Method and system for processing electric vehicle driving torque fault

Abstract

The present application provides a method and system for processing a driving torque fault of an electric vehicle. The processing method includes: judging whether the driving torque of the electric vehicle is normal according to one or more parameters, and when it is abnormal, making the electric vehicle enter a first-level fault mode; judging whether the duration of the electric vehicle in the first-level fault mode is equal to or greater than a first preset duration, and when it is greater, making the electric vehicle enter a second-level fault mode; when the electric vehicle is in the second-level fault mode, judging whether the actual driving torque of the driving motor is equal to or greater than the preset torque, whether the vehicle speed is equal to or greater than the preset vehicle speed, and whether the bus current is equal to or greater than the preset bus current in accordance with a first preset sequence, and when any of the judgment results is yes, making the electric vehicle enter a third-level fault mode, wherein the third-level fault mode includes cutting off the battery power supply of the electric vehicle. The processing method and processing system of the present application have the advantages of improving the reliability of torque monitoring and avoiding additional hazards.

Description

Technical Field

[0001] The present application mainly relates to the field of electric vehicle control, and specifically to a method and system for processing a driving torque fault of an electric vehicle. Background Art

[0002] The driving torque of an electric vehicle is used to provide power for the electric vehicle. If the driving torque output by the driving motor is abnormal, such as torque out of control, it will cause serious harm to the life and property safety of the passengers. Therefore, the driving torque must be monitored to detect the abnormal driving torque in a timely and accurate manner, and make correct handling to reduce the harm caused by the abnormal torque.

[0003] At present, the methods for safety monitoring and fault handling of driving torque are relatively simple. For example, by comparing the required torque with the actual torque of the driving motor, it is determined whether the vehicle is out of control, and the driving torque is limited or the power is cut off when the torque is out of control. This method is relatively simple in judging the torque out of control, and does not take into account other factors that may cause torque out of control, making it difficult to timely detect torque out of control caused by other factors. In addition, the fault handling method when torque out of control occurs is simple. For example, blindly using the power-off method may cause additional hazards.

[0004] Therefore, how to effectively monitor torque out of control and reasonably deal with torque out of control is an urgent problem to be solved.

[0005] Application Contents

[0006] The technical problem to be solved by the present application is to provide a method and system for processing electric vehicle drive torque failure, which can improve the reliability of torque monitoring and adopt a reasonable hierarchical processing scheme to handle torque out of control.

[0007] The technical solution adopted by the present application to solve the above-mentioned technical problems is a method for processing a driving torque fault of an electric vehicle, including: judging whether the driving torque of the electric vehicle is normal according to one or more of the vehicle speed of the electric vehicle, the rate of change of the accelerator pedal opening, the rate of change of the brake pedal opening, the driver's required torque, the actual driving torque of the driving motor, the bus current and whether the message sent by the driving motor controller is frame lost, and when the judgment result is no, the electric vehicle enters a first-level fault mode; judging whether the duration for which the electric vehicle is in the first-level fault mode is equal to or greater than a first preset duration, and when the judgment result is yes, the electric vehicle enters a second-level fault mode; and when the electric vehicle is in the second-level fault mode, judging whether the actual driving torque of the driving motor is equal to or greater than the preset torque, whether the vehicle speed is equal to or greater than the preset vehicle speed and whether the bus current is equal to or greater than the preset bus current in accordance with a first preset order, and when any of the judgment results is yes, the electric vehicle enters a third-level fault mode, wherein the third-level fault mode includes cutting off the battery power supply of the electric vehicle.

[0008] In one embodiment of the present application, the method for determining whether the driving torque of the electric vehicle is normal includes making the following judgments in accordance with a second preset order: whether the duration of the monotonic inconsistency between the rate of change of the accelerator pedal opening and the rate of change of the driver's required torque is equal to or greater than a second preset duration; whether a message sent by the drive motor controller is frame lost; whether the duration of the monotonic inconsistency between the rate of change of the actual driving torque of the drive motor and the rate of change of the driver's required torque is equal to or greater than a third preset duration; whether the duration of the increase of the actual driving torque of the drive motor when the opening of the accelerator pedal is reduced or the brake pedal is pressed is equal to or greater than a fourth preset duration; whether the duration of the increase of the vehicle speed when the opening of the accelerator pedal is reduced or the brake pedal is pressed is equal to or greater than a fifth preset duration; whether the duration of the increase of the bus current when the opening of the accelerator pedal is reduced or the opening of the brake pedal is reduced is equal to or greater than a sixth preset duration; when any of the above judgment results is yes, the driving torque of the electric vehicle is abnormal.

[0009] In an embodiment of the present application, when any of the judgment results is yes, the judgments not executed in the second sequence are stopped.

[0010] In one embodiment of the present application, the first-level fault mode includes: using the hill-climbing torque corresponding to the current vehicle speed of the electric vehicle as the driver's required torque.

