Drive failure protection method, vehicle controller and vehicle

Abstract

The present invention discloses a drive failure protection method, a vehicle controller and a car. The method comprises: receiving current vehicle data and drive fault detection data, wherein the drive fault detection data comprises drive detection information corresponding to four rear drive motors; determining the current lane condition according to the current vehicle data; determining the current drive fault type according to the drive detection information corresponding to the four rear drive motors; determining the target drive protection strategy according to the current drive fault type and the current lane condition, maintaining or adjusting the current state of the motor shaft locking mechanism according to the target drive protection strategy, and controlling the normal drive motor and / or the opposite side brake mechanism to work; the method can ensure the safety of the vehicle driving process. The method can ensure that the driving path before and after any rear drive motor fails remains basically unchanged, and can effectively reduce the safety risks of drive side slip, deviation or loss of steering ability, making the whole vehicle driving control safer, so as to realize the drive failure protection operation.

Description

Technical Field

[0001] The present invention relates to the field of automobile control technology, and in particular to a drive failure protection method, a vehicle controller and an automobile. Background Art

[0002] The current automobile includes two single-wheel driving control devices or dual-wheel driving control devices arranged on both sides of the rear of the automobile. In the single-wheel driving control device or the dual-wheel driving control device, a single rear drive motor is used to control the driving of one rear wheel. If the power supply of any rear drive motor fails, the rear drive motor cannot work normally, which will cause the vehicle drive system to lose power. The existing drive failure protection method for power failure of the drive motor mainly sends a power failure signal to the vehicle controller when a fault in the drive motor is detected, so as to switch the gear to "N" gear and gradually drive to the emergency lane by inertia. However, this drive failure protection method has a slow response speed and is prone to safety accidents such as vehicle rear-end collision or tail swing, which is not conducive to the safety of automobile driving. Summary of the invention

[0003] The present invention provides a drive failure protection method, a vehicle controller and a vehicle, so as to solve the problems of slow response and low safety in the existing drive failure protection method.

[0004] The present invention provides a driving failure protection method, which is applied to an automobile. The automobile comprises two dual-wheel driving control devices arranged on both sides of the automobile, and the dual-wheel driving control devices are rotatably connected to the automobile suspension system; each of the dual-wheel driving control devices comprises two rear wheels arranged side by side, two rear driving motors for driving the two rear wheels, two rear braking mechanisms for braking the two rear wheels, and a motor shaft locking mechanism for controlling the combination or separation of the two rear driving motors. The driving failure protection method comprises:

[0005] Receiving current vehicle data and drive fault detection data, wherein the drive fault detection data includes drive detection information corresponding to the four rear drive motors;

[0006] Determining a current lane condition based on the current vehicle data;

[0007] Determining the current driving fault type according to the driving detection information corresponding to the four rear driving motors;

[0008] Determine a target drive protection strategy according to the current drive fault type and the current lane condition, maintain or adjust the current state of the motor shaft locking mechanism according to the target drive protection strategy, and control the normal drive motor and / or the opposite side brake mechanism to operate;

[0009] The normal drive motor refers to the rear drive motor whose drive detection information shows that there is no fault; the opposite-side brake mechanism refers to the rear brake mechanism on the different side of the vehicle from the faulty drive motor; the faulty drive motor refers to the rear drive motor whose drive detection information shows that there is a fault.

[0010] The present invention also provides a vehicle controller, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the above-mentioned drive failure protection method when executing the computer program.

[0011] The present invention also provides an automobile, comprising an automobile suspension system, and also comprising two dual-wheel travel control devices arranged on both sides of the automobile, wherein the dual-wheel travel control device is rotatably connected to the automobile suspension system; each of the dual-wheel travel control devices comprises two rear wheels arranged side by side, two rear drive motors for driving the two rear wheels, two rear braking mechanisms for braking the two rear wheels, and a motor shaft locking mechanism for controlling the combination or separation of the two rear drive motors; the automobile comprises the above-mentioned vehicle controller, wherein the vehicle controller is connected to the rear drive motor, the rear braking mechanism, and the motor shaft locking mechanism.

[0012] The above-mentioned drive failure protection method, vehicle controller and automobile are applied to an automobile including a dual-wheel driving control device rotatably connected to the automobile suspension system. The two rear wheels can increase the ground friction when the automobile is driving, each rear drive motor can independently control the rotation of a rear wheel, and each rear brake mechanism can independently control the braking of the rear wheel, which can structurally ensure the independence of the rear wheel drive and braking. After determining the current drive fault type according to the drive detection information corresponding to the four rear drive motors and determining the current lane condition according to the current vehicle data, it is necessary to adjust the current state of the motor shaft locking mechanism according to the current drive fault type and the current lane condition, and control the normal drive motor and / or the opposite side brake mechanism to work, which can ensure that the driving path before and after any rear drive motor fails is basically unchanged, and can effectively reduce the safety risks of driving side slip, deviation or loss of steering ability, making the whole vehicle driving control safer, so as to realize the drive failure protection operation. Moreover, this scheme does not need to add a large-capacity capacitor structure, so that the whole vehicle structure is simple, which helps to reduce the cost of drive failure protection. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative labor.

[0014] Figure 1 is a schematic diagram of a dual-wheel travel control device in one embodiment of the present invention;

[0015] Figure 2 is a flow chart of a drive failure protection method in one embodiment of the present invention;

[0016] Figure 3 is another flow chart of a drive failure protection method in one embodiment of the present invention;

[0017] Figure 4 It is a schematic diagram of the working condition of the storage lane in one embodiment of the present invention. DETAILED DESCRIPTION

[0018] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0019] An embodiment of the present invention provides a drive failure protection method, which is applied to an automobile. The automobile includes an automobile suspension system and two dual-wheel driving control devices arranged on both sides of the automobile, and the dual-wheel driving control devices are rotatably connected to the automobile suspension system; each dual-wheel driving control device includes two rear wheels arranged side by side, two rear drive motors for driving the two rear wheels, two rear braking mechanisms for braking the two rear wheels, and a motor shaft locking mechanism for controlling the two rear drive motors to be engaged or separated. In this example, when the motor shaft locking mechanism is in an engaged state, that is, when controlling the two rear drive motors to be engaged, the two rear drive motors can jointly control the rotation of the two rear wheels; when the motor shaft locking mechanism is in a separated state, that is, when controlling the two rear drive motors to be separated, the two rear drive motors respectively control the rotation of the two rear wheels.

[0020] Among them, the rear drive motor is a motor connected to the rear wheel for driving the rear wheel. The rear brake mechanism is a structure connected to the rear wheel for braking the rear wheel. The motor shaft locking mechanism is a structure for controlling the combination or separation of the two rear drive motors in the dual-wheel driving control device. As an example, the rear brake mechanism may include a brake disc and a cam brake, the brake disc is connected to the rear wheel, the cam brake is connected to the vehicle controller cable line, the vehicle controller transmits the control signal through the cable, and the vehicle controller can control the cam brake to brake the rear wheel.

[0021] In one embodiment, the automobile includes a front drive steering axle, a front drive system, a rear drive system, a front brake system, and a rear brake system.

[0022] In one example, a single wheel driving control device is provided at each end of the front drive steering axle, which is a left single wheel driving control device and a right single wheel driving control device. In this example, each single wheel driving control device includes a front wheel, a front drive motor and a front brake mechanism, the front drive motor is connected to the front wheel, and the front brake mechanism is connected to the front wheel. That is, the left single wheel driving control device includes a left front wheel, a left front drive motor and a left front brake mechanism; the right single wheel driving control device includes a right front wheel, a right front drive motor and a right front brake mechanism. It can be understood that the front drive steering axle of the automobile can adopt a conventional front drive steering axle, which is not specifically limited here.

[0023] Wherein, a dual-wheel driving control device is provided on each side of the vehicle, which is rotatably connected to the vehicle suspension system, namely, a left dual-wheel driving control device and a right dual-wheel driving control device. Each dual-wheel driving control device includes two rear wheels arranged side by side, two rear drive motors for driving the two rear wheels, two rear brake mechanisms for braking the two rear wheels, and a motor shaft locking mechanism for controlling the two rear drive motors to be coupled or separated. When the motor shaft locking mechanism is in a coupled state, that is, when the two rear drive motors are controlled to be coupled, the two rear drive motors can jointly control the rotation of the two rear wheels; when the motor shaft locking mechanism is in a separated state, that is, when the two rear drive motors are controlled to be separated, the two rear drive motors respectively control the rotation of the two rear wheels.

[0024] In this example, the two rear wheels of the left two-wheel driving control device are the left outer rear wheel and the left inner rear wheel; the two rear drive motors of the left two-wheel driving control device are the left outer drive motor and the left inner drive motor; the two rear brake mechanisms of the left two-wheel driving control device are the left outer brake mechanism and the left inner brake mechanism; the motor shaft locking mechanism of the left two-wheel driving control device is the left motor shaft locking mechanism. Correspondingly, the two rear wheels of the right two-wheel driving control device are the right outer rear wheel and the right inner rear wheel; the two rear drive motors of the right two-wheel driving control device are the right outer drive motor and the right inner drive motor; the two rear brake mechanisms of the right two-wheel driving control device are the right outer brake mechanism and the right inner brake mechanism; the motor shaft locking mechanism of the right two-wheel driving control device is the motor shaft locking mechanism.

[0025] Wherein, the rear drive system includes two independently arranged rear drive motors, each of which is a motor arranged on a dual-wheel driving control device to drive the rear wheels. The two dual-wheel driving control devices are respectively a left dual-wheel driving control device and a right dual-wheel driving control device; the two rear drive motors of the left dual-wheel driving control device are a left outer drive motor and a left inner drive motor, and the two rear drive motors of the right dual-wheel driving control device are a right outer drive motor and a right inner drive motor, that is, the rear drive system includes four rear drive motors, namely a left outer drive motor, a left inner drive motor, a right inner drive motor and a right outer drive motor. Wherein, the left outer drive motor is connected to the left outer rear wheel to drive the left outer rear wheel to work; the left inner drive motor is connected to the left inner rear wheel to drive the left inner rear wheel to work; the right inner drive motor is connected to the right inner rear wheel to drive the right inner rear wheel to work; the right outer drive motor is connected to the right outer rear wheel to drive the right outer rear wheel to work. In this example, the motor controllers of all rear drive motors are connected to the vehicle controller of the car, and drive the corresponding rear wheels to work under the control of the vehicle controller.

[0026] The front brake system includes two independently arranged front brake mechanisms, each of which is a structure arranged on a single wheel travel control device for braking the front wheels. The two independently arranged front brake mechanisms are respectively a left front brake mechanism and a right front brake mechanism; the left front brake mechanism is connected to the left front wheel for braking the left front wheel; the right front brake mechanism is connected to the right front wheel for braking the right front wheel. In this example, the front brake mechanism may be a mechanical brake mechanism, specifically a hydraulic brake system or a pneumatic brake system.

[0027] The rear brake system includes four independently controlled rear brake mechanisms, each of which is a structure for braking the rear wheels arranged on a dual-wheel travel control device. The four independently controlled rear brake mechanisms are respectively a left outer brake mechanism, a left inner brake mechanism, a right inner brake mechanism and a right outer brake mechanism; the left outer brake mechanism is connected to the left outer rear wheel for braking the left outer rear wheel; the left inner brake mechanism is connected to the left inner rear wheel for braking the left inner rear wheel; the right inner brake mechanism is connected to the right inner rear wheel for braking the right inner rear wheel; the right outer brake mechanism is connected to the right outer rear wheel for braking the right outer rear wheel. In this example, the rear brake mechanism may be an electric brake mechanism. In this example, the brake controllers of all rear brake mechanisms are connected to the vehicle controller of the automobile, and the corresponding rear wheels are braked under the control of the vehicle controller.

[0028] In one embodiment, the motor shaft locking mechanism includes a motor shaft coupling sleeve and an electric shift fork; the motor shaft coupling sleeve is connected to two rear drive motors corresponding to the same dual-wheel driving control device to control the two rear drive motors to be coupled or separated; the electric shift fork is connected to the vehicle controller and the motor shaft coupling sleeve; the vehicle controller controls the movement of the electric shift fork to couple or separate the two rear drive motors in the motor shaft coupling sleeve.

[0029] In this example, the motor shaft locking mechanism includes a left motor shaft locking mechanism and a right motor shaft locking mechanism.

[0030] The left motor shaft locking mechanism is used to realize the engagement and separation control of the left outer drive motor and the left inner drive motor.

[0031] The left motor shaft locking mechanism includes a left motor shaft coupling sleeve and a left electric fork; the left motor shaft coupling sleeve is connected to the motor shaft of the left outer drive motor and the motor shaft of the left inner drive motor; the left electric fork is connected to the left motor shaft coupling sleeve, and controls the movement of the left motor shaft coupling sleeve to make the left outer drive motor and the left inner drive motor coupled or separated. It can be understood that if the left outer drive motor and the left inner drive motor are coupled, the left outer drive motor and the left inner drive motor can enter a locked state, and the left outer drive motor and the left inner drive motor can be jointly controlled; if the left outer drive motor and the left inner drive motor are separated, the left outer drive motor and the left inner drive motor can enter a separated state, and the left outer drive motor and the left inner drive motor can be individually controlled. In this example, the left electric fork is connected to the vehicle controller of the car, and under the control of the vehicle controller, the left motor shaft coupling sleeve is controlled to move, so that the left outer drive motor and the left inner drive motor are coupled or separated, so as to realize the coupling and separation of the left outer rear wheel and the left inner rear wheel.

