Functionally safe gear position monitoring method, device and electronic equipment

Abstract

This application provides a functional safety-based gear position monitoring method, device, and electronic device. When torque and speed information are available, ASILC-level torque and speed information is preferentially used as monitoring input information. This allows for direct calculation of the current gear at level C, improving the safety level of gear position monitoring and reducing driving risks caused by inaccurate gear position monitoring. When torque or speed information is unavailable, the current vehicle speed at level ASILB is used as input information to ensure uninterrupted monitoring of the current gear position. This strategy of using level C information as the primary source and level B information as a secondary source for monitoring the vehicle's functional safety gear positions enhances the safety level of gear position monitoring while ensuring that monitoring of the current gear position does not stop even if level C information monitoring malfunctions, thus improving the safety of the user while driving.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a gear position monitoring method, device and electronic device based on functional safety. Background Technology

[0002] The number of new energy vehicles on the road has grown rapidly, now reaching tens of millions. The related industries are also growing rapidly, and technological competition in the new energy vehicle sector is becoming increasingly fierce. Electrification was the first half of this race, while intelligentization is the second. Intelligentization not only requires new energy vehicles to better meet user needs but also to further ensure user safety. This poses significant challenges to both the vehicle's hardware and software strategies. The functional safety of gear shifting is crucial. Incorrect gear selection at different times can generate unexpected torque, which is extremely dangerous for a car, potentially causing serious injury to the driver, passengers, pedestrians, or other vehicles. This necessitates a comprehensive and rigorous monitoring strategy for gear shifting in functional safety. Summary of the Invention

[0003] In view of this, the purpose of this application is to propose a gear position monitoring method, device and electronic device based on functional safety, so as to solve the problem of insufficient gear position monitoring accuracy in functional safety monitoring.

[0004] To achieve the above objectives, the first aspect of this application provides a functional safety-based gear position monitoring method, comprising:

[0005] Acquire torque information and speed information, and determine a first direction of the torque information and a second direction of the speed information;

[0006] Based on a pre-built four-quadrant coordinate system for the motor, the current gear and the current vehicle operating mode are determined according to the first direction and the second direction.

[0007] Optionally, the gear position monitoring method based on functional safety also includes:

[0008] If the torque information or the speed information is invalid, obtain the current vehicle speed;

[0009] The current gear and the current vehicle operating mode are determined based on the current vehicle speed.

[0010] Optionally, the gear position monitoring method based on functional safety also includes:

[0011] Obtain the gear lever position signal;

[0012] The current control gear is determined based on the gear lever position signal;

[0013] The current control gear and the current gear are mutually verified.

[0014] Optionally, the mutual verification based on the current control gear and the current gear position includes:

[0015] Compare the current gear position with the current control gear position;

[0016] If the current gear position and the current control gear position are consistent, it is determined that the gear position verification is successful;

[0017] In response to the successful gear position verification, the functional safety level of the current gear position is increased.

[0018] Optionally, the mutual verification based on the current control gear and the current gear position includes:

[0019] In response to the inconsistency between the current gear and the current control gear, a gear safety fault is determined to exist;

[0020] The gear safety fault is handled according to the current vehicle operating mode.

[0021] Optionally, based on a pre-built four-quadrant coordinate system for the motor, the current gear and the current vehicle operating mode are determined according to the first direction and the second direction, including:

[0022] Determine the target quadrant in the motor four-quadrant coordinate system based on the first direction and the second direction;

[0023] The current gear and the current vehicle operating mode are determined based on the target quadrant.

[0024] Optionally, the motor four-quadrant coordinate system includes a first quadrant, a second quadrant, a third quadrant, and a fourth quadrant; determining the current gear and the current vehicle operating mode based on the target quadrant includes:

[0025] In response to the target quadrant being the first quadrant, the current gear is determined to be a forward gear, and the current vehicle operating mode is determined to be a forward acceleration mode;

[0026] In response to the target quadrant being the second quadrant, the current gear is determined to be a forward gear, and the current vehicle operating mode is determined to be a reverse deceleration mode;

[0027] In response to the target quadrant being the third quadrant, the current gear is determined to be reverse gear, and the current vehicle operating mode is determined to be reverse acceleration mode;

[0028] In response to the target quadrant being the fourth quadrant, the current gear is determined to be reverse gear, and the current vehicle operating mode is determined to be forward deceleration mode.

