiring the joint operation value of the measurement object of the vehicle in the foregoing technical solution includes the The solution for obtaining the joint operation value of the vehicle mass of the vehicle in the technical solution, the joint operation values of the two are calculated based on the vehicle motion balance calculation formula; the invalidity of the invention includes stopping the calculation and stopping the parameter acquisition at any position. Any one or more of the processing methods, such as aborting the judgment, or invalidating the judgment result.

However, in the subsequent steps, the overload judgment of the technical solution and the judgment of the power transmission condition of the foregoing technical solution have essential and significant differences;

The purpose of the overload judgment is as follows: to determine whether the person/item contained in the vehicle is overweight;

Technical solution for overload judgment: the setting method of the reference: according to the legal load capacity of the vehicle, that is, a certain safety limit threshold setting judgment criterion; the specific trigger mode: as long as the vehicle mass exceeds 1.0 times the maximum legal load of the vehicle, the alarm is activated;

Output action of overload judgment: Output overload signal to remind the passenger to reduce the quality of the carrier/item.

Effect of Overload Judgment on Power Transmission Condition Fault Identification: As in the typical situation shown in the background description of the present invention, abnormal wear or deformation/running resistance increase/efficiency change occurs when the rotating working power or transmission component of the vehicle is in high speed operation Low time, such as a vehicle The quality joint operation value is changed from 4 to 6 people/480KG/vehicle power transmission status is serious. Failure/continuation may cause serious and unpredictable safety accidents (including broken shaft, car crash, etc.)/ urgent need for warning treatment, vehicle The overload system will report: normal / not overloaded; when the 3-person crash/vehicle quality joint calculation value becomes 80KG, the vehicle's overload system will also report: normal / not overloaded. Therefore, the conventional overload system is almost ineffective in monitoring and protecting the vehicle power transmission abnormality (especially power transmission failure).

The power transmission condition abnormality judgment of the present invention;

Power transmission status judgment purpose: to identify the vehicle's power or the operation of the transmission system is abnormal or even faulty;

The setting method of the reference data for the judgment of the power transmission condition: the power transmission status identification value is required to be as close as possible to the actual value of the vehicle mass, and the value can follow the flexible deviation of the actual vehicle mass value; the power transmission status identification value can be much smaller than the maximum legal load of the vehicle. The weight can also be greater than the maximum legal load of the vehicle; if the vehicle is working at 1.5 times the rated load for a short period of time, the power transmission condition identification range can be set between 1.4 and 1.6 times the load value; and the fixed and limit type vehicle can be the maximum legal load. The weight setting benchmark is completely different.

The beneficial effects of the technical solution: the overload monitoring of the vehicle has no effect on the abnormal monitoring of the power transmission, but the overload is also one of the important incentives for the safety of the vehicle. When the vehicle is overloaded, the control performance is deteriorated, the braking effect is poor, and the overload is overloaded. It is easy to damage; the technical solution provides an automatic overload protection system without manual intervention, which can automatically monitor the overload and issue a voice prompt alarm, and can also transmit the alarm information to the network system, thereby facilitating the personnel or institutions related to the operation of the vehicle ( Such as driver and passenger, operation management, traffic police, fault diagnosis center) timely detection of overloaded safe operation hidden dangers, to ensure the safety of the vehicle; better than the existing manual calculation of the number of passengers or scale weighing quality of the overload monitoring program; especially Monitoring overload with low-cost, easy-to-measure motor drive parameters is a significant advance over the prior art.

Because the use of electrical power parameters, especially motor drive parameters, is generally a technology known in the power electronics industry, which facilitates low-cost, high-precision measurement and acquisition; vehicle motion balance calculation, which belongs to the industry technology of vehicle vehicle operation control; The overload monitoring is usually in the scope of vehicle operation management (basically related to technology, usually by manual visual observation); the inventive combination of electrical power parameters, especially motor drive parameters and vehicle motion balance calculation, and thus overload monitoring phase The combination is of great significance for the operation management of vehicle overload.

The invention also provides a method (#2) for processing the condition of the vehicle, which is convenient for solving the following problem: when the measurement object is an unmeasurable parameter and/or a preset parameter and/or a system inherent parameter in the vehicle operating parameter. At any time, even if the joint operation value of the measurement object has been obtained, the non-professional or non-professional equipment is often unable to judge the quality of the vehicle based on the joint operation value; when the measurement object is in addition to the unmeasurable parameter and/or Set any parameter (such as acceleration, torque, etc.) of the vehicle operating parameters other than the parameters and/or system inherent parameters, even if the difference between the joint operation value of the measured object and the actual value of the measured object has been obtained, but the non-professional Personnel or non-professional equipment often cannot judge the quality of the vehicle based on the difference data; non-professional or non-professional equipment can often only be used in a specific maintenance and repair location, or in a joint operation value that can identify the measured object (or based on calculation The difference data of the joint calculation value of the object is calculated according to the professional or professional equipment guidance of the correspondence between the good or bad conditions of the vehicle. After a major safety accident has occurred, it can be known whether the condition of the vehicle is good or bad. Non-professionals cannot monitor the condition of the vehicle in real time or online during the operation of the vehicle, which is not conducive to avoiding the outbreak of major safety accidents;