[0011] In an embodiment of the present application, the secondary fault mode includes: setting the driver demand torque to zero, and braking the electric vehicle according to a braking torque corresponding to the current vehicle speed of the electric vehicle.

[0012] In one embodiment of the present application, when judging whether the actual driving torque of the driving motor is equal to or greater than the preset torque, whether the vehicle speed is equal to or greater than the preset vehicle speed, and whether the bus current is equal to or greater than the preset bus current in accordance with a first preset order, when any of the judgment results is yes, the judgment not executed in the first order is stopped.

[0013] On the other hand, the present application also provides a processing system for electric vehicle drive torque fault, including a judgment module and a processing module, the judgment module is configured to judge whether the drive torque of the electric vehicle is normal based on one or more of the vehicle speed of the electric vehicle, the rate of change of the accelerator pedal opening, the rate of change of the brake pedal opening, the driver's required torque, the actual drive torque of the drive motor, the bus current and whether the message sent by the drive motor controller is frame lost, when the judgment result is no, the judgment module sends a first-level fault mode instruction to the processing module, and the processing module causes the electric vehicle to enter the first-level fault mode according to the first-level fault instruction; the judgment module is also configured to judge whether the duration of the electric vehicle in the first-level fault mode is equal to or greater than the first A preset duration, when the judgment result is yes, a secondary fault mode instruction is sent to the processing module, and the processing module causes the electric vehicle to enter the secondary fault mode according to the secondary fault instruction; and the judgment module is also configured to judge whether the actual driving torque of the drive motor is equal to or greater than the preset torque, whether the vehicle speed is equal to or greater than the preset vehicle speed, and whether the bus current is equal to or greater than the preset bus current in a first preset order when the electric vehicle is in the secondary fault mode, and when any of the judgment results is yes, a third-level fault instruction is sent to the processing module, and the processing module causes the electric vehicle to enter the third-level fault mode according to the third-level fault instruction, wherein the third-level fault mode includes cutting off the battery power supply of the electric vehicle.

[0014] In one embodiment of the present application, the method for determining whether the driving torque of the electric vehicle is normal includes making the following judgments in a second preset order: whether the duration of the monotonic inconsistency between the rate of change of the accelerator pedal opening and the rate of change of the driver's required torque is equal to or greater than the second preset duration; whether the message sent by the drive motor controller is frame lost; whether the duration of the monotonic inconsistency between the rate of change of the actual driving torque of the drive motor and the rate of change of the driver's required torque is equal to or greater than the third preset duration; whether the duration of the increase of the actual driving torque of the drive motor when the accelerator pedal opening is reduced or the brake pedal is pressed is equal to or greater than the fourth preset duration; whether the duration of the increase of the vehicle speed when the accelerator pedal opening is reduced or the brake pedal is pressed is equal to or greater than the fifth preset duration; whether the duration of the increase of the bus current when the accelerator pedal opening is reduced or the brake pedal is pressed is equal to or greater than the sixth preset duration; when any of the above judgment results is yes, the driving torque of the electric vehicle is abnormal.

[0015] In an embodiment of the present application, when any of the judgment results is yes, the judgments not executed in the second sequence are stopped.

[0016] In one embodiment of the present application, the first-level fault mode includes: using the hill-climbing torque corresponding to the current vehicle speed of the electric vehicle as the driver's required torque.

[0017] In an embodiment of the present application, the secondary fault mode includes: setting the driver demand torque to zero, and braking the electric vehicle according to a braking torque corresponding to the current vehicle speed of the electric vehicle.

[0018] In one embodiment of the present application, when judging whether the actual driving torque of the driving motor is equal to or greater than the preset torque, whether the vehicle speed is equal to or greater than the preset vehicle speed, and whether the bus current is equal to or greater than the preset bus current in accordance with a first preset order, when any of the judgment results is yes, the judgment not executed in the first order is stopped.

[0019] The electric vehicle driving torque fault processing method and processing system of the present application monitors the driving torque according to multiple parameters, thereby improving the reliability of torque monitoring. In addition, by reasonably classifying the fault levels, when the electric vehicle is in different fault levels, corresponding processing solutions are adopted, which can avoid the additional hazards caused by adopting the processing solutions corresponding to the high-level fault mode in the low-level fault mode, thereby protecting the safety of passengers. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below with reference to the accompanying drawings, wherein:

[0021] Figure 1 is an exemplary flow chart of a method for processing a driving torque fault of an electric vehicle according to an embodiment of the present application;

[0022] Figure 2 is an exemplary flow chart of a method for processing a driving torque fault of an electric vehicle according to another embodiment of the present application;

[0023] Figure 3 is an exemplary flow chart of a method for processing a driving torque fault of an electric vehicle according to an embodiment of the present application;

[0024] Figure 4 is a system block diagram of a system for processing a driving torque fault of an electric vehicle according to an embodiment of the present application;

[0025] Figure 5 It is an exemplary flow chart involved in a processing system for electric vehicle drive torque fault according to an embodiment of the present application. DETAILED DESCRIPTION

[0026] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below with reference to the accompanying drawings.