[0032] The right motor shaft locking mechanism includes a right motor shaft coupling sleeve and a right electric fork; the right motor shaft coupling sleeve is connected to the motor shaft of the right outer drive motor and the motor shaft of the right inner drive motor; the right electric fork is connected to the right motor shaft coupling sleeve, and controls the right motor shaft coupling sleeve to move so that the right outer drive motor and the right inner drive motor are coupled or separated. It can be understood that if the right outer drive motor and the right inner drive motor are coupled, the right outer drive motor and the right inner drive motor can enter a locked state, and the right outer drive motor and the right inner drive motor can be jointly controlled; if the right outer drive motor and the right inner drive motor are separated, the right outer drive motor and the right inner drive motor can enter a separated state, and the right outer drive motor and the right inner drive motor can be individually controlled. In this example, the right electric fork is connected to the vehicle controller of the car, and under the control of the vehicle controller, the right motor shaft coupling sleeve is controlled to move so that the right outer drive motor and the right inner drive motor are coupled or separated, so as to achieve the coupling and separation of the right outer rear wheel and the right inner rear wheel.

[0033] The automobile includes two dual-wheel travel control devices arranged on both sides of the automobile, each dual-wheel travel control device is rotatably connected to the automobile suspension, and the left dual-wheel travel control device is taken as an example for explanation. Figure 1 As shown, the automobile includes a left motor mounting steering seat 101 rotatably connected to the automobile suspension system, a left outer drive motor 102 and a left inner drive motor 103 mounted on both sides of the left motor mounting steering seat 101, a left outer rear wheel 106 connected to the left outer drive motor 102 through a left outer planetary reducer 104, a left inner rear wheel 107 connected to the left inner drive motor 103 through a left inner planetary reducer 105, a left outer brake mechanism 108 connected to the left outer rear wheel 106, a left inner brake mechanism 109 connected to the left inner rear wheel 107, a left motor shaft locking mechanism 110 for connecting the left outer drive motor 102 and the left inner drive motor 103, and a left motor shaft locking mechanism 111. 110 includes a left motor shaft coupling sleeve 1101 and a left electric fork 1102; the automobile also includes a vehicle controller; the vehicle controller is connected to the left electric fork 1102, and can control the movement of the left motor shaft coupling sleeve 1101 to combine or separate the left outer drive motor 102 and the left inner drive motor 103; the vehicle controller is connected to the motor controllers corresponding to the left outer drive motor 102 and the left inner drive motor 103, and is used to control the left outer drive motor 102 and the left inner drive motor 103 for drive control; the vehicle controller is connected to the brake controllers of the left outer brake mechanism 108 and the left inner brake mechanism 109, and is used to control the left outer brake mechanism 108 and the left inner brake mechanism 109 for brake control. The left outer drive motor 102 and the left inner drive motor 103 can control the rotation speed of the left outer rear wheel 106 and the left inner rear wheel 107 respectively, so that the left outer rear wheel 106 and the left inner rear wheel 107 form a rotation speed difference, and the rotation speed difference causes the ground to produce unequal friction reaction forces on the tire treads of the left outer rear wheel 106 and the left inner rear wheel 107. The unequal ground friction reaction forces react on the left outer rear wheel 106 and the left inner rear wheel 107, thereby generating a steering torque that causes the left motor mounting steering seat 101 to rotate around the vertical axis. The left outer rear wheel 106 and the left inner rear wheel 107 will automatically generate an in-situ rotation around the rotation axis (vertical axis) perpendicular to the ground, completing the in-situ rotation function of the left outer rear wheel 106 and the left inner rear wheel 107. Since the left outer rear wheel 106 and the left inner rear wheel 107 are rotating at the same time, the driving function of the two rear wheels can be realized at the same time.

[0034] An embodiment of the present invention provides an automobile, including an automobile suspension system, two dual-wheel driving control devices arranged on both sides of the automobile, and the dual-wheel driving control devices are rotatably connected to the automobile suspension system; each dual-wheel driving control device includes two rear wheels arranged side by side, two rear drive motors for driving the two rear wheels, two rear brake mechanisms for braking the two rear wheels, and a motor shaft locking mechanism for controlling the combination or separation of the two rear drive motors, and also includes a vehicle controller, which is connected to the rear drive motor, the rear brake mechanism, and the motor shaft locking mechanism, and can execute the drive failure protection method in the following embodiment. In this example, the vehicle controller may include one or more control chips.

[0035] In one embodiment, the automobile also includes a driving power supply and a driving power-off detection structure; each rear driving motor is connected to the driving power supply via a driving power line to form a driving power supply circuit; each rear driving motor is connected to the vehicle controller via a driving signal line; the driving power-off detection structure is connected to the four driving power supply circuits to obtain driving fault detection data, and the driving fault detection data includes driving detection information corresponding to the four rear driving motors; the vehicle controller is connected to the driving power-off detection mechanism, the motor shaft locking mechanism, and the rear driving motor, and is used to control the motor shaft locking mechanism, the rear driving motor and the rear braking mechanism according to the driving fault detection data.

[0036] Among them, the driving power supply is a power supply for supplying power to four rear driving motors. The driving power supply line is a power line for realizing electrical connection between the rear driving motor and the driving power supply. The driving power supply circuit is an independent circuit formed between the rear driving motor and the driving power supply. The driving power failure detection structure is a detection structure for realizing whether the driving power supply circuit has a power failure fault, and can be a conventional power failure detection circuit. The driving fault detection data is the data output by the driving power failure detection structure to reflect whether all driving power supply circuits have a power failure fault and the specific power failure fault location.

[0037] In this example, each rear drive motor is connected to a rear wheel and can independently control the rear wheel drive. Each rear drive motor is connected to a drive power supply via a drive power line, so that an independent drive power supply circuit is formed between each rear drive motor and the drive power supply, to prevent any rear drive motor failure from affecting the normal power supply of other rear drive motors without failure. The drive power supply here is a high-voltage power supply. Each rear drive motor is connected to the vehicle controller via a drive signal line, so that an independent drive control circuit is formed between the rear drive motor and the vehicle controller, so that the vehicle controller can independently control the operation of each rear drive motor.

[0038] In this example, the drive power-off detection structure is connected to the vehicle controller and four drive power supply circuits, and is used to detect whether there is a power-off fault in the four drive power supply circuits, obtain drive fault detection data, and send the drive fault detection data to the vehicle controller, so that the vehicle controller can control the vehicle driving according to the drive fault detection data.

[0039] In this example, the vehicle controller can receive the drive fault detection data sent by the drive power-off detection structure. According to the drive fault detection data, it can be determined whether there is a power-off fault in the four drive power supply circuits and the specific fault position can be located, so that different drive protection strategies can be adopted according to the drive fault detection data to control the operation of the drive power-off detection structure, the motor shaft locking mechanism and the rear drive motor to achieve vehicle driving control and avoid poor vehicle driving effect and affect the safety of the vehicle driving process when at least one of the four rear drive motors has a power-off fault.

[0040] In one embodiment, if Figure 2 As shown, a drive failure protection method is provided, and the method is applied to a vehicle controller as an example for explanation. The drive failure protection method includes the following steps:

[0041] S201: receiving current vehicle data and drive fault detection data, where the drive fault detection data includes drive detection information corresponding to four rear drive motors;

[0042] S202: Determine the current lane condition according to the current vehicle data;

[0043] S203: determining the current driving fault type according to driving detection information corresponding to the four rear driving motors;

[0044] S204: determining a target driving protection strategy according to the current driving fault type and the current lane working condition, maintaining or adjusting the current state of the motor shaft locking mechanism according to the target driving protection strategy, and controlling the normal driving motor and / or the opposite side braking mechanism to operate;

[0045] Among them, a normal drive motor refers to a rear drive motor whose drive detection information shows that there is no fault; the opposite-side brake mechanism refers to a rear brake mechanism on a different side of the vehicle from the faulty drive motor; and a faulty drive motor refers to a rear drive motor whose drive detection information shows that there is a fault.

[0046] Among them, the current vehicle data is the data related to the vehicle driving collected in real time.

[0047] As an example, in step S201, the vehicle controller may receive data such as the current throttle depth signal sent by the electronic throttle assembly, the current brake depth signal sent by the brake pedal assembly, the current lane signal and the current lane image sent by the lane keeping system, the current steering angle sent by the steering wheel steering sensor, the current vehicle speed collected by the speed sensor, the current turn signal sent by the turn signal system, the current gear signal sent by the gear sensor, and the current image data sent by the vehicle panoramic imaging system, and determine it as the current vehicle data. In this example, the current vehicle data may be at least one of the current throttle depth signal, the current brake depth signal, the current lane signal, the current steering angle, the current vehicle speed, the current turn signal signal, the current gear signal, and the current image data. Among them, the current gear signal includes a reverse signal sent by a reverse gear switch and a forward signal sent by a forward gear switch.

[0048] Among them, the drive fault detection data is detection data used to reflect whether the four rear drive motors are powered off. The drive fault detection data includes drive detection information corresponding to the four rear drive motors, and the drive detection information includes two types: the presence of a fault and the absence of a fault. If the drive detection information is that there is a fault, the rear drive motor is a faulty drive motor; if the drive detection information is that there is no fault, the rear drive motor is a normal drive motor. As an example, the vehicle controller can receive the drive fault detection data sent by the drive power-off detection structure, and the drive detection information of the four rear drive motors in the drive fault detection data is the detection information of whether the corresponding drive power supply circuit is powered off.

[0049] As an example, in step S202, the vehicle controller can determine the current vehicle operating condition based on the current vehicle data, and the current vehicle operating condition is used to reflect the specific operating condition during the vehicle driving process. In this example, the current vehicle operating condition includes the current driving condition and the current lane condition.

[0050] The current driving condition is a condition used to reflect the type of vehicle driving mode. In this example, the current driving condition can be any one of a driving driving condition and a braking driving condition.

[0051] As an example, a vehicle-mounted memory connected to the vehicle controller on the car pre-stores a driving condition comparison table. The driving condition comparison table is a pre-set data table for reflecting the corresponding relationship between the configured vehicle data and the configured driving condition. The configured vehicle data is pre-configured different vehicle data. The configured driving condition is pre-configured different driving conditions. In this example, the configured driving condition includes a driving driving condition and a braking driving condition. In this example, the vehicle controller can query the pre-configured driving condition comparison table according to the current vehicle data received in real time, and determine the configured driving condition matching the current vehicle data as the current driving condition corresponding to the current vehicle data, so as to perform corresponding driving control based on the current driving condition. For example, the vehicle controller can determine that its current driving condition is a driving driving condition when it receives the current throttle depth signal and the current gear signal is a forward signal. The vehicle controller can determine that its current driving condition is a braking driving condition when it receives the current braking depth signal and the current gear signal is a forward signal.

[0052] The current lane condition is used to reflect the lane condition during the vehicle's driving process. In this example, the current lane condition can be any one of a straight lane condition, a lane change lane condition, a curved lane condition, and a parking lane condition.

[0053] As an example, a lane condition comparison table is stored in the vehicle memory. The lane condition comparison table is a pre-configured data table used to reflect the correspondence between the configured vehicle data and the configured lane conditions. The configured vehicle data is pre-configured different vehicle data. The configured lane conditions are pre-configured different lane conditions. In this example, the vehicle controller can query the pre-configured lane condition comparison table based on the current vehicle data received in real time, and determine the configured lane condition that matches the current vehicle data as the current lane condition corresponding to the current vehicle data.

[0054] For example, when the current lane signal is a straight signal, and the current turn signal is no turn signal and / or the current steering wheel steering angle is less than a preset angle threshold, it can be determined that the current lane condition is a straight lane condition. For another example, when the current lane signal is a straight signal or a lane change signal, and the current turn signal is a turn signal and / or the current steering wheel steering angle is not less than a preset angle threshold, it can be determined that the current lane condition is a lane change condition. For another example, when the current lane signal is a curve signal, and the current turn signal is a turn signal and / or the current steering wheel steering angle is not less than a preset angle threshold, it can be determined that the current lane condition is a curve lane condition.

[0055] In this example, the straight lane condition can be further divided into a high-speed straight lane condition and a low-speed straight lane condition. The high-speed straight lane condition is a straight lane condition where the current vehicle speed is greater than the straight speed threshold. The low-speed straight lane condition is a straight lane condition where the current vehicle speed is not greater than the straight speed threshold. Among them, the current vehicle speed is the vehicle speed collected in real time by the speed sensor. The straight speed threshold is a pre-set speed threshold for dividing the high-speed straight lane condition and the low-speed straight lane condition.

[0056] As an example, when it is determined based on current vehicle data that the current lane condition is a straight lane condition, the current vehicle speed can also be obtained and compared with the straight speed threshold; if the current vehicle speed is greater than the straight speed threshold, it can be determined that the current lane condition is a high-speed straight lane condition; if the current vehicle speed is not greater than the straight speed threshold, it can be determined that the current lane condition is a low-speed straight lane condition, so as to divide the straight lane condition into a high-speed straight lane condition and a low-speed straight lane condition according to the current vehicle speed, so as to achieve more precise control and ensure the balance and safety of the car's driving process.

[0057] In this example, the curved lane condition can be further divided into a large curved lane condition and a small curved lane condition. The large curved lane condition is a curved lane condition in which the current curve radius is greater than a preset radius threshold. The small curved lane condition is a curved lane condition in which the current curve radius is not greater than a preset radius threshold. Among them, the current curve radius refers to the curve radius of the road surface at the current moment determined based on the current lane signal sent by the lane keeping system. The preset radius threshold is a preset curve radius used to divide the large curved lane condition and the small curved lane condition.

