CN113734136A - Automobile power assembly operation control method and system - Google Patents
Automobile power assembly operation control method and system Download PDFInfo
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- CN113734136A CN113734136A CN202110953133.0A CN202110953133A CN113734136A CN 113734136 A CN113734136 A CN 113734136A CN 202110953133 A CN202110953133 A CN 202110953133A CN 113734136 A CN113734136 A CN 113734136A
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- 238000000034 method Methods 0.000 title claims abstract description 24
- 238000004891 communication Methods 0.000 claims abstract description 27
- 238000004519 manufacturing process Methods 0.000 claims abstract description 14
- 230000001133 acceleration Effects 0.000 claims abstract description 7
- 238000012544 monitoring process Methods 0.000 claims abstract description 4
- 238000003745 diagnosis Methods 0.000 claims description 10
- 230000005540 biological transmission Effects 0.000 claims description 8
- 238000003012 network analysis Methods 0.000 claims description 7
- 230000003213 activating effect Effects 0.000 claims description 3
- 238000012545 processing Methods 0.000 claims description 3
- 238000004088 simulation Methods 0.000 claims description 3
- 238000011161 development Methods 0.000 abstract description 7
- 238000001816 cooling Methods 0.000 description 3
- 230000000712 assembly Effects 0.000 description 2
- 238000000429 assembly Methods 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000012217 deletion Methods 0.000 description 1
- 230000037430 deletion Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
- 230000000087 stabilizing effect Effects 0.000 description 1
- 239000007858 starting material Substances 0.000 description 1
- 238000012549 training Methods 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/02—Control of vehicle driving stability
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/10—Change speed gearings
- B60W2710/1005—Transmission ratio engaged
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Control Of Transmission Device (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
The invention discloses an automobile power assembly operation control method and a system, wherein the control method comprises the following steps of checking the hardware and the connection of a power assembly rack; if the power-on condition is met, powering on the system; closing the anti-theft function of the operation control software of the power assembly of the mass production vehicle; the system is powered up again; clearing a key fault code; and starting the power assembly, and monitoring the running state of the system until the acceleration and the automatic gear shifting of the power assembly can be completed. The control system comprises an engine power assembly controller, wherein the engine power assembly controller is in communication connection with a gearbox controller, a gear shifting lever assembly controller and a vehicle body stability controller through a CAN (controller area network) bus, and the operation of the vehicle power assembly of the assembly rack is controlled by adopting the operation control method of the vehicle power assembly. The method enables the software of the mass production vehicle to normally run in the power assembly rack system, so that the running control software is not required to be independently developed and run with time and labor, and the development and debugging time and cost of the assembly rack are saved.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to an automobile power assembly operation control method and system.
Background
In automobile powertrain skill training and professional competition, the powertrain rack basically adopts a customized mode, namely one rack can only be used for one engine or one powertrain, and the mode has high cost and low universality. The operation of the engine power assembly is conventionally done as follows: in terms of hardware, the power assembly is moved to an assembly rack according to the layout of the whole vehicle, the assembly accessories comprise a cooling circuit, an air inlet and outlet circuit and a fuel circuit, and the rack body is used as the fuel circuit. And developing special power assembly control operation software for a certain power assembly in the aspect of software. The special software can selectively shield the communication and fault diagnosis functions of certain controllers of the whole vehicle, such as shielding the communication between an engine controller and a gearbox controller, and the communication between the engine controller and a vehicle body controller, so that the power assembly can normally run on an assembly rack. However, the software cannot be applied to mass production of the whole vehicle and cannot be applied to power assemblies of different power versions of the same engine. The method has the defects of long development period, high cost, technical limitation of autonomous development and the like.
Disclosure of Invention
The invention aims to solve the technical problem of providing a method and a system for applying a power assembly operation control system of a mass production vehicle to a vehicle power assembly rack.
In order to solve the technical problem, the invention provides an automobile power assembly operation control method, which comprises the following steps:
s1, checking the hardware and connection of the power assembly rack;
s2, if the power-on condition is satisfied, the system is powered on, if the power-on condition is not satisfied, the step S1 is returned to;
s3, turning off the anti-theft function of the operation control software of the power assembly of the mass production vehicle;
s4, the system is powered on again;
s5, clearing key fault codes;
and S6, starting the power assembly, and monitoring the running state of the system until the acceleration and the automatic gear shifting of the power assembly can be completed.