[0027] In the following description, many specific details are set forth to facilitate a full understanding of the present application, but the present application may also be implemented in other ways different from those described herein, and therefore the present application is not limited to the specific embodiments disclosed below.

[0028] As shown in this application and claims, unless the context clearly indicates an exception, the words "a", "an", "an" and / or "the" do not refer to the singular and may also include the plural. Generally speaking, the terms "include" and "comprise" only indicate the inclusion of the steps and elements that have been clearly identified, and these steps and elements do not constitute an exclusive list. The method or device may also include other steps or elements.

[0029] In addition, it should be noted that the use of words such as "first" and "second" to define components is only for the convenience of distinguishing the corresponding components. If not otherwise stated, the above words have no special meaning and cannot be understood as limiting the scope of protection of this application. In addition, although the terms used in this application are selected from well-known and commonly used terms, some terms mentioned in the specification of this application may be selected by the applicant at his or her discretion, and their detailed meanings are explained in the relevant parts of the description of this article. In addition, it is required to understand this application not only by the actual terms used, but also by the meaning implied by each term.

[0030] Flowcharts are used in the present application to illustrate the operations performed by the system according to the embodiments of the present application. It should be understood that the preceding or following operations are not necessarily performed accurately in order. On the contrary, various steps may be processed in reverse order or simultaneously. At the same time, other operations may be added to these processes, or one or more operations may be removed from these processes.

[0031] Next, the control method and control system of the present application are described through specific embodiments.

[0032] Figure 1 FIG. 1 is an exemplary flow chart of a method for processing a driving torque fault of an electric vehicle according to an embodiment of the present application. Figure 1 As shown, the processing method of this embodiment includes the following steps:

[0033] Step S110: Determine whether the driving torque of the electric vehicle is normal based on one or more of the speed of the electric vehicle, the rate of change of the accelerator pedal opening, the rate of change of the brake pedal opening, the driver's required torque, the actual driving torque of the driving motor, the bus current, and whether the message sent by the driving motor controller is lost. When the judgment result is no, the electric vehicle enters the first-level fault mode.

[0034] Step S120: Determine whether the duration of the electric vehicle being in the primary fault mode is equal to or greater than a first preset duration, and if the determination result is yes, cause the electric vehicle to enter the secondary fault mode.

[0035] Step S130: When the electric vehicle is in the secondary fault mode, determine whether the actual driving torque of the driving motor is equal to or greater than the preset torque, whether the vehicle speed is equal to or greater than the preset vehicle speed, and whether the bus current is equal to or greater than the preset bus current in a first preset order. When any of the judgment results is yes, the electric vehicle enters the third fault mode, wherein the third fault mode includes cutting off the battery power supply of the electric vehicle.

[0036] The above steps S110 to S130 are described in detail below.

[0037] In step S110, during the driving process of the electric vehicle, the driving torque may be out of control. When the torque is out of control, some parameters in the electric vehicle will change. By monitoring these parameters, the torque out of control can be detected as early as possible. In one embodiment, the driving torque of the electric vehicle can be judged to be normal according to one or more of the speed of the electric vehicle, the rate of change of the accelerator pedal opening, the rate of change of the brake pedal opening, the driver's required torque, the actual driving torque of the drive motor, the bus current, and whether the message sent by the drive motor controller is lost. When it is judged that the above parameters are normal, it indicates that there is no torque out of control. When it is judged that there is a parameter abnormality, it indicates that there is a risk of torque out of control. When the parameter abnormality lasts for more than a certain period of time, the electric vehicle enters the first-level fault mode. This application does not immediately make the electric vehicle enter the first-level fault mode when the parameter is abnormal, but when the parameter abnormality lasts for more than a certain period of time, the electric vehicle enters the first-level fault mode, which can effectively avoid the loss caused by misjudgment. It can be understood that this application does not limit the above-mentioned certain period of time, and can be set according to actual needs.

[0038] In one embodiment of the present application, the first-level fault mode includes using the ramp torque corresponding to the current speed of the electric vehicle as the driver's required torque to reduce the drive torque output by the drive motor, thereby reducing the vehicle speed. The ramp torque is related to the current speed of the electric vehicle, and there is a corresponding relationship between the two. When the vehicle speed is higher, the corresponding ramp torque is higher, and vice versa.

[0039] Next, it is explained how to judge whether the driving torque of the electric vehicle is normal based on one or more of the vehicle speed, the rate of change of the accelerator pedal opening, the rate of change of the brake pedal opening, the driver's required torque, the actual driving torque of the driving motor, the bus current and whether the message sent by the driving motor controller is lost.