[0058] As an example, when it is determined based on current vehicle data that the current lane condition is a curved lane condition, the current curve radius can also be determined based on the current lane image sent by the lane keeping system and / or the current image data sent by the vehicle panoramic imaging system, and the current curve radius can be compared with a preset radius threshold; if the current curve radius is greater than the preset radius threshold, it can be determined that the current lane condition is a large curve lane condition; if the current curve radius is not greater than the preset radius threshold, it can be determined that the current lane condition is a small curve lane condition, so as to divide the curved lane condition into a large curve lane condition and a small curve lane condition according to the current curve radius, so as to achieve more precise control and ensure the balance and safety of the vehicle during driving.

[0059] In this example, the curved lane condition can be further divided into a high-speed curved lane condition and a low-speed curved lane condition. The high-speed curved lane condition is a curved lane condition where the current vehicle speed is greater than the curved speed threshold. The low-speed curved lane condition is a curved lane condition where the current vehicle speed is not greater than the curved speed threshold. The curved speed threshold is a preset speed threshold used to divide the high-speed and low-speed corresponding to the curved speed condition.

[0060] In this example, the large curve lane condition can be further divided into high-speed large curve lane condition and low-speed large curve lane condition. The high-speed large curve lane condition is a curve lane condition in which the current curve radius is greater than the preset radius threshold and the current vehicle speed is greater than the curve speed threshold. The low-speed large curve lane condition is a curve lane condition in which the current curve radius is greater than the preset radius threshold and the current vehicle speed is not greater than the curve speed threshold. The small curve lane condition can be further divided into high-speed small curve lane condition and low-speed small curve lane condition. The high-speed small curve lane condition is a curve lane condition in which the current curve radius is not greater than the preset radius threshold and the current vehicle speed is greater than the curve speed threshold. The low-speed small curve lane condition is a curve lane condition in which the current curve radius is not greater than the preset radius threshold and the current vehicle speed is not greater than the curve speed threshold. Similarly, the high-speed curve lane condition can be divided into high-speed large curve lane condition and high-speed small curve lane condition. The low-speed curve lane conditions can be divided into low-speed large curve lane conditions and low-speed small curve lane conditions.

[0061] In this example, the lane change lane condition can be further divided into a high-speed lane change lane condition and a low-speed lane change lane condition. The high-speed lane change lane condition is a lane change lane condition where the current vehicle speed is greater than the lane change speed threshold. The low-speed lane change lane condition is a lane change speed condition where the current vehicle speed is not greater than the lane change speed threshold. Among them, the current vehicle speed is the vehicle speed collected in real time by the speed sensor. The lane change speed threshold is a pre-set speed threshold used to divide the high-speed lane change lane condition and the low-speed lane change lane condition.

[0062] As an example, when it is determined that the current lane condition is a lane change lane condition based on the current vehicle data, the current vehicle speed can also be obtained and compared with the lane change speed threshold; if the current vehicle speed is greater than the lane change speed threshold, it can be determined that the current lane condition is a high-speed lane change lane condition; if the current vehicle speed is not greater than the lane change speed threshold, it can be determined that the current lane condition is a low-speed lane change lane condition, so that the lane change lane condition can be divided into a high-speed lane change lane condition and a low-speed lane change lane condition according to the current vehicle speed, so as to achieve more precise control and ensure the balance and safety of the car during driving.

[0063] In this example, Figure 4As shown in the figure, the parking lane condition can be further divided into the reverse parking lane condition and the side parking lane condition. The reverse parking lane condition refers to the parking lane condition in which the width direction of the parking space is the same as the vehicle driving direction. The side parking lane condition refers to the parking lane condition in which the length direction of the parking space is the same as the vehicle driving direction. Among them, the parking space is the parking space where the car needs to be parked.

[0064] As an example, when the current lane condition is determined to be a parking lane condition according to the current vehicle data, the parking space to be parked on the side of the vehicle's driving direction can also be determined according to the current lane image sent by the lane keeping system and / or the current image data sent by the car's panoramic imaging system, and the length and width directions of the parking space to be parked can be determined; if the width direction of the parking space to be parked on the side is the same as the vehicle's driving direction, the current lane condition can be determined to be a reverse parking lane condition; if the length direction of the parking space to be parked on the side is the same as the vehicle's driving direction, the current lane condition can be determined to be a side parking lane condition. Alternatively, the vehicle controller can also determine its current lane condition as a reverse parking lane condition when receiving a reverse parking instruction input by the user operating the control button; when receiving a side parking instruction input by the user operating the control button, the current lane condition can be determined to be a side parking lane condition. Among them, the reverse parking instruction is an instruction formed when the user operates the control button related to the reverse parking operation. The side entry instruction is an instruction issued when the user operates a control button related to the side entry operation.

[0065] As an example, in step S203, the vehicle controller can obtain drive fault detection data, which includes drive detection information corresponding to the four rear drive motors, and the drive detection information includes two types: the presence of a fault and the absence of a fault. In this example, the vehicle controller can use a conventional power-off detection method to determine whether the four rear drive motors are powered off, or it can receive the drive fault detection data detected and sent by the drive power-off detection structure, and the receiving drive power-off detection structure is connected to the four drive power supply circuits, which is used to detect the drive detection information corresponding to each drive power supply circuit to obtain the drive detection information corresponding to the four rear drive motors. That is, the drive power-off detection structure detects in real time whether the four drive power supply circuits are powered off, obtains the drive detection information corresponding to each drive power supply circuit, forms the drive fault detection data, and sends the real-time acquired drive fault detection data to the vehicle controller, so that the vehicle controller performs vehicle drive control according to the drive fault detection data to ensure the safety of the vehicle driving process. The drive detection information corresponding to each rear drive motor is the drive detection information corresponding to its corresponding drive power supply circuit. The drive power supply circuit is a power supply circuit formed between a rear drive motor and a drive power supply.

[0066] As an example, in step S203, the vehicle controller may determine the corresponding current drive fault type according to the drive fault detection data, that is, according to the drive detection information corresponding to the four rear drive motors, specifically including the following steps:

[0067] (1) If the drive detection information corresponding to the four rear drive motors does not have a fault, the drive detection result is obtained as no drive fault; (2) If at least one of the drive detection information corresponding to the four rear drive motors has a fault, the drive detection result is obtained as a drive fault; at this time, the current drive fault type needs to be determined based on the drive detection information corresponding to the four rear drive motors. In this example, if only one of the drive detection information corresponding to the four rear drive motors has a fault, that is, there is only one faulty drive motor, the current drive fault type is determined to be a single motor fault type. If two of the drive detection information corresponding to the four rear drive motors have a fault, that is, there are two faulty drive motors, and the two faulty drive motors are set on both sides, the current drive fault type is determined to be a different-side dual motor fault type.

[0068] In this example, the faulty drive motor, the normal drive motor, and the opposite-side brake mechanism, etc. can be determined based on the drive detection information of the four rear drive motors. The faulty drive motor refers to the rear drive motor whose drive detection information shows that there is a fault. The normal drive motor refers to the rear drive motor whose drive detection information shows that there is no fault. The normal drive motor includes the normal drive motor on the same side and the normal drive motor on the opposite side. The normal drive motor on the same side refers to the normal drive motor on the same side of the car as the faulty drive motor. The normal drive motor on the opposite side refers to the normal drive motor on the different side of the car from the faulty drive motor. The opposite-side brake mechanism refers to the rear brake mechanism on the different side of the car from the faulty drive motor.

[0069] Among them, the target driving protection strategy is a driving protection strategy that matches the current driving fault type and the current lane condition.

[0070] As an example, a drive failure strategy information table is pre-stored in the vehicle memory connected to the vehicle controller. The drive failure strategy information table is an information table for storing configured drive protection strategies corresponding to different configured drive failure conditions. The configured drive failure conditions here are conditions for implementing different configured drive protection strategies, which can specifically be a combination of different configured drive fault types and different configured lane conditions. The configured drive fault type is a pre-configured drive fault type. The configured lane condition is a pre-configured lane condition. The configured drive protection strategy is a pre-set strategy for implementing drive failure protection.

[0071] As an example, in step S204, the vehicle controller may query the pre-configured drive failure strategy information table according to the current drive fault type and the current lane condition, and determine the configured drive failure condition and the configured drive protection strategy that matches the current drive fault type and the current lane condition as the target drive protection strategy. It can be understood that the target drive protection strategy matches the current drive fault type and the current lane condition, so that the target drive protection strategy is related to the fault type and lane of the vehicle itself, which helps to ensure the drive deceleration effect during the drive failure protection process and maintain the stability of the drive driving path.

[0072] As an example, in step S204, after the vehicle controller determines the target drive protection strategy according to the current drive fault type and the current lane condition, it can first adjust the current state of the motor shaft locking mechanism according to the current lane condition, specifically including maintaining the current state of the motor shaft locking mechanism as the engaged state, or switching the current state of the motor shaft locking mechanism from the separated state to the engaged state. These two adjustment methods specifically include:

[0073] (1) If the current lane condition is a straight lane condition, a large curve lane condition, or a high-speed lane change condition, the current state of the motor shaft locking mechanism is maintained as the engaged state. In this example, in the straight lane condition, the large curve lane condition, or the high-speed lane change condition, the two motor shaft locking mechanisms are continuously controlled to be engaged, so that the two rear wheels in each dual-wheel driving control device rotate at the same speed.

[0074] (2) If the current lane condition is a small curve lane condition, a low-speed lane change lane condition, or a side-entry lane condition, the current state of the motor shaft locking mechanism is switched from a disengaged state to an engaged state. In this example, in a small curve lane condition, a low-speed lane change lane condition, or a side-entry lane condition, the current state of the motor shaft locking mechanism is a disengaged state. If the drive detection information of at least one rear drive motor indicates that there is a fault, the current state of the motor shaft locking mechanism needs to be switched to an engaged state so that another normal drive motor in the same dual-wheel driving control device can drive the faulty drive motor to rotate.

[0075] (3) If the current lane condition is a reverse parking lane condition, the current state of the motor shaft locking mechanism is alternately controlled to be a disengaged state or an engaged state. That is, in the reverse parking lane condition, it is necessary to repeatedly alternately control the current state of the motor shaft locking mechanism to be a disengaged state, convert a vehicle driving angle, and then control the current state of the motor shaft locking mechanism to be an engaged state for driving until the reverse parking is completed.

[0076] As an example, in step S204, after determining the target drive protection strategy, the vehicle controller can control the normal drive motor to perform the drive operation according to the target drive protection strategy, and / or control the opposite side brake mechanism to perform the brake operation, so as to achieve drive failure protection, and avoid the total drive torque of the dual wheel driving control device where the faulty drive motor is located to decrease rapidly when the faulty drive motor fails, so that the vehicle is out of control during driving, resulting in a rear-end collision or tail swing. For example, after adjusting the current state of the motor shaft locking mechanism, the vehicle controller can control at least one of the normal drive motor on the same side, the normal drive motor on the opposite side, and the brake mechanism on the opposite side to work, so that the total drive torque of the two dual wheel driving control devices on the left and right sides matches the current lane working condition, and can ensure that the driving path before and after any rear drive motor fails is basically unchanged, and avoid the vehicle speed from decreasing rapidly, resulting in a rear-end collision or tail swing of the vehicle, so as to achieve drive failure protection operation, without the need to add a large-capacity capacitor structure, so that the vehicle structure is simple, which helps to reduce the cost of drive failure protection.

[0077] The drive failure protection method provided in this embodiment is applied to a car including a dual-wheel driving control device rotatably connected to the car suspension system. The two rear wheels can increase the ground friction when the car is driving, each rear drive motor can independently control the rotation of a rear wheel, and each rear brake mechanism can independently control the braking of the rear wheel, which can structurally ensure the independence of the rear wheel drive and braking. After determining the current drive fault type according to the drive detection information corresponding to the four rear drive motors and determining the current lane working condition according to the current vehicle data, it is necessary to determine the target drive protection strategy according to the current drive fault type and the current lane working condition, and then adjust the current state of the motor shaft locking mechanism, and control the normal drive motor and / or the opposite side brake mechanism to perform the brake failure protection operation, which can ensure that the driving path before and after any rear drive motor fails is basically unchanged, and can effectively reduce the safety risks of driving side slip, deviation or loss of steering ability, so that the whole vehicle driving control is safer, so as to realize the drive failure protection operation. Moreover, this scheme does not need to add a large-capacity capacitor structure, so that the whole vehicle structure is simple, which helps to reduce the cost of drive failure protection.

[0078] In one embodiment, step S204, i.e., maintaining or adjusting the current state of the motor shaft locking mechanism according to the target drive protection strategy, and controlling the normal drive motor and / or the opposite side brake mechanism to operate, includes:

[0079] A2041: If the current driving fault type is a single motor fault type, and the current lane condition is a high-speed straight lane condition, the first single-machine failure protection strategy is determined as the target driving protection strategy. According to the first single-machine failure protection strategy, the current state of the motor shaft locking mechanism is maintained as the engaged state, and at least one of the normal driving motor on the same side is controlled to increase power, the normal driving motor on the opposite side is controlled to reduce power, and the braking mechanism on the opposite side provides braking force, is controlled to maintain the straight lane path driving;

[0080] A2042: If the current drive fault type is a single motor fault type, and the current lane condition is a low-speed straight lane condition, the second single-machine failure protection strategy is determined as the target drive protection strategy. According to the second single-machine failure protection strategy, the current state of the motor shaft locking mechanism is maintained as the engaged state, and the normal drive motor on the same side is controlled to increase power to maintain driving in the straight lane path;

[0081] A2043: If the current driving fault type is a single motor fault type, and the current lane condition is a high-speed curve lane condition or a high-speed lane change lane condition, the third single-machine failure protection strategy is determined as the target driving protection strategy, and according to the third single-machine failure protection strategy, based on the current lane condition, the current state of the motor shaft locking mechanism is maintained or adjusted to be a combined state, and at least one of controlling the normal driving motor on the same side to increase power, controlling the normal driving motor on the opposite side to reduce power, and the braking mechanism on the opposite side to provide braking force is controlled to maintain the required turning diameter;

[0082] A2044: If the current drive fault type is a single motor fault type, and the current lane condition is a low-speed curve lane condition, a low-speed lane change lane condition, a side parking lane condition, or a reverse parking lane condition, the fourth single-machine failure protection strategy is determined as the target drive protection strategy. According to the fourth single-machine failure protection strategy, based on the current lane condition, the current state of the motor shaft locking mechanism is maintained or adjusted to the engaged state, and the normal drive motor on the same side is controlled to increase power to maintain the required turning diameter.