A method for processing vehicle conditions (#2),

Further, the foregoing 20A1 solution further includes: acquiring reference data of the measurement object; outputting and/or saving the reference data of the measurement object; that is, the solution is integrated into 30A1: the measurement object is unmeasurable in the vehicle operation parameter And performing any one of a parameter and/or a preset parameter and/or a system intrinsic parameter, obtaining a joint operation value of the measurement object and reference data of the measurement object, and performing a joint operation value of the measurement object and reference data of the measurement object Processing: outputting and/or saving; identifying condition information of the vehicle; the joint operation value is a result calculated based on a vehicle motion balance calculation formula;

Preferably, the output is output on a human-machine interface of the in-vehicle electronic device and/or the portable personal consumer electronic product; it is more convenient for the non-professional or non-professional device to recognize the condition of the vehicle during real-time driving of the vehicle;

Further, the foregoing 20A2 solution further includes: acquiring reference data of the measurement object; outputting and/or saving the reference data of the measurement object; that is, the solution is integrated into 30A2: the measurement object is any one of vehicle operation parameters. a method of acquiring a joint operation value of the measurement target, reference data of the measurement target, and reference data of the measurement target, and performing the joint operation value of the measurement object, the reference data of the measurement target, and the reference data of the measurement target as follows Processing: outputting and/or saving; identifying condition information of the vehicle; the joint operation value is a result calculated based on a vehicle motion balance calculation formula; the reference data is preferably a calibration value or an actual value; when the measurement object is a vehicle operation When any of the unmeasurable parameters and/or pre-settable parameters and/or system-specific parameters in the parameters, the reference data is preferably a calibration value; obviously, the 30A2 scheme is particularly suitable for: the measurement object is a non-measurable parameter and/or Or any of the vehicle operating parameters other than the parameters and/or system inherent parameters may be preset, the reference data Preferably the actual value of; the present invention, the output statement refers to the plurality of data are output together with the storage means statement with a plurality of data are stored;

Alternatively, another technical solution 30A3 may be obtained according to the same principle of 30A1: the measurement object is any one or more parameters of the unmeasured parameter and/or the preset parameter and/or the system inherent parameter of the vehicle operation parameter, and the measurement object is obtained. And the joint operation value and the reference data of the measurement object, and the condition information of the vehicle is identified according to the joint operation value of the measurement object and the reference data of the measurement object; the joint operation value is a result calculated based on a vehicle motion balance calculation formula; The reference data is preferably a calibration value;

Alternatively, another technical solution 30A4 may be obtained according to the same principle of 30A2: the measurement object is any one of vehicle operation parameters, and the joint operation value of the measurement object and the reference data of the measurement object and the reference data of the measurement object are obtained according to The joint operation value of the measurement object and the reference data of the measurement object and the reference data of the measurement object identify the situation information of the vehicle; the reference data is preferably a calibration value or an actual value; obviously: the 30A4 solution is particularly suitable for: calculating The object is any one of vehicle operating parameters other than the unmeasurable parameter and/or the preset parameter and/or the system inherent parameter, and the reference data is preferably an actual value;

In the above 30A2 and 30A4 schemes, how to identify the situation information of the vehicle based on the joint operation value of the measurement object and the reference data of the measurement object and the reference data of the measurement object, and the typical solution is: according to the joint operation value of the measurement object The reference data of the measurement object may obtain a difference, and the situation information of the vehicle is identified according to the difference value and the reference data of the measurement object; the difference between the joint operation value of the measurement object and the reference data of the measurement object may also be referred to as Calculated based on the joint operation value of the measured object Difference data; when the measurement object is any one of vehicle operation parameters other than unmeasured parameters and/or preset parameters and/or system inherent parameters, the reference data is preferably an actual value; when the measurement object is a vehicle operation When any one of the unmeasurable parameters and/or the preset parameters and/or the system inherent parameters in the parameter, the reference data is preferably a calibration value;

In any one of the above 30A1, 30A2, 30A3, and 30A4, 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 describing a balance between a vehicle dynamic direction and a related resistance in a running direction or a formula of the deformation; 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, and wind resistance, or Including rolling resistance, slope resistance, shifting resistance, and wind resistance;