[0040] The rate of change of the accelerator pedal opening indicates the rate at which the accelerator pedal increases or decreases within a time period, which includes two pieces of information: whether the accelerator pedal opening increases or decreases and the rate at which it increases or decreases. For example, when the driver steps on the accelerator quickly, the accelerator pedal opening increases, and the rate of change of the accelerator pedal opening is large. When the driver steps on the accelerator slowly, the accelerator pedal opening also increases, but the rate of change of the accelerator pedal opening is small. Similarly, the rate of change of the brake pedal opening indicates the rate at which the brake pedal increases or decreases within a period of time. The driver's required torque indicates the driving torque that the driver wants the drive motor to output, and the actual driving torque of the drive motor indicates the driving torque actually output by the drive motor. When the difference between the actual driving torque of the drive motor and the driver's required torque is equal to or greater than the preset difference and the duration is equal to or greater than the second preset duration, it indicates that the drive motor has torque out of control, and the electric vehicle enters the first-level fault mode at this time. It can be understood that the present application does not limit the preset difference and the second preset duration, and can be set according to actual needs. This description also applies to the following text, and will not be described in detail later.

[0041] The message sent by the drive motor controller refers to the information sent by the drive motor controller (Motor Control Unit, MCU) to other components, such as the vehicle control unit (VCU). The message sent by the drive motor controller may lose frames during transmission, making the message information received by other components incomplete, which may cause serious safety accidents. When the message sent by the drive motor controller loses frames, the vehicle enters the first-level fault mode, which can effectively avoid safety accidents caused by message frame loss.

[0042] The rate of change of the driver's required torque refers to the rate at which the torque required by the driver increases or decreases within a period of time. When the driver changes the accelerator pedal opening, a required torque information is generated, and the required torque information is transmitted to other components, such as the VCU and / or MCU, to control the driving torque output by the drive motor. When the driver's required torque information is transmitted to the drive motor controller, the drive motor controller will control the drive motor to output the driving torque according to the required torque information. Under normal circumstances, the rate of change of the required torque should be consistent with the rate of change of the actual torque. When the rate of change of the actual driving torque of the drive motor is inconsistent with the monotonicity of the rate of change of the driver's required torque and the duration is equal to or greater than the third preset duration, it indicates that the drive motor has torque out of control, and the electric vehicle enters the first level fault mode.

[0043] The change of the accelerator pedal opening and the brake pedal opening can be known by the change rate of the accelerator pedal opening and the brake pedal opening. When the accelerator pedal opening decreases (i.e. the driver releases the accelerator pedal) or the driver steps on the brake pedal, it indicates that the actual torque of the drive motor should decrease, the vehicle speed should also decrease, and the bus current should also decrease. When the accelerator pedal opening decreases or the brake pedal is stepped on, if the following conditions exist, it indicates that the drive motor has torque out of control, and the electric vehicle enters the first-level fault mode: (1) The actual drive torque of the drive motor increases and the duration is equal to or greater than the fourth preset duration; (2) The duration of the vehicle speed increase is equal to or greater than the fifth preset duration; (3) The duration of the bus current increase is equal to or greater than the sixth preset duration. Among them, the bus current represents the current output from the battery of the electric vehicle to the external device, and the magnitude of the bus current can be obtained through the battery management system (BMS). The magnitude of the bus current reflects the magnitude of the actual working power of the electrical appliances on the electric vehicle, especially the power of the drive motor, which has a greater impact on the magnitude of the bus current. When the power of the drive motor increases, the bus current will also increase accordingly.

[0044] It should be noted that when judging whether the driving torque of the electric vehicle is normal based on the information described above, you can choose to judge based on part of the information, or you can judge based on all of the above information. In some embodiments, judging whether the driving torque of the electric vehicle is normal is based on all of the above information, which can improve the reliability of torque out-of-control monitoring. For example, when the torque of the electric vehicle is abnormal, some of the above information may maintain the state under normal conditions. At this time, if the judgment is only based on the information that does not reflect the torque abnormality, the torque abnormality cannot be discovered in time. Therefore, the reliability of driving torque monitoring can be improved by monitoring multiple parameters to determine whether to enter the fault mode.

[0045] Figure 2 is an exemplary flow chart of a method for processing a driving torque fault of an electric vehicle according to another embodiment of the present application. Figure 2 As shown, in this embodiment, when judging whether the driving torque of the electric vehicle is normal, the judgment is performed according to the following second preset order.

[0046] Step S210: Determine whether the duration of the monotonic inconsistency between the rate of change of the accelerator pedal opening and the rate of change of the driver's required torque is equal to or greater than a second preset duration.

[0047] Step S220: Determine whether a message sent by the drive motor controller is frame lost.

[0048] Step S230: Determine whether the time period during which the difference between the actual driving torque of the driving motor and the driver's required torque is equal to or greater than the preset difference is equal to or greater than a third preset time period.