[0083] Among them, the high-speed straight lane condition is the straight lane condition where the current vehicle speed is greater than the straight speed threshold; the low-speed straight lane condition is the straight lane condition where the current vehicle speed is not greater than the straight speed threshold; the high-speed curved lane condition is the curved lane condition where the current vehicle speed is greater than the curved speed threshold; the low-speed curved lane condition is the curved lane condition where the current vehicle speed is not greater than the curved speed threshold; the high-speed lane change condition is the lane change condition where the current vehicle speed is greater than the lane change speed threshold; the low-speed lane change condition is the lane change speed condition where the current vehicle speed is not greater than the lane change speed threshold; the side parking lane condition refers to the parking lane condition where the length direction of the parking space is the same as the vehicle driving direction; the reverse parking lane condition refers to the parking lane condition where the width direction of the parking space is the same as the vehicle driving direction;

[0084] Among them, the same-side normal drive motor refers to the normal drive motor on the same side of the vehicle as the faulty drive motor; the different-side normal drive motor refers to the normal drive motor on a different side of the vehicle than the faulty drive motor.

[0085] Among them, the single motor fault type refers to the fault type with only one faulty drive motor.

[0086] Among them, the first single-machine failure protection strategy is a configuration drive protection strategy when a single motor fault type occurs and the current lane condition is a high-speed straight lane condition.

[0087] As an example, in step A2041, when the current drive fault type is a single motor fault type (i.e., there is one and only one faulty drive motor) and the current lane condition is a high-speed straight lane condition, the vehicle controller determines that the drive failure protection condition corresponding to the first single-machine failure protection strategy is met. At this time, the vehicle controller determines the first single-machine failure protection strategy as the target drive protection strategy; then, according to the first single-machine failure protection strategy, the current state of the motor shaft locking mechanism is maintained as the engaged state, and it is evaluated whether the drive failure protection requirement can be met by only controlling the normal drive motor on the same side to work; if the drive failure protection requirement can be met, If the protection requirement is met, only the normal drive motor on the same side is controlled to work, and the two rear wheels on the same side are driven by the drive of the normal drive motor on the same side to rotate, so as to ensure the balance of the total driving torque on the left and right sides; if the drive failure protection requirement cannot be met, the normal drive motor on the opposite side and the brake mechanism on the opposite side are controlled to work, so as to ensure that when the faulty drive motor fails, the total driving torque of the two-wheel driving control device where it is located does not decrease or does not decrease significantly, so as to keep the original driving distance path or the vehicle speed basically unchanged, and avoid loss of control during the driving process of the car, such as the rapid drop in the vehicle speed causing the vehicle to decelerate urgently, which in turn leads to the occurrence of vehicle rear-end collision.

[0088] In one embodiment, step A2041, i.e., according to the first single-machine failure protection strategy, maintaining the current state of the motor shaft locking mechanism as the engaged state, controlling the normal driving motor on the same side to increase power, controlling the normal driving motor on the opposite side to reduce power, and the braking mechanism on the opposite side to provide braking force, to maintain driving on the straight lane path, includes:

[0089] A2041-1: According to the first single-machine failure protection strategy, the current state of the motor shaft locking mechanism is maintained as the engaged state.

[0090] A2041-2: If the total required power of the drive motor on the faulty side is less than the maximum power of the normal drive motor on the same side, the normal drive motor on the same side is controlled to increase its power based on the total required power of the drive motor on the faulty side to maintain driving in the straight lane.

[0091] A2041-3: If the total required power of the drive motor on the faulty side is not less than the maximum power of the normal drive motor on the same side, the normal drive motor on the opposite side is controlled to reduce power, or the braking mechanism on the opposite side is alternately controlled to provide braking force and the normal drive motor on the opposite side is controlled to reduce power to maintain driving in the straight lane.

[0092] The total required power of the driving motor on the fault side refers to the sum of the two powers on the side where the faulty driving motor is located.

[0093] For example, the four rear drive motors are respectively the left outer drive motor D1, the left inner drive motor D2, the right outer drive motor D3 and the right inner drive motor D4, and the four rear brake mechanisms are respectively the left outer brake mechanism B1, the left inner brake mechanism B2, the right outer brake mechanism B3 and the right inner brake mechanism B4, and the corresponding powers of the four rear drive motors are P1, P2, P3 and P4 respectively; if the left outer drive motor D1 is a faulty drive motor, at this time, P1 is the power of the faulty motor; the left inner drive motor D2 is the normal drive motor on the same side; P2 is the normal motor power on the same side; the right outer drive motor D3 and the right inner drive motor D4 are normal drive motors on the opposite sides; the right outer brake mechanism B3 and the right inner brake mechanism B4 are brake mechanisms on the opposite sides, then the total required power of the drive motor on the faulty side Pt = P1 + P2. The maximum power of the normal drive motor on the same side refers to the maximum power that each rear drive motor can operate normally, that is, the maximum power Pmax2 of the left inner drive motor D2 in the above example.

[0094] As an example, in step A2041-1, when the current drive fault type is a single motor fault type (i.e., there is one and only one faulty drive motor) and the current lane condition is a high-speed straight lane condition, the vehicle controller determines the first single-machine failure protection strategy as the target drive protection strategy. At this time, the vehicle controller needs to maintain the current state of the motor shaft locking mechanism as an engaged state so that the true lane driving can be maintained during the subsequent drive failure protection process.

[0095] As an example, in step A2041-2, when the total required power of the drive motor on the faulty side of the vehicle controller is less than the maximum power of the normal drive motor on the same side, it indicates that the sum of the powers of the two rear drive motors on the side where the faulty drive motor is located does not reach the maximum power of the rear drive motor without fault on that side. In this case, while maintaining the current state of the motor shaft locking mechanism as the engaged state, based on the total required power of the drive motor on the faulty side, the power of the normal drive motor on the same side can be controlled to increase, so as to maintain driving on the straight driving path. As a result, the motor power does not change significantly before and after the faulty drive motor fails, thereby ensuring that the original driving path does not suddenly change and the vehicle speed does not mutate either, avoiding accidents such as vehicle rear-end collisions, fishtailing or skidding, and thus ensuring the safety of the vehicle during driving. For example, in the above example, if the total required power Pt of the drive motor on the faulty side does not reach the maximum power Pmax2 of the normal drive motor on the same side (i.e., Pt = P1 + P2 < Pmax2), at this time, it is necessary to control the power of the left inner drive motor D2 to increase based on the total required power Pt of the drive motor on the faulty side to maintain driving on the straight driving path.

[0096] As an example, in step A2041-3, when the total required power of the drive motor on the faulty side is not less than the maximum power of the normal drive motor on the same side, the vehicle controller indicates that the total power of the two rear drive motors on the side where the faulty drive motor is located has reached the maximum power of the rear drive motor without fault on that side (i.e., the normal drive motor on the same side), and it is no longer possible to control the normal drive motor on the same side to increase the power for drive failure protection. At this time, the normal drive motor on the opposite side can be controlled to reduce the power alone, or the brake mechanism on the opposite side can be controlled to provide braking force and the normal drive motor on the opposite side can be controlled to reduce the power alternately to maintain the straight lane path. For example, in the above example, if the total required power Pt of the drive motor on the faulty side is not less than the maximum power Pmax2 of the normal drive motor on the same side (i.e., Pt=P1+P2≥Pmax2), at this time, the vehicle controller can perform the following drive failure protection operations: The first is to control the normal drive motor on the opposite side to reduce the power, that is, at least one of the right outer drive motor D3 and the right inner drive motor D4 can be controlled to reduce the power to maintain the straight lane. The second is to alternately control the opposite side brake mechanism to provide braking force and control the opposite side normal drive motor to reduce power, that is, alternately control at least one of the right outer brake mechanism B3 and the right inner brake mechanism B4 to provide braking torque, and control at least one of the right outer drive motor D3 and the right inner drive motor D4 to reduce power, so as to maintain the straight lane path. This drive failure protection strategy has a faster response efficiency. Here, controlling the opposite side brake mechanism to provide braking torque means controlling the brake start, performing the point brake operation, and quickly adjusting the wheel speed and torque of the two rear wheels of the opposite side double wheel driving control device through the braking operation, so that it is equivalent to the wheel speed and torque of the two rear wheels of the double wheel driving control device on the fault side. The vehicle controller can execute two drive failure protection strategies according to the actual situation, so that the motor power of the faulty drive motor does not change significantly before and after the fault occurs, thereby ensuring that the original driving path does not change suddenly, and the vehicle speed does not change suddenly, avoiding accidents such as vehicle rear-end collision, tail swing or side slip, thereby ensuring the safety of the vehicle driving process.

[0097] Among them, the second single-machine failure protection strategy is a configuration drive protection strategy when a single motor fault type occurs and the current lane condition is a low-speed straight lane condition.

[0098] As an example, in step A2042, when the current drive fault type is a single motor fault type (i.e., there is one and only one faulty drive motor) and the current lane condition is a low-speed straight lane condition, the vehicle controller determines that the drive failure protection condition corresponding to the second single-machine failure protection strategy is met. At this time, the vehicle controller determines the second single-machine failure protection strategy as the target drive protection strategy; then, according to the second single-machine failure protection strategy, the current state of the motor shaft locking mechanism is maintained as a coupled state, and the normal drive motor on the same side is controlled to increase the power to maintain the straight lane path and ensure the balance of the total drive torque on the left and right sides. This can ensure that when the faulty drive motor fails, the total drive torque of the dual-wheel driving control device in which it is located does not decrease or does not decrease significantly, so as to keep the original driving distance path or the vehicle speed basically unchanged, and avoid loss of control during the driving of the vehicle, such as a rapid drop in the vehicle speed causing the vehicle to decelerate urgently, which in turn causes a vehicle rear-end collision.

[0099] In one embodiment, step A2042, i.e., maintaining the current state of the motor shaft locking mechanism as the engaged state according to the second single-machine failure protection strategy, and controlling the normal drive motor on the same side to increase the power to maintain the straight lane path, includes:

[0100] A2042-1: According to the second single-machine failure protection strategy, the current state of the motor shaft locking mechanism is maintained as the engaged state.

[0101] A2042-2: Based on the total required power of the drive motor on the faulty side, control the normal drive motor on the same side to increase the power to maintain driving in the straight lane.

[0102] As an example, in step A2042-1, when the current drive fault type is a single motor fault type (i.e., there is one and only one faulty drive motor) and the current lane condition is a low-speed straight lane condition, the vehicle controller determines the second single-machine failure protection strategy as the target drive protection strategy. At this time, the vehicle controller needs to maintain the current state of the motor shaft locking mechanism as an engaged state so that the true lane driving can be maintained during the subsequent drive failure protection process.

[0103] As an example, in step A2042-2, when the vehicle controller determines the second single-machine failure protection strategy as the target drive protection strategy, the power of the normal motor on the same side corresponding to the current lane working condition generally does not reach the rated power of the motor. Therefore, the vehicle controller can control the normal drive motor on the same side to increase the power based on the total required power of the drive motor on the faulty side, while maintaining the current state of the motor shaft locking mechanism as the engaged state, so as to maintain the straight lane path driving, so that the motor power of the faulty drive motor does not change significantly before and after the fault occurs, thereby ensuring that the original driving path does not change suddenly, and the vehicle speed does not change suddenly, avoiding accidents such as vehicle rear-end collision, tail swing or skidding, thereby ensuring the safety of the vehicle driving process. For example, in the above example, when P1 is the power of the faulty motor, when the vehicle controller executes the second single-machine failure protection strategy, it can control the left inner drive motor D2 to increase the power based on the total required power Pt of the drive motor on the faulty side, so as to maintain the straight lane path driving.

[0104] Among them, the third single-machine failure protection strategy is a configuration drive protection strategy when a single motor failure type occurs and the current lane condition is a high-speed curve lane condition or a high-speed lane change lane condition. The high-speed curve lane condition can be divided into a high-speed large curve lane condition and a high-speed small curve lane condition.

[0105] As an example, in step A2043, when the current drive fault type is a single motor fault type (i.e., there is one and only one faulty drive motor) and the current lane condition is a high-speed curve lane condition or a high-speed lane change lane condition, the vehicle controller determines that the drive failure protection condition corresponding to the third single-machine failure protection strategy is met. At this time, the vehicle controller determines the third single-machine failure protection strategy as the target drive protection strategy; then, according to the third single-machine failure protection strategy, first based on the current lane condition, maintain or adjust the current state of the motor shaft locking mechanism to the engaged state; then, it is necessary to evaluate whether the third single-machine failure protection strategy is only controlled Whether the normal drive motor on the same side can meet the drive failure protection requirement; if the drive failure protection requirement can be met, only the normal drive motor on the same side is controlled to work; if the drive failure protection requirement cannot be met, the normal drive motor and the brake mechanism on the opposite side are controlled to work, so as to ensure that when the faulty drive motor fails, the total drive torque of the dual-wheel driving control device where it is located does not decrease or does not decrease significantly, so as to keep the original driving distance path or the vehicle speed basically unchanged, and avoid loss of control during the driving process of the car, such as the rapid drop in the vehicle speed causing the vehicle to decelerate urgently, which in turn leads to a rear-end collision.