In any one of the above embodiments 30A1, 30A2, 30A3, and 30A4, the identification refers to determining or calculating or indicating; the condition information of the vehicle, in particular, the status information of the power system of the vehicle, and further, the vehicle to be monitored. The status information of the power transmission component; the condition, especially the safety condition or the health condition, may also refer to the working condition or the operating condition; the type of the measurement object, the joint operation value of the measurement object, the actual value, the calibration value, etc. Refer to the description and definitions elsewhere in this document;

In any of the above embodiments 30A1 and 30A3, the reference data refers to a joint operation value used with the measurement object to identify the vehicle. The data of the status information of the vehicle; in any one of the above 30A2 and 30A4, the reference data refers to data for identifying the condition information of the vehicle in cooperation with the joint operation value of the measurement object and the reference data of the measurement object; Reference data, that is, data for identifying the condition information of the vehicle with the difference data calculated based on the joint operation value of the measurement object; the reference data may also be referred to as the third data; the reference data may pass a limited experiment, artificial The trial and error method is known; the specific value of the data can be known and set by non-creative persons by those skilled in the art;

The meaning of any of the above 30A1, 30A2, 30A3, 30A4: it is convenient for non-professionals to directly and intuitively identify the condition of the vehicle, which has great practical significance; the meaning of any of the above 30A1, 30A2, 30A3, 30A4 It can be used to better solve the following problem: when the measurement object is any one of the unmeasured parameters and/or the preset parameters and/or the system inherent parameters in the vehicle operating parameters, even if the joint operation value of the measurement object has been obtained, Non-professional or non-professional equipment is often unable to judge the quality of the vehicle based on the joint calculation value; when the measurement object is a vehicle operation parameter other than the unmeasurable parameter and/or the preset parameter and/or the system inherent parameter Any parameter (such as acceleration, torque, etc.), even if the difference data calculated based on the joint operation value of the measurement object has been obtained, the non-professional or non-professional equipment often cannot judge the quality of the vehicle based on the difference data. Non-professional or non-professional equipment can often only be used in specific repair and maintenance locations, or in conjunction with the calculated value of the calculated object (or base) The difference data calculated by the joint operation value of the measurement object) can be known if the vehicle condition is good or if a major safety accident has occurred in cooperation with the professional or professional equipment of the vehicle in good or bad correspondence. Bad, non-professionals can't monitor the condition of the vehicle in real time or online during the running of the vehicle, which is not conducive to avoid the outbreak of major safety accidents. In the present invention, the non-professionals refer to the joint operation value that cannot identify the measured object (or A person who calculates the correspondence between the difference data of the calculated object and the vehicle's condition; for example, most of the ordinary passengers are non-professionals; non-professional equipment refers to the combination of the unidentifiable objects. A device for calculating a correspondence between a calculated value (or a difference data calculated based on a joint operation value of a measurement object) and a good or bad vehicle condition; in the present invention, a definition of a non-professional and a professional can be known by a person skilled in the art; The definition of professional equipment and professional equipment can be known by those skilled in the art;

In any one of the foregoing 30A1, 30A2, 30A3, and 30A4, the status information is status information that can be directly recognized; the directly identifiable status information can also be understood as non-professional identifiable status information or non-professional equipment. Identifiable status information; status information that cannot be directly identified refers to status information that is not recognized by non-professionals or status information that is not recognized by non-professional equipment; for example, when the information is: the joint operation value of acceleration is 0.01 and the actual value of acceleration For 0.02, non-professional and non-professional equipment often cannot use this information to identify the condition of the vehicle; if processed in any of 30A1, 30A2, 30A3, and 30A4, the status information of the vehicle is obtained as level information (for example, A or B or C); non-professional or non-professional equipment can use this level information (such as A or B or C) to easily identify the condition of the vehicle; especially for non-professional or non-professional equipment in the vehicle Identifying the condition of the vehicle during real-time driving is of great significance to safety. The directly identifiable condition information may be information that the occupant can directly recognize the condition of the vehicle through at least one of visual, auditory, and tactile;

The identification of the condition information of the vehicle can be different from the simple and abnormal classification of the vehicle condition, and can be different from the simple state of the vehicle condition into two states: normal and fault; because in many cases, even the performance of the vehicle power system Lower, the car is not good, However, it cannot be attributed to the fault state or the abnormal state; all, it is necessary to identify the condition information of the vehicle, so that the user can easily evaluate and judge the condition of the vehicle; the decision right and the right to know are delivered to the user; for the user The solution is of great significance; the invention can be used for the vehicle to calculate the data characterizing the health of the vehicle in the event of a failure, to inform the driver or to perform an analysis process by transmitting to a remote processing center. The invention can also be applied to the vehicle, after the fault occurs and can still travel, the data representing the health status of the vehicle can be calculated to inform the driver of the degree of failure of the vehicle or by analyzing and processing the transmission to a remote processing center. The degree of failure of the vehicle.