[0029] Optionally, determining the current gear and the current vehicle operating mode based on the current vehicle speed includes:

[0030] In response to the current vehicle speed being greater than or equal to a preset speed threshold, the current gear is determined to be neutral, and the current vehicle operating mode is determined to be either forward deceleration or reverse deceleration.

[0031] In response to the current vehicle speed being less than a preset speed threshold, the current gear is determined to be parking gear, and the current vehicle operating mode is determined to be automatically entering parking gear.

[0032] A second aspect of this application provides a gear position monitoring device based on functional safety, comprising:

[0033] The direction confirmation module is configured to: in response to the availability of torque information and speed information, determine a first direction of the torque information and a second direction of the speed information;

[0034] The quadrant monitoring module is configured to determine the current gear and the current vehicle operating mode based on the first direction and the second direction, according to a pre-built motor four-quadrant coordinate system.

[0035] A third aspect of this application provides an electronic device including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the program, implements the method provided in the first aspect of this application.

[0036] As can be seen from the above, the gear position monitoring method, device, and electronic equipment based on functional safety provided in this application, when torque and speed information can be obtained, determines the first direction of torque information and the second direction of speed information, and determines the current gear and the current vehicle operating mode based on the pre-constructed four-quadrant coordinate system of the motor according to the first and second directions. Using torque and speed information with an Automotive Safety Integration Level (ASIL) of C as the input information for monitoring, it has higher reliability and can directly calculate the current gear and vehicle operating mode of C level, thereby improving the safety level of gear position monitoring and reducing the driving risks caused by inaccurate gear position monitoring. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1 This is a flowchart of a functional safety-based gear monitoring method according to an embodiment of this application;

[0039] Figure 2 This is a flowchart illustrating gear monitoring based on vehicle speed, as described in an embodiment of this application.

[0040] Figure 3 This is a flowchart illustrating gear position verification in an embodiment of this application.

[0041] Figure 4 This is a flowchart illustrating a gear position inspection process according to an embodiment of this application;

[0042] Figure 5 This is a flowchart of another gear inspection process according to an embodiment of this application;

[0043] Figure 6 A flowchart for determining the direction of embodiments of this application;

[0044] Figure 7 This is a flowchart illustrating how to determine the current gear and the current vehicle operating mode according to an embodiment of this application;

[0045] Figure 8 This is a schematic diagram of the four-quadrant coordinate system of the motor in an embodiment of this application;

[0046] Figure 9 This is another flowchart illustrating how to determine the current gear and the current vehicle operating mode according to an embodiment of this application;

[0047] Figure 10 This is a flowchart illustrating the fault handling process in an embodiment of this application.

[0048] Figure 11 This is a schematic diagram of the functional safety-based gear position monitoring device according to an embodiment of this application;

[0049] Figure 12 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0050] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0051] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0052] As shown in the background section, the gear position monitoring strategy in related technologies monitors the gear position information from the gear shifter. Currently, this information can only achieve a vehicle safety integrity level of B, obtained by cross-checking the two gear lever position information. The ultimate C-level gear lever position monitoring uses vehicle speed as a limiting factor, along with other vehicle functions such as creep activation (where the vehicle is in drive) to determine and monitor the current gear. Achieving C-level gear position monitoring is complex, and the accuracy and real-time performance of the monitoring results obtained using speed limits and other vehicle functions are slightly inferior.

[0053] Functional safety refers to avoiding unacceptable risks caused by functional failures of a system. It focuses on the system's behavior after a failure, rather than its original functions or performance. Therefore, the purpose of functional safety is to put the system into a safe and controllable mode after a failure, preventing harm to people and property. The most important step in achieving functional safety is to conduct hazard analysis and risk assessment of the system, identifying the system's hazards and evaluating their risk levels—ASIL (Automotive Safety Integration Level).

[0054] ASIL has four levels: A, B, C, and D, with A being the lowest and D the highest. These four levels are primarily based on three indicators: Severity of failure (S), Probability of exposure (E), and Controllability (C).

[0055] Severity: The potential severity of injury or loss caused by a dangerous event.

[0056] This injury primarily refers to harm to users, including drivers and passengers in vehicles, pedestrians on the roadside, pedestrians in adjacent vehicles, pedestrians on non-motorized vehicles, and pedestrians in other vehicles. Based on the severity of the injury, it can be divided into four levels: S0, S1, S2, and S3, as shown in Table 1.