[0106] In one embodiment, step A2043: according to the third single-machine failure protection strategy, based on the current lane working condition, maintaining or adjusting the current state of the motor shaft locking mechanism to the engaged state, controlling the normal driving motor on the same side to increase power, controlling the normal driving motor on the opposite side to reduce power, and the braking mechanism on the opposite side to provide braking force, so as to maintain the required turning diameter, includes:

[0107] A2043-1: According to the third single-machine failure protection strategy, based on the current lane condition, the current state of the motor shaft locking mechanism is maintained or adjusted to the engaged state;

[0108] A2043-2: If the total required power of the drive motor on the faulty side is less than the maximum power of the normal drive motor on the same side, then based on the total required power of the drive motor on the faulty side, the normal drive motor on the same side is controlled to increase the power to maintain the required turning diameter;

[0109] A2043-3: If the total required power of the drive motor on the faulty side is not less than the maximum power of the normal drive motor on the same side, the normal drive motor on the opposite side is controlled to reduce power, or the brake mechanism on the opposite side is controlled to provide braking force and the normal drive motor on the opposite side is controlled to reduce power alternately to maintain the required turning diameter;

[0110] As an example, in step A2043-1, when the current drive fault type is a single motor fault type (i.e., there is one and only one faulty drive motor), and the current lane condition is a high-speed curve lane condition or a high-speed lane change lane condition, the vehicle controller determines the third single-machine failure protection strategy as the target drive protection strategy. At this time, the vehicle controller maintains or adjusts the current state of the motor shaft locking mechanism to a combined state based on the current lane condition, that is, if the current state of the motor shaft locking mechanism is a combined state, the combined state is still maintained; if the current state of the motor shaft locking mechanism is a separated state, it needs to be switched to a combined state. In this example, the high-speed curve lane condition can be divided into two types: a high-speed large curve lane condition and a high-speed small curve lane condition. If the current lane condition is a high-speed large curve lane condition or a high-speed lane change lane condition, the current state of the motor shaft locking mechanism needs to be maintained as a combined state; if the current lane condition is a small curve lane condition, the current state of the motor shaft locking mechanism needs to be switched from a separated state to a combined state.

[0111] As an example, in step A2043-2, when the total required power of the drive motor on the faulty side of the vehicle controller is less than the maximum power of the normal drive motor on the same side, it indicates that the sum of the powers of the two rear drive motors on the side where the faulty drive motor is located does not reach the maximum power of the rear drive motor without fault on that side. After maintaining or adjusting the current state of the motor shaft locking mechanism to the engaged state based on the current lane condition, the vehicle controller can control the normal drive motor on the same side to increase its power based on the total required power of the drive motor on the faulty side, so as to maintain the required turning diameter. In this way, the motor power does not change significantly before and after the faulty drive motor fails, thereby ensuring that the original driving path does not suddenly change, avoiding sudden changes in the turning path and lane-changing path, and also avoiding sudden changes in the vehicle speed, so as to avoid accidents such as vehicle rear-end collisions, fishtailing or side slipping, thus ensuring the safety of the vehicle during driving. Subsequently, when the vehicle controller controls the front drive steering axle to rotate, it drives the four rear wheels to return to the straight-ahead position and synchronously returns to the straight driving lane condition. For example, in the above example, if the total required power Pt of the drive motor on the faulty side does not reach the maximum power Pmax2 of the normal drive motor on the same side (i.e., Pt = P1 + P2 < Pmax2), at this time, it is necessary to control the left inner drive motor D2 to increase its power based on the total required power Pt of the drive motor on the faulty side, so as to maintain the required turning diameter and ensure that the vehicle travels along the original driving path.

[0112] As an example, in step A2043-3, when the total required power of the drive motor on the faulty side is not less than the maximum power of the normal drive motor on the same side, the vehicle controller indicates that the sum of the powers of the two rear drive motors on the side where the faulty drive motor is located has reached the maximum power of the rear drive motor without fault on that side (i.e., the normal drive motor on the same side), and it is no longer possible to control the normal drive motor on the same side to increase the power for drive failure protection. At this time, the normal drive motor on the opposite side can be controlled to reduce the power alone, or the braking mechanism on the opposite side can be controlled to provide braking force and control the normal drive motor on the opposite side to reduce the power alternately to maintain the required turning diameter, thereby ensuring that the vehicle is driven based on the original non-straight lane. For example, in the above example, if the total required power Pt of the drive motor on the faulty side is not less than the maximum power Pmax2 of the normal drive motor on the same side (i.e., Pt=P1+P2≥Pmax2), at this time, the vehicle controller can perform the following drive failure protection operations: The first is to control the normal drive motor on the opposite side to reduce the power, that is, at least one of the right outer drive motor D3 and the right inner drive motor D4 can be controlled to reduce the power to maintain the required turning diameter. The second is to alternately control the braking mechanism on the opposite side to provide braking force and control the normal driving motor on the opposite side to reduce power, that is, alternately control at least one of the right outer braking mechanism B3 and the right inner braking mechanism B4 to provide braking torque, and control at least one of the right outer driving motor D3 and the right inner driving motor D4 to reduce power to maintain the required turning diameter, thereby ensuring that the vehicle is based on the original non-straight lane. This drive failure protection strategy has a faster response efficiency. The vehicle controller can execute two drive failure protection strategies according to actual conditions, so that the motor power of the faulty drive motor does not change significantly before and after the fault occurs, thereby ensuring that the original driving path does not change suddenly, and the vehicle speed does not change suddenly, avoiding accidents such as vehicle rear-end collision, tail swing or side slip, thereby ensuring the safety of the vehicle driving process. Subsequently, the vehicle controller drives the four rear wheels to return to the straight lane condition synchronously while controlling the rotation of the front drive steering axle.

[0113] Among them, the fourth single-machine failure protection strategy is to configure a drive protection strategy when a single motor failure type occurs and the current lane condition is a low-speed curve lane condition, a low-speed lane change lane condition, a side entry lane condition, or a reverse entry lane condition. The low-speed curve lane condition can be divided into a low-speed large curve lane condition and a low-speed small curve lane condition.

[0114] As an example, in step A2044, when the current drive fault type is a single motor fault type (i.e., there is one and only one faulty drive motor), and the current lane condition is a low-speed curve lane condition, a low-speed lane change lane condition, a side entry lane condition, or a reverse entry lane condition, the vehicle controller determines that the drive failure protection condition corresponding to the fourth single-machine failure protection strategy is met. At this time, the vehicle controller determines the fourth single-machine failure protection strategy as the target drive protection strategy; then, according to the fourth single-machine failure protection strategy, first based on the current lane condition, maintain or adjust The current state of the motor shaft locking mechanism is the engaged state. Then, the normal drive motor on the same side is controlled to increase power to maintain the required turning diameter, thereby ensuring that the entire vehicle travels based on the original non-straight lane and ensuring the balance of the total driving torque on the left and right sides. It can ensure that when the faulty drive motor fails, the total driving torque of the dual-wheel driving control device in which it is located does not decrease or does not decrease significantly, so as to keep the original driving distance path or the vehicle speed basically unchanged, and avoid loss of control during the driving process of the car, such as the rapid drop in the vehicle speed causing the vehicle to decelerate urgently, which in turn leads to a rear-end collision.

[0115] In one embodiment, step A2044, i.e., according to the fourth single-machine failure protection strategy, based on the current lane condition, maintaining or adjusting the current state of the motor shaft locking mechanism to the engaged state, and controlling the normal drive motor on the same side to increase power to maintain the required turning diameter, includes:

[0116] A2044-1: According to the fourth single-machine failure protection strategy, based on the current lane condition, maintaining or adjusting the current state of the motor shaft locking mechanism to the engaged state;

[0117] A2044-2: Based on the total required power of the drive motor on the faulty side, control the normal drive motor on the same side to increase the power to maintain the required turning diameter;

[0118] As an example, in step A2044-1, when the current drive fault type is a single motor fault type (i.e., there is one and only one faulty drive motor), and the current lane condition is a low-speed curve lane condition, a low-speed lane change lane condition, a side entry lane condition, or a reversing entry lane condition, the vehicle controller determines the fourth single-machine failure protection strategy as the target drive protection strategy. At this time, the vehicle controller maintains or adjusts the current state of the motor shaft locking mechanism to the engaged state based on the current lane condition, that is, if the current state of the motor shaft locking mechanism is the engaged state, the engaged state is maintained; if the current state of the motor shaft locking mechanism is the disengaged state, it needs to be switched to the engaged state. In this example, the low-speed curve lane condition can be divided into two types: low-speed large curve lane condition and low-speed small curve lane condition. If the current lane condition is a low-speed large curve lane condition, the current state of the motor shaft locking mechanism needs to be maintained in the engaged state; if the current lane condition is a low-speed small curve lane condition, a low-speed lane change lane condition, a side entry lane condition or a reverse entry lane condition, the current state of the motor shaft locking mechanism needs to be switched from the disengaged state to the engaged state.

[0119] As an example, in step A2044-2, when the vehicle controller determines the fourth single-machine failure protection strategy as the target drive protection strategy, the normal motor power on the same side corresponding to the current lane condition generally does not reach the rated power of the motor. Therefore, the vehicle controller can control the normal drive motor on the same side to increase the power based on the total required power of the drive motor on the faulty side after maintaining or adjusting the current state of the motor shaft locking mechanism to the combined state based on the current lane condition according to the fourth single-machine failure protection strategy, so as to maintain the required turning diameter, so that the motor power of the faulty drive motor does not change significantly before and after the fault occurs, thereby ensuring that the original driving path does not change suddenly, avoiding sudden changes in the curved driving path, lane change driving path and warehousing driving path, and also avoiding sudden changes in the vehicle speed, avoiding accidents such as vehicle rear-end collision, tail swing or side slip, thereby ensuring the safety of the vehicle driving process. Subsequently, the vehicle controller drives the four rear wheels to return to the straight lane condition synchronously while controlling the rotation of the front drive steering axle.

[0120] In one embodiment, step 204, i.e., maintaining or adjusting the current state of the motor shaft locking mechanism according to the target drive protection strategy, and controlling the normal drive motor and / or the opposite side brake mechanism to operate, includes:

[0121] B2041: If the current driving fault type is the opposite-side dual motor fault type, and the current lane condition is the high-speed straight lane condition, the first dual motor failure protection strategy is determined as the target driving protection strategy. According to the first dual motor failure protection strategy, the current state of the motor shaft locking mechanism is maintained as the engaged state, and based on the total required power of the two rear drive motors on each side and the maximum power of the normal drive motor on each side, the normal drive motors on both sides are controlled to increase power to maintain the straight lane path.

[0122] B2042: If the current driving fault type is the opposite-side dual motor fault type, and the current lane condition is the low-speed straight lane condition, the second dual motor failure protection strategy is determined as the target driving protection strategy. According to the second dual motor failure protection strategy, the current state of the motor shaft locking mechanism is maintained as the engaged state, and based on the total required power of the two rear drive motors on each side, the normal drive motors on both sides are controlled to increase power to maintain the straight lane path.

[0123] B2043: If the current driving fault type is a dual motor fault type on the opposite side, and the current lane condition is a high-speed curve lane condition or a high-speed lane change lane condition, the third dual motor failure protection strategy is determined as the target driving protection strategy. According to the third dual motor failure protection strategy, based on the current lane condition, the current state of the motor shaft locking mechanism is maintained or adjusted to a combined state, and based on the total required power of the two rear drive motors on each side and the maximum power of the normal drive motor on each side, the normal drive motors on both sides are controlled to adjust the power to maintain the required turning diameter;

[0124] B2044: If the current driving fault type is a dual-motor fault type on the opposite side, and the current lane condition is a low-speed curve lane condition, a low-speed lane change lane condition, a side parking lane condition, or a reverse parking lane condition, the fourth dual-motor failure protection strategy is determined as the target driving protection strategy. According to the fourth dual-motor failure protection strategy, based on the current lane condition, the current state of the motor shaft locking mechanism is maintained or adjusted to a combined state, and based on the total required power of the two rear drive motors on each side, the normal drive motors on both sides are controlled to increase power to maintain the required turning diameter.

[0125] Among them, the high-speed straight lane condition is the straight lane condition in which the current vehicle speed is greater than the straight speed threshold; the low-speed straight lane condition is the straight lane condition in which the current vehicle speed is not greater than the straight speed threshold; the high-speed curved lane condition is the curved lane condition in which the current vehicle speed is greater than the curved speed threshold; the low-speed curved lane condition is the curved lane condition in which the current vehicle speed is not greater than the curved speed threshold; the high-speed lane change condition is the lane change condition in which the current vehicle speed is greater than the lane change speed threshold; the low-speed lane change condition is the lane change speed condition in which the current vehicle speed is not greater than the lane change speed threshold; the side entry lane condition refers to the entry lane condition in which the length direction of the parking space is the same as the vehicle driving direction; the reversing entry lane condition refers to the entry lane condition in which the width direction of the parking space is the same as the vehicle driving direction.

[0126] Among them, the opposite-side dual-motor fault type is a fault type in which there are two faulty drive motors, and the two faulty drive motors are located on both sides of the car.

[0127] Among them, the first dual-motor failure protection strategy is a configuration drive protection strategy when a dual-motor fault type on the opposite side occurs and the current lane condition is a high-speed straight lane condition.

