Fault determination method, system and device, equipment, storage medium and program product

Abstract

The present application relates to a fault determination method, system, device, equipment, storage medium, and program product. The fault determination method includes: determining a target control unit from at least one control unit of the target vehicle based on the current functional fault phenomenon of the target vehicle; determining a target fault model corresponding to the current functional fault phenomenon, the target vehicle including at least one functional fault phenomenon, each functional fault phenomenon corresponding to a fault model, and the fault model is generated by reverse injection of at least one abnormal logic; utilizing the target fault model, based on the operating information of the target control unit, determining a target fault result corresponding to the current functional fault phenomenon. The present application uses the target fault model to quickly locate the target fault result, thereby improving positioning efficiency, shortening positioning time, and reducing costs. At the same time, the fault model is generated by reverse injection of each abnormal logic, which improves the accuracy and pertinence of the fault model.

Description

Technical Field

[0001] The present application relates to the field of battery technology, and in particular to a fault determination method, system and apparatus, equipment, storage medium and program product. Background Art

[0002] With the rapid development of intelligence and informatization, the number of electronic control units (ECUs) and domain control units (DCUs) integrated into vehicles is increasing. Related technologies generally use diagnostic equipment to read the fault code of the control unit (e.g., ECU, DCU, etc.) indicated by the fault phenomenon, and then locate the fault result (i.e., the cause of the fault phenomenon) based on the fault code. However, for some complex fault phenomena, such as fault codes of multiple control units or multiple related fault codes, manual troubleshooting is required to locate the fault result one by one, which is inefficient, time-consuming, and costly. Summary of the Invention

[0003] One of the purposes of this application is to provide a fault determination method to solve the problems of low efficiency, long time consumption and high cost in locating the fault results of complex fault phenomena in related technologies; the second purpose is to provide a fault determination system; the third purpose is to provide a fault determination device; the fourth purpose is to provide an electronic device; the fifth purpose is to provide a computer-readable storage medium; and the sixth purpose is to provide a computer program product.

[0004] To achieve the above objectives, this application provides a fault determination method, which adopts the following technical solutions:

[0005] determining a target control unit from at least one control unit of the target vehicle based on a current functional failure phenomenon of the target vehicle;

[0006] Determining a target fault model corresponding to the current functional fault phenomenon, the target vehicle including at least one functional fault phenomenon, each functional fault phenomenon corresponding to a fault model, the fault model being generated by reversely injecting at least one abnormal logic, the at least one abnormal logic being determined from a plurality of logics defined in a definition document of the target vehicle based on the corresponding functional fault phenomenon, the plurality of logics including at least one of the following: at least one implementation logic of a plurality of functions of the target vehicle, and a diagnostic logic of each control unit of the target vehicle;

[0007] The target fault model is used to determine a target fault result corresponding to the current functional fault phenomenon based on the operating information of the target control unit.

[0008] According to the above technical means, first, the target control unit is dynamically determined based on the current functional fault phenomenon to narrow the positioning range and reduce misjudgments, thereby improving the efficiency and accuracy of positioning. Secondly, the various abnormal logic corresponding to the functional fault phenomenon determined according to the definition document of the target vehicle is reversely injected to generate a fault model corresponding to the functional fault phenomenon, thereby improving the accuracy and pertinence of the fault model. At the same time, since corresponding fault models are established for different functional fault phenomena, it not only facilitates the targeted positioning of subsequent fault phenomena and improves the accuracy of fault positioning, but also greatly reduces the complexity and cost of subsequent maintenance because the fault models are independent of each other. Thirdly, the target fault model can be used to quickly locate the target fault result based on the operating information of the target control unit, achieving automatic and one-click positioning of the fault result. This not only ensures the accuracy of the target fault result while improving positioning efficiency, but also shortens positioning time and reduces costs. Finally, since the fault result of the current functional fault phenomenon can be accurately located based on the target fault model, staff only need to master simple electrical function principles and do not need to design complex positioning algorithms based on each vehicle or each control unit. This reduces the use threshold and difficulty of fault positioning, breaks down technical barriers, and thus reduces the threshold for vehicle electrical function debugging and saves manpower. In addition, since this fault determination method is compatible with fault positioning of different architectures, different types of control units, etc., it has high versatility.

[0009] Further, determining the target fault model corresponding to the current functional fault phenomenon includes: obtaining the operating information of the target control unit; determining the fault type corresponding to the current functional fault phenomenon based on the operating information of the target control unit; and when the fault type corresponding to the current functional fault phenomenon is a first type of fault type, determining the target fault model corresponding to the current functional fault phenomenon.

[0010] According to the above technical means, on the one hand, the fault type corresponding to the current functional fault phenomenon is determined in real time based on the operating information of the target control unit, thereby improving the accuracy and flexibility of the fault type; on the other hand, when the fault type is a specific first-class fault type, the target fault model corresponding to the current functional fault phenomenon is determined to improve the pertinence and accuracy of the fault result positioning.

[0011] Furthermore, determining the target fault model corresponding to the current functional fault phenomenon includes: obtaining basic attributes of the target vehicle; wherein different basic attributes correspond to at least one fault model respectively; and determining the target fault model corresponding to the current functional fault phenomenon from at least one fault model corresponding to the basic attributes of the target vehicle.

[0012] According to the above technical means, on the one hand, corresponding multiple fault models are established according to the basic attributes of the vehicle, which not only helps to target the subsequent fault phenomenon of the vehicle and improve the accuracy of fault location, but also greatly reduces the complexity and cost of subsequent maintenance because the fault models of various basic attributes are independent of each other; on the other hand, the corresponding target fault model is dynamically determined according to the basic attributes of the target vehicle and the current functional fault phenomenon, thereby improving the accuracy of the target fault model.

[0013] Furthermore, obtaining the operating information of the target control unit includes: obtaining the operating information of the target control unit from a collection device; wherein the collection device is communicated with the target control unit through a polling device to obtain the operating information of at least one control unit of the target vehicle, and the operating information of the target control unit includes at least one of the following: the operating status of the target control unit, and the operating status of at least one actuator corresponding to the target control unit.

[0014] According to the above technical means, on the one hand, the operating information of the target control unit is obtained through a specific acquisition device to improve the accuracy of the operating information. At the same time, since the acquisition device can be adapted to different vehicles to meet the acquisition needs of different vehicles, the application scenarios of the fault determination method are broadened; on the other hand, the operating status of the target control unit and / or the operating status of each actuator are obtained according to the acquisition device to ensure the accuracy and comprehensiveness of the operating information, providing a strong guarantee for the efficient and accurate positioning of subsequent fault results.

[0015] Further, the target fault result corresponding to the current functional fault phenomenon is determined based on the operating information of the target control unit using the target fault model, including: parsing the operating information of the target control unit to obtain at least one target abnormal logic corresponding to the current functional fault phenomenon; using the target fault model to determine a first fault result corresponding to the current functional fault phenomenon based on the at least one target abnormal logic; wherein the first fault result includes one of the following: a first target abnormal logic, a causal relationship between the at least two target abnormal logics, the first target abnormal logic being determined from the at least one target abnormal logic; based on the first fault result, determining the target fault result corresponding to the current functional fault phenomenon.

[0016] According to the above technical means, on the one hand, the accuracy of the target abnormal logic is improved by parsing the operation information to determine the various target abnormal logics; on the other hand, the target fault model is used to analyze the various target abnormal logics, and the causal relationship between a certain target abnormal logic or various target abnormal logics is used as the first fault result, which improves the accuracy of the first fault result and shortens the determination time of the first fault result. At the same time, the hierarchical relationship between the various target abnormal logics is clarified to further assist in fault troubleshooting; on the other hand, the target fault result is further determined based on the first fault result to improve the rationality and accuracy of the target fault result.

[0017] Furthermore, determining the target fault result corresponding to the current functional fault phenomenon based on the first fault result includes: determining the second fault result corresponding to the current functional fault phenomenon based on the current functional fault phenomenon and the actual vehicle fault database; and determining the target fault result based on the first fault result and the second fault result.

[0018] According to the above technical means, on the one hand, by integrating the real vehicle fault database, the fault characteristics corresponding to the current functional fault phenomenon are quickly matched to improve the accuracy and confidence of the second fault result and reduce the risk of misjudgment; on the other hand, the first fault result is corrected according to the second fault result to obtain the target fault result, which improves the accuracy of the target fault result, makes the target fault result closer to reality, and achieves systematic improvement in accuracy, economy, positioning efficiency and other aspects.

[0019] Furthermore, the fault determination method also includes: for each functional failure phenomenon of at least one functional failure phenomenon of the vehicle, determining at least one abnormal logic corresponding to the functional failure phenomenon from multiple logics defined in the definition document of the vehicle, reverse injecting the at least one abnormal logic corresponding to the functional failure phenomenon, and generating a fault model corresponding to the functional failure phenomenon.

[0020] According to the above technical means, on the one hand, by pre-modeling each functional failure phenomenon of each vehicle independently, the fault model corresponding to each functional failure phenomenon of different vehicles can be obtained, which can cover different vehicles and different functional failure phenomena, not only improving diversity and comprehensiveness, but also reducing the degree of coupling between each vehicle and each fault model, thereby greatly reducing the complexity and cost of subsequent maintenance; on the other hand, by generating a fault model by reversely injecting each abnormal logic, not only the safety of the vehicle is ensured, but also the accuracy and optimality of the fault model are improved, achieving an optimized balance in terms of accuracy, applicability, and safety.

[0021] Furthermore, the fault determination method also includes at least one of the following: displaying the target fault result corresponding to the current functional fault phenomenon in a preset display mode in a configuration interface; obtaining the configured current functional fault phenomenon in response to the operation of configuring the functional fault phenomenon in the configuration interface; obtaining the basic attributes of the target vehicle in response to the operation of configuring the attributes in the configuration interface; obtaining the target channel in response to the operation of configuring the channel in the configuration interface; wherein, the target channel includes a channel for obtaining the operating information of the target vehicle.

[0022] According to the above technical means, on the one hand, the target fault results are displayed through a preset display method, so that the operator can obtain the target fault results more directly and quickly, and realize the visualization of fault location; on the other hand, the functional fault phenomenon, basic attributes of the vehicle, channel and other information are dynamically configured online through a visual configuration interface, which simplifies the operation steps and improves the accuracy of the information, can better meet the user's configuration needs, and provide data support for the subsequent fault location.

[0023] A fault determination system includes a fault determination device, wherein:

[0024] The fault determination device is used to determine a target control unit from at least one control unit of the target vehicle based on the current functional fault phenomenon of the target vehicle; determine a target fault model corresponding to the current functional fault phenomenon, the vehicle includes at least one functional fault phenomenon, each functional fault phenomenon corresponds to a fault model, the fault model is generated by reverse injection of at least one abnormal logic, the at least one abnormal logic is determined from multiple logics defined in the definition document of the target vehicle based on the corresponding functional fault phenomenon, the multiple logics include at least one of the following: at least one implementation logic of multiple functions of the target vehicle, diagnostic logic of each control unit of the target vehicle; using the target fault model, based on the operating information of the target control unit, determine the target fault result corresponding to the current functional fault phenomenon.