In any one of the above aspects 30A1, 30A2, 30A3, and 30A4, the status information of the vehicle is status information that can be directly recognized; preferably, a level or ratio describing the condition of the vehicle; the ratio is preferably a percentage; the ratio can be described by a numerical value, It can also be described by graphic information such as a progress bar and a pointer map; when the status information of the vehicle is a level, the reference data is preferably a preset range; in the 30A1 and/or 30A3 scheme, the level is usually a joint operation value of the measurement object. The data obtained by comparing and judging the range defined by the reference data of the measurement object; in the 30A2 and/or 30A4 scheme, the rank is usually the difference data calculated based on the joint operation value of the measurement object and the reference by the measurement object The data defined range is compared with the data obtained after the judgment process;

When the condition information of the vehicle is a ratio, the reference data is preferably a certain reference value, preferably an actual value or a calibration value or a joint operation value; the reference data may also be other data, which may be used to cooperate with the condition for identifying the vehicle. Information; in the 30A1 and/or 30A3 scheme, the ratio is usually the data obtained by dividing the joint operation value of the measurement object and the reference data of the measurement object; in the 30A2 and/or 30A4 scheme, the ratio is usually based on The difference data obtained by the joint operation value of the measurement object (that is, the difference between the joint operation value of the measurement object and the reference data of the measurement object) and the reference data of the measurement object are subjected to the division processing;

Conventional, grade or ratio can be understood as data obtained after processing with reference data of a measurement object; the processing is usually a comparison processing or a division processing;

There is also a case where the processing link is not used; in the 30A1 and/or 30A3 scheme, the reference data of the measurement object that is output together and/or saved together in a certain space or a certain system and the joint of the measurement object The calculated value may also be regarded as a condition information of the vehicle; in the 30A2 and/or 30A4 scheme, the reference data of the measurement object that is output together and/or saved together in a certain space or a certain system and based on The difference data calculated by the joint operation value of the measurement object can also be regarded as a status information of the vehicle; the status information of the two types of vehicles can be understood as pre-processing data; that is, the data is not referenced to the measurement object. The data is subjected to comparison processing or division processing; saving and/or outputting pre-processing data helps to visually identify the vehicle condition by manual means;

Obviously, according to those skilled in the art, in any of the above 30A1, 30A2, 30A3, and 30A4, the level refers to a limited level of not less than 2 or a limited level of not less than 3; The number is preferably a natural number or a positive integer or a character; the level can be described by a vocabulary that is easy for non-professionals to understand, the number of levels being 2 or 3 or 4 or more; the smaller the number of levels, the simpler the system, the more the number The finer the distinction between the conditions of the vehicles, the better each;

For example, the number of levels described in the method of treating the condition of the vehicle is 2; for example, A and B may be used, or 1 and 2 may be used, or Inferior, or use the upper and lower, or use I and II, or use the combination of upper and lower data to sequentially represent the status information of the vehicle;

For example, the number of levels described in the method of treating the condition of the vehicle is 3; for example, A and B and C, or 1 and 2 and 3, or superior and inferior, or upper and lower, Or use the data in combination of I and II and III, or with green and yellow and red colors, or with three different sound signals, etc. to sequentially represent the condition information of the vehicle;

For example, the number of levels described in the method of treating the condition of the vehicle is 4; for example, A and B and C and D, or 1 and 2 and 3 and 4, or superior and sub-optimal and sub-ferior, Or using upper and upper middle and lower middle and lower, or combination of I and II and III and IV to indicate the condition information of the vehicle;

In other embodiments of the present invention, the ratio may also be indicated by a continuous progress bar or a pointer map;

Generally, in each combination, the previous description indicates that the vehicle condition is at a better level than the later description; of course, in each combination, a better level indicating the condition of the vehicle is specifically described by the front description or the backward description. , can be arbitrarily designated by the system or user, or interchanged, so as to be understood by non-professionals; for example, B can also indicate that the vehicle condition is better than the vehicle condition indicated by A, etc.;

For a typical implementation of the above 30A1, 30A3 scheme, see the processing method 1 described below:

Processing method 1: when the measurement object is any one of an unmeasurable parameter and/or a preset parameter and/or a system inherent parameter, the joint operation value of the measurement object and the reference data are used to identify the condition information of the vehicle; The joint operation value of the measurement object is compared with the reference data. If the joint operation value of the measurement object is within a certain range defined by the reference data, the vehicle condition is set to a certain level; if the measurement object is When the joint operation value is outside a certain range defined by the reference data, the vehicle condition is set to another level; one of the preferred objects of the measurement object is the efficiency coefficient, especially the efficiency of the power system as a whole or the power to be monitored. Efficiency of the transmission component; for example, the range 1 of the reference data is a value range greater than or equal to 95%, the range 2 of the reference data is a value range less than 95% and greater than 90%, and the range 3 of the reference data is less than or equal to 90% The value range, when the efficiency coefficient is within the range 1 of the reference data, the vehicle condition is set to A or 1 or superior or upper level; when the efficiency coefficient is in reference data When the range is within 2, the vehicle condition is set to B or 2 or normal or medium level; when the efficiency coefficient is within the range 3 of the reference data, the vehicle condition is set to C or 3 or worse. Or the lower level; the second preferred object of the measurement object is the rolling resistance coefficient f, especially the rolling resistance coefficient component fc related to the vehicle; for example, the range 1 of the reference data is a value range less than or equal to 0.01, and the range of the reference data is 2 For a range of less than 0.015 and greater than 0.01, the range 3 of the reference data is a range of values greater than or equal to 0.015; when fc is within the range 1 of the reference data, the vehicle condition is set to A or 1 or superior or Upper level; when fc is within the range 2 of the reference data, the vehicle condition is set to B or 2 or normal or medium level; when fc is within the range 3 of the reference data, the vehicle condition is set Set to C or 3 or inferior or lower grade;

For a typical implementation of the above 30A2, 30A4 scheme, see Example 1, Process 2 of Process Method 2 below:

Example 1 of Processing Method 2:

When the measured object is the total mass m2 of the vehicle, the joint operation value m2__cal of the total mass m2 of the vehicle and the actual value m2_org as the reference data are acquired, and the range 1 of the reference data is a value range of less than or equal to 100 KG, and the reference data Range 2 is a range of values less than 200KG and greater than 100KG, and range 3 of the reference data is a range of values greater than or equal to 200KG; When the absolute value (|m2__cal-m2_org|) of the difference between the joint operation value (m2__cal) and the reference data (m2_org) of the measurement object is within the reference data range 1, the vehicle condition is set to A or 1 Or superior or superior; when the absolute value of the difference between the joint operation value (m2__cal) of the measurement object and the reference data (m2_org) of the measurement object (|m2__cal-m2_org|) is within the reference data range 2, The vehicle condition of the vehicle is set to a B or 2 or a normal cargo grade; an absolute value of the difference between the joint operation value (m2__cal) of the measurement object and the reference data (m2_org) of the measurement object (|m2__cal-m2_org|) When the reference data range is within 3, the vehicle condition is set to C or 3 or inferior or lower level;

Example 2 of the processing method 2: When the measured object is the motor torque T in the source dynamic parameter, the joint operation value T__cal of the motor torque T in the same time period and the actual value T_org as the reference data acquired by the actual measurement method are acquired, The range 1 of the reference data is a value range smaller than or equal to 20N.M, the range 2 of the reference data is a value range smaller than 50N.M and larger than 20N.M, and the range 3 of the reference data is a value range greater than or equal to 50N.M. When the absolute value (|T__cal-T_org|) of the difference between the joint operation value (T__cal) of the measurement object and the reference data (T_org) of the measurement object is within the reference data range 1, the vehicle condition is set Set to A or 1 or superior or upper rank; the absolute value (|T__cal-T_org|) of the difference between the joint operation value (T__cal) of the measurement object and the reference data (T_org) of the measurement object is in the reference data range 2 When the vehicle condition is set to B or 2 or normal or medium level; the absolute value of the difference between the joint operation value (T__cal) of the measurement object and the reference data (T_org) of the measurement object (| T__cal-T_org|) when the reference data range is within 3, the vehicle status 3 or as C or lower or inferior level;

Similarly, with reference to Examples 1, 2 of the above processing method 2, parameters to be measured and/or measurable parameters and/or vehicle quality and/or source dynamic parameters and/or mechanical operating parameters and/or mass changes may also be used. Any other parameter in the quality of the type of article is used as a measurement object (for example, using longitudinal velocity and longitudinal acceleration as measurement targets), and setting status information of the vehicle;

When the measurement object is any one of the unmeasured parameter and/or the preset parameter and/or the system intrinsic parameter, the calibration value of the measurement object is preferably used as the reference data, and the examples 1 and 2 of the processing method 2 are referred to. Setting status information of the vehicle vehicle;

In general, the absolute value of the difference between the joint operation value of the measurement object and the reference data of the measurement object tends to be large, indicating that the vehicle condition tends to be bad;

In the above method, the reference data is set to a certain range; there are more feasible ways, for example, the reference data is set to a base number 3, which can be used to identify the status information of the vehicle, and select the status information that can be used to identify the vehicle. The calculation rule identifies the condition information of the vehicle; referring to the example 1 of the processing method 2 described above, the absolute value of the difference between the joint operation value of the measurement object (for example, m2__cal) and the reference data of the measurement object (for example, m2_org) (for example) |m2__cal-m2_org|) Divided by the base 3 (for example, set to 100KG), rounded up, and the result is directly used as the status information of the identified vehicle; the same level information of ABC or 123 can be directly obtained.