[0049] Step S240: Determine whether the time duration for which the actual driving torque of the driving motor increases when the opening of the accelerator pedal is reduced or the brake pedal is depressed is equal to or greater than a fourth preset time duration.

[0050] Step S250: Determine whether the duration of the vehicle speed increase when the accelerator pedal opening is reduced or the brake pedal is depressed is equal to or greater than a fifth preset duration.

[0051] Step S260: Determine whether the duration of the bus current increase when the accelerator pedal opening is reduced or the brake pedal is depressed is equal to or greater than a sixth preset time.

[0052] When any judgment result in step S210 to step S260 is yes, the driving torque of the electric vehicle is abnormal, causing the electric vehicle to enter the first-level fault mode. It can be understood that the order of the above steps is only exemplary, and the present application does not limit the specific content of the second preset order.

[0053] In one embodiment, when the judgment result of any step from step S210 to step S260 is yes, the judgment steps not executed in the second sequence are stopped. For example, when the judgment results of step S210 and step S220 are both no, and the judgment result of step S230 is yes, step S240 and subsequent steps are no longer executed. In this way, processor resources can be effectively saved.

[0054] Back to Figure 1 As shown, when the electric vehicle enters the first-level fault mode, step S120 is executed to determine whether the duration of the electric vehicle being in the first-level fault is equal to or greater than the second preset duration. If the determination result is yes, the electric vehicle enters the second-level fault mode.

[0055] In one embodiment, the secondary fault mode includes setting the driver demand torque to zero and braking the electric vehicle according to the braking torque corresponding to the current speed of the electric vehicle. It can be understood that the braking torque is proportional to the current speed of the electric vehicle, so that the vehicle can be quickly stopped. When the electric vehicle is in the secondary fault mode, it indicates that the electric vehicle has been in the primary fault mode for a long time. At this time, by making the electric vehicle enter the secondary fault mode, the fault deterioration can be effectively avoided and a more serious accident can be prevented.

[0056] When the electric vehicle is in the secondary fault mode, the driving torque of the drive motor has been set to zero and the electric vehicle is braked. However, in some extreme cases, such as the inability to set the driving torque of the drive motor to zero or the brake failure, the drive motor may continue to output the driving torque. The actual driving torque of the drive motor, the vehicle speed and the bus current are closely related to the driving torque of the drive motor. When the electric vehicle is in the secondary fault mode, the actual driving torque of the drive motor, the vehicle speed and the bus current are monitored and whether to enter the third fault mode is determined based on the monitoring results to effectively avoid the deterioration of the fault.

[0057] Continue to refer Figure 1 As shown, in step 130, it is determined whether the actual driving torque of the driving motor is equal to or greater than the preset torque, whether the vehicle speed is equal to or greater than the preset vehicle speed, and whether the bus current is equal to or greater than the preset bus current in accordance with the first preset sequence. When any of the judgment results is yes, the electric vehicle enters the third-level fault mode. Among them, the third-level fault mode includes cutting off the battery power supply of the electric vehicle. By cutting off the battery power supply of the electric vehicle, the driving motor is forced to stop working, which can effectively avoid the deterioration of the fault. It can be understood that, similar to the above, the present application does not limit the specific content of the first preset sequence.

[0058] In the above implementation, the fault modes are classified into three levels according to the level of fault. When the electric vehicle is at different fault levels, corresponding processing solutions are adopted. On the one hand, damage caused by torque loss can be avoided. On the other hand, additional hazards caused by adopting processing solutions corresponding to high-level fault modes in low-level fault modes, such as cutting off battery power supply, can be avoided, thereby protecting the safety of passengers.

[0059] In one embodiment, a command may be sent via the VCU to the BMS to cut off the battery power supply of the electric vehicle.

[0060] In one embodiment, when judging whether the actual driving torque of the driving motor is equal to or greater than the preset torque, whether the vehicle speed is equal to or greater than the preset vehicle speed, and whether the bus current is equal to or greater than the preset bus current in accordance with the first preset sequence, when any of the judgment results is yes, the judgment not executed in the first sequence is stopped. In this way, processor resources can be effectively saved.

[0061] To facilitate understanding of the method for handling electric vehicle drive torque failure of the present application, a non-limiting example is given here.

[0062] Figure 3 FIG. 1 is an exemplary flow chart of a method for processing a driving torque fault of an electric vehicle according to an embodiment of the present application. Figure 3As shown, in step S310, it is determined whether the driving torque of the electric vehicle is normal. If it is normal, step S310 is continued to be executed. If it is not normal, step S320 is executed: the electric vehicle enters the first-level fault mode. Next, step S330 is executed to determine whether the duration of the electric vehicle in the first-level fault mode is equal to or greater than the first preset duration. If the judgment result is yes, step S340 is executed: the electric vehicle enters the second-level fault mode. Otherwise, step S350 is executed: according to the first preset order, it is determined whether the actual driving torque of the drive motor is equal to or greater than the preset torque, whether the vehicle speed is equal to or greater than the preset vehicle speed, and whether the bus current is equal to or greater than the preset bus current. When any of the judgment results in step S350 is yes, step S360 is executed: the electric vehicle enters the third-level fault mode. Otherwise, step S360 is executed to keep the electric vehicle in the third-level fault mode.