[0025] According to the above technical means, first, the fault determination device is used to dynamically determine the target control unit according to the current functional fault phenomenon to narrow the positioning range and reduce misjudgment, thereby improving the efficiency and accuracy of positioning; secondly, the fault determination device reversely injects each abnormal logic corresponding to the functional fault phenomenon determined according to the definition document of the target vehicle to generate a fault model corresponding to the functional fault phenomenon, thereby improving the accuracy and pertinence of the fault model. At the same time, since corresponding fault models are established for different functional fault phenomena, it not only helps to target the subsequent fault phenomena and improve the accuracy of fault positioning, but also greatly reduces the complexity of subsequent maintenance because each fault model is independent of each other. and cost; secondly, the fault determination device can quickly locate the target fault result according to the target control unit's operating information through the target fault model, realizing automatic and one-click positioning of the fault result, which not only ensures the accuracy of the target fault result while improving the positioning efficiency, but also shortens the positioning time and reduces the cost; finally, because the fault result of the current functional fault phenomenon can be accurately located according to the target fault model, the staff only needs to master simple electrical function principles, without having to design complex positioning algorithms according to each vehicle and each control unit, thus reducing the use threshold and difficulty of fault positioning, breaking the technical barriers, thereby lowering the threshold for vehicle electrical function debugging and saving manpower. In addition, because the fault determination system is compatible with fault positioning of different architectures, different types of control units, etc., it has high versatility.

[0026] Furthermore, the fault determination system also includes a collection device and a polling device. The polling device is respectively connected to the target vehicle and the collection device for obtaining the operating information of the target control unit and transmitting the operating information of the target control unit to the collection device. The collection device is respectively connected to the polling device and the fault determination device for transmitting the operating information of the target control unit to the fault determination device.

[0027] According to the above-mentioned technical means, on the one hand, by integrating the acquisition device and the polling device into the fault determination system, the comprehensiveness and versatility of the fault determination system are improved; on the other hand, a connection is established between the fault determination device and the vehicle through the acquisition device and the polling device to accurately and efficiently obtain the actual signal of the vehicle, which helps to accurately locate the real cause corresponding to each functional failure phenomenon.

[0028] Furthermore, the acquisition device includes a transceiver, a main control unit, a terminal resistor, a clock unit, an interface unit and a power supply module, wherein the interface unit is connected to the main control unit and the power supply module respectively, and is used to establish a communication connection between the acquisition device and the fault determination device; the clock unit is connected to the main control unit and the transceiver respectively, and is used to provide a reference clock for the acquisition device; the power supply module is used to power the main control unit according to the target acquisition scenario; wherein the target acquisition scenario is determined based on the network segment to which the target control unit belongs; the terminal resistor is adapted to the bus communication rate of the target vehicle and is coupled between the transceiver and the polling device; the main control unit is used to configure the resistance value of the terminal resistor based on the target channel; the acquisition instruction sent by the fault determination device is transmitted to the polling device through the transceiver; and the operation information of the target control unit received by the transceiver is transmitted to the fault determination device through the interface unit.

[0029] According to the above-mentioned technical means, by integrating the transceiver, main control unit, terminal resistor, clock unit, interface unit, power supply module, etc. in the acquisition device, a low-cost combination is achieved while ensuring that the acquisition device can accurately and efficiently collect vehicle data. It can meet the data acquisition requirements of high and low communication rates of the bus. It can not only be coordinated and adapted with the fault determination device, but also be compatible with the mainstream bus acquisition equipment in the automotive industry, covering a large number of application scenarios such as production, debugging, R&D, and testing.

[0030] A fault determination device, comprising:

[0031] A first determining module is configured to determine a target control unit from at least one control unit of the target vehicle based on a current functional failure phenomenon of the target vehicle;

[0032] a second determination module, configured to determine a target fault model corresponding to the current functional fault phenomenon, the target vehicle including at least one functional fault phenomenon, each functional fault phenomenon corresponding to a fault model, the fault model being generated by reversely injecting at least one abnormal logic, the at least one abnormal logic being determined from a plurality of logics defined in a definition document of the target vehicle based on the corresponding functional fault phenomenon, the plurality of logics comprising at least one of the following: at least one implementation logic of a plurality of functions of the target vehicle, and a diagnostic logic of each control unit of the target vehicle;

[0033] The third determination module is configured to determine a target fault result corresponding to the current functional fault phenomenon by utilizing the target fault model and based on the operation information of the target control unit.

[0034] An electronic device includes a processor and a memory, wherein the memory stores a computer program that can be run on the processor, and when the processor executes the computer program, any one of the above methods is implemented.

[0035] A computer-readable storage medium stores a computer program, which implements any of the above methods when executed by a processor.

[0036] A computer program product comprises a computer program or instructions, wherein when the computer program or instructions are executed by a processor, any one of the above methods is implemented.

[0037] Beneficial effects of this application:

[0038] (1) By independently modeling each functional failure phenomenon of each vehicle in advance, the fault models corresponding to each functional failure phenomenon of different vehicles can be obtained. This can cover different vehicles and different functional failure phenomena, not only improving diversity and comprehensiveness, but also reducing the degree of coupling between each vehicle and each fault model, thereby greatly reducing the complexity and cost of subsequent maintenance;

[0039] (2) Generate a fault model by reversely injecting each abnormal logic, which not only ensures the safety of the vehicle but also improves the accuracy and optimality of the fault model, achieving an optimal balance in terms of accuracy, applicability, and safety;

[0040] (3) Dynamically determine the target control unit based on the current functional failure phenomenon to narrow the positioning range and reduce misjudgment, thereby improving positioning accuracy;

[0041] (4) By integrating the transceiver, main control unit, terminal resistor, clock unit, interface unit, power module, etc. in the acquisition device, a low-cost combination is achieved while ensuring that the acquisition device can accurately and efficiently collect vehicle data. It can meet the data acquisition requirements of high and low communication rates of the bus. It can not only cooperate with the fault determination device, but also be compatible with the mainstream bus acquisition equipment in the automotive industry, covering a large number of application scenarios such as production, debugging, R&D, and testing;

[0042] (5) Obtain the operating status of the target control unit and / or the operating status of each actuator according to the acquisition device to ensure the accuracy and comprehensiveness of the operating information, providing a strong guarantee for the efficient and accurate positioning of subsequent fault results;

[0043] (6) The target fault result can be quickly located according to the target control unit's operating information through the target fault model, realizing automatic and one-click positioning of the fault result. This not only ensures the accuracy of the target fault result while improving positioning efficiency, but also reduces costs.

[0044] (7) Since the fault result of the current functional fault phenomenon can be accurately located based on the target fault model, the staff only needs to master the simple electrical function principle, and there is no need to design complex positioning algorithms based on each vehicle and each control unit. This reduces the threshold and difficulty of fault location, breaks the technical barriers, and thus reduces the threshold for vehicle electrical function debugging and saves manpower;

[0045] (8) By integrating the real vehicle fault database, the fault characteristics corresponding to the current functional fault phenomenon are quickly matched to improve the accuracy and confidence of the second fault result and reduce the risk of misjudgment; the first fault result is corrected according to the second fault result to obtain the target fault result, thereby improving the accuracy of the target fault result and making the target fault result closer to reality, achieving systematic improvement in accuracy, economy, positioning efficiency, etc.;

[0046] (9) Through the visual configuration interface, the functional fault phenomenon, basic attributes of the vehicle, channel and other information can be dynamically configured online, which simplifies the operation steps and improves the accuracy of the information, can better meet the user's configuration needs, and provide data support for the subsequent fault location; the fault results are displayed through the configuration interface, so that the operator can obtain the target fault results more directly and quickly, realizing the visualization of fault location. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Figure 1 A schematic diagram of the implementation process of a fault determination method provided in an embodiment of the present application Figure 1 ;

[0048] Figure 2 A schematic diagram of a process for determining a fault result corresponding to a functional fault phenomenon provided in an embodiment of the present application;

[0049] Figure 3 A schematic diagram of a configuration interface provided in an embodiment of the present application;

[0050] Figure 4 A schematic diagram of the implementation process of a fault determination method provided in an embodiment of the present application Figure 2 ;

[0051] Figure 5 A schematic diagram of a process for establishing a fault model provided in an embodiment of the present application;

[0052] Figure 6 A schematic diagram of the structure of a fault determination system provided in an embodiment of the present application Figure 1 ;

[0053] Figure 7 A schematic diagram of the structure of a collection device provided in an embodiment of the present application;

[0054] Figure 8 A schematic diagram of the structure of a fault determination system provided in an embodiment of the present application Figure 2 ;

[0055] Figure 9 A schematic diagram of the implementation process of a fault determination method provided in an embodiment of the present application Figure 3 ;

[0056] Figure 10 A schematic diagram of the structure of a fault determination device provided in an embodiment of the present application;

[0057] Figure 11 A hardware entity diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0058] The following will describe the embodiments of the present application with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand the other advantages and effects of the present application from the contents disclosed in this specification. The present application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application. It should be understood that the preferred embodiments are only for the purpose of illustrating the present application and are not intended to limit the scope of protection of the present application.

[0059] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present application. Therefore, the illustrations only show components related to the present application and are not drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component can be changed at will, and the component layout type may also be more complicated.

[0060] In the following description, reference is made to “some embodiments”, which describes a subset of all possible embodiments, but it will be understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0061] In the following description, the terms "first\second\third" involved are merely used to distinguish similar objects and do not represent a specific ordering of the objects. It can be understood that "first\second\third" can be interchanged with a specific order or sequence where permitted, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein.

[0062] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application pertains. The terms used herein are for the purpose of describing the embodiments of this application only and are not intended to limit this application.

[0063] With the rapid development of intelligence and information technology, the number of ECUs in vehicles is increasing. In addition to traditional components such as engine control systems, airbags, anti-lock braking systems, electric power steering, electronic stability control systems, lighting control, air conditioning, water and oil pumps, instrument clusters, and entertainment systems, Advanced Driver Assistance Systems (ADAS) are used to implement a variety of functions, including parking assistance, lane departure warning, night vision assistance, adaptive cruise control, collision warning and emergency braking, blind spot detection, and driver fatigue detection. Traditional distributed architectures for automotive electronics and electrical systems struggle to adapt to these evolving needs. Traditional distributed architectures for automotive electronics and electrical systems connect small ECUs distributed throughout the vehicle body via CAN and LIN buses. The number of ECUs in a vehicle has rapidly increased to dozens or even hundreds, increasing overall system complexity. This poses challenges to traditional distributed architectures, leading to a shift toward centralized architectures. Consequently, automotive architecture has evolved from distributed to domain-centralized to central computing, with control functions rapidly centralized. This has led to the emergence of a domain-based DCU integrated architecture.