Further, the step S3 of turning off the anti-theft function of the software for controlling the operation of the power assembly of the mass production vehicle further includes the steps of:
s31, connecting the comprehensive diagnostic instrument with an assembly rack vehicle-mounted diagnostic system;
s32, connecting the diagnosis computer with the comprehensive diagnosis instrument, running the diagnosis software, and setting a communication channel and a rack mode;
s33, using a diagnosis calibration tool to close the anti-theft function of the running control software of the power assembly of the engine power assembly controller;
and S34, flashing the power assembly operation control software with the anti-theft function off to the engine power assembly controller.
Further, the step S5 of clearing the key fault code further includes the steps of:
s51, judging whether the code is a key fault code, if so, carrying out the next step, otherwise, not processing;
s52, if the key fault code is communication fault, executing step S53, if the key fault code is power assembly fault, executing step S54;
s53, simulating a normal communication message and sending the normal communication message to the engine power assembly controller;
and S54, modifying the internal variables of the power assembly system.
Further, the key fault code is a fault code affecting engine communication, or affecting engine starting, or affecting engine acceleration, or affecting transmission communication, or affecting automatic gear shifting.
Furthermore, the communication type fault is a fault code at the beginning of the letter U, and the power assembly type fault is a fault code at the beginning of the letter P.
Further, the step S53 of simulating a normal communication message to be sent to the engine power assembly controller further includes the following steps:
and S531, sending a corresponding message to the engine power assembly controller by using a CAN network analysis test software simulation missing module.
Further, the CAN network analysis test software is CANalyzer software.
Furthermore, the step of sending a corresponding message to the engine power assembly controller by using the CAN network analysis test software CANalyzer simulation missing module is as follows:
s5311, adding IG extension function in the CANalyzer;
s5312, finding the parameter name and ID needed to be added in the CAN database file;
and S5313, adding the information into the CAN message sending list of the IG extension and activating the information.
Further, the step S54 of modifying the powertrain system internal variables further includes the steps of:
s541, connecting the diagnostic instrument with the engine power assembly controller, and inquiring and recording VIN information of an original vehicle of the engine power assembly controller;
s542, connecting the diagnostic instrument with a transmission assembly controller, and inquiring and recording VIN information of an original vehicle of the transmission assembly controller;
and S543, if the original VIN information of the gearbox assembly controller is not consistent with the original VIN information of the engine power assembly controller, modifying the original VIN information of the gearbox assembly controller to be consistent with the original VIN information of the engine power assembly controller.
The invention also provides an automobile power assembly operation control system which comprises an engine power assembly controller, wherein the engine power assembly controller is in communication connection with a gearbox controller, a gear lever assembly controller and an automobile body stability controller through a CAN (controller area network) bus.
The invention has the beneficial effects that:
according to the method disclosed by the invention, the anti-theft function of the power assembly operation control software of the mass production vehicle is closed and the key fault code is cleared, so that the mass production vehicle software can normally operate in the engine power assembly controller in the power assembly rack system, and thus, the time and labor are not wasted for normally operating the independent development operation control software on the rack for different engine power assemblies and normally operating the independent development operation control software on the rack for different power versions of the same engine power assembly, and the development and debugging time and the development and debugging cost of the assembly rack are saved.
Drawings
FIG. 1 is a flow chart of an embodiment of the present invention.
Fig. 2 is a structural view of an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It will be understood that the terms "comprises" and/or "comprising," when used in this specification and the appended claims, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.
It should be further understood that the term "and/or" as used in this specification and the appended claims refers to and includes any and all possible combinations of one or more of the associated listed items.
As shown in FIG. 1, the invention provides a method for controlling the operation of an automobile power assembly, which comprises the following steps:
s1, checking the power assembly rack hardware and connection.
And S2, if the power-on condition is met, powering on the system, and if the power-on condition is not met, returning to the step S1.
And S3, turning off the anti-theft function of the operation control software of the power assembly of the mass production vehicle. The steps include the following steps:
s31, connecting the comprehensive diagnostic instrument with an assembly rack vehicle-mounted diagnostic system;
s32, connecting the diagnosis computer with the comprehensive diagnosis instrument, running the diagnosis software, and setting a communication channel and a rack mode;
s33, using a diagnosis calibration tool to close the anti-theft function of the running control software of the power assembly of the engine power assembly controller;
and S34, flashing the power assembly operation control software with the anti-theft function off to the engine power assembly controller.
And S4, powering up the system again.
And S5, clearing the key fault code. The steps include the following steps:
s51, judging whether the code is a key fault code, if so, carrying out the next step, otherwise, not processing; the key fault code is a fault code which influences the communication of the engine, or influences the starting of the engine, or influences the acceleration of the engine, or influences the communication of the gearbox, or influences the automatic gear shifting.