Further, that is, in the processing method (#2), any one of the vehicle quality, the system inherent parameter, and the quality-changing item quality is used as a measurement object; or in a vehicle operating parameter other than the longitudinal acceleration Any one of the parameters is used as the measurement object; or any one of the vehicle operating parameters other than the source dynamic parameter is used as the measurement object; or any one of the vehicle operating parameters except the longitudinal acceleration and/or the source dynamic parameter The parameter is used as the measurement object;

Corresponding to a processing method (#2) of a vehicle condition, the present invention provides a processing system (#2) for a vehicle condition,

The system can be used to implement any one or more of the above 30A1, 30A2, 30A3, 30A4; further, the processing system (#2) can also implement any one or more of the processing methods (#2).

Because modern vehicles have mature power control devices, central controllers, navigation systems, and network transmission systems; they have mature software and hardware platforms, power control devices with mature source dynamic parameter measurement systems, and mature in-vehicle human-computer interaction interfaces ( Display or voice mode);

Therefore, the present invention provides a monitoring method for controlling a running time of a vehicle by a power device, and a monitoring method for overloading a vehicle, which can be operated in a separate device or integrated into an existing central controller or power control device. Or run in a navigation system, or other in-vehicle electronic device.

Therefore, the present invention provides a monitoring system for controlling a running state of a vehicle by a power device, and a monitoring system for overloading the vehicle, which can be used as an independent device or integrated into an existing central controller or power control device. Or in navigation systems, or other in-vehicle electronic devices.

Because the prior art can facilitate the transmission of the parameter network, all the above technical solutions provided by the present invention can also be completely used in various wired or wireless mobile 3G, 4G networks, the Internet, the Internet of Things, the Internet of Vehicles, the traffic police network center, It is implemented in the operation management center, vehicle fault diagnosis center, GPS network, in-vehicle network, and local area network (such as various network clouds). The technical solution of the present invention is implemented by a network system, and can be applied to network monitoring of a manned vehicle or network monitoring of an unmanned intelligent vehicle.

The technical solution provided by the invention can basically be realized under the condition that the new hardware cost is far lower than the vehicle manufacturing cost, and the safety running coefficient of the vehicle can be greatly improved, the life and property safety of the vehicle occupant can be guaranteed, and the traffic police and operation can be reduced. Department management costs.

The threshold value of the present invention may also be referred to as a threshold value, and the two have the same meaning in the present text, and the two are equivalent;

The technical solution provided by the present invention is not only applicable to vehicles; it can also be directly applied when an aircraft (such as a flightable vehicle, etc.) operates in a vehicle mode on land; or when an aircraft (such as a jet aircraft, a piston aircraft, etc.) is in use Running on low speed on land and the longitudinal running speed is lower than a certain amplitude, and the generated air lift is lower than a preset threshold (such as 5-10% of the weight of the aircraft), and the aircraft is regarded as the vehicle according to the present invention, that is, the vehicle For an aircraft operating on land and whose air lift is lower than a preset threshold or the longitudinal speed is lower than a preset value, the power device of the aircraft is regarded as the power device of the present invention, and the dynamic parameters of the aircraft are taken as the present invention. Source power parameter, the mass of the aircraft is taken as the vehicle mass according to the present invention, and the remaining system operating parameter setting methods can be referred to the method of the present invention (the road gradient θ is generally smaller and the road surface is flatter when the aircraft takes off); The joint operation value of the measured object is calculated according to the principle of vehicle motion balance; the source power parameters of the aircraft can be multiplied by the aforementioned source dynamic parameters. In addition to the collection mode, a pressure sensor or a flow sensor may be disposed at a position after the engine nozzle, and the driving force signal of the engine output is calculated by the sensor signal; the fuel consumption rate and the engine may also be collected in the fuel supply system of the engine and the engine. Internal air pressure or combustion gas pressure, etc.; adopting the technical scheme of the invention to facilitate the monitoring of power transmission status when the aircraft is running at low speed on land Whether it is normal, once an abnormality is found, the power transmission abnormal warning signal can be issued before the aircraft is launched, and the power transmission abnormality processing mechanism (such as troubleshooting the cause of the abnormality, the cause of the fault, refusing to take off, etc.) is started; the abnormality is found on the ground, and the fault is found only after the aircraft is in the sky. (may cause the machine to be destroyed), which is of great value to the safe operation of the aircraft.