[0064] Current troubleshooting methods primarily rely on the fault phenomenon, using diagnostic equipment to read the fault code for the control unit (ECU or DCU) that the fault phenomenon refers to. Troubleshooting is then performed based on the fault code. When a control unit displays multiple fault codes or multiple related system fault codes, multiple fault combinations may occur, including not only the fault code for the source fault phenomenon but also the vehicle's fault indicator light. Furthermore, the meaning of the fault code may differ from the actual vehicle fault, further limiting the ability of personnel to pinpoint the cause of the fault. Furthermore, because diagnostic equipment can only read fault codes for a single control unit, when multiple control units are at fault, it is difficult to pinpoint the entire fault phenomenon based on the fault codes and indicators of a single control unit. Overall, traditional troubleshooting methods can only screen the fault codes of a single control unit and cannot directly determine the causal or hierarchical relationships between fault codes from different control units. Manual troubleshooting is required to identify the cause of the fault code and fault indicator light, resulting in low efficiency, time consumption, and high costs.

[0065] The embodiment of the present application provides a fault determination method. First, the target control unit is dynamically determined according to the current functional fault phenomenon to narrow the positioning range and reduce misjudgment, thereby improving the efficiency and accuracy of positioning; second, each abnormal logic corresponding to the functional fault phenomenon determined according to the definition document of the target vehicle is reversely injected to generate a fault model corresponding to the functional fault phenomenon, thereby improving the accuracy and pertinence of the fault model. At the same time, since corresponding fault models are established for different functional fault phenomena, it not only helps to target the subsequent fault phenomena and improve the accuracy of fault positioning, but also greatly reduces the complexity of subsequent maintenance because each fault model is independent of each other. and cost; secondly, the target fault result can be quickly located according to the operating information of the target control unit through the target fault model, realizing automatic and one-click positioning of the fault result, which not only ensures the accuracy of the target fault result while improving the positioning efficiency, but also shortens the positioning time and reduces the cost; finally, because the fault result of the current functional fault phenomenon can be accurately located according to the target fault model, the staff only needs to master the simple electrical function principle, and there is no need to design complex positioning algorithms according to each vehicle and each control unit, which reduces the use threshold and difficulty of fault positioning, breaks the technical barrier, thereby lowering the threshold for vehicle electrical function debugging and saving manpower. In addition, because the fault determination method is compatible with fault positioning of different architectures, different types of control units, etc., it has high versatility.

[0066] The methods provided in the embodiments of the present application can be performed by electronic devices, which can be various types of terminals such as laptop computers, tablet computers, desktop computers, vehicle terminals, set-top boxes, mobile devices (e.g., mobile phones, portable music players, personal digital assistants, dedicated messaging devices, portable gaming devices), etc., or can be implemented as servers. The server can be an independent physical server, a server cluster or distributed system consisting of multiple physical servers, or a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communications, middleware services, domain name services, security services, content delivery networks (CDNs), and big data and artificial intelligence platforms.

[0067] Below, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the drawings in the embodiments of the present application.

[0068] Figure 1 A schematic diagram of the implementation process of a fault determination method provided in an embodiment of the present application Figure 1 ,like Figure 1 As shown, the fault determination method includes steps S11 to S13, wherein:

[0069] Step S11 : determining a target control unit from at least one control unit of the target vehicle based on a current functional failure phenomenon of the target vehicle.

[0070] Here, the target vehicle can be any suitable vehicle experiencing a malfunction. The current functional malfunction phenomenon can be any suitable function malfunctioning, resulting in unavailability of the function, abnormal error reporting, and the like. Vehicle functions may include, but are not limited to, cruise control, entertainment, and windows. It is understood that since the target vehicle may include multiple functions, different functions may experience malfunctions. Therefore, the phenomenon of a functional malfunction is referred to as a functional malfunction phenomenon.

[0071] The control unit may be any suitable unit, for example, an ECU, a DCU, etc.

[0072] The target control unit is adapted to the current functional failure phenomenon. It is understandable that different functions can correspond to at least one control unit. Then, when a certain function fails, at least one control unit corresponding to the function can be used as the target control unit. The number of target control units can be at least one. In some embodiments, a correspondence between each function and each control unit can be established in advance. According to the correspondence, at least one control unit corresponding to the function adapted to the current functional failure phenomenon can be used as the target control unit. In some embodiments, the target control unit can also be dynamically determined based on the current functional failure phenomenon based on the actual vehicle circuit. In some embodiments, the current functional failure phenomenon can also be input into the established control unit identification model to obtain the target control unit. The control unit identification model can be any suitable neural network model, mathematical model, etc. that can realize the function.

[0073] Step S12: determine the target fault model corresponding to the current functional fault phenomenon. The target vehicle includes at least one functional fault phenomenon. Each functional fault phenomenon corresponds to a fault model. The fault model is generated by reverse injecting at least one abnormal logic. The at least one abnormal logic is determined based on the corresponding functional fault phenomenon from multiple logics defined in the definition document of the target vehicle. The multiple logics include at least one of the following: at least one implementation logic of multiple functions of the target vehicle, and diagnostic logic of each control unit of the target vehicle.

[0074] Here, the target fault model can be one of multiple fault models included in the target vehicle. It is understood that different functional fault phenomena can correspond to different fault models. In some embodiments, multiple functional fault phenomena can also correspond to the same fault model, thereby improving integration and intelligence. The fault model can be any suitable model capable of diagnosing functional fault phenomena, such as a neural network model, a mathematical model, etc.

[0075] The definition document for the vehicle (including the target vehicle) primarily defines the implementation logic of each vehicle function and the diagnostic logic of each control unit. In some embodiments, the definition document may include a function definition document and a diagnostic definition document. The function definition document primarily defines the implementation logic of each vehicle function. The diagnostic definition document primarily defines the diagnostic logic of each vehicle control unit. Whether abnormal logic exists in the function is determined based on the implementation logic of the function. A control unit may have at least one diagnostic logic. Diagnostic logic is the signal sent by the control unit when an abnormality is detected in the information sent by the diagnostic interaction object. Interaction objects may include, but are not limited to, other control units and at least one actuator corresponding to the control unit. The abnormal logic may be a specific implementation logic or a specific diagnostic logic from among the multiple logics. There may be at least one abnormal logic. During implementation, the fault model can be generated by reverse-injecting each abnormal logic. It should be understood that the generation method for each fault model is the same.

[0076] The target fault model may be determined in any suitable manner. In some embodiments, a pre-established correspondence between various functional fault phenomena and various fault models may be used. Based on this correspondence, the target fault model corresponding to the current functional fault phenomenon may be obtained. In some embodiments, a fault model selected by the user may also be used as the target fault model.

[0077] Step S13: using the target fault model and based on the operation information of the target control unit, determine the target fault result corresponding to the current functional fault phenomenon.

[0078] Here, the operating information of the vehicle (including the target vehicle) can be the actual vehicle information of any suitable vehicle. The operating information of the vehicle may include but is not limited to at least one of the operating status of the target control unit, the operating status of at least one actuator corresponding to the target control unit, etc. The operating status may include but is not limited to the communication status with other units, the working status, etc. The communication status may include but is not limited to abnormal communication status, normal communication status, etc. The working status may include but is not limited to normal status, abnormal status, etc. The method for obtaining the operating information can be any suitable method. In some embodiments, the operating information of the target control unit sent by other devices is received. In some embodiments, a communication connection is established with the target vehicle to obtain the operating information of the target control unit.

[0079] In some embodiments, the operating information can be preprocessed to provide high-quality data support for the subsequent determination of target fault results. Preprocessing may include, but is not limited to, filtering, calibration, and fitting. Filtering primarily removes noise from the operating information. During implementation, the operating information can be filtered using a preset filtering algorithm. These filtering algorithms may include, but are not limited to, clipping, averaging, median, sliding, and dithering filters. Calibration primarily eliminates errors and drift in data acquisition devices, such as sensors. During implementation, the operating information can be calibrated using a preset calibration algorithm. These algorithms may include, but are not limited to, zero offset calibration, scale calibration, temperature compensation, and linearization. Fitting primarily reduces errors and smoothes data. In some embodiments, data collected by sensors may be affected by various factors, such as sensor errors and changes in environmental conditions. Fitting can correct errors in the sensor data and improve measurement accuracy. In some embodiments, in certain circumstances, sensors may not acquire complete data, resulting in missing values. In this way, through fitting, missing values ​​can be predicted based on existing data points, making the data more complete. In some embodiments, sensor data may contain noise or sudden fluctuations. In this way, through fitting, the data can be smoothed to remove noise, making the data more stable and reliable.

[0080] Actuators may include, but are not limited to, any suitable hardware such as cameras, radars, lights, doors, windows, etc., and are communicatively connected to the target control unit. It is understood that different control units may correspond to different actuators, or may correspond to at least partially identical actuators, and each control unit may correspond to at least one actuator.

[0081] Fault results (including the target fault result and other fault results mentioned below) are used to characterize the cause of a vehicle functional failure. This fault cause can include a specific abnormal logic or the causal relationship between various abnormal logics.

[0082] In some implementations, the fault causes corresponding to different functional fault phenomena may be the same or different. For example, for functional fault phenomenon A1, its fault cause is abnormal logic a2; for functional fault phenomenon A2, its fault cause is d3 causing faults in a2 and c1, and a2 and c1 will affect f1 to cause a fault.

[0083] In some embodiments, the fault types corresponding to different functional fault phenomena may be the same or different. Fault types may include, but are not limited to, first-class fault types, second-class fault types, and the like. First-class fault types may be multi-source faults, and second-class fault types may be single-source faults. For faults of the first-class fault type, the fault cause may include the causal relationship between various abnormal logics, or may only include a certain abnormal logic (i.e., the source of the fault). For example, for functional fault phenomenon A3, the fault cause is that d2 causes faults in a2 and c2, and c2 will affect f1 to cause a fault. Then, the fault cause may be the fault source: abnormal logic d2. For faults of the second-class fault type, the fault cause may include a certain abnormal logic.

[0084] The target failure result may be determined in any suitable manner.

[0085] In some implementations, the operating information may be input into a target fault model to obtain the target fault result.

[0086] In some implementations, the operation information may be parsed first to obtain at least one target abnormal logic corresponding to the current functional fault phenomenon, and then each target abnormal logic may be analyzed using a target fault model to obtain the target fault result.

[0087] In some implementations, a target fault result can be determined based on a first fault result determined by a target fault model. For example, the first fault result can be used as the target fault result. In another example, the first fault result can be modified based on a second fault result to obtain the target fault result. The second fault result is determined based on the current functional fault phenomenon and a real vehicle fault database that integrates the functional fault phenomena and fault results of various vehicle models over the years.

[0088] Figure 2 A schematic diagram of a process for determining a fault result corresponding to a functional fault phenomenon provided in an embodiment of the present application is shown as follows: Figure 2 As shown, the target vehicle 110 includes m (a positive integer) control units, namely: control unit 1 to control unit m. Each control unit includes multiple diagnostic logics. Each function may correspond to at least one control unit, and each function includes at least one implementation logic, wherein:

[0089] When the functional failure phenomenon 100 of the target vehicle 110 is "function A11 is unavailable", since the function A11 corresponds to the control unit 1, the control unit 1 can be used as the target control unit;

[0090] Obtaining operation information 120 of the control unit 1;

[0091] Analyzing the operation information 120, its abnormal logic 130 includes: the implementation logic a1 of function A11, the implementation logic a2 of function A11, and the diagnostic logic d1 of control unit 1. Therefore, the fault type corresponding to the functional fault phenomenon is a multi-source fault;

[0092] Calling the fault model 140 corresponding to the functional fault phenomenon 100;

[0093] According to the fault model 140 and the abnormal logic 130, the fault result 150 is determined and output as: an abnormality occurs in the implementation logic a1 of function A11, or an abnormality occurs in the implementation logic a1 of function A11 → an abnormality occurs in the implementation logic a2 of function A11 → an abnormality occurs in the diagnostic logic d1 of the control unit 1.