[0057] Table 1 Severity Level Classification Table

[0058] level Damage description S0 No damage S1 Minor or limited injury S2 Serious or life-threatening injury (survival is possible) S3 Life-threatening injury (potentially fatal) or fatal injury

[0059] Exposure rate: The probability of a person being exposed to a hazard under operating conditions, or the probability of a hazardous event occurring during driving conditions.

[0060] Based on the likelihood, risks can be categorized into five levels: E0, E1, E2, E3, and E4. E0 is merely a suggestion in risk assessment; when the exposure risk is E0, the ASIL level need not be considered. The distinction between E1 and E2 primarily depends on the vehicle's reasonable and normal use in the target market, as shown in Table 2.

[0061] Table 2. Classification of Exposure Rate Levels

[0062] level Possibility description E0 Almost impossible E1 The possibility is very low. E2 Low probability E3 Medium probability E4 High probability

[0063] Controllability: The likelihood that the driver or other persons at risk could avoid an accident or injury.

[0064] Assuming normal driving conditions (excluding fatigued driving, drunk driving, unlicensed driving, etc.), drivers can be classified into four levels: C0, C1, C2, and C3, as shown in Table 3.

[0065] Table 3. Classification of Controllability Levels

[0066] level Controllability description C0 Usually controllable C1 Simple and controllable C2 Normal and controllable C3 Difficult to control or uncontrollable

[0067] Based on the above classification and combination, we obtain 5 ASIL levels (QM, A, B, C, D), as shown in Table 4:

[0068] Table 4 ASIL Level Classification Table

[0069]

[0070] As shown in Table 4, combinations with no harm (S0), normally controllable (C0), and almost impossible (E0) are not considered. The remaining combinations are summed: 7 points equals ASIL A; 8 points equals ASIL B; 9 points equals ASIL C; and 10 points equals the highest level, ASIL D. ASIL levels A, B, C, and D represent Safety Relevant Functions, while the remaining scores are assigned a Safety Assessment (QM), representing Non-Safety Relevant Functions.

[0071] Gear monitoring is used to avoid unexpected gear shifts, which fall under ASIL C level risks. Therefore, a higher level of gear monitoring is required. The gear monitoring method based on functional safety provided in this application, when C-level torque and speed information is available, uses C-level torque and speed information as monitoring input to directly calculate the current C-level gear, achieving C-level gear monitoring, improving the safety level of gear monitoring, and reducing driving risks caused by inaccurate gear monitoring. When C-level input information is unavailable, the current vehicle speed (B-level) is used as input information to ensure uninterrupted monitoring of the current gear. This strategy of using C-level information as the primary source and B-level information as a secondary source for monitoring the vehicle's functional safety gears improves the safety level of gear monitoring while ensuring that monitoring of the current gear does not stop even if C-level information monitoring fails, thus enhancing the safety of the user's driving. The embodiments of this application are described in detail below with reference to the accompanying drawings.

[0072] In some embodiments, such as Figure 1 As shown, the gear position monitoring method based on functional safety includes:

[0073] Step 100: Obtain torque information and speed information, and determine the first direction of torque information and the second direction of speed information.

[0074] In some optional embodiments, when torque and speed information of vehicle safety integrity level C are available, the torque information includes not only a numerical value representing the magnitude of the torque output by the motor system, but also a positive or negative sign to indicate the direction of the torque. The positive sign is generally omitted, and the numerical value is displayed directly; however, a positive sign can be added for a more intuitive representation of the torque direction. Similarly, the speed information includes not only a numerical value representing the speed, but also a positive or negative sign to indicate the direction of the speed. The positive sign is generally omitted, and the numerical value is displayed directly; however, a positive sign can be added for a more intuitive representation of the speed direction. After obtaining the torque and speed information, for example, if the speed value in the speed information is positive, rightward can be used as the first direction; if the speed value in the speed information is negative, leftward can be used as the first direction. If the torque value in the torque information is positive, rightward can be used as the second direction; if the torque value in the torque information is negative, leftward can be used as the second direction.

[0075] Step 200: Based on the pre-built motor four-quadrant coordinate system, determine the current gear and the current vehicle operating mode according to the first and second directions.