[0128] As an example, in step B2041, when the current drive fault type is a dual-motor fault type on opposite sides (i.e., the two faulty drive motors are located on both sides of the vehicle) and the current lane condition is a high-speed straight lane condition, the vehicle controller determines that the drive failure protection condition corresponding to the first dual-motor failure protection strategy is met. At this time, the vehicle controller determines the first dual-motor failure protection strategy as the target drive protection strategy; then, according to the first dual-motor failure protection strategy, the current state of the motor shaft locking mechanism is maintained as a combined state, and according to actual conditions, the normal drive motors on both sides are controlled to work based on the total required power of the two rear drive motors on each side and the maximum power of the normal drive motors on each side, and the drive of the normal drive motors on both sides is used to drive the two rear wheels on the same side to rotate, so as to ensure that when the faulty drive motor fails, the total drive torque of the dual-wheel driving control device in which it is located does not decrease or does not decrease significantly, so as to keep the original driving distance path or the vehicle speed basically unchanged, and avoid loss of control during the driving process of the vehicle, such as the rapid decrease in the vehicle speed causing the vehicle to decelerate urgently, thereby causing a rear-end collision.

[0129] In one embodiment, in step B2041, that is, according to the first dual-machine failure protection strategy, the current state of the motor shaft locking mechanism is maintained as the engaged state, and based on the total required power of the two rear drive motors on each side and the maximum power of the normal drive motor on each side, the normal drive motors on both sides are controlled to increase the power to maintain the straight lane path, including:

[0130] B2041-1: According to the first dual-machine failure protection strategy, the current state of the motor shaft locking mechanism is maintained as the engaged state.

[0131] B2041-2: If the total required power of the two rear drive motors on each side is less than the maximum power of the normal drive motor on each side, then based on the total required power of the two rear drive motors on each side, the normal drive motors on both sides are controlled to increase the power to maintain driving in the straight lane.

[0132] B2041-3: If the total required power of the two rear drive motors on at least one side is not less than the maximum power of the normal drive motor on each side, then based on the maximum power of the normal drive motor on each side, the normal drive motors on both sides are controlled to increase the power to maintain driving in the straight lane.

[0133] The total required power of the two rear drive motors on each side refers to the sum of the power of the faulty drive motor and the power of the normal drive motor on the same side. The maximum power of the normal drive motor on each side refers to the maximum power of the normal drive motor on the side where the faulty drive motor is located.

[0134] For example, the four rear drive motors are respectively the left outer drive motor D1, the left inner drive motor D2, the right outer drive motor D3 and the right inner drive motor D4, and the corresponding powers of these four rear drive motors are P1, P2, P3 and P4 respectively; if the left outer drive motor D1 and the right outer drive motor D3 are faulty drive motors, and the left inner drive motor D2 and the right inner drive motor D4 are normal drive motors, then the total required power Pt_l of the two rear drive motors on the left is P1+P2, the total required power Pt_r of the two rear drive motors on the right is P3+P4, and the maximum powers of the two normal drive motors, the left inner drive motor D2 and the right inner drive motor D4, are Pmax2 and Pmax4 respectively. Generally speaking, Pmax2=Pmax4.

[0135] As an example, in step B2041-1, when the current drive fault type is a dual-motor fault type on the opposite side (i.e., there is a faulty drive motor on each side) and the current lane condition is a high-speed straight lane condition, the vehicle controller determines the first dual-machine failure protection strategy as the target drive protection strategy. At this time, the vehicle controller needs to maintain the current state of the motor shaft locking mechanism as an engaged state so that the true driving lane can be maintained during the subsequent drive failure protection process.

[0136] As an example, in step B2041-2, when the total required power of the two rear drive motors on each side is less than the maximum power of the normal drive motor on each side, that is, when the total required power Pt_l of the two rear drive motors on the left side is less than the maximum power Pmax2 of the left inner drive motor D2 (i.e., Pt_l < Pmax2), and the total required power Pt_r = P3 + P4 of the two rear drive motors on the right side is less than the maximum power Pmax4 of the right inner drive motor D4 (i.e., Pt_r < Pmax4), and when the normal drive motors on both sides have not reached the maximum power at which they can operate normally for a long time under the rated motor, based on the total required power of the two rear drive motors on each side (i.e., Pt_l and Pt_r), the normal drive motors on both sides are controlled to increase the power to maintain driving on the straight lane path. As a result, before and after a failure occurs in one of the faulty drive motors on each of the left and right sides, the motor power does not change significantly, thus ensuring that the original driving path does not suddenly change and the vehicle speed of the whole vehicle does not mutate, avoiding accidents such as vehicle rear-end collisions, fishtailing or side-slipping, and thus ensuring the safety of the vehicle during driving.

[0137] As an example, in step B2041-3, when the total required power of at least two rear drive motors on one side is not less than the maximum power of the normal drive motor on each side, that is, when the total required power Pt_l of the two rear drive motors on the left side is not less than the maximum power Pmax2 of the left inner drive motor D2 (i.e., Pt_l ≥ Pmax2), and / or the total required power Pt_r = P3 + P4 of the two rear drive motors on the right side is not less than the maximum power Pmax4 of the right inner drive motor D4 (i.e., Pt_r ≥ Pmax4), that is, when the power of at least one side of the normal drive motor has reached the maximum power at which it can operate normally for a long time under the rated motor, based on the maximum power of the normal drive motor on each side (i.e., Pmax2 or Pmax4, Pmax2 = Pmax4), the normal drive motors on both sides are controlled to increase the power to maintain driving on the straight lane path. As a result, before and after the faulty drive motor fails, the motor power does not change significantly, thus ensuring that the original driving path does not suddenly change and the vehicle speed of the whole vehicle does not mutate, avoiding accidents such as vehicle rear-end collisions, fishtailing or side-slipping, and thus ensuring the safety of the vehicle during driving.

[0138] Among them, the second dual-motor failure protection strategy is a configured drive protection strategy for the low-speed straight lane condition when a double-motor failure of different sides occurs.

[0139] As an example, in step B2042, when the current drive fault type is a dual-motor fault type on the opposite side (i.e., the two faulty drive motors are located on both sides of the car) and the current lane condition is a low-speed straight lane condition, the vehicle controller determines that the drive failure protection condition corresponding to the second dual-motor failure protection strategy is met. At this time, the vehicle controller determines the second dual-motor failure protection strategy as the target drive protection strategy; then, according to the second dual-motor failure protection strategy, based on the total required power of the two rear drive motors on each side (i.e., Pt_l or Pt_r, where Pt_l=Pt_r), the normal drive motors on both sides are controlled to increase power to maintain the straight lane path and ensure the balance of the total drive torque on the left and right sides. This can ensure that when the faulty drive motor fails, the total drive torque of the dual-wheel driving control device where it is located does not decrease or does not decrease significantly, so as to keep the original driving distance path or the vehicle speed basically unchanged, and avoid loss of control during vehicle driving, such as a rapid drop in vehicle speed causing the vehicle to decelerate urgently, which in turn causes a vehicle rear-end collision.

[0140] In one embodiment, step B2042, i.e., maintaining the current state of the motor shaft locking mechanism as the engaged state according to the second dual-motor failure protection strategy, and controlling the normal drive motors on both sides to increase power based on the total required power of the two rear drive motors on each side to maintain driving in the straight lane path, includes:

[0141] B2042-1: According to the second dual-machine failure protection strategy, the current state of the motor shaft locking mechanism is maintained as the engaged state.

[0142] B2042-2: Based on the total required power of the two rear drive motors on each side, the normal drive motors on both sides are controlled to increase power to maintain the straight lane path.

[0143] As an example, in step B2042-1, when the current drive fault type is a dual-motor fault type on the opposite side (i.e., the two faulty drive motors are located on both sides of the car) and the current lane condition is a low-speed straight lane condition, the vehicle controller determines the second dual-machine failure protection strategy as the target drive protection strategy. At this time, the vehicle controller needs to maintain the current state of the motor shaft locking mechanism as an engaged state so that the true lane driving can be maintained during the subsequent drive failure protection process.

[0144] As an example, in step B2042-2, when the vehicle controller determines the second dual-machine failure protection strategy as the target drive protection strategy, then under the current lane conditions, the total required power of the two rear drive motors on each side is generally less than the maximum power of the normal drive motor on each side. At this time, the vehicle controller can control the normal drive motors on both sides to increase the power based on the total required power of the two rear drive motors on each side (i.e., Pt_l and Pt_r) according to the second dual-machine failure protection strategy, while maintaining the current state of the motor shaft locking mechanism as the engaged state, so as to maintain the straight lane path driving, so that the motor power of the faulty drive motor does not change significantly before and after the fault occurs, thereby ensuring that the original driving path does not change suddenly, and the vehicle speed does not change suddenly, avoiding accidents such as vehicle rear-end collision, tail swing or sideslip, thereby ensuring the safety of the vehicle driving process.

[0145] Among them, the third dual-motor failure protection strategy is to configure a drive protection strategy when the opposite-side dual-motor fault type occurs and the current lane condition is a high-speed curve lane condition or a high-speed lane change lane condition. High-speed curve lane conditions can be divided into high-speed large curve lane conditions and high-speed small curve lane conditions.

[0146] As an example, in step B2043, when the current drive fault type is a dual-motor fault type on the opposite side (i.e., the two faulty drive motors are located on both sides of the car), and the current lane condition is a large curve lane condition or a high-speed lane change lane condition, the vehicle controller determines that the drive failure protection condition corresponding to the third dual-motor failure protection strategy is met. At this time, the vehicle controller determines the third dual-motor failure protection strategy as the target drive protection strategy; then, according to the third dual-motor failure protection strategy, first based on the current lane condition, the current state of the motor shaft locking mechanism is maintained or adjusted to a combined state; then, the normal drive motors on both sides need to be controlled to operate based on the total required power of the two rear drive motors on each side and the maximum power of the normal drive motors on each side, so that when the faulty drive motor fails, the total drive torque of the dual-wheel driving control device in which it is located does not decrease or does not decrease significantly, so as to keep the original driving distance path or the vehicle speed basically unchanged, and avoid loss of control during the driving of the car, such as a rapid decrease in the vehicle speed causing the vehicle to decelerate urgently, thereby causing a rear-end collision.

[0147] Step B2043, i.e., according to the third dual-motor failure protection strategy, based on the current lane working condition, maintaining or adjusting the current state of the motor shaft locking mechanism to the engaged state, and based on the total required power of the two rear drive motors on each side and the maximum power of the normal drive motor on each side, controlling the normal drive motors on both sides to adjust the power to maintain the required turning diameter, includes:

[0148] B2043-1: According to the third dual-machine failure protection strategy, based on the current lane conditions, the current state of the motor shaft locking mechanism is maintained or adjusted to the engaged state;

[0149] B2043-2: If the total required power of the two rear drive motors on each side is less than the maximum power of the normal drive motor on each side, then based on the total required power of the two rear drive motors on each side, the normal drive motors on both sides are controlled to increase their power to maintain the required turning diameter;

[0150] B2043-3: If the total required power of the two rear drive motors on at least one side is not less than the maximum power of the normal drive motor on each side, the normal drive motor on the side with the larger total required power is controlled to increase its power based on the maximum power of the normal drive motor on each side, and the power of the normal drive motor on the side with the smaller total required power is controlled based on the maximum power of the normal drive motor on the side with the larger total required power, so as to maintain the required turning diameter;

[0151] As an example, in step A2043-1, when the current drive fault type is a dual-motor fault type on the opposite side (i.e., the two faulty drive motors are located on both sides of the car), and the current lane condition is a high-speed curve lane condition or a high-speed lane change lane condition, the vehicle controller determines the third single-machine failure protection strategy as the target drive protection strategy. At this time, the vehicle controller maintains or adjusts the current state of the motor shaft locking mechanism to a combined state based on the current lane condition, that is, if the current state of the motor shaft locking mechanism is a combined state, the combined state is still maintained; if the current state of the motor shaft locking mechanism is a separated state, it needs to be switched to a combined state. In this example, the high-speed curve lane condition can be divided into a high-speed large curve lane condition and a high-speed small curve lane condition. If the current lane condition is a high-speed large curve lane condition or a high-speed lane change lane condition, the current state of the motor shaft locking mechanism needs to be maintained as a combined state; if the current lane condition is a small curve lane condition, the current state of the motor shaft locking mechanism needs to be switched from a separated state to a combined state.

[0152] As an example, in step B2043-2, when the total required power of the two rear drive motors on each side is less than the maximum power of the normal drive motor on each side, that is, when the total required power Pt_l of the two rear drive motors on the left side is less than the maximum power Pmax2 of the left inner drive motor D2 (i.e., Pt_l < Pmax2), and the total required power Pt_r = P3 + P4 of the two rear drive motors on the right side is less than the maximum power Pmax4 of the right inner drive motor D4 (i.e., Pt_r < Pmax4), and when the normal drive motors on both sides have not reached the maximum power at which they can operate normally for a long time under the rated motor, based on the total required power of the two rear drive motors on each side (i.e., Pt_l and Pt_r), control the normal drive motors on both sides to increase the power to maintain the required turning diameter. As a result, before and after the failure of the faulty drive motor, the motor power does not change significantly, thus ensuring that the original driving path does not suddenly change, and the vehicle speed also does not mutate, avoiding accidents such as vehicle rear-end collisions, fishtailing or side-slipping, and thus ensuring the safety of the vehicle during driving.