S52, if the key fault code is a communication fault, namely a fault code at the beginning of the letter U, executing the step S53, and if the key fault code is a power assembly fault, namely a fault code at the beginning of the letter P, executing the step S54;
s53, using CAN network analysis test software CANalyzer simulation missing module to send corresponding message to engine power assembly controller, the concrete steps are as follows:
s5311, adding IG extension function in the CANalyzer;
s5312, finding the parameter name and ID needed to be added in the CAN database file;
and S5313, adding the information into the CAN message sending list of the IG extension and activating the information.
S54, modifying internal variables of the power assembly system, and specifically comprising the following steps:
s541, connecting the diagnostic instrument with the engine power assembly controller, and inquiring and recording VIN information of an original vehicle of the engine power assembly controller;
s542, connecting the diagnostic instrument with a transmission assembly controller, and inquiring and recording VIN information of an original vehicle of the transmission assembly controller; and S543, if the original VIN information of the gearbox assembly controller is not consistent with the original VIN information of the engine power assembly controller, modifying the original VIN information of the gearbox assembly controller to be consistent with the original VIN information of the engine power assembly controller.
And S6, starting the power assembly, and monitoring the running state of the system until the acceleration and the automatic gear shifting of the power assembly can be completed.
As shown in FIG. 2, the present invention also provides an automotive powertrain operation control system comprising an engine powertrain controller mounted in a powertrain skid system. The power assembly rack system also comprises a power assembly consisting of an engine and a gearbox, a gear shift lever, an ignition switch, a starter, an accelerator pedal, a vehicle body stabilizing assembly, a storage battery, an assembly wire harness, a diagnostic computer, a comprehensive diagnostic instrument and assembly accessories. The accessory parts of the assembly comprise a cooling system, an air inlet system, an exhaust system and a small oil tank which are modified.
The storage battery provides 12V direct current power for the engine power assembly, the engine power assembly is not provided with a generator, the storage battery is charged by an external power supply, and the storage battery power supply is distributed to each electrical module through the fuse box. The air inlet system, the exhaust system, the cooling system, the small oil tank and other pipelines and assembly wiring harnesses are integrated on the rack main body after being remanufactured and are matched with the power assembly. Various linear speeds are improved on the basis of the original mass production part, and can be matched with different power versions of the same engine. The gear shifting rod zipper is connected with the gear box, and the accelerator pedal is connected with the power assembly controller through a hard wire. The comprehensive diagnostic instrument is connected with the vehicle control unit through an on-board diagnostic system (OBD) interface, the running state of each module is monitored in real time on line, and the diagnostic computer is connected with the diagnostic instrument through a USB. The engine power assembly controller enjoys control priority, and establishes internal communication and data interaction with the gearbox controller, the gear shifting lever assembly controller, the vehicle body stability controller and the like through the CAN bus. The engine power assembly controller is a mass production standard component, and the control software is whole vehicle mass production software with the anti-theft function closed. The whole vehicle volume production software with the anti-theft function closed has the effects that the software is not matched with other modules in an anti-theft mode during power-on self-detection of the system, ignition and oil injection control of the engine are not limited, and the software can be matched with different power versions of the same engine and applied to the whole vehicle in volume production. And (4) controlling the operation of the power assembly of the assembly rack according to the operation control method of the automobile power assembly, so that the power system of the rack can normally operate.
The embodiment of the invention can carry out sequence adjustment, combination and deletion according to actual needs.
The embodiments describe the present invention in detail, and the specific embodiments are applied to illustrate the principle and the implementation of the present invention, and the above embodiments are only used to help understand the method and the core idea of the present invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present invention.
Claims (10)
1. An operation control method of an automobile power assembly is characterized by comprising the following steps:
s1, checking the hardware and connection of the power assembly rack;
s2, if the power-on condition is satisfied, the system is powered on, if the power-on condition is not satisfied, the step S1 is returned to;
s3, turning off the anti-theft function of the operation control software of the power assembly of the mass production vehicle;
s4, the system is powered on again;
s5, clearing key fault codes;
and S6, starting the power assembly, and monitoring the running state of the system until the acceleration and the automatic gear shifting of the power assembly can be completed.
2. The automobile powertrain operation control method of claim 1, wherein the step S3 of turning off the mass production automobile powertrain operation control software anti-theft function further comprises the steps of:
s31, connecting the comprehensive diagnostic instrument with an assembly rack vehicle-mounted diagnostic system;
s32, connecting the diagnosis computer with the comprehensive diagnosis instrument, running the diagnosis software, and setting a communication channel and a rack mode;
s33, using a diagnosis calibration tool to close the anti-theft function of the running control software of the power assembly of the engine power assembly controller;
and S34, flashing the power assembly operation control software with the anti-theft function off to the engine power assembly controller.