[0076] In some optional embodiments, the motor four-quadrant coordinate system is a planar coordinate system XOY. The motor's operating speed is represented by a number axis X, indicating the magnitude and direction of the speed. The positive direction of the X-axis represents a positive value of the speed, and the negative direction of the X-axis represents a negative value of the speed. The motor's electromagnetic torque is represented by a number axis Y, indicating the magnitude and direction of the torque. The positive direction of the Y-axis represents a positive value of the torque, and the negative direction of the Y-axis represents a negative value of the torque. The first quadrant of the motor four-quadrant coordinate system is forward rotation, where the speed and torque rotate in the same direction; this is the normal motoring mode (assuming the motor rotates forward). The second quadrant is forward rotation, but the torque is reversed; the motor is in a generating state, i.e., regenerative braking. The third quadrant is reverse rotation, where the speed and torque rotate in the same direction; this is the reverse motoring mode. The fourth quadrant is opposite in direction to the speed and torque; the motor is in a generating state, i.e., regenerative braking. The quadrants of the first and second reverse directions can be determined in the motor four-quadrant coordinate system, and thus the current gear and the current vehicle operating mode can be determined based on the motor four-quadrant coordinate system.

[0077] In some embodiments, such as Figure 2 As shown, the gear position monitoring method based on functional safety also includes:

[0078] Step 300: In response to invalid torque or speed information, obtain the current vehicle speed.

[0079] In some optional embodiments, for example, in some cases, after the motor stops, the vehicle may continue to drive at a certain speed. In this case, the obtained vehicle safety integrity level C torque and speed information will be zero, which is invalid information. When the torque and speed monitoring equipment malfunctions, it is also impossible to obtain vehicle safety integrity level C torque and speed information (at this time, since torque or speed information cannot be obtained, it defaults to zero value, which is invalid information). When torque or speed information is invalid and level C information cannot be obtained, level B current vehicle speed is used to continue monitoring the current gear. This avoids the vehicle gear being in a blind box state without monitoring when torque and speed information cannot be obtained. Although the monitoring level is reduced, it ensures that the vehicle gear is monitored before power is off, thus improving driving safety.

[0080] Step 400: Determine the current gear and current vehicle operating mode based on the current vehicle speed.

[0081] In some alternative embodiments, when there is no torque or speed, the gear cannot be determined solely by the output torque and speed. In this case, vehicle speed must be considered. Modern smart cars have an automatic park (P) gear function; if the vehicle speed is less than 2 (a preset speed threshold) at a certain moment, the vehicle will automatically enter P gear. Utilizing this characteristic, when torque or speed is zero (considered unavailable), the vehicle speed is used to determine whether the gear is in gear or neutral (when torque and speed information are available, it is generally not in park or neutral). When torque or speed information is unavailable, the current vehicle speed is obtained, and the current gear and vehicle operating mode are determined based on the current speed. When input information with a vehicle safety integrity level of C is unavailable, the current vehicle speed with a vehicle safety integrity level of B is obtained as input information to ensure uninterrupted monitoring of the current gear. A strategy employing primarily C-level information, supplemented by B-level information, is used to monitor the vehicle's functional safety gear positions. This enhances the safety level of gear monitoring while ensuring that monitoring of the current gear continues even if C-level information monitoring malfunctions, thereby improving user driving safety. It should be noted that C-level input information is primarily used for monitoring higher-safety-level forward or reverse gears, while B-level input information is primarily used for monitoring lower-safety-level neutral or parking gears. This is because forward and reverse gears are the most frequently used gears during vehicle operation, while neutral and parking gears are typically used when braking or stopping.

[0082] In some embodiments, such as Figure 3 As shown, the gear position monitoring method based on functional safety also includes:

[0083] Step 500: Obtain the lever position signal.

[0084] In some alternative embodiments, simply monitoring the gear position is insufficient to determine the presence of a malfunction or hazard. It is necessary to monitor the gear lever position signal to determine the driver's desired current control gear, and compare this current control gear with the monitored gear position to determine if any safety management risks exist. For example, a gear lever position signal with a vehicle safety integrity level of B can be used to cross-verify a current gear with a level of C determined by the motor's four-quadrant coordinate system. If the verification passes, the reliability of the current gear is improved based on the B and C level verifications, and the monitoring result can be upgraded to level D. It should be noted that since the gear lever position signal can only determine the current control gear and cannot reflect the actual operating status of the motor, nor can it determine the vehicle's operating mode, other information is needed for assistance. Therefore, the gear lever position signal is classified as level B.

[0085] Step 600: Determine the current control gear based on the gear lever position signal.