[0153] As an example, in step B2043-3, when the total required power of the two rear drive motors on at least one side is not less than the maximum power of the normal drive motor on each side, that is, the total required power Pt_l of the two rear drive motors on the left side is not less than the maximum power Pmax2 of the left inner drive motor D2 (that is, Pt_l≥Pmax2), and / or the total required power Pt_r=P3+P4 of the two rear drive motors on the right side is not less than the maximum power Pmax4 of the right inner drive motor D4 (that is, Pt_r≥Pmax4), that is, when the total required power of the two rear drive motors on at least one side has reached the maximum power of the normal drive motor on that side, the vehicle controller can control the normal drive motor on the side with larger total required power to increase the power based on the maximum power of the normal drive motor on each side, and control the power of the normal drive motor on the side with smaller total required power according to the maximum power of the normal drive motor on the side with larger total required power, so as to maintain the required turning diameter. For example, if the left outer drive motor D1 and the right outer drive motor D3 are faulty drive motors, the left inner drive motor D2 and the right inner drive motor D4 are normal drive motors, the total required power of the two rear drive motors on the left is Pt_l=P1+P2, and the total required power of the two rear drive motors on the right is Pt_r=P3+P4, Pt_l>Pt_r, then the left inner drive motor D2 is the normal drive motor on the side with a larger total required power, and the right inner drive motor D4 is the normal drive motor on the side with a smaller total required power, that is, at this time, the vehicle controller needs to control the left inner drive motor D2 to work based on the maximum power Pmax2 of the normal drive motor D2, and adjust the power of the right inner drive motor D4 accordingly to maintain the required turning diameter. In this example, the motor power of the faulty drive motor does not change significantly before and after the fault occurs, thereby ensuring that the original driving path does not change suddenly, and the vehicle speed does not change suddenly, avoiding accidents such as vehicle rear-end collision, tail swing or sideslip, thereby ensuring the safety of the vehicle driving process.

[0154] Among them, the fourth dual-motor failure protection strategy is to configure a driving protection strategy when the opposite-side dual-motor fault type occurs and the current lane condition is a low-speed curve lane condition, a low-speed lane change lane condition, a side entry lane condition, or a reverse entry lane condition. The low-speed curve lane condition can be divided into a low-speed large curve lane condition and a low-speed small curve lane condition.

[0155] As an example, in step B54, when the current drive fault type is a dual-motor fault type on the opposite side (i.e., the two faulty drive motors are located on both sides of the vehicle) and the current lane condition is a low-speed large-curve lane condition, the vehicle controller determines that the drive failure protection condition corresponding to the fourth dual-motor failure protection strategy is met. At this time, the vehicle controller determines the fourth dual-motor failure protection strategy as the target drive protection strategy; then, according to the fourth dual-motor failure protection strategy, based on the current lane condition, the current state of the motor shaft locking mechanism is maintained or adjusted to a combined state, and then, the normal drive motors on both sides are controlled to work based on the total required power of the two rear drive motors on each side to maintain the required turning diameter, so that when the faulty drive motor fails, the total drive torque of the dual-wheel driving control device in which it is located does not decrease or does not decrease significantly, so as to keep the original driving distance path or the vehicle speed basically unchanged, and avoid loss of control during the driving of the vehicle, such as a rapid drop in the vehicle speed causing the vehicle to decelerate urgently, thereby causing a rear-end collision.

[0156] In one embodiment, step B2044, i.e., according to the fourth dual-motor failure protection strategy, based on the current lane working condition, maintaining or adjusting the current state of the motor shaft locking mechanism to the engaged state, and based on the total required power of the two rear drive motors on each side, controlling the normal drive motors on both sides to increase power to maintain the required turning diameter, includes:

[0157] B2044-1: According to the fourth dual-machine failure protection strategy, based on the current lane conditions, maintain or adjust the current state of the motor shaft locking mechanism to the engaged state.

[0158] B2044-2: Based on the total required power of the two rear drive motors on each side, the normal drive motors on both sides are controlled to increase power to maintain the required turning diameter.

[0159] As an example, in step B2044-1, when the current drive fault type is a dual-motor fault type on the opposite side (i.e., the two faulty drive motors are located on both sides of the car), and the current lane condition is a low-speed curve lane condition, a low-speed lane change lane condition, a side-entry lane condition, or a reversing lane condition, the vehicle controller determines the fourth single-machine failure protection strategy as the target drive protection strategy. At this time, the vehicle controller maintains or adjusts the current state of the motor shaft locking mechanism to the engaged state based on the current lane condition, that is, if the current state of the motor shaft locking mechanism is the engaged state, the engaged state is maintained; if the current state of the motor shaft locking mechanism is the disengaged state, it needs to be switched to the engaged state. In this example, the low-speed curve lane condition can be divided into two types: low-speed large curve lane condition and low-speed small curve lane condition. If the current lane condition is a low-speed large curve lane condition, the current state of the motor shaft locking mechanism needs to be maintained in the engaged state; if the current lane condition is a low-speed small curve lane condition, a low-speed lane change lane condition, a side entry lane condition or a reverse entry lane condition, the current state of the motor shaft locking mechanism needs to be switched from the disengaged state to the engaged state.

[0160] As an example, in step B2044-2, when the vehicle controller determines the fourth dual-machine failure protection strategy as the target drive protection strategy, when the normal drive motors on both sides corresponding to the current lane condition generally do not reach their maximum power that can operate normally for a long time under the rated motor, based on the total required power of the two rear drive motors on each side (i.e., Pt_l and Pt_r), the normal drive motors on both sides are controlled to increase the power to maintain the required turning diameter, so that the motor power of the faulty drive motor does not change significantly before and after the failure, thereby ensuring that the original driving path does not change suddenly, and the vehicle speed does not change suddenly, avoiding accidents such as vehicle rear-end collision, tail swing or sideslip, thereby ensuring the safety of the vehicle driving process.

[0161] In one embodiment, if Figure 3 As shown, after step S204, that is, after determining the target driving protection strategy according to the current driving fault type and the current lane working condition, and controlling the normal driving motor and / or the opposite side braking mechanism to work according to the target driving protection strategy, the driving failure protection method further includes:

[0162] S301: receiving a left wheel slip rate and a right wheel slip rate;

[0163] S302: If at least one of the left wheel slip rate and the right wheel slip rate is greater than a slip rate threshold, reduce the wheel torque of the rear wheel on the side where the wheel slip rate is greater than the slip rate threshold.

[0164] Among them, the wheel slip rate is the slip rate between the rear wheels and the road surface collected in real time during the driving process of the car. The left wheel slip rate refers to the slip rate of the two rear wheels of the left dual-wheel driving control device. The right wheel slip rate refers to the slip rate of the two rear wheels of the left dual-wheel driving control device. The slip rate threshold is a preset slip rate value.

[0165] As an example, in step S301, during the driving process of the car, due to uneven road surface or other conditions, the rear wheels may slide with the road surface, which in turn leads to the deterioration of the steering and braking performance of the whole vehicle. Therefore, it is necessary to collect the wheel slip rate of the four rear wheels in real time, so as to adjust the wheel torque of each rear wheel based on the wheel slip rate, so as to ensure the steering and braking performance of the whole vehicle. In this example, the whole vehicle controller can receive the wheel slip rate of the four rear wheels collected in real time by the anti-lock braking system (ABS). In this example, the wheel slip rates of the left outer rear wheel and the left inner rear wheel are respectively S1 and S2, that is, the left wheel slip rate S_L includes S1 and S2, the wheel slip rates of the right outer rear wheel and the right inner rear wheel are respectively S3 and S4, that is, the right wheel slip rate S_R includes S3 and S4, and the slip rate threshold is St. It can be understood that if any rear drive motor has a fault, the corresponding wheel slip rate is 0.

[0166] As an example, in step S302, when at least one of the slip ratios S_L of the left wheels and S_R of the right wheels is greater than the slip ratio threshold St (for example, S_L > St, and / or, S_R > St), for example, it is required that the current state of the motor shaft locking mechanism is the engaged state, and the wheel torque of the rear wheels is adjusted. By reducing the wheel torque of the rear wheels on the side where the wheel slip ratio is greater than the slip ratio threshold, the adhesion balance between the four rear wheels and the ground is adjusted to avoid the occurrence of shimmy or snake problems caused by the sliding of the rear wheels on the road surface, thereby ensuring the steering and braking performance of the whole vehicle. For example, when at least one of the slip ratios S_L of the left wheels and S_R of the right wheels is greater than the slip ratio threshold St, the sliding phenomenon generated is relatively large, and the probability of the vehicle experiencing shimmy or snake problems is relatively high, seriously affecting the steering and braking performance of the whole vehicle. Therefore, the current state of the motor shaft locking mechanism can be maintained as the engaged state, and the wheel torque of the rear wheels on the side where the wheel slip ratio is greater than the slip ratio threshold is reduced to reduce the slip ratio of the rear wheels on this side with the road surface, so as to adjust the adhesion balance between the rear wheels and the ground, avoid the occurrence of shimmy or snake problems caused by the sliding of the rear wheels on the road surface, thereby ensuring the steering and braking performance of the whole vehicle, effectively reducing the safety risks of side slip, deviation, or loss of steering ability, and making the driving control of the whole vehicle safer. If the slip ratio S_L of the left wheels is greater than the slip ratio threshold St, while the slip ratio S_R of the right wheels is not greater than the slip ratio threshold St, at this time, the wheel torque of the two rear wheels of the left dual-wheel driving control device can be reduced to avoid the occurrence of shimmy or snake problems caused by the sliding of the rear wheels on the road surface, thereby ensuring the steering and braking performance of the whole vehicle.

[0167] It can be understood that when both the slip ratio S_L of the left wheels and the slip ratio S_R of the right wheels are less than the slip ratio threshold St (i.e., S_L < St and S_R < St), it is required that the current state of the motor shaft locking mechanism is the engaged state, and the wheel torque of the rear wheels is maintained. It can be understood that when both the slip ratio S_L of the left wheels and the slip ratio S_R of the right wheels are less than the slip ratio threshold, it is determined that the slip ratio of the four rear wheels with the road surface reaches a relatively small standard, and the generated sliding phenomenon is relatively small, so that the probability of the vehicle experiencing shimmy or snake problems is relatively small, and basically does not affect the steering and braking performance of the whole vehicle. Therefore, the current state of the motor shaft locking mechanism can be maintained, and the wheel torque corresponding to the rear wheels can be maintained, thereby simplifying the control operation of the vehicle controller and making its control process simpler.

[0168] It should be understood that the magnitudes of the sequence numbers of the steps in the above embodiments do not mean the order of execution is prior or posterior. The execution order of each process should be determined according to its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of the present invention.

[0169] In one embodiment, a vehicle controller is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the drive failure protection method in the above embodiment is implemented, for example Figure 2 S201-S204 as shown, or Figure 3 To avoid repetition, steps 301-S302 are not described again here.

[0170] In one embodiment, a vehicle is provided, comprising a vehicle suspension system, and also comprising two dual-wheel travel control devices arranged on both sides of the vehicle, wherein the dual-wheel travel control devices are rotatably connected to the vehicle suspension system; each dual-wheel travel control device comprises two rear wheels arranged side by side, two rear drive motors for driving the two rear wheels, two rear brake mechanisms for braking the two rear wheels, and a motor shaft locking mechanism for controlling the two rear drive motors to be engaged or separated; the vehicle also comprises a vehicle controller in the above embodiment, wherein the vehicle controller is connected to the rear drive motor, the rear brake mechanism, and the motor shaft locking mechanism, and is used to implement the drive failure protection method in the above embodiment, such as Figure 2 S201-S204 as shown, or Figure 3 To avoid repetition, steps 301-S302 are not described again here.

[0171] In one embodiment, the automobile also includes a driving power supply and a driving power-off detection structure; each rear driving motor is connected to the driving power supply through a driving power line to form a driving power supply circuit; each rear driving motor is connected to the vehicle controller through a driving signal line; the driving power-off detection structure is connected to the four driving power supply circuits and is used to obtain driving fault detection data, and the driving fault detection data includes driving detection information corresponding to the four rear driving motors; the vehicle controller is connected to the driving power-off detection mechanism, the motor shaft locking mechanism, and the rear driving motor, and is used to control the motor shaft locking mechanism, the rear driving motor and the rear braking mechanism according to the driving fault detection data. The processing process is as shown in the driving failure protection method in the above embodiment. To avoid repetition, they are not described here one by one.

[0172] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0173] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included in the protection scope of the present invention.