The research of data itself is an important scientific subject; the world of the future and the world of the Internet are the world of data; one of the essences of the so-called big data illustrates the importance of studying various key types of data;

Vehicle motion balance calculation can be regarded as a unique data in itself;

In the prior art, there is a lack of research on the impact of "vehicle motion balance calculation" on vehicle operation safety; prior art, data that can participate in vehicle motion balance calculation, especially data of system inherent parameters (especially efficiency therein) Coefficients, rolling resistance coefficient) have insufficient research on the safety of vehicle operation; the prior art, even for vehicle quality, has insufficient research on the influence of the data characteristics of whether the amplitude is fixed in different operating processes on vehicle operation safety; Therefore, the prior art cannot construct a complete and automatic power transmission monitoring system;

The invention deeply studies the relationship between "vehicle motion balance calculation" and "vehicle operation safety", and builds various monitoring systems or processing systems based on the data acquired by "vehicle motion balance calculation" as a key technical means, thereby realizing A major breakthrough in vehicle safety technology; this is also an important creative point of the invention;

The invention makes an in-depth study on "vehicle motion balance calculation" and "vehicle operation safety", and proposes to take a certain parameter as a calculation object, and obtain the data obtained by "vehicle motion balance calculation" (joint operation value), and different ways or Comparing the reference data set at different times to determine whether the vehicle's power transmission status is abnormal, as a key technical means to build a monitoring system, thereby achieving a major breakthrough in vehicle safety technology; this is also an important idea of the present invention. Create a point;

The invention studies the influence of the data in the vehicle motion balance (especially the inherent parameters of the system) on the operation safety of the vehicle, and deeply studies the scientific law therein; and proposes to construct the monitoring system by using the inherent parameters of the system as the measurement object as a key technical means, thereby A major breakthrough in the realization of vehicle safety technology; this is also an important creative point of the idea of the invention; using different parameters as the measurement object will lead to a huge difference in actual effect; it is beneficial if the acceleration is used as the measurement object for safety monitoring Because of the high-speed rail vehicle, most of the time is running at a constant speed (for example, 300 km / h), that is, the acceleration is close to zero. At this time, the measurement accuracy of the acceleration is very low, which will lead to the subsequent safety effect is very bad;

Even when the vehicle quality is also used as the measurement object, the data characteristics of whether the amplitude is fixed in different running processes are deeply studied; according to the different data characteristics, different technical solutions for setting the reference value are formulated; Complete and automatic power transmission abnormal monitoring system, thus achieving a major breakthrough in vehicle safety monitoring technology; this is also an important creative point of the inventive idea;

The same is based on the source dynamic parameters in the vehicle motion balance calculation calculation, and the data characteristics of the motor drive parameters, non-motor drive parameters (in terms of acquisition path, acquisition cost, parameter sensitivity, accuracy, etc.) are studied in depth; The motor drive parameter is used as the source power parameter in the calculation of vehicle motion balance, which brings about a significant improvement in performance such as cost, sensitivity, and accuracy. That is, a major breakthrough in the vehicle safety monitoring system (cost performance, sensitivity, accuracy); this is also an important creative point of the inventive idea;

The invention develops a set of scientific reference values (such as actual measurement mode, self-learning mode, calibration method) according to the influence of data of a plurality of different characteristics on vehicle operation safety, thereby constructing a complete and automatic power transmission abnormality. Monitoring system to achieve a major breakthrough in vehicle safety monitoring technology; this is also an important creative point of the invention;

The present invention is directed to an in-depth study of the impact of vehicle-based operational safety calculations based on vehicle motion balance calculations (ie, joint operational values) on different occasions; It is convenient for the vehicle to monitor and monitor the equipment or area of the vehicle, which will significantly improve the safety monitoring performance of the vehicle; this is also an important creative point of the inventive idea;

The invention is directed to calculating the calculated data based on the vehicle motion balance calculation (that is, the joint operation value), and can be used as a historical record value, and one or two data can be used to clearly represent the vehicle safety condition, avoiding useless purposes and no Targeted, confusing big data to measure the cost increase and lack of performance brought by the vehicle safety situation; this is also an important creative point of the inventive idea;

The invention is directed to a variety of data (such as rolling resistance coefficient, road gradient, quality of quality goods, power plant operating conditions, operating environment information, and even the unique point brought by the vehicle mass as a display object in vehicle operation) Data characteristics, in-depth study of the impact of vehicle safety monitoring performance, to propose various optimization programs; this is also an important creative point of the idea of the present invention.

The same as the fuel power parameters, and the data characteristics of cylinder pressure, fuel consumption rate, engine air flow, engine load report data, torque sensor output signal, etc. (in terms of acquisition route, acquisition cost, parameter sensitivity, accuracy, etc.) Research; priority (cylinder pressure, fuel consumption rate, engine air flow, engine load report data) as the source power parameter in vehicle motion balance calculation, resulting in significant improvements in cost, sensitivity, accuracy, etc., ie A major breakthrough in vehicle safety monitoring system (cost performance, sensitivity, accuracy); this is also an important creative point of the idea of the present invention.

And creatively combining these factors with knowledge of completely different fields, such as air lift factors in the field of aircraft, and vehicles operating on the ground in the concept of the present invention, and calculations based on vehicle motion balance calculations, power transmission conditions monitoring, It is also an important creative point to construct the safety monitoring of the aircraft that can be applied to the ground at low speed.