[0086] In some alternative embodiments, for example, if the gear lever position signal determines that the gear lever is in the forward gear position, the current controlled gear is determined to be forward gear; if the gear lever position signal determines that the gear lever is in the reverse gear position, the current controlled gear is determined to be reverse gear; if the gear lever position signal determines that the gear lever is in the neutral gear position, the current controlled gear is determined to be neutral gear; if the gear lever position signal determines that the gear lever is in the park gear position, the current controlled gear is determined to be park gear.

[0087] Step 700: Perform mutual verification based on the current control gear and the current gear.

[0088] In some optional embodiments, the current gear is the gear obtained from gear monitoring, which is information obtained from real-time motor data and represents the vehicle's current actual gear. The current control gear is the expected gear that the vehicle should be in in response to the user's control of the gear lever. When the current gear and the current control gear are inconsistent, it indicates that the vehicle's gear is not under the driver's control or does not conform to the driver's control intention. Therefore, it can be determined that there is a high level of safety management risk in this situation. By comparing the current control gear and the current gear, it can be determined whether there is a safety management risk in the vehicle. Independent analysis is performed using C-level monitoring and B-level monitoring, but mutual verification is also performed to achieve a higher level of gear monitoring, which can reduce the probability of driving hazards.

[0089] In summary, the functional safety-based gear monitoring method provided in this application, when C-level torque and speed information is available, uses C-level torque and speed information as monitoring input to directly calculate the current C-level gear, thus achieving C-level gear monitoring, improving the safety level of gear monitoring, and reducing driving risks caused by inaccurate gear monitoring. When C-level input information is unavailable, the current vehicle speed (B-level) is used as input information to ensure uninterrupted monitoring of the current gear. This strategy of using C-level information as the primary source and B-level information as a secondary source for monitoring the vehicle's functional safety gears improves the safety level of gear monitoring while ensuring that monitoring of the current gear does not stop even if C-level information monitoring fails, thereby enhancing the safety of the user's driving. Furthermore, C-level and B-level monitoring can be analyzed independently but cross-validated to achieve an even higher level of gear monitoring.

[0090] In some embodiments, such as Figure 4 As shown, mutual verification is performed based on the current control gear and the current gear, including:

[0091] Step 710: Compare the current gear with the current control gear.

[0092] In some alternative embodiments, simply monitoring the gear position or the current control gear is not enough to determine whether there is a fault or danger. It is necessary to compare the monitoring results of the current control gear and the current gear to determine whether there is a safety management risk in the vehicle. If they are the same, it is determined that there is no safety management risk; if they are different, it is determined that there is a safety management risk.

[0093] Step 720: In response to the current gear position and the current control gear position being consistent, the gear position verification is confirmed to be successful.

[0094] In some optional embodiments, the current gear position signal of vehicle safety integrity level B is selected to be mutually verified with the current gear position of level C determined according to the motor four-quadrant coordinate system. If the current gear position and the current control gear position are consistent, the verification passes.

[0095] Step 730: In response to successful gear position verification, increase the functional safety level of the current gear position.

[0096] In some alternative embodiments, based on the verification of levels B and C, the reliability of the current gear is improved, and the monitoring result of the current gear at level C can be upgraded to level D, thereby improving the accuracy of gear monitoring and reducing the possibility of danger.

[0097] In some embodiments, such as Figure 5As shown, the mutual verification based on the current control gear and the current gear also includes:

[0098] Step 740: In response to the inconsistency between the current gear and the currently controlled gear, a gear safety fault is determined to exist.

[0099] In some optional embodiments, when the current gear and the current control gear are inconsistent, for example, if the current gear obtained through gear monitoring is a forward gear, but the user has moved the gear lever to reverse (R gear), making the current control gear reverse gear, then it can be determined that an unexpected forward gear failure has occurred in the functional safety monitoring. For example, according to Table 5, the unexpected forward gear failure belongs to the risk level D.

[0100] Table 5. Explanation of Unexpected Forward Gear Failures

[0101]

[0102] Step 750: Handle the gear safety fault according to the current vehicle operating mode.

[0103] In some alternative embodiments, for example, when an unexpected forward gear is encountered, if the vehicle's operating mode is reverse acceleration, the corresponding expected gear should be reverse. Therefore, the output torque and output power of the vehicle motor should be reduced to lower the vehicle's current speed, and the vehicle should automatically shift into neutral to avoid further exacerbating the risk of loss of vehicle control.