[0063] The method for handling the electric vehicle driving torque fault in the above embodiment takes multiple factors into consideration when determining whether the vehicle has entered a fault mode, thereby improving the reliability of torque monitoring. In addition, the fault mode is classified into three levels according to the level of the fault, and when the electric vehicle is in different fault levels, the corresponding handling solutions are adopted to avoid additional hazards and protect the safety of passengers.

[0064] On the other hand, the present application also provides a processing system for electric vehicle driving torque failure. The processing system is described below through an embodiment.

[0065] Figure 4 is a system block diagram of a system for processing a driving torque fault of an electric vehicle according to an embodiment of the present application. Figure 4 As shown, the processing system 400 includes a judgment module 410 and a processing module 420. The judgment module 410 is configured to judge whether the driving torque of the electric vehicle is normal according to one or more of the vehicle speed of the electric vehicle, the rate of change of the accelerator pedal opening, the rate of change of the brake pedal opening, the driver's required torque, the actual driving torque of the driving motor, the bus current, and whether the message sent by the driving motor controller is frame lost. When the judgment result is no, the judgment module 410 sends a first-level fault mode instruction to the processing module 420, and the processing module 420 causes the electric vehicle to enter the first-level fault mode according to the first-level fault instruction. Among them, the first-level fault mode includes: taking the slope torque corresponding to the current speed of the electric vehicle as the driver's required torque.

[0066] In one embodiment, the method for the determination module 410 to determine whether the driving torque of the electric vehicle is normal includes performing the following steps according to a second preset sequence: Figure 2The judgment shown in . When any of the judgment results is yes, the driving torque of the electric vehicle is abnormal, and the judgment module 410 sends a first-level fault mode instruction to the processing module 420. Different fault mode instructions correspond to different fault levels. For example, a first-level fault mode instruction corresponds to a first-level fault, a second-level fault mode instruction corresponds to a second-level fault, and so on. The processing module 420 causes the electric vehicle to enter a first-level fault mode according to the first-level fault instruction. In some other embodiments, when judging according to the second preset order, if any judgment result is yes, the judgment module 410 stops executing the judgment that has not been executed in the second order. For the description of the second preset order, please refer to the description of the relevant part of the previous text, which will not be repeated here.

[0067] In one embodiment, the processing module 410 and the judgment module 420 can be implemented as a VCU or independent processors. The processing module 410 can obtain the speed of the electric vehicle, the rate of change of the accelerator pedal opening, the rate of change of the brake pedal opening, the driver's required torque, the actual driving torque of the drive motor, the bus current, and one or more of the messages sent by the drive motor controller 430 from various control modules distributed on the electric vehicle, such as the MCU, the battery management system 440, etc.

[0068] In one embodiment of the present application, the processing module 420 causes the electric vehicle to enter a first-level fault mode according to a first-level fault instruction, including: the processing module 420 sends an instruction to the drive motor controller 430, and the drive motor controller 430 controls the torque output by the drive motor (not shown) according to the instruction.

[0069] The judgment module 410 is also configured to judge whether the duration that the electric vehicle is in the first-level fault mode is equal to or greater than a first preset duration. When the judgment result is yes, a second-level fault mode instruction is sent to the processing module 420, and the processing module 420 causes the electric vehicle to enter the second-level fault mode according to the second-level fault instruction.

[0070] In one embodiment, the secondary fault mode includes: setting the driver demand torque to zero, and braking the electric vehicle according to the braking torque corresponding to the current speed of the electric vehicle. The processing module 420 may send information to set the driving torque to zero to the driving motor controller 430 according to the second fault mode instruction, and the driving motor controller 430 controls the output torque of the driving motor to zero according to the information.

[0071] Continue to refer Figure 4As shown, the judgment module 410 is also configured to judge whether the actual driving torque of the drive motor is equal to or greater than the preset torque, whether the vehicle speed is equal to or greater than the preset vehicle speed, and whether the bus current is equal to or greater than the preset bus current in accordance with the first preset order when the electric vehicle is in the secondary fault mode. When any of the judgment results is yes, the judgment module 410 sends a third-level fault instruction to the processing module 420, and the processing module 420 causes the electric vehicle to enter the third-level fault mode according to the third-level fault instruction. The third-level fault mode includes cutting off the battery power supply of the electric vehicle. In one embodiment, the processing module 420 may send information to the battery management system 440 to cut off the power supply of the battery (not shown) according to the third fault mode instruction, and the battery management system 440 cuts off the power supply of the battery according to the information.