[0094] In the embodiment of the present application, first, the target control unit is dynamically determined based on the current functional fault phenomenon to narrow the positioning range and reduce misjudgment, thereby improving the efficiency and accuracy of positioning. Second, each abnormal logic corresponding to the functional fault phenomenon determined according to the definition document of the target vehicle is reversely injected to generate a fault model corresponding to the functional fault phenomenon, thereby improving the accuracy and pertinence of the fault model. At the same time, since corresponding fault models are established for different functional fault phenomena, it not only helps to target the subsequent fault phenomenon and improve the accuracy of fault positioning, but also greatly reduces the complexity and cost of subsequent maintenance because the fault models are independent of each other. Thirdly, the target fault model can be used to quickly locate the target fault result based on the operating information of the target control unit, achieving automatic and one-click positioning of the fault result. This not only ensures the accuracy of the target fault result while improving positioning efficiency, but also shortens positioning time and reduces costs. Finally, since the fault result of the current functional fault phenomenon can be accurately located based on the target fault model, staff only need to master simple electrical function principles and do not need to design complex positioning algorithms based on each vehicle or each control unit. This reduces the use threshold and difficulty of fault positioning, breaks down technical barriers, and thus reduces the threshold for vehicle electrical function debugging and saves manpower. In addition, since this fault determination method is compatible with fault positioning of different architectures, different types of control units, etc., it has high versatility.

[0095] In some embodiments, step S12 includes steps S121 to S123, wherein:

[0096] Step S121, obtaining the operation information of the target control unit;

[0097] Step S122: determining the fault type corresponding to the current functional fault phenomenon based on the operation information of the target control unit;

[0098] Step S123: When the fault type corresponding to the current functional fault phenomenon is the first type of fault type, determine a target fault model corresponding to the current functional fault phenomenon.

[0099] Here, the operating information may be any appropriate actual vehicle information of the target vehicle. This operating information may include, but is not limited to, at least one of the following: the operating status of the target control unit, the operating status of at least one actuator corresponding to the target control unit, and the like. The operating information may be obtained in any appropriate manner. In some embodiments, the operating information of the target control unit is received from another device. In some embodiments, a communication connection is established with the target control unit to obtain the operating information of the target control unit.

[0100] Fault types may include, but are not limited to, first-category fault types and second-category fault types. First-category fault types may be multi-source faults, while second-category fault types may be single-source faults. Different operating information may correspond to the same or different fault types.

[0101] The method for determining the fault type can be any appropriate method. In some embodiments, a correspondence between each operating information and each fault type can be established in advance, and based on the correspondence, the fault type corresponding to the operating information can be obtained. In some embodiments, a type recognition model can be established in advance, and the operating information is input into the type recognition model to obtain the fault type corresponding to the current functional fault phenomenon. The type recognition model can be any appropriate neural network model, mathematical model, etc. that can realize the function. In some embodiments, the operating information can also be parsed first to obtain at least one abnormal logic, and the fault type corresponding to the functional fault phenomenon is determined based on the number of abnormal logics. It can be understood that when the number of abnormal logics is one, the fault type corresponding to the functional fault phenomenon may be a single-source fault; when the number of abnormal logics is multiple, the fault type corresponding to the functional fault phenomenon may be a multi-source fault.

[0102] For faults of the first type, a target fault model can be determined first. The method for determining the target fault model can be found in the specific implementation of step S12 above. In some implementations, for faults of the second type, it is not necessary to determine the target fault model; the abnormal logic can be directly used as the target fault result corresponding to the current functional fault phenomenon. In some implementations, to improve the accuracy of the target fault result, a target fault model can also be determined for faults of the second type, and then the target fault result corresponding to the current functional fault phenomenon can be determined based on the target fault model.

[0103] In the implementation manner of the present application, on the one hand, the fault type corresponding to the current functional fault phenomenon is determined in real time based on the operating information of the target control unit, thereby improving the accuracy and flexibility of the fault type; on the other hand, when the fault type is a specific first-class fault type, the target fault model corresponding to the current functional fault phenomenon is determined to improve the pertinence and accuracy of the fault result positioning.

[0104] In some embodiments, step S121 includes step S1211, wherein:

[0105] Step S1211, obtaining operating information of the target control unit from the acquisition device; wherein the acquisition device is connected to the target control unit through a polling device to communicate with the target control unit to obtain operating information of at least one control unit of the target vehicle, and the operating information of the target control unit includes at least one of the following: the operating status of the target control unit, and the operating status of at least one actuator corresponding to the target control unit.

[0106] Here, the collection device can be any suitable device capable of acquiring operating information. It is understood that the collection device is universal and compatible with various existing vehicle models, models to be mass-produced, etc. During implementation, the electronic device (i.e., the device executing the fault determination method) can actively read the operating information from the collection device, or the collection device can transmit the operating information to the electronic device after acquiring the operating information.

[0107] It is understandable that the electronic device and the collection device may or may not be connected in communication. When a communication connection is established between the electronic device and the collection device, an instruction for the electronic device to obtain operating information may be sent to the collection device, and the collection device returns the operating information to the electronic device after obtaining the operating information. When a communication connection is not established between the electronic device and the collection device, the collection device may collect operating information at a certain moment, collect operating information at multiple moments at fixed time intervals, and store the collected operating information in a file, database, etc., and the electronic device may read the operating information from the file, database, etc.

[0108] The polling device is used to transmit commands, data, etc. between the collection device and the target vehicle. The polling device is connected to the collection device and the target vehicle respectively, and is used to forward the instructions of the collection device to the target vehicle, and forward the operating information of the target control unit to the collection device. The polling device can be any suitable device that can realize this function.

[0109] In the implementation manner of the present application, on the one hand, the operating information of the target control unit is obtained through a specific acquisition device to improve the accuracy of the operating information. At the same time, since the acquisition device can be adapted to different vehicles to meet the acquisition requirements of different vehicles, the application scenarios of the fault determination method are broadened; on the other hand, the operating status of the target control unit and / or the operating status of each actuator are obtained according to the acquisition device to ensure the accuracy and comprehensiveness of the operating information, providing a strong guarantee for the efficient and accurate positioning of subsequent fault results.

[0110] In some embodiments, step S123 includes step S1231 and step S1232, wherein:

[0111] Step S1231: Obtain basic attributes of the target vehicle; wherein different basic attributes correspond to at least one fault model;

[0112] Step S1232: Determine a target fault model corresponding to the current functional fault phenomenon from at least one fault model corresponding to the basic attributes of the target vehicle.

[0113] Here, basic attributes may include, but are not limited to, vehicle model and electrical architecture. Vehicle model refers to the model of the vehicle. Electrical architecture may include, but is not limited to, distributed electrical architecture, domain-controlled electrical architecture, and centralized electrical architecture. In a distributed electrical architecture, each electronic function (e.g., engine control, lighting) is equipped with an independent ECU. A domain-controlled electrical architecture divides domains by function (e.g., power domain, chassis domain, cockpit domain, etc.), with each domain centrally managed by a single DCU. A centralized electrical architecture integrates multiple domain functions into a central computing platform. It is understood that different vehicles may contain different numbers of fault models, as well as different fault models. For example, for vehicle A and vehicle B, vehicle A may include four fault models, and vehicle B may include three fault models. For another example, both vehicle A and vehicle B include fault model C, but fault model C for vehicle A is different from fault model C for vehicle B.

[0114] The basic attributes may be obtained in any suitable manner. For example, the basic attributes may be read from a configuration file corresponding to the target vehicle. It is understood that the configuration file includes at least the basic attributes of the target vehicle. Another example is receiving the basic attributes sent by another device. Another example is using the basic attributes selected by the user as the basic attributes of the target vehicle.

[0115] The target fault model may be determined in any appropriate manner.

[0116] In some implementations, a correspondence between each basic attribute, each functional fault phenomenon, and each fault model may be pre-established. Based on the correspondence, a target fault model that is compatible with both the basic attribute and the current functional fault phenomenon may be determined.

[0117] In some embodiments, a first correspondence between the basic attributes of each vehicle and each fault model can be established in advance. Based on the first correspondence, at least one fault model adapted to the basic attributes of the target vehicle can be obtained; and then based on the second correspondence between each functional fault phenomenon and each fault model, the target fault model corresponding to the current functional fault phenomenon can be obtained.

[0118] In the implementation manner of the present application, on the one hand, corresponding multiple fault models are established according to the basic attributes of the vehicle, which not only helps to target the subsequent fault phenomenon of the vehicle and improve the accuracy of fault location, but also greatly reduces the complexity and cost of subsequent maintenance because the fault models of various basic attributes are independent of each other; on the other hand, the corresponding target fault model is dynamically determined according to the basic attributes of the target vehicle and the current functional fault phenomenon, thereby improving the accuracy of the target fault model.

[0119] In some embodiments, step S13 includes steps S131 to S133, wherein:

[0120] Step S131: parse the operation information of the target control unit to obtain at least one target abnormal logic corresponding to the current functional failure phenomenon;

[0121] Step S132: Determine a first fault result corresponding to the current functional fault phenomenon using the target fault model and based on at least one target abnormality logic; wherein the first fault result includes one of the following: a first target abnormality logic, and a causal relationship between at least two target abnormality logics, wherein the first target abnormality logic is determined from the at least one target abnormality logic;

[0122] Step S133: Based on the first fault result, determine the target fault result corresponding to the current functional fault phenomenon.

[0123] Here, the number of target abnormal logics can be at least one. During implementation, each target abnormal logic can be input into the target fault model, and the target fault model compares each target abnormal logic with each abnormal logic to obtain the first fault result. The first fault result is used to characterize the cause of the functional failure phenomenon of the vehicle. The cause of the failure can include the first target abnormal logic, or it can include the causal relationship between at least two target abnormal logics. It can be understood that when the number of target abnormal logics is one, the target abnormal logic is used as the first target abnormal logic; when the number of target abnormal logics is at least two, the target abnormal logic corresponding to the source of the fault is used as the first target abnormal logic.

[0124] For example, the target abnormal logic includes x2, x3 and y3. x2, x3 and y3 are input into the target fault model. The target fault model compares x2, x3 and y3 with each abnormal logic respectively, and obtains that x2 causes x3 fault, and x3 will affect y3 to cause fault. Therefore, the first fault result can be x2, or it can be the causal relationship or hierarchical relationship among x2, x3 and y3, that is: x2 causes x3 fault, and x3 will affect y3 to cause fault.

[0125] The target fault result may be determined in any suitable manner. In some embodiments, the first fault result may be used as the target fault result. In some embodiments, the first fault result is modified based on the second fault result to obtain the target fault result, where the second fault result is determined based on the current functional fault phenomenon and a real vehicle fault database.