[0104] In some embodiments, such as Figure 6 As shown, determining the first direction of torque information and the second direction of speed information includes:

[0105] Step 110: In response to the torque information being non-zero, determine the sign of the torque;

[0106] In some alternative embodiments, when the torque in the torque information is zero, it can be considered that the torque information cannot be obtained. Therefore, when the torque in the torque information is not zero, it is necessary to determine the first direction of the torque information by the sign of the torque.

[0107] Step 120: In response to the torque being positive, determine the positive direction of the torque as the first direction;

[0108] In some alternative embodiments, when the torque is positive, the positive direction of the torque is defined as the first direction, which can be regarded as the rightward direction in the four-quadrant coordinate system of the motor.

[0109] Step 130: In response to the negative torque value, determine the negative direction of the torque as the first direction;

[0110] In some alternative embodiments, when the torque is negative, the negative direction of the torque is defined as the first direction, which can be regarded as the leftward direction in the four-quadrant coordinate system of the motor.

[0111] Step 140: In response to the non-zero speed value in the speed information, determine the sign of the speed;

[0112] In some optional embodiments, when the rotational speed in the rotational speed information is zero, it can be considered that the rotational speed information cannot be obtained. Therefore, when the rotational speed in the rotational speed information is not zero, it is necessary to determine the second direction of the rotational speed information by the sign of the rotational speed.

[0113] Step 150: In response to the positive value of the rotational speed, determine the positive direction of the rotational speed as the second direction;

[0114] In some alternative embodiments, when the rotational speed is positive, the positive direction of the rotational speed is defined as the second direction, which can be regarded as the rightward direction in the four-quadrant coordinate system of the motor.

[0115] Step 160: In response to the negative rotational speed, determine the negative direction of the rotational speed as the second direction.

[0116] In some alternative embodiments, when the rotational speed is negative, the negative direction of the rotational speed is defined as the second direction, which can be regarded as the leftward direction in the four-quadrant coordinate system of the motor.

[0117] In this embodiment, the specific values ​​of torque and speed are not the key information to be monitored, because as long as the direction of speed and torque is determined, the target quadrant in the motor's four-quadrant coordinate system can be determined, thereby determining the vehicle's current gear and current vehicle operating mode. Therefore, determining the direction of speed and torque can more quickly determine the current gear.

[0118] In some embodiments, such as Figure 7 As shown, based on a pre-built four-quadrant coordinate system for the motor, the current gear and the current vehicle operating mode are determined according to the first and second directions, including:

[0119] Step 210: Determine the target quadrant in the motor four-quadrant coordinate system based on the first and second directions.

[0120] In some alternative embodiments, according to such Figure 8 As shown in the motor four-quadrant coordinate system and the current gear confirmation table in Table 6, the target quadrant in the motor four-quadrant coordinate system is determined based on the first and second directions, including:

[0121] In response to the first direction being the positive direction of torque and the second direction being the positive direction of rotational speed, the first quadrant of the motor's four-quadrant coordinate system is determined as the target quadrant.

[0122] In response to the first direction being the positive direction of torque and the second direction being the negative direction of rotational speed, the second quadrant of the motor's four-quadrant coordinate system is determined as the target quadrant.

[0123] In response to the first direction being the negative direction of torque and the second direction being the negative direction of rotational speed, the third quadrant of the motor's four-quadrant coordinate system is determined as the target quadrant.

[0124] In response to the first direction being the negative direction of torque and the second direction being the positive direction of rotational speed, the fourth quadrant of the motor's four-quadrant coordinate system is determined as the target quadrant.

[0125] In Table 6, "+" indicates the positive direction, corresponding to the rightward arrow in the motor's four-quadrant coordinate system, and "-" indicates the negative direction, corresponding to the leftward arrow in the same system. (This is in conjunction with Table 6 and...) Figure 5 It can be seen that when the first direction of the torque information is the positive direction of torque and the second direction of the speed information is the positive direction of speed, the target quadrant is the first quadrant of the motor's four-quadrant coordinate system; when the first direction of the torque information is the positive direction of torque and the second direction of the speed information is the negative direction of speed, the target quadrant is the second quadrant of the motor's four-quadrant coordinate system; when the first direction of the torque information is the negative direction of torque and the second direction of the speed information is the negative direction of speed, the target quadrant is the third quadrant of the motor's four-quadrant coordinate system; and when the first direction of the torque information is the negative direction of torque and the second direction of the speed information is the positive direction of speed, the target quadrant is the fourth quadrant of the motor's four-quadrant coordinate system.