Claims

1. A drive failure protection method, applied to a car, characterized in that: The automobile comprises two dual-wheel travel control devices arranged on both sides of the automobile, and the dual-wheel travel control devices are rotatably connected to the automobile suspension system; each of the dual-wheel travel control devices comprises two rear wheels arranged side by side, two rear drive motors for driving the two rear wheels, two rear brake mechanisms for braking the two rear wheels, and a motor shaft locking mechanism for controlling the combination or separation of the two rear drive motors; The drive failure protection method comprises: Receiving current vehicle data and drive fault detection data, wherein the drive fault detection data includes drive detection information corresponding to the four rear drive motors; Determining a current lane condition based on the current vehicle data; Determining the current driving fault type according to the driving detection information corresponding to the four rear driving motors; Determine a target drive protection strategy according to the current drive fault type and the current lane condition, maintain or adjust the current state of the motor shaft locking mechanism according to the target drive protection strategy, and control the normal drive motor and / or the opposite-side brake mechanism to work; the normal drive motor refers to the rear drive motor whose drive detection information shows that there is no fault; the opposite-side brake mechanism refers to the rear brake mechanism on the different side of the vehicle from the faulty drive motor; the faulty drive motor refers to the rear drive motor whose drive detection information shows that there is a fault; Wherein, maintaining or adjusting the current state of the motor shaft locking mechanism according to the target drive protection strategy, and controlling the normal drive motor and / or the opposite side brake mechanism to work, includes: If the current driving fault type is a dual-motor fault type on the opposite side, and the current lane condition is a high-speed straight lane condition, the first dual-motor failure protection strategy is determined as the target driving protection strategy. According to the first dual-motor failure protection strategy, the current state of the motor shaft locking mechanism is maintained as a combined state, and based on the total required power of the two rear drive motors on each side and the maximum power of the normal drive motor on each side, the normal drive motors on both sides are controlled to increase power to maintain driving on the straight lane path; If the current driving fault type is a dual-motor fault type on the opposite side, and the current lane condition is a low-speed straight lane condition, the second dual-motor failure protection strategy is determined as the target driving protection strategy. According to the second dual-motor failure protection strategy, the current state of the motor shaft locking mechanism is maintained as a combined state, and based on the total required power of the two rear drive motors on each side, the normal drive motors on both sides are controlled to increase power to maintain driving on the straight lane path; If the current driving fault type is a dual-motor fault type on the opposite side, and the current lane condition is a high-speed curve lane condition or a high-speed lane change lane condition, the third dual-motor failure protection strategy is determined as the target driving protection strategy, and according to the third dual-motor failure protection strategy, based on the current lane condition, the current state of the motor shaft locking mechanism is maintained or adjusted to a combined state, and based on the total required power of the two rear drive motors on each side and the maximum power of the normal drive motor on each side, the normal drive motors on both sides are controlled to adjust the power to maintain the required turning diameter; If the current driving fault type is a dual-motor fault type on the opposite side, and the current lane condition is a low-speed curve lane condition, a low-speed lane change lane condition, a side-entry lane condition, or a reverse-entry lane condition, the fourth dual-motor failure protection strategy is determined as the target driving protection strategy. According to the fourth dual-motor failure protection strategy, based on the current lane condition, the current state of the motor shaft locking mechanism is maintained or adjusted to a combined state, and based on the total required power of the two rear drive motors on each side, the normal drive motors on both sides are controlled to increase power to maintain the required turning diameter; Among them, the high-speed straight lane operating condition is a straight lane operating condition in which the current vehicle speed is greater than the straight speed threshold; the low-speed straight lane operating condition is a straight lane operating condition in which the current vehicle speed is not greater than the straight speed threshold; the high-speed curved lane operating condition is a curved lane operating condition in which the current vehicle speed is greater than the curved speed threshold; the low-speed curved lane operating condition is a curved lane operating condition in which the current vehicle speed is not greater than the curved speed threshold; the high-speed lane change lane operating condition is a lane change lane operating condition in which the current vehicle speed is greater than the lane change speed threshold; the low-speed lane change lane operating condition is a lane change speed operating condition in which the current vehicle speed is not greater than the lane change speed threshold; the side-entry lane operating condition refers to the lane entry operating condition in which the length direction of the parking space to be parked is the same as the vehicle driving direction; the reverse-entry lane operating condition refers to the lane entry operating condition in which the width direction of the parking space to be parked is the same as the vehicle driving direction.

2. The drive failure protection method according to claim 1, characterized in that: The method of maintaining or adjusting the current state of the motor shaft locking mechanism according to the target drive protection strategy and controlling the normal drive motor and / or the opposite side brake mechanism to work includes: If the current driving fault type is a single motor fault type, and the current lane condition is a high-speed straight lane condition, the first single-machine failure protection strategy is determined as the target driving protection strategy. According to the first single-machine failure protection strategy, the current state of the motor shaft locking mechanism is maintained as a combined state, and at least one of the normal driving motor on the same side is controlled to increase power, the normal driving motor on the opposite side is controlled to reduce power, and the braking mechanism on the opposite side provides braking force, so as to maintain the straight lane path driving; If the current drive fault type is a single motor fault type, and the current lane condition is a low-speed straight lane condition, the second single-machine failure protection strategy is determined as the target drive protection strategy. According to the second single-machine failure protection strategy, the current state of the motor shaft locking mechanism is maintained as the engaged state, and the normal drive motor on the same side is controlled to increase power to maintain driving on the straight lane path; If the current driving fault type is a single motor fault type, and the current lane condition is a high-speed curve lane condition or a high-speed lane change lane condition, the third single-machine failure protection strategy is determined as the target driving protection strategy, and according to the third single-machine failure protection strategy, based on the current lane condition, the current state of the motor shaft locking mechanism is maintained or adjusted to a combined state, and at least one of the normal driving motor on the same side is controlled to increase power, the normal driving motor on the opposite side is controlled to reduce power, and the braking mechanism on the opposite side provides braking force, so as to maintain the required turning diameter; If the current drive fault type is a single motor fault type, and the current lane condition is a low-speed curve lane condition, a low-speed lane change lane condition, a side parking lane condition, or a reverse parking lane condition, the fourth single-machine failure protection strategy is determined as the target drive protection strategy. According to the fourth single-machine failure protection strategy, based on the current lane condition, the current state of the motor shaft locking mechanism is maintained or adjusted to a combined state, and the normal drive motor on the same side is controlled to increase power to maintain the required turning diameter. The normal drive motor on the same side refers to a normal drive motor located on the same side of the vehicle as the faulty drive motor; the normal drive motor on the opposite side refers to a normal drive motor located on a different side of the vehicle than the faulty drive motor.

3. The drive failure protection method according to claim 2, characterized in that: The method according to the first single-machine failure protection strategy maintains the current state of the motor shaft locking mechanism as the engaged state, controls the normal driving motor on the same side to increase power, controls the normal driving motor on the opposite side to reduce power, and the braking mechanism on the opposite side to provide braking force to maintain the straight lane path, including: According to the first single-machine failure protection strategy, maintaining the current state of the motor shaft locking mechanism as a coupled state; If the total required power of the driving motor on the faulty side is less than the maximum power of the normal driving motor on the same side, then based on the total required power of the driving motor on the faulty side, the normal driving motor on the same side is controlled to increase the power so as to maintain the straight lane path; If the total required power of the driving motor on the faulty side is not less than the maximum power of the normal driving motor on the same side, the normal driving motor on the opposite side is controlled to reduce power, or the braking mechanism on the opposite side is alternately controlled to provide braking force and the normal driving motor on the opposite side is controlled to reduce power, so as to maintain driving on the straight lane path; The method of maintaining the current state of the motor shaft locking mechanism as the engaged state according to the second single-machine failure protection strategy and controlling the normal drive motor on the same side to increase the power to maintain the straight lane path includes: According to the second single-machine failure protection strategy, maintaining the current state of the motor shaft locking mechanism as a coupled state; Based on the total required power of the driving motor on the faulty side, controlling the normal driving motor on the same side to increase the power so as to maintain the driving path in the straight lane; The third single-machine failure protection strategy, based on the current lane condition, maintains or adjusts the current state of the motor shaft locking mechanism to a combined state, controls the normal drive motor on the same side to increase power, controls the normal drive motor on the opposite side to reduce power, and controls the brake mechanism on the opposite side to provide braking force, so as to maintain the required turning diameter, including: According to the third single-machine failure protection strategy, based on the current lane condition, maintaining or adjusting the current state of the motor shaft locking mechanism to a coupled state; If the total required power of the driving motor on the faulty side is less than the maximum power of the normal driving motor on the same side, then based on the total required power of the driving motor on the faulty side, the normal driving motor on the same side is controlled to increase the power to maintain the required turning diameter; If the total required power of the driving motor on the fault side is not less than the maximum power of the normal driving motor on the same side, the normal driving motor on the opposite side is controlled to reduce power, or the braking mechanism on the opposite side is alternately controlled to provide braking force and the normal driving motor on the opposite side is controlled to reduce power, so as to maintain the required turning diameter; The fourth single-machine failure protection strategy, based on the current lane condition, maintains or adjusts the current state of the motor shaft locking mechanism to the engaged state, controls the normal drive motor on the same side to increase power, so as to maintain the required turning diameter, including: According to the fourth single-machine failure protection strategy, based on the current lane condition, maintaining or adjusting the current state of the motor shaft locking mechanism to the engaged state; Based on the total required power of the driving motor on the faulty side, controlling the normal driving motor on the same side to increase the power to maintain the required turning diameter; Among them, the normal drive motor on the same side refers to the normal drive motor on the same side of the car as the faulty drive motor; the normal drive motor on the opposite side refers to the normal drive motor on a different side of the car than the faulty drive motor; the braking mechanism on the opposite side refers to the rear braking mechanism on a different side of the car than the faulty drive motor; the total required power of the drive motor on the faulty side refers to the sum of the two powers on the side where the faulty drive motor is located.

4. The drive failure protection method according to claim 1, characterized in that: The method of maintaining the current state of the motor shaft locking mechanism as a coupled state according to the first dual-machine failure protection strategy, and controlling the normal drive motors on both sides to increase power based on the total required power of the two rear drive motors on each side and the maximum power of the normal drive motors on each side to maintain driving on the straight lane path includes: According to the first dual-machine failure protection strategy, maintaining the current state of the motor shaft locking mechanism as a combined state; If the total required power of the two rear drive motors on each side is less than the maximum power of the normal drive motor on each side, then based on the total required power of the two rear drive motors on each side, the normal drive motors on both sides are controlled to increase power to maintain driving in the straight lane path; If the total required power of the two rear drive motors on at least one side is not less than the maximum power of the normal drive motor on each side, then based on the maximum power of the normal drive motor on each side, the normal drive motors on both sides are controlled to increase the power to maintain driving in the straight lane path; The method of maintaining the current state of the motor shaft locking mechanism as the engaged state according to the second dual-motor failure protection strategy, and controlling the normal drive motors on both sides to increase power based on the total required power of the two rear drive motors on each side to maintain driving on the straight lane path includes: According to the second dual-machine failure protection strategy, maintaining the current state of the motor shaft locking mechanism as a combined state; Based on the total required power of the two rear drive motors on each side, controlling the normal drive motors on both sides to increase power so as to maintain driving in the straight lane path; The method according to the third dual-machine failure protection strategy, based on the current lane working condition, maintaining or adjusting the current state of the motor shaft locking mechanism to the combined state, and based on the total required power of the two rear drive motors on each side and the maximum power of the normal drive motor on each side, controlling the normal drive motors on both sides to adjust the power to maintain the required turning diameter includes: According to the third dual-machine failure protection strategy, based on the current lane working condition, maintaining or adjusting the current state of the motor shaft locking mechanism to a coupled state; If the total required power of the two rear drive motors on each side is less than the maximum power of the normal drive motor on each side, then based on the total required power of the two rear drive motors on each side, the normal drive motors on both sides are controlled to increase power to maintain the required turning diameter; If the total required power of the two rear drive motors on at least one side is not less than the maximum power of the normal drive motor on each side, then based on the maximum power of the normal drive motor on each side, the normal drive motor on the side with a larger total required power is controlled to increase its power, and based on the maximum power of the normal drive motor on the side with a larger total required power, the power of the normal drive motor on the side with a smaller total required power is controlled to maintain the required turning diameter; The fourth dual-machine failure protection strategy, based on the current lane working condition, maintains or adjusts the current state of the motor shaft locking mechanism to the engaged state, and controls the normal drive motors on both sides to increase power based on the total required power of the two rear drive motors on each side to maintain the required turning diameter, including: According to the fourth dual-machine failure protection strategy, based on the current lane working condition, maintaining or adjusting the current state of the motor shaft locking mechanism to a coupled state; Based on the total required power of the two rear drive motors on each side, the normal drive motors on both sides are controlled to increase power respectively to maintain the required turning diameter.

5. The drive failure protection method according to any one of claims 2 to 4, characterized in that: The maintaining or adjusting the current state of the motor shaft locking mechanism to the engaged state based on the current lane condition includes: If the current lane condition is a large curve lane condition or a high-speed lane change lane condition, maintaining the current state of the motor shaft locking mechanism as an engaged state; If the current lane condition is a small curve lane condition, a low-speed lane change lane condition, or a side parking lane condition, switching the current state of the motor shaft locking mechanism from a disengaged state to an engaged state; If the current lane condition is a reversing lane condition, the current state of the motor shaft locking mechanism is alternately controlled to be a disengaged state or a coupled state.

6. The drive failure protection method according to claim 5, characterized in that: After determining a target drive protection strategy according to the current drive fault type and the current lane condition, and controlling the normal drive motor and / or the opposite-side brake mechanism to work according to the target drive protection strategy, the drive failure protection method further includes: receiving a left wheel slip ratio and a right wheel slip ratio; If at least one of the left wheel slip rate and the right wheel slip rate is greater than a slip rate threshold, the wheel torque of the rear wheel on the side where the wheel slip rate is greater than the slip rate threshold is reduced.

7. A vehicle controller, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the drive failure protection method according to any one of claims 1 to 6 is implemented.

8. An automobile, comprising an automobile suspension system, characterized in that: It also includes two dual-wheel travel control devices arranged on both sides of the automobile, and the dual-wheel travel control devices are rotatably connected to the automobile suspension system; each of the dual-wheel travel control devices includes two rear wheels arranged side by side, two rear drive motors for driving the two rear wheels, two rear brake mechanisms for braking the two rear wheels, and a motor shaft locking mechanism for controlling the combination or separation of the two rear drive motors. The automobile also includes the whole vehicle controller as described in claim 7, and the whole vehicle controller is connected to the rear drive motors, the rear brake mechanisms and the motor shaft locking mechanism.

9. The automobile according to claim 8, characterized in that The automobile also includes a driving power supply and a driving power failure detection structure; Each of the rear drive motors is connected to the drive power supply via a drive power line to form a drive power supply circuit; Each of the rear drive motors is connected to the vehicle controller via a drive signal line; The drive power failure detection structure is connected to the four drive power supply circuits and is used to obtain drive fault detection data, wherein the drive fault detection data includes drive detection information corresponding to the four rear drive motors; The vehicle controller is connected to the drive power-off detection mechanism, the motor shaft locking mechanism, and the rear drive motor, and is used to control the operation of the motor shaft locking mechanism, the rear drive motor, and the rear brake mechanism according to the drive fault detection data.

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