[0126] In the implementation manner of the present application, on the one hand, the accuracy of the target abnormal logic is improved by parsing the operation information to determine each target abnormal logic; on the other hand, the target abnormal logic is analyzed using a target fault model, and a certain target abnormal logic or the causal relationship between each target abnormal logic is used as the first fault result, which improves the accuracy of the first fault result and shortens the determination time of the first fault result. At the same time, the hierarchical relationship between each target abnormal logic is clarified to further assist in fault troubleshooting; on the other hand, the target fault result is further determined based on the first fault result to improve the rationality and accuracy of the target fault result.

[0127] In some implementations, step S133 includes step S1331 and step S1332, wherein:

[0128] Step S1331: Determine a second fault result corresponding to the current functional fault phenomenon based on the current functional fault phenomenon and a real vehicle fault database;

[0129] Step S1332: Determine a target fault result based on the first fault result and the second fault result.

[0130] Here, the real vehicle fault database integrates the functional fault phenomena and fault results of various vehicle models over the years. During implementation, the real vehicle fault database can be searched based on the current functional fault phenomenon of the target vehicle to obtain the second fault result corresponding to the current functional fault phenomenon of the target vehicle. In some embodiments, the real vehicle fault database can also include a correspondence table between each vehicle, each functional fault phenomenon, and each fault result. Based on this correspondence table, the second fault result corresponding to the current functional fault phenomenon of the target vehicle can be quickly obtained, thereby shortening the time required to determine the second fault result.

[0131] The target fault result may include but is not limited to the first fault result, the second fault result, the corrected first fault result, etc. The method for determining the target fault result may be any appropriate method. In some embodiments, the similarity between the first fault result and the second fault result may be determined first. When the similarity is greater than a set similarity threshold, the first fault result or the second fault result may be used as the target fault result; when the similarity is not greater than the similarity threshold, the first fault result may be corrected according to the second fault result to obtain a corrected first fault result, and the corrected first fault result may be used as the target fault result. The similarity threshold may be any appropriate threshold, for example, 90%, 93%, etc. During implementation, those skilled in the art may independently determine the similarity threshold according to actual needs, and the embodiments of the present application are not limited thereto.

[0132] In the implementation mode of the present application, on the one hand, by integrating the actual vehicle fault database, the fault characteristics corresponding to the current functional fault phenomenon are quickly matched to improve the accuracy and confidence of the second fault result and reduce the risk of misjudgment; on the other hand, the first fault result is corrected according to the second fault result to obtain the target fault result, thereby improving the accuracy of the target fault result, making the target fault result closer to reality, and achieving systematic improvements in accuracy, economy, positioning efficiency, etc.

[0133] In some embodiments, the fault determination method further includes at least one of steps S141 to S144:

[0134] Step S141: Displaying the target fault result corresponding to the current functional fault phenomenon in a preset display mode in the configuration interface;

[0135] Step S142: in response to the operation of configuring the functional failure phenomenon on the configuration interface, obtaining the configured current functional failure phenomenon;

[0136] Step S143: In response to the operation of configuring the attributes in the configuration interface, obtaining basic attributes of the target vehicle;

[0137] Step S144: In response to the operation of configuring the channel in the configuration interface, a target channel is obtained; wherein the target channel includes a channel for obtaining operating information of the target vehicle.

[0138] Here, the configuration interface is an interactive interface for performing configuration operations and displaying information. The configuration interface may include, but is not limited to, an area where configuration operations can be performed, a display area, etc. The configuration interface can be displayed on any suitable electronic device with interface interaction capabilities. During implementation, the electronic device displaying the configuration interface and the electronic device executing the fault determination method can be the same or different, and the embodiments of the present application are not limited thereto.

[0139] The display area is primarily used to display the target fault result. The display format can be any suitable display method, such as a table, graph, or text. There can be at least one display area, and different display areas can display different content, or the same content in different display formats. In some embodiments, when the target fault result includes the causal relationship between various target anomaly logics, the hierarchical relationship between the various target anomaly logics can be displayed in a tree, linked list, or other format.

[0140] The areas where configuration operations can be performed may include, but are not limited to, at least one of a first configuration area, a second configuration area, and a third configuration area. The first configuration area is used to configure functional failure phenomena, the second configuration area is used to configure basic attributes, and the third configuration area is used to configure channels. During implementation, those skilled in the art can determine the number of areas where configuration operations can be performed in the configuration interface, as well as the specific layout of each area where configuration operations can be performed in the configuration interface, based on actual circumstances. This is not limited in the embodiments of the present application.

[0141] In some embodiments, the area where configuration operations can be performed includes at least one operation control. It is understood that the number of operation controls can be at least one. Different areas where configuration operations can be performed can include different operation controls. During implementation, those skilled in the art can determine the number of operation controls in the area where configuration operations can be performed, as well as the position of each operation control in the configuration interface, based on actual circumstances, and the embodiments of this application are not limited thereto.

[0142] For example, the first configuration area may contain an operation control that can be a fault operation control. The fault operation control can be any suitable control capable of inputting a functional fault phenomenon, such as a button, a checkbox, an input box, etc. During implementation, a triggering operation on the fault operation control can be used as an operation for configuring the functional fault phenomenon, and the current functional fault phenomenon can be determined based on the triggering operation. The triggering operation can be any suitable operation, such as a gesture, voice, etc.

[0143] For another example, the second configuration area may contain an attribute control. This attribute control can be any suitable control capable of inputting basic attributes, such as a button, checkbox, or input box. During implementation, triggering an attribute control can be used as an operation to configure basic attributes, and the basic attributes of the target vehicle can be determined based on this triggering operation. This triggering operation can be any suitable operation, such as a gesture or voice.

[0144] For another example, for the third configuration area, the operation control contained therein may be a channel operation control, and the channel operation control may be any suitable control that can implement channel input, such as a button, a check box, an input box, etc. During implementation, the trigger operation of the channel operation control may be used as an operation to configure the channel, and the target channel may be determined based on the trigger operation. The trigger operation may be any suitable operation, such as a gesture, voice, etc. It will be understood that the target channel may include a target sending channel and / or a target receiving channel, and the target sending channel refers to a channel for sending data, and the target receiving channel refers to a channel for receiving data. The target sending channel and the target receiving channel may be the same or different. In some embodiments, multiple sending channels and multiple receiving channels may be configured, and data may be sent based on the target sending channel, and data may be received based on the target receiving channel.

[0145] Figure 3 A schematic diagram of a configuration interface provided in an embodiment of the present application is shown as follows: Figure 3 As shown, the configuration interface 200 includes a first configuration area 201, a second configuration area 202, a third configuration area 203 and a display area 204, wherein the first configuration area 201 is an area for configuring functional failure phenomena, the second configuration area 202 is an area for configuring basic attributes, the third configuration area 203 is an area for configuring channels, and the display area 204 is used to display target failure results.

[0146] In some implementations, the configuration interface is open to or used by only certain personnel (eg, managers, developers, etc.).

[0147] In the implementation manner of the present application, on the one hand, the target fault result is displayed through a preset display method, so that the operator can obtain the target fault result more directly and quickly, and realize the visualization of fault location; on the other hand, the functional fault phenomenon, basic attributes of the vehicle, channel and other information are dynamically configured online through a visual configuration interface, which simplifies the operation steps and improves the accuracy of the information, can better meet the user's configuration needs, and provide data support for the subsequent fault location.

[0148] Figure 4 A schematic diagram of the implementation process of a fault determination method provided in an embodiment of the present application Figure 2 ,like Figure 4 As shown, the fault determination method includes steps S31 to S34, wherein:

[0149] Step S31: For each functional failure phenomenon of at least one functional failure phenomenon of the vehicle, determine at least one abnormal logic corresponding to the functional failure phenomenon from multiple logics defined in the vehicle definition document, perform reverse injection on the at least one abnormal logic corresponding to the functional failure phenomenon, and generate a fault model corresponding to the functional failure phenomenon.

[0150] Here, the vehicle can be any suitable vehicle. In some embodiments, the vehicle can be any model of vehicle. For each model, a fault model corresponding to each functional fault phenomenon can be constructed in the same manner. It is understood that the vehicle includes at least vehicles having the same basic attributes as the target vehicle.

[0151] The vehicle definition document is primarily used to define the implementation logic of each vehicle function and the diagnostic logic of each control unit of the vehicle. In some embodiments, the definition document may include a function definition document and a diagnostic definition document. The function definition document is primarily used to define the implementation logic of each vehicle function, and the diagnostic definition document is primarily used to define the diagnostic logic of each control unit of the vehicle. In some embodiments, the definition documents for vehicles of the same category may be the same, while the definition documents for vehicles of different categories may be different. Vehicles of the same category refer to vehicles with the same basic attributes, while vehicles of different categories refer to vehicles with different basic attributes.

[0152] Since the vehicle has multiple functions, different functions may fail. Therefore, the phenomenon when a function fails is called a functional failure phenomenon. The abnormal logic corresponding to each functional failure phenomenon can be an implementation logic or a diagnostic logic among multiple logics, and the number of abnormal logics can be at least one. During implementation, the corresponding fault model is dynamically generated by reverse injecting each abnormal logic. It can be understood that the functional failure phenomenon can be caused by a single-source fault or a multi-source fault. During implementation, reverse injection can include but is not limited to the abnormal logic of a single-source fault, each abnormal logic of a multi-source fault, etc. Multi-source faults are obtained by combining multiple abnormal logics.

[0153] like Figure 5 As shown in FIG, the establishment of the fault model corresponding to the fault phenomenon of the vehicle's cruise system function being unavailable mainly includes the following processes:

[0154] Based on the vehicle's function definition document 301 and diagnosis definition document 302, forward reasoning indicates that the abnormal logic 303 that causes the cruise control system to be unavailable includes 23 items, namely: a1, a2, a3, a4, b1, b2, b3, c1, c2, d1, d2, d3, e1, e2, e3, e4, e5, f1, f2, f3, g1, g2, g3; among them, a1, a2, a3, a4, b1, b2, b3, c1, c2, d1, d2, d3, e1, e2, e3, e4, and e5 are implementation logic, and f1, f2, f3, g1, g2, and g3 are diagnostic logic.

[0155] When the fault type corresponding to the fault phenomenon is a single-source fault, 23 abnormal logics can be identified respectively, and each abnormal logic is used as the fault result corresponding to the single-source fault;

[0156] When the fault type corresponding to the fault phenomenon is a multi-source fault and involves a difficult fault in multiple control units, reverse injection verification can be used, that is, reverse injecting each abnormal logic in the multi-source fault separately to obtain the output result corresponding to each abnormal logic, and based on the output result of each abnormal logic, determining the causal relationship or hierarchical relationship between each abnormal logic, and using this causal relationship or hierarchical relationship as the fault result corresponding to the multi-source fault. For example, when the multi-source fault includes a2, c1, d3 and f1, reverse injection verification 304 is used, that is:

[0157] Inject a2, get a2-nok, the rest are ok;

[0158] Inject c1, and we get c1 causing a2-nok, and the rest are ok;

[0159] Inject d3, and we get d3 causing a2 and c1-nok, c1 causing f1-nok, and the rest are ok;

[0160] …

[0161] By analogy, the verification is carried out to solve the causal relationship 305 between a2, c1, d3 and f1: d3 causes a2 and c1 to fail, and c1 will affect f1 to fail.