The terms of the nouns, the text descriptions, the calculation formulas, the parameter acquisition methods, the implementation modes, the embodiments, the alternative embodiments, the extended embodiments, and the like can be applied to any one of the preceding and following technical solutions. And the contents of each part can be arbitrarily combined and replaced; for example, the monitoring method of the present application, the calculation method of the joint operation value in the overload monitoring method, the acquisition method, etc., the above-mentioned power transmission condition monitoring method and parameter calculation method can be arbitrarily invoked. In the content.

The above is a further detailed description of the present invention in connection with the specific preferred embodiments, and the specific embodiments of the present invention are not limited to the description. It will be apparent to those skilled in the art that the present invention may be made without departing from the spirit and scope of the invention.

Claims

A monitoring method for controlling a running time of a vehicle by a power device, characterized in that:

Taking any one of the vehicle operating parameters as a measurement object, acquiring a joint operation value of the measurement object of the vehicle, acquiring reference data of the measurement object, and a joint operation value of the measurement object of the vehicle and a reference of the measurement object The data is used to determine whether the power transmission condition of the vehicle is abnormal; 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 formula of the balance between the power and the related resistance of the vehicle in the running direction or a variant thereof; The related resistance includes any one or any of rolling resistance, slope resistance, shift resistance, and wind resistance.
A monitoring method for controlling a running time of a vehicle by a power unit according to claim 1, wherein said monitoring method further comprises the steps of: acquiring operating environment information of said vehicle; The reference data and the operating environment information determine whether a power transmission failure condition in a power transmission abnormality occurs.
A monitoring method for controlling operation of a vehicle by a power unit according to claim 1, wherein when the vehicle is in an unsteady driving state, the current monitoring is invalidated or the current judgment process is cancelled or the current judgment is cancelled. a result; wherein, when at least one of a source power parameter, a mechanical type comprehensive running force, and a speed of the vehicle is less than a preset threshold, or the power plant operating condition of the vehicle is a power unit braking state, the vehicle is at Unsteady drive state.
A monitoring method for controlling a running time of a vehicle by a power unit according to any one of claims 1, 2, 3, wherein

4A1. When the measurement object is any one of the vehicle quality: 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;

or,

4A2. When the measurement object is any one of vehicle operating parameters other than the vehicle mass, the vehicle mass required to calculate the joint operation value is calculated based on the time-first vehicle motion balance.
A monitoring method for controlling a running time of a vehicle by a power unit according to any one of claims 1, 2, 3, wherein said measuring object is a system inherent parameter and/or is a system specific parameter. When any of the external vehicle operating parameters is used, the monitoring method includes any one or more of the following 5A1, 5A2, 5A3, 5A4, and 5A5:

5A1. When the reference data includes or is the second license range, the second license range is within the safe range;

5A2. When the reference data includes or is the first permitted range and the actual value, the sum of the first permitted range and the actual value is within the safe range;

5A3. When the reference data includes or is the first permitted range and the calibration value, the sum of the first permitted range and the calibration value is within the safe range;

5A4. When it is determined whether the power transmission condition of the vehicle is abnormal according to the actual value and the lower limit value set according to the joint operation value, the lower limit value set according to the joint operation value is greater than the minimum value of the safety limit threshold, and / Or the actual value is greater than the minimum value of the safety limit threshold;

5A5. When it is determined whether the power transmission state of the vehicle is abnormal according to the actual value and the upper limit value set according to the joint operation value, 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 safest limit threshold Great value.
The method for monitoring a vehicle when the vehicle is controlled by the power device according to any one of claims 1, 2, and 3, further comprising the steps of:

6A1. If the result of the determination is yes, the set power transmission abnormality processing mechanism is activated;

and / or,

6A2. Output and/or save the result of the determination.
A monitoring method for controlling operation of a vehicle by a power unit according to any one of claims 1, 2, 3, wherein the value of the input parameter of the acquired vehicle is calculated based on the value of the input parameter of the acquired vehicle. The joint operation value is the parameter required to calculate the joint operation value.
A monitoring method for controlling a running time of a vehicle by a power unit according to any one of claims 1, 2, 3, wherein the monitoring method further comprises the following scheme: acquiring a running condition of the power unit, and driving the power The device operating conditions are associated with the calculations.
A monitoring method for controlling a running time of a vehicle by a power unit according to any one of claims 1, 2, 3, wherein the parameter participating in said calculating comprises a quality-variant item quality.
A monitoring method for controlling a running time of a vehicle by a power unit according to any one of claims 1, 2, or 3, wherein the parameter participating in the calculation includes any one of an efficiency coefficient, a rolling resistance coefficient, and a road gradient. One or three parameters.