[0072] In one embodiment, when the judgment module 410 judges whether the actual driving torque of the driving motor is equal to or greater than the preset torque, whether the vehicle speed is equal to or greater than the preset vehicle speed, and whether the bus current is equal to or greater than the preset bus current in accordance with the first preset order, when any of the judgment results is yes, the judgment module 410 will stop executing the judgments that have not been executed in the first order.

[0073] For other details about the processing system of the present application, please refer to the corresponding part of the description of the processing method in the previous text, which will not be repeated here.

[0074] Figure 5 FIG. 1 is an exemplary flow chart of a system for processing a driving torque fault of an electric vehicle according to an embodiment of the present application. Figure 5 The working process of the processing module 410 is described as shown in FIG. The processing module 410 can receive the fault instruction sent by the judgment module 420, and judge the fault level according to the fault instruction, and make the electric vehicle enter different fault modes according to different fault levels.

[0075] In step S510, the processing module 410 determines whether a command for the first-level fault mode is received. If a command for the first-level fault mode is received, step S520 is executed: the electric vehicle enters the first-level fault mode. Otherwise, step S530 is executed to determine whether a command for the second-level fault mode is received. If a command for the second-level fault mode is received, step S540 is executed: the electric vehicle enters the second-level fault mode. If it is determined in step S530 that no command for the second-level fault mode is received, step S550 is executed to determine whether a command for the third-level fault mode is received. If the judgment result is yes, step S560 is executed to make the electric vehicle enter the third-level fault mode. Otherwise, this round of judgment process ends.

[0076] The electric vehicle drive torque fault processing system in the above implementation classifies the fault modes into three levels according to the fault levels. When the electric vehicle is at different fault levels, corresponding processing solutions are adopted, which can avoid damage caused by torque loss of control and avoid additional hazards caused by adopting processing solutions corresponding to high-level fault modes in low-level fault modes, thereby protecting the safety of passengers.

[0077] The basic concepts have been described above. Obviously, for those skilled in the art, the above application disclosure is only an example and does not constitute a limitation of the present application. Although not explicitly stated herein, those skilled in the art may make various modifications, improvements and amendments to the present application. Such modifications, improvements and amendments are suggested in the present application, so such modifications, improvements and amendments still belong to the spirit and scope of the exemplary embodiments of the present application.

[0078] At the same time, the present application uses specific words to describe the embodiments of the present application. For example, "one embodiment", "an embodiment", and / or "some embodiments" refer to a certain feature, structure or characteristic related to at least one embodiment of the present application. Therefore, it should be emphasized and noted that "one embodiment" or "an embodiment" or "an alternative embodiment" mentioned twice or more in different positions in this specification does not necessarily refer to the same embodiment. In addition, some features, structures or characteristics in one or more embodiments of the present application can be appropriately combined.

[0079] In some embodiments, numbers describing the number of components and attributes are used. It should be understood that such numbers used in the description of the embodiments are modified by the modifiers "about", "approximately" or "substantially" in some examples. Unless otherwise specified, "about", "approximately" or "substantially" indicate that the numbers are allowed to vary by ±20%. Accordingly, in some embodiments, the numerical parameters used in the specification and claims are approximate values, which may change according to the required features of individual embodiments. In some embodiments, the numerical parameters should take into account the specified significant digits and adopt the general method of retaining digits. Although the numerical domains and parameters used to confirm the breadth of their range in some embodiments of the present application are approximate values, in specific embodiments, the setting of such numerical values ​​is as accurate as possible within the feasible range.

Claims

1. A method for processing a driving torque fault of an electric vehicle, characterized in that: include: Determine whether the driving torque of the electric vehicle is normal according to one or more of the vehicle speed of the electric vehicle, the rate of change of the accelerator pedal opening, the rate of change of the brake pedal opening, the driver's required torque, the actual driving torque of the driving motor, the bus current, and whether the message sent by the driving motor controller is frame lost. When the judgment result is no, the electric vehicle enters a first-level fault mode, and the first-level fault mode includes: taking the slope torque corresponding to the current vehicle speed of the electric vehicle as the driver's required torque; Determining whether the duration of the electric vehicle being in the primary fault mode is equal to or greater than a first preset duration, and when the determination result is yes, causing the electric vehicle to enter the secondary fault mode; and When the electric vehicle is in the secondary fault mode, it is determined in a first preset order whether the actual driving torque of the drive motor is equal to or greater than the preset torque, whether the vehicle speed is equal to or greater than the preset vehicle speed, and whether the bus current is equal to or greater than the preset bus current. When any of the judgment results is yes, the electric vehicle enters the third fault mode, wherein the third fault mode includes cutting off the battery power supply of the electric vehicle.