[0162] During implementation, each abnormal logic can be combined to obtain multiple multi-source faults. Each multi-source fault is then verified using reverse injection to obtain the corresponding fault result, thus completing the fault model. At this point, the fault model includes not only the fault results corresponding to single-source faults, but also the fault results corresponding to multi-source faults. Therefore, the fault model can identify the fault results corresponding to both single-source faults and multi-source faults.

[0163] In some embodiments, in order to improve the accuracy of the fault model, the fault model can be optimized or double-judged based on the actual vehicle fault database to optimize the fault result corresponding to each fault (including various single-source faults and various multi-source faults).

[0164] Step S32: Determine a target control unit from at least one control unit of the target vehicle based on the current functional failure phenomenon of the target vehicle.

[0165] Step S33, determine the target fault model corresponding to the current functional fault phenomenon, the target vehicle includes at least one functional fault phenomenon, each functional fault phenomenon corresponds to a fault model, the fault model is generated by reverse injection of at least one abnormal logic, the at least one abnormal logic is based on the corresponding functional fault phenomenon, and is determined from multiple logics defined in the definition document of the target vehicle. The multiple logics include at least one of the following: at least one implementation logic of multiple functions of the target vehicle, and diagnostic logic of each control unit of the target vehicle.

[0166] Step S34: using the target fault model and based on the operation information of the target control unit, determine the target fault result corresponding to the current functional fault phenomenon.

[0167] Here, the above steps S32 to S34 correspond to the above steps S11 to S13 respectively. When implementing, please refer to the specific implementation of the above steps S11 to S13.

[0168] In the embodiments of the present application, on the one hand, by pre-modeling each functional failure phenomenon of each vehicle independently to obtain the fault model corresponding to each functional failure phenomenon of different vehicles, different vehicles and different functional failure phenomena can be covered, which not only improves diversity and comprehensiveness, but also reduces the degree of coupling between each vehicle and each fault model, thereby greatly reducing the complexity and cost of subsequent maintenance; on the other hand, by generating a fault model by reversely injecting each abnormal logic, not only the safety of the vehicle is ensured, but also the accuracy and optimality of the fault model are improved, achieving an optimized balance in terms of accuracy, applicability, safety, etc.

[0169] Based on the above embodiments, the present application also provides a fault determination system. Figure 6 A schematic diagram of the structure of a fault determination system provided in an embodiment of the present application Figure 1 ,like Figure 6 As shown, the fault determination system 40 includes a fault determination device 41, wherein:

[0170] A fault determination device 41 is used to determine a target control unit from at least one control unit of the target vehicle based on the current functional fault phenomenon of the target vehicle; determine a target fault model corresponding to the current functional fault phenomenon, the vehicle includes at least one functional fault phenomenon, each functional fault phenomenon corresponds to a fault model, the fault model is generated by reverse injection of at least one abnormal logic, and the at least one abnormal logic is determined based on the corresponding functional fault phenomenon from multiple logics defined in the definition document of the target vehicle, and the multiple logics include at least one of the following: at least one implementation logic of multiple functions of the target vehicle, and diagnostic logic of each control unit of the target vehicle; using the target fault model, based on the operating information of the target control unit, determine the target fault result corresponding to the current functional fault phenomenon.

[0171] Here, the fault determination device 41 may be any suitable device capable of implementing this function, for example, an electronic device that executes the above-mentioned fault determination method.

[0172] The target vehicle can be any suitable vehicle experiencing a fault. The target control unit is adapted to the current functional fault phenomenon. The number of target control units can be at least one. In implementation, the process of determining the target control unit by the fault determination device 41 can refer to the specific implementation of the aforementioned step S11.

[0173] The target vehicle definition document is primarily used to define the implementation logic and diagnostic logic for each function of the target vehicle. The abnormal logic can be a specific implementation logic or a specific diagnostic logic among multiple logics, and the number of abnormal logics can be at least one. The target fault model can be a fault model among the multiple fault models included in the target vehicle. The fault model can be any suitable model capable of diagnosing functional fault phenomena, such as a neural network model, a mathematical model, etc. During implementation, the process by which the fault determination device 41 determines the target fault model can refer to the specific implementation of the aforementioned step S12.

[0174] The target vehicle's operating information may include, but is not limited to, at least one of the following: the operating status of the target control unit, the operating status of at least one actuator corresponding to the target control unit, and the like. The target vehicle's operating information may be acquired in any suitable manner. In some embodiments, the target control unit's operating information is received from another device. In some embodiments, a communication connection is established with the target vehicle to acquire the target control unit's operating information.

[0175] In some embodiments, the fault determination system 40 also includes a collection device and a polling device. The polling device is respectively connected to the target vehicle and the collection device for obtaining the operating information of the target control unit and transmitting the operating information of the target control unit to the collection device. The collection device is respectively connected to the polling device and the fault determination device 41 for transmitting the operating information of the target control unit to the fault determination device 41.

[0176] Here, the collection device can be any suitable device capable of acquiring operating information. It is understood that the collection device is universal and compatible with various existing vehicle models, models to be mass-produced, etc. In implementation, the fault determination device 41 can actively read the operating information from the collection device, or the collection device can transmit the operating information to the fault determination device 41 after acquiring the operating information.

[0177] The communication method between the data acquisition device and the fault determination device 41 can be any suitable method, such as a serial port, an Ethernet port, a CAN (Controller Area Network) port, etc. The serial port can include but is not limited to a USB (Universal Serial Bus) port, RS485, RS232, I2C, Type-C, UART (Universal Asynchronous Receiver / Transmitter), etc.

[0178] In some embodiments, the acquisition device may acquire the operating information of the target control unit upon receiving the acquisition instruction from the fault determination device 41 , or may acquire the operating information of each control unit of the target vehicle in a scheduled or real-time manner.

[0179] In some embodiments, when obtaining operating information of a target control unit in a target vehicle, the fault determination device 41 may send a collection instruction to a collection device. The collection device transmits the collection instruction to the target control unit via a polling device, and the target control unit obtains the operating information according to the collection instruction. The collection instruction may include any suitable content for collecting operating information, and is not limited in the embodiments of the present application.

[0180] In some embodiments, the acquisition device includes a transceiver, a main control unit, a terminal resistor, a clock unit, an interface unit and a power supply module. The interface unit is connected to the main control unit and the power supply module, respectively, and is used to establish a communication connection between the acquisition device and the fault determination device 41; the clock unit is connected to the main control unit and the transceiver, respectively, and is used to provide a reference clock for the acquisition device; the power supply module is used to power the main control unit according to the target acquisition scenario, and the target acquisition scenario is determined based on the network segment to which the target control unit belongs; the terminal resistor is adapted to the bus communication rate of the target vehicle and is coupled between the transceiver and the polling device; the main control unit is used to configure the resistance value of the terminal resistor based on the target channel; the acquisition instruction sent by the fault determination device 41 is transmitted to the polling device through the transceiver; and the operation information of the target control unit received by the transceiver is transmitted to the fault determination device 41 through the interface unit.

[0181] Here, the transceiver is mainly used to implement the data transceiver function. The transceiver can be any suitable transceiver, for example, a CAN transceiver. During implementation, the acquisition device can convert the digital signal from the control unit into a differential signal suitable for transmission on the bus, and convert the differential signal on the bus into a digital signal and transmit it to the CAN transceiver, so that the fault determination device 41 can obtain the operation information;

[0182] The terminal resistor can have any suitable resistance value, for example, 120 ohms (Ω), 150 Ω, etc. This terminal resistor can adapt to different bus communication rates. It is understood that different bus communication rates can correspond to different terminal resistors. Bus communication rates may include, but are not limited to, low speed, medium speed, and high speed. During implementation, those skilled in the art may independently set a higher or lower bus communication rate based on actual needs, and this embodiment of the application does not limit this.

[0183] The clock unit can be any suitable reference clock that can provide a stable frequency signal, such as a crystal oscillator cluster. This allows the acquisition device to maintain its operating frequency under different environments. If a target vehicle malfunctions, the acquisition device can establish a handshake connection with each control unit of the target vehicle, ensuring precise communication quality.

[0184] The interface unit can be any suitable unit capable of establishing a connection between the data acquisition device and the fault determination device 41, such as a serial port, an Ethernet port, etc. In some embodiments, the interface unit includes a USB port, through which the connection between the data acquisition device and the fault determination unit 41 is established. In some embodiments, the interface unit can also include multiple CAN bus lines for establishing a communication connection between the data acquisition device and the polling device.

[0185] The power module can be any suitable module that can perform power conversion, regulation, etc. In some embodiments, the power module can supply power to the main control unit for different acquisition scenarios. The acquisition scenarios may include but are not limited to the first acquisition scenario, the second acquisition scenario, etc. The first acquisition scenario refers to the scenario of data acquisition in a single network segment, and the second acquisition scenario refers to the scenario of data acquisition across network segments. In some embodiments, since different faults may correspond to different control units, and each control unit may be located at a different network port of the vehicle, then when the number of target control units is multiple and they are located in different network segments, at this time, the target acquisition scenario may be the second acquisition scenario; when the number of target control units is one, or multiple and they are located in the same network segment, at this time, the target acquisition scenario may be the first acquisition scenario. In some embodiments, the bus communication rates corresponding to different network segments may be different.

[0186] The main control unit can be any suitable unit capable of performing this function, such as an MCU (Microcontroller Unit) or a CPU (Central Processing Unit). During implementation, the main control unit serves as the core control chip of the acquisition device, automatically allocating and deciding between low-speed CAN and high-speed CAN FD bus segments in the vehicle, adapting and aligning them, and dynamically adjusting the terminal resistor based on the target channel to match the bus communication rate. In some embodiments, different channels can correspond to the same or different resistance values. During implementation, the resistance corresponding to the target channel can be used as the terminal resistor value.

[0187] Figure 7 A schematic diagram of the structure of a collection device provided in an embodiment of the present application is shown in FIG. Figure 7 As shown, the acquisition device 42 includes a transceiver 421 , a main control unit 422 , a terminal resistor 423 , a clock unit 424 , an interface unit 425 and a power supply module 426 .

[0188] In this way, by integrating the transceiver, main control unit, terminal resistor, clock unit, interface unit, power supply module, etc. in the acquisition device, a low-cost combination is achieved while ensuring that the acquisition device can accurately and efficiently collect vehicle data. It can meet the data acquisition needs of high and low communication rates of the bus. It can not only be coordinated and adapted with the fault determination device, but also be compatible with the mainstream bus acquisition equipment in the automotive industry, covering a large number of application scenarios such as production, debugging, R&D, and testing.

[0189] The communication method between the collection device and the polling device can be any appropriate method, for example, a serial port, an Ethernet port, etc.