3. The method for controlling the operation of an automotive powertrain according to claim 1, wherein the step S5 of clearing the key fault code further comprises the steps of:
s51, judging whether the code is a key fault code, if so, carrying out the next step, otherwise, not processing;
s52, if the key fault code is communication fault, executing step S53, if the key fault code is power assembly fault, executing step S54;
s53, simulating a normal communication message and sending the normal communication message to the engine power assembly controller;
and S54, modifying the internal variables of the power assembly system.
4. The method of claim 3, wherein the key fault code is a fault code affecting engine communication, or affecting engine start, or affecting engine acceleration, or affecting transmission communication, or affecting automatic gear shifting.
5. The vehicle powertrain operation control method according to claim 3, wherein the communication type fault is a fault code at the beginning of the letter U, and the powertrain type fault is a fault code at the beginning of the letter P.
6. The method as claimed in claim 3, wherein the step of simulating normal communication message sent to the engine powertrain controller in step S53 further comprises the steps of:
and S531, sending a corresponding message to the engine power assembly controller by using a CAN network analysis test software simulation missing module.
7. The method of claim 6, wherein the CAN network analysis test software is CANalyzer software.
8. The method for controlling the operation of the automobile power assembly according to claim 7, wherein the step of sending a corresponding message to the engine power assembly controller by using a CAN network analysis test software CANalyzer simulation missing module comprises the following steps:
s5311, adding IG extension function in the CANalyzer;
s5312, finding the parameter name and ID needed to be added in the CAN database file;
and S5313, adding the information into the CAN message sending list of the IG extension and activating the information.
9. The vehicle powertrain operation control method of claim 3, wherein the step S54 of modifying the powertrain system internal variables further comprises the steps of:
s541, connecting the diagnostic instrument with the engine power assembly controller, and inquiring and recording VIN information of an original vehicle of the engine power assembly controller;
s542, connecting the diagnostic instrument with a transmission assembly controller, and inquiring and recording VIN information of an original vehicle of the transmission assembly controller;
and S543, if the original VIN information of the gearbox assembly controller is not consistent with the original VIN information of the engine power assembly controller, modifying the original VIN information of the gearbox assembly controller to be consistent with the original VIN information of the engine power assembly controller.
10. An automobile power assembly operation control system comprises an engine power assembly controller, wherein the engine power assembly controller is in communication connection with a gearbox controller, a gear shifting lever assembly controller and an automobile body stability controller through a CAN bus, and the automobile power assembly operation control system is characterized in that the automobile power assembly operation control method of any one of claims 1 to 9 is adopted for assembly bench power assembly operation control.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN202110953133.0A CN113734136A (en) | 2021-08-19 | 2021-08-19 | Automobile power assembly operation control method and system |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202110953133.0A CN113734136A (en) | 2021-08-19 | 2021-08-19 | Automobile power assembly operation control method and system |
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| CN112196712A (en) * | 2020-09-29 | 2021-01-08 | 哈尔滨东安汽车动力股份有限公司 | Fault diagnosis instrument for electronic fuel injection system of national six-engine |
| CN112362359A (en) * | 2020-11-06 | 2021-02-12 | 中国重型汽车集团有限公司 | Test bench system and method for hybrid power assembly of commercial vehicle |
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2021
- 2021-08-19 CN CN202110953133.0A patent/CN113734136A/en active Pending
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1541861A (en) * | 2003-11-06 | 2004-11-03 | 清华大学 | Electronic control unit acceptable for fuel cell power assembly control |
| CN1865894A (en) * | 2005-05-18 | 2006-11-22 | 奇瑞汽车有限公司 | Power assembly experimental apparatus for hybrid power automobile |
| CN101055228A (en) * | 2007-05-31 | 2007-10-17 | 上海依波尔汽车电子有限公司 | K line based electric-control motor fault diagnosis system |
| FR2956740A1 (en) * | 2010-02-22 | 2011-08-26 | Peugeot Citroen Automobiles Sa | Testing device determining method for hybrid vehicle, involves determining operating characteristics of vehicle environment simulator, and charging rack coupled in closed loop from extracted information |
| DE102018217118A1 (en) * | 2018-10-08 | 2020-04-09 | Volkswagen Aktiengesellschaft | Method for creating a fault diagnosis of a drive train of an electrically operated motor vehicle and motor vehicle |
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