2. The processing method according to claim 1, characterized in that: The method for determining whether the driving torque of the electric vehicle is normal comprises performing the following determinations according to a second preset sequence: whether the duration of the monotonic inconsistency between the rate of change of the accelerator pedal opening and the rate of change of the driver demand torque is equal to or greater than a second preset duration; Whether the message sent by the driving motor controller is lost; whether the duration of the monotonic inconsistency between the rate of change of the actual driving torque of the driving motor and the rate of change of the driver demand torque is equal to or greater than a third preset duration; whether the time duration for which the actual driving torque of the driving motor increases when the opening of the accelerator pedal decreases or the brake pedal is depressed is equal to or greater than a fourth preset time duration; whether the duration of the increase in vehicle speed when the accelerator pedal opening is reduced or the brake pedal is depressed is equal to or greater than a fifth preset duration; whether the duration of the increase of the bus current is equal to or greater than a sixth preset duration when the opening of the accelerator pedal is reduced or the brake pedal is depressed; When any one of the judgment results is yes, the driving torque of the electric vehicle is abnormal.

3. The processing method according to claim 2, characterized in that: When any of the judgment results is yes, the judgments not executed in the second preset sequence are stopped.

4. The processing method according to claim 1, characterized in that: The secondary fault mode includes setting the driver demand torque to zero and braking the electric vehicle according to a braking torque corresponding to a current vehicle speed of the electric vehicle.

5. The processing method according to claim 1, characterized in that: When judging whether the actual driving torque of the driving motor is equal to or greater than the preset torque, whether the vehicle speed is equal to or greater than the preset vehicle speed, and whether the bus current is equal to or greater than the preset bus current in accordance with the first preset sequence, when any of the judgment results is yes, the judgment that has not been executed in the first preset sequence is stopped.

6. A processing system for electric vehicle driving torque fault, comprising a judgment module and a processing module, characterized in that: The judgment module is configured to judge whether the driving torque of the electric vehicle is normal according to one or more of the vehicle speed of the electric vehicle, the rate of change of the accelerator pedal opening, the rate of change of the brake pedal opening, the driver's required torque, the actual driving torque of the driving motor, the bus current and whether the message sent by the driving motor controller is frame lost. When the judgment result is no, the judgment module sends a first-level fault mode instruction to the processing module, and the processing module causes the electric vehicle to enter the first-level fault mode according to the first-level fault mode instruction. The first-level fault mode includes: taking the slope torque corresponding to the current vehicle speed of the electric vehicle as the driver's required torque; The judging module is further configured to judge whether the duration of the electric vehicle being in the primary fault mode is equal to or greater than a first preset duration, and when the judgment result is yes, send a secondary fault mode instruction to the processing module, and the processing module causes the electric vehicle to enter the secondary fault mode according to the secondary fault mode instruction; and The judgment module is also configured to judge whether the actual driving torque of the drive motor is equal to or greater than the preset torque, whether the vehicle speed is equal to or greater than the preset vehicle speed, and whether the bus current is equal to or greater than the preset bus current in a first preset order when the electric vehicle is in the second-level fault mode, and when any of the judgment results is yes, send a third-level fault instruction to the processing module, and the processing module causes the electric vehicle to enter the third-level fault mode according to the third-level fault instruction, wherein the third-level fault mode includes cutting off the battery power supply of the electric vehicle.

7. The processing system according to claim 6, characterized in that The method for determining whether the driving torque of the electric vehicle is normal comprises performing the following determinations according to a second preset sequence: whether the duration of the monotonic inconsistency between the rate of change of the accelerator pedal opening and the rate of change of the driver demand torque is equal to or greater than a second preset duration; Whether the message sent by the driving motor controller is lost; whether the duration of the monotonic inconsistency between the rate of change of the actual driving torque of the driving motor and the rate of change of the driver demand torque is equal to or greater than a third preset duration; whether the time duration for which the actual driving torque of the driving motor increases when the opening of the accelerator pedal decreases or the brake pedal is depressed is equal to or greater than a fourth preset time duration; whether the duration of the increase in vehicle speed when the accelerator pedal opening is reduced or the brake pedal is depressed is equal to or greater than a fifth preset duration; whether the duration of the increase of the bus current is equal to or greater than a sixth preset duration when the opening of the accelerator pedal is reduced or the brake pedal is depressed; When any one of the judgment results is yes, the driving torque of the electric vehicle is abnormal.

8. The processing system according to claim 7, characterized in that When any of the judgment results is yes, the judgments not executed in the second preset sequence are stopped.

9. The processing system according to claim 6, characterized in that The secondary fault mode includes setting the driver demand torque to zero and braking the electric vehicle according to a braking torque corresponding to a current vehicle speed of the electric vehicle.

10. The processing system according to claim 6, characterized in that When judging whether the actual driving torque of the driving motor is equal to or greater than the preset torque, whether the vehicle speed is equal to or greater than the preset vehicle speed, and whether the bus current is equal to or greater than the preset bus current in accordance with the first preset sequence, when any of the judgment results is yes, the judgment that has not been executed in the first preset sequence is stopped.

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