[0190] The polling device can be any suitable device capable of achieving this function. It is primarily used to transmit commands, data, and the like between the acquisition device and the target vehicle. During implementation, the polling device can forward acquisition instructions received from the acquisition device to the target vehicle, and can also forward operational information received from the target control unit to the acquisition device. The polling device can communicate with the target vehicle via any suitable method, such as a CAN port or an Ethernet port.

[0191] Figure 8 A schematic diagram of the structure of a fault determination system provided in an embodiment of the present application Figure 2 ,like Figure 8 As shown, the fault determination system 40 includes a fault determination device 41, a collection device 42 and a polling device 43, wherein the collection device 42 is connected to the polling device 43 via a CAN bus, and the collection device 42 is connected to the fault determination device 41 via a USB port.

[0192] In some embodiments, the fault determination device 41 is not only compatible with the acquisition device 42 , but can also be compatible with other vehicles that have been mass-produced.

[0193] In the implementation manner of the present application, on the one hand, by integrating the acquisition device and the polling device into the fault determination system, the comprehensiveness and versatility of the fault determination system are improved; on the other hand, a connection is established between the fault determination device and the vehicle through the acquisition device and the polling device to accurately and efficiently obtain the actual signal of the vehicle, thereby helping to accurately locate the real cause corresponding to each functional failure phenomenon.

[0194] The target fault result is used to characterize the cause of the functional failure of the target vehicle. This fault cause may include a specific abnormal logic or the causal relationship between various abnormal logics. In practice, the process by which the fault determination device 41 determines the target fault result can be seen in the specific implementation of step S13 described above.

[0195] In some embodiments, the fault determination device 41 is also used for at least one of the following: displaying the target fault result corresponding to the current functional fault phenomenon in a preset display mode in the configuration interface; obtaining the configured current functional fault phenomenon in response to the operation of configuring the functional fault phenomenon in the configuration interface; obtaining the basic attributes of the target vehicle in response to the operation of configuring the attributes in the configuration interface; obtaining the target channel in response to the operation of configuring the channel in the configuration interface; wherein the target channel includes a channel for obtaining the operating information of the target vehicle.

[0196] Here, the configuration interface is an interactive interface for performing configuration operations and displaying information. The configuration interface may include but is not limited to an area where configuration operations can be performed, a display area, etc.

[0197] The display area is mainly used to display the target fault result. The display method can be any appropriate display method, for example, a table, a graph, text, etc. The area where configuration operations can be performed may include but is not limited to at least one of the first configuration area, the second configuration area, and the third configuration area. The first configuration area is used to configure the functional fault phenomenon, the second configuration area is used to configure the basic attributes, and the third configuration area is used to configure the channel. During implementation, the display of the target fault result, the current functional fault phenomenon, the basic attributes, and the channel configuration process can refer to the specific implementation methods of the aforementioned steps S141 to S144.

[0198] In the implementation manner of the present application, on the one hand, the target fault result is displayed through a preset display method, so that the operator can obtain the target fault result more directly and quickly, and realize the visualization of fault location; on the other hand, the functional fault phenomenon, basic attributes of the vehicle, channel and other information are dynamically configured online through a visual configuration interface, which simplifies the operation steps and improves the accuracy of the information, can better meet the user's configuration needs, and provide data support for the subsequent fault location.

[0199] In some embodiments, the fault determination device 41 is also used to: for each functional failure phenomenon of at least one functional failure phenomenon of the vehicle, determine at least one abnormal logic corresponding to the functional failure phenomenon from multiple logics defined in the vehicle definition document, reversely inject the at least one abnormal logic corresponding to the functional failure phenomenon, and generate a fault model corresponding to the functional failure phenomenon.

[0200] Here, the vehicle can be any suitable vehicle, and for each vehicle type, a fault model corresponding to each functional fault phenomenon can be constructed in the same manner. In implementation, the process of the fault determination device 41 generating the fault model corresponding to each vehicle can refer to the specific implementation of the aforementioned step S31.

[0201] In the embodiments of the present application, on the one hand, by pre-modeling each functional failure phenomenon of each vehicle independently to obtain the fault model corresponding to each functional failure phenomenon of different vehicles, different vehicles and different functional failure phenomena can be covered, which not only improves diversity and comprehensiveness, but also reduces the degree of coupling between each vehicle and each fault model, thereby greatly reducing the complexity and cost of subsequent maintenance; on the other hand, by generating a fault model by reversely injecting each abnormal logic, not only the safety of the vehicle is ensured, but also the accuracy and optimality of the fault model are improved, achieving an optimized balance in terms of accuracy, applicability, safety, etc.

[0202] Figure 9A schematic diagram of the implementation process of a fault determination method provided in an embodiment of the present application Figure 3 ,like Figure 9 As shown, the fault determination method includes steps S41 to S47, wherein:

[0203] Step S41: establishing fault models corresponding to various functional fault phenomena of each vehicle according to the definition documents of each vehicle;

[0204] Step S42: display the configuration interface;

[0205] Step S43: Based on the configuration operation performed in the configuration interface, basic attributes, current functional failure phenomenon, and target channel of the target vehicle are obtained;

[0206] Here, the target channel can be selected based on the actual application requirements and hardware platform. The selection of the channel directly determines the acquisition of data. In some implementations, the baud rate of the channel can also be set to determine the maximum supported sampling rate.

[0207] Step S44: Determine the target control unit based on the current functional failure phenomenon, and obtain the operating information of the target control unit through the target channel;

[0208] Here, before obtaining the operating data of the target control unit, it is necessary to first configure the network segment according to the target control unit; then insert the high and low CAN twisted pair cables at one end of the acquisition device into the polling device, and connect the other end of the acquisition device to the USB port of the fault determination device 41 via Type-C to USB-B to ensure that the output interface is stable and continuously output; finally, after the acquisition device is successfully connected and initialized, the fault determination device 41 transmits the acquisition instruction to the target control unit through the acquisition device and the polling device.

[0209] Step S45: determining a target fault model corresponding to the current functional fault phenomenon;

[0210] Step S46: using the target fault model and based on the operation information of the target control unit, determine the target fault result;

[0211] It should be understood that when a user triggers the fault result location operation in the configuration interface, step S44 or step S45 may be executed separately, or both steps S44 and S45 may be executed simultaneously. In practice, the fault result location operation may be any suitable operation, such as a gesture or voice. For example, clicking a locate button in the configuration interface may be used as the fault result location operation, thereby enabling one-click identification of the fault cause.

[0212] In some embodiments, the target fault model can be converted into a JSON file so that the fault determination device 41 can recognize it, and the reading and writing speed of the fault determination device 41 and the security of the target fault model can be improved. In some embodiments, the JSON file can also be encrypted, so as to significantly improve the processing efficiency and security of the data while ensuring the integrity of the data. During implementation, the operation information can be parsed through a script to obtain at least one target abnormality logic, and the at least one target abnormality logic can be input into the target fault model to obtain the first fault result determined by the target fault model. In some embodiments, the first fault result can be used as the target fault result, or the second fault result determined by the actual vehicle fault database can be used to correct the first fault result to obtain the target fault result.

[0213] Step S47: Display the target fault result in the configuration interface.

[0214] In the embodiment of the present application, firstly, a fault determination device is used to dynamically determine the target control unit according to the current functional fault phenomenon, so as to narrow the positioning range and reduce misjudgment, thereby improving the efficiency and accuracy of positioning; secondly, the fault determination device reversely injects each abnormal logic corresponding to the functional fault phenomenon determined according to the definition document of the target vehicle to generate a fault model corresponding to the functional fault phenomenon, thereby improving the accuracy and pertinence of the fault model. At the same time, since corresponding fault models are established for different functional fault phenomena, it not only helps to target the subsequent fault phenomena and improve the accuracy of fault positioning, but also greatly reduces the complexity of subsequent maintenance because each fault model is independent of each other. and cost; secondly, the fault determination device can quickly locate the target fault result according to the target control unit's operating information through the target fault model, realizing automatic and one-click positioning of the fault result, which not only ensures the accuracy of the target fault result while improving the positioning efficiency, but also shortens the positioning time and reduces the cost; finally, because the fault result of the current functional fault phenomenon can be accurately located according to the target fault model, the staff only needs to master simple electrical function principles, without having to design complex positioning algorithms according to each vehicle and each control unit, thus reducing the use threshold and difficulty of fault positioning, breaking the technical barriers, thereby lowering the threshold for vehicle electrical function debugging and saving manpower. In addition, because the fault determination system is compatible with fault positioning of different architectures, different types of control units, etc., it has high versatility.

[0215] Based on the above embodiments, the present application also provides a fault determination device. Figure 10 A schematic diagram of the structure of a fault determination device provided in an embodiment of the present application is shown in FIG. Figure 10As shown, the fault determination device 50 includes a first determination module 51, a second determination module 52 and a third determination module 53, wherein:

[0216] A first determining module 51 is configured to determine a target control unit from at least one control unit of the target vehicle based on a current functional failure phenomenon of the target vehicle;

[0217] a second determining module 52 configured to determine a target fault model corresponding to the current functional fault phenomenon, wherein the target vehicle includes at least one functional fault phenomenon, each functional fault phenomenon corresponds to a fault model, the fault model being generated by reversely injecting at least one abnormal logic, the at least one abnormal logic being determined based on the corresponding functional fault phenomenon from a plurality of logics defined in a definition document of the target vehicle, the plurality of logics including at least one of the following: at least one implementation logic of a plurality of functions of the target vehicle, and a diagnostic logic of each control unit of the target vehicle;

[0218] The third determination module 53 is configured to determine a target fault result corresponding to the current functional fault phenomenon by using the target fault model and based on the operation information of the target control unit.

[0219] In some embodiments, the second determination module 52 is further used to: obtain operating information of the target control unit; determine the fault type corresponding to the current functional fault phenomenon based on the operating information of the target control unit; and when the fault type corresponding to the current functional fault phenomenon is a first type of fault type, determine the target fault model corresponding to the current functional fault phenomenon.

[0220] In some embodiments, the second determination module 52 is further used to: obtain basic attributes of the target vehicle; wherein different basic attributes correspond to at least one fault model; and determine the target fault model corresponding to the current functional fault phenomenon from at least one fault model corresponding to the basic attributes of the target vehicle.

[0221] In some embodiments, the second determination module 52 is further used to: obtain operating information of the target control unit from the acquisition device; wherein the acquisition device is communicated with the target control unit through a polling device to obtain operating information of at least one control unit of the target vehicle, and the operating information of the target control unit includes at least one of the following: the operating status of the target control unit, and the operating status of at least one actuator corresponding to the target control unit.

[0222] In some embodiments, the third determination module 53 is further used to: parse the operating information of the target control unit to obtain at least one target abnormal logic corresponding to the current functional fault phenomenon; use the target fault model to determine the first fault result corresponding to the current functional fault phenomenon based on at least one target abnormal logic; wherein the first fault result includes one of the following: a causal relationship between at least two target abnormal logics of the first target abnormal logic, and the first target abnormal logic is determined from at least one target abnormal logic; based on the first fault result, determine the target fault result corresponding to the current functional fault phenomenon.

[0223] In some embodiments, the third determination module 53 is further used to: determine the second fault result corresponding to the current functional fault phenomenon based on the current functional fault phenomenon and the actual vehicle fault database; and determine the target fault result based on the first fault result and the second fault result.

[0224] In some embodiments, the fault determination device also includes a generation module, which is used to: for each functional failure phenomenon of the vehicle, determine at least one abnormal logic corresponding to the functional failure phenomenon from multiple logics defined in the vehicle's definition document, reverse inject the at least one abnormal logic corresponding to the functional failure phenomenon, and generate a fault model corresponding to the functional failure phenomenon.

[0225] In some embodiments, the fault determination device also includes a fourth determination module, which is used for at least one of the following: displaying the target fault result corresponding to the current functional fault phenomenon in a preset display method in the configuration interface; obtaining the configured current functional fault phenomenon in response to the operation of configuring the functional fault phenomenon in the configuration interface; obtaining the basic attributes of the target vehicle in response to the operation of configuring the attributes in the configuration interface; obtaining the target channel in response to the operation of configuring the channel in the configuration interface; wherein the target channel includes a channel for obtaining the operating information of the target vehicle.

[0226] The description of the above device embodiment is similar to the description of the above method embodiment and has similar beneficial effects as the method embodiment. For technical details not disclosed in the device embodiment of this application, please refer to the description of the method embodiment of this application for understanding.

[0227] It should be noted that in the embodiments of the present application, if the above method is implemented in the form of a software function module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiments of the present application, or the part that contributes to the relevant technology, can be embodied in the form of a software product. The software product is stored in a storage medium and includes several instructions for enabling an electronic device (which can be a personal computer, server, or network device, etc.) to execute all or part of the methods described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program code, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a magnetic disk, or an optical disk. In this way, the embodiments of the present application are not limited to any specific combination of hardware and software.

[0228] The present application also provides an electronic device, including a memory and a processor, wherein the memory stores a computer program that can be run on the processor, and the processor implements any of the above methods when executing the computer program.

[0229] The present application also provides a computer-readable storage medium having a computer program stored thereon, which implements the above method when executed by a processor. The computer-readable storage medium may be transient or non-transient.

[0230] The present application also provides a computer program product, comprising a computer program or instructions that, when executed by a processor, implement some or all of the steps in any of the above methods. The computer program product may be implemented in hardware, software, or a combination thereof. In one optional embodiment, the computer program product is embodied as a computer storage medium. In another optional embodiment, the computer program product is embodied as a software product, such as a software development kit (SDK).

[0231] It should be noted that Figure 11 A hardware entity diagram of an electronic device provided in an embodiment of the present application is shown as follows: Figure 11 As shown, the hardware entity of the electronic device 600 includes: a processor 601, a communication interface 602 and a memory 603, wherein:

[0232] The processor 601 generally controls the overall operations of the electronic device 600 .

[0233] The communication interface 602 enables the electronic device to communicate with other terminals or servers through a network.

[0234] Memory 603 is configured to store instructions and applications executable by processor 601. It can also cache data to be processed or processed by processor 601 and various modules in electronic device 600 (e.g., image data, audio data, voice communication data, and video communication data). This can be implemented using flash memory (FLASH) or random access memory (RAM). Data can be transmitted between processor 601, communication interface 602, and memory 603 via bus 604.

[0235] It should be noted that the description of the above storage medium and device embodiments is similar to the description of the above method embodiments and has similar beneficial effects as the method embodiments. For technical details not disclosed in the storage medium and device embodiments of this application, please refer to the description of the method embodiments of this application for understanding.

[0236] The above embodiments are only preferred embodiments for fully illustrating the present application, and the protection scope of the present application is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art based on the present application are within the protection scope of the present application.

Claims

1. A fault determination method, characterized in that: include: determining a target control unit from at least one control unit of the target vehicle based on a current functional failure phenomenon of the target vehicle; In a case where the fault type corresponding to the current functional fault phenomenon is a first type of fault type, determining a target fault model corresponding to the current functional fault phenomenon, the target vehicle including at least one functional fault phenomenon, each functional fault phenomenon corresponding to a fault model, the fault model being generated by reverse injection of at least one abnormal logic, the at least one abnormal logic being determined from a plurality of logics defined in a definition document of the target vehicle based on the corresponding functional fault phenomenon, the plurality of logics including at least one of the following: at least one implementation logic of a plurality of functions of the target vehicle, a diagnostic logic of each control unit of the target vehicle, the first type of fault type indicating that the fault type corresponding to the current functional fault phenomenon is a multi-source fault; The target fault model is used to determine a target fault result corresponding to the current functional fault phenomenon based on the operating information of the target control unit.

2. The fault determination method according to claim 1, characterized in that: The method further comprises: Acquiring operation information of the target control unit; Based on the operation information of the target control unit, a fault type corresponding to the current functional fault phenomenon is determined.

3. The fault determination method according to claim 1, wherein: Determining a target fault model corresponding to the current functional fault phenomenon includes: Obtaining basic attributes of the target vehicle; wherein different basic attributes correspond to at least one fault model; A target fault model corresponding to the current functional fault phenomenon is determined from at least one fault model corresponding to the basic attributes of the target vehicle.

4. The fault determination method according to claim 2, wherein: The obtaining of the operation information of the target control unit includes: Acquire the operating information of the target control unit from a collection device; wherein the collection device is connected to the target control unit for communication via a polling device to acquire the operating information of at least one control unit of the target vehicle, and the operating information of the target control unit includes at least one of the following: the operating status of the target control unit, and the operating status of at least one actuator corresponding to the target control unit. The fault determination method according to claim 1 , wherein: The determining, using the target fault model and based on the operating information of the target control unit, a target fault result corresponding to the current functional fault phenomenon includes: parsing the operation information of the target control unit to obtain at least one target abnormal logic corresponding to the current functional failure phenomenon; Determining, using the target fault model and based on the at least one target abnormality logic, a first fault result corresponding to the current functional fault phenomenon; wherein the first fault result comprises one of the following: a first target abnormality logic, and a causal relationship between at least two target abnormality logics, wherein the first target abnormality logic is determined from the at least one target abnormality logic; Based on the first fault result, a target fault result corresponding to the current functional fault phenomenon is determined. The fault determination method according to claim 5 , wherein: The determining, based on the first fault result, a target fault result corresponding to the current functional fault phenomenon includes: Determining a second fault result corresponding to the current functional fault phenomenon based on the current functional fault phenomenon and a real vehicle fault database; The target failure result is determined based on the first failure result and the second failure result.

7. The fault determination method according to any one of claims 1 to 6, characterized in that: The fault determination method further includes: For each of at least one functional failure phenomenon of a vehicle, at least one abnormal logic corresponding to the functional failure phenomenon is determined from multiple logics defined in a definition document of the vehicle, and reverse injection is performed on the at least one abnormal logic corresponding to the functional failure phenomenon to generate a fault model corresponding to the functional failure phenomenon.

8. The fault determination method according to any one of claims 1 to 6, characterized in that: The fault determination method further includes at least one of the following: Displaying the target fault result corresponding to the current functional fault phenomenon in a preset display mode in the configuration interface; In response to an operation of configuring a functional failure phenomenon on the configuration interface, obtaining the configured current functional failure phenomenon; In response to an operation of configuring attributes in the configuration interface, obtaining basic attributes of the target vehicle; In response to an operation of configuring a channel in the configuration interface, a target channel is acquired; wherein the target channel includes a channel for acquiring operating information of the target vehicle.

9. A fault determination system, characterized in that: comprising a fault determination device, wherein: The fault determination device is used to determine a target control unit from at least one control unit of the target vehicle based on a current functional fault phenomenon of the target vehicle; when the fault type corresponding to the current functional fault phenomenon is a first type of fault type, determine a target fault model corresponding to the current functional fault phenomenon, the target vehicle includes at least one functional fault phenomenon, each of the functional fault phenomena corresponds to a fault model, the fault model is generated by reverse injection of at least one abnormal logic, the at least one abnormal logic is determined based on the corresponding functional fault phenomenon from multiple logics defined in the definition document of the target vehicle, the multiple logics include at least one of the following: at least one implementation logic of multiple functions of the target vehicle, diagnostic logic of each control unit of the target vehicle, the first type of fault type characterizes that the fault type corresponding to the current functional fault phenomenon is a multi-source fault; using the target fault model, based on the operating information of the target control unit, determine the target fault result corresponding to the current functional fault phenomenon.

10. The fault determination system according to claim 9, characterized in that: The fault determination system further includes a collection device and a polling device, wherein: The polling device is respectively connected to the target vehicle and the collection device for obtaining the operating information of the target control unit; and transmitting the operating information of the target control unit to the collection device; The collecting device is respectively connected to the polling device and the fault determining device for communicating with each other, and is used to transmit the operating information of the target control unit to the fault determining device.

11. The fault determination system according to claim 10, characterized in that: The acquisition device includes a transceiver, a main control unit, a terminal resistor, a clock unit, an interface unit and a power supply module, wherein: The interface unit is connected to the main control unit and the power supply module respectively, and is used to establish a communication connection between the acquisition device and the fault determination device; The clock unit is connected to the main control unit and the transceiver respectively, and is used to provide a reference clock for the acquisition device; The power supply module is used to supply power to the main control unit according to a target acquisition scenario, wherein the target acquisition scenario is determined based on the network segment to which the target control unit belongs; The terminal resistor is adapted to the bus communication rate of the target vehicle and is coupled between the transceiver and the polling device; The main control unit is used to configure the resistance value of the terminal resistor based on the target channel; transmit the acquisition instruction sent by the fault determination device to the polling device through the transceiver; and transmit the operation information of the target control unit received by the transceiver to the fault determination device through the interface unit.

12. A fault determination device, characterized in that: include: A first determining module is configured to determine a target control unit from at least one control unit of the target vehicle based on a current functional failure phenomenon of the target vehicle; a second determination module, configured to, when the fault type corresponding to the current functional fault phenomenon is a first type of fault type, determine a target fault model corresponding to the current functional fault phenomenon, the target vehicle including at least one functional fault phenomenon, each functional fault phenomenon corresponding to a fault model, the fault model being generated by reverse injection of at least one abnormal logic, the at least one abnormal logic being determined from a plurality of logics defined in a definition document of the target vehicle based on the corresponding functional fault phenomenon, the plurality of logics including at least one of the following: at least one implementation logic of a plurality of functions of the target vehicle, a diagnostic logic of each control unit of the target vehicle, the first type of fault type indicating that the fault type corresponding to the current functional fault phenomenon is a multi-source fault; The third determination module is configured to determine a target fault result corresponding to the current functional fault phenomenon by utilizing the target fault model and based on the operation information of the target control unit.

13. An electronic device, characterized in that: The method comprises a processor and a memory, wherein the memory stores a computer program that can be run on the processor, and when the processor executes the computer program, the method according to any one of claims 1 to 8 is implemented.

14. A computer-readable storage medium, characterized in that A computer program is stored thereon, and when the computer program is executed by a processor, the method according to any one of claims 1 to 8 is implemented.

15. A computer program product comprising a computer program or instructions, characterized in that When the computer program or instruction is executed by a processor, the method according to any one of claims 1 to 8 is implemented.

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