[0126] Step 220: Determine the current gear and current vehicle operating mode based on the target quadrant.

[0127] In some alternative embodiments, as can be seen from Table 6, determining the current gear and current vehicle operating mode based on the target quadrant includes:

[0128] In response to the target quadrant being the first quadrant, the current gear is determined to be a forward gear, and the current vehicle operating mode is determined to be a forward acceleration mode;

[0129] In response to the target quadrant being the second quadrant, the current gear is determined to be a forward gear, and the current vehicle operating mode is determined to be a reverse deceleration mode;

[0130] In response to the target quadrant being the third quadrant, the current gear is determined to be reverse gear, and the current vehicle operating mode is determined to be reverse acceleration mode;

[0131] In response to the target quadrant being the fourth quadrant, the current gear is determined to be reverse gear, and the current vehicle operating mode is determined to be forward deceleration mode.

[0132] In this system, motor speed represents the vehicle's direction of travel. The direction of torque is the same as the direction of speed, indicating acceleration; otherwise, it indicates deceleration. Therefore, when the target quadrant is the first quadrant, the motor speed is in the positive direction, meaning the vehicle is traveling forward. Since the speed and torque are in the same direction, the current gear is forward, and the vehicle is accelerating in the forward direction. When the target quadrant is the second quadrant, the motor speed is in the negative direction, meaning the vehicle is traveling in the reverse direction. Since the speed and torque are in opposite directions, the current gear is forward, and the vehicle is decelerating in the reverse direction. When the target quadrant is the third quadrant, the motor speed is in the negative direction, meaning the vehicle is traveling in the reverse direction, and the speed and torque are in the same direction. This indicates that the current gear is reverse and the vehicle's operating mode is reverse acceleration. When the target quadrant is the fourth quadrant, the motor speed is in the forward direction, indicating that the vehicle is traveling forward. When the speed and torque are opposite, it indicates that the current gear is reverse and the vehicle's operating mode is forward deceleration. This system monitors the vehicle's current gear and operating mode based on C-level signals, improving the level of functional safety monitoring. Furthermore, after determining the current gear and operating mode, it can monitor for potential functional safety risks, reducing risks caused by inaccurate gear monitoring during driving.

[0133] Table 6 Current Gear Confirmation Table

[0134]

[0135] In some embodiments, such as Figure 9 As shown, the current gear and vehicle operating mode are determined based on the current vehicle speed, including:

[0136] Step 410: In response to the current vehicle speed being greater than or equal to a preset speed threshold, determine that the current gear is neutral and determine that the current vehicle operating mode is forward deceleration or reverse deceleration.

[0137] In some alternative embodiments, when the vehicle is not malfunctioning or the vehicle's torque and speed monitoring devices are not damaged, the inability to obtain speed or torque information generally occurs under special circumstances. After the motor stops, the vehicle may continue to move at a certain speed. In this case, it is impossible to obtain torque and speed information at the vehicle safety integrity level C. For example, if a user stops on a slope and the vehicle is not in parking gear, it will slide down the slope. Similarly, when the torque and speed monitoring devices malfunction, it is also impossible to obtain torque and speed information at the vehicle safety integrity level C. Based on the inability to obtain level C information, the current gear is monitored using level B current speed. When the current speed is greater than or equal to a preset speed threshold, it indicates that the motor has stopped and the vehicle is moving by inertia. The current gear is determined to be neutral, and the current vehicle operating mode is determined to be forward deceleration or reverse deceleration. Because the motor has stopped, the vehicle has no power source and can only decelerate. The direction of travel depends on the direction of travel of the vehicle before the motor stopped. By monitoring the current gear using vehicle speed, the vehicle's gear position is prevented from being in a "blind box" state when torque and speed information are unavailable. Although the monitoring level is reduced, it ensures that the vehicle's gear position is monitored before power is off, thus improving driving safety.

[0138] Step 420: In response to the current vehicle speed being less than a preset speed threshold, determine that the current gear is the parking gear and determine that the current vehicle operating mode is to automatically enter the parking gear.

[0139] In some optional embodiments, when the current vehicle speed is less than a preset speed threshold, it indicates that the motor has stopped, the vehicle is in the final stage of moving by inertia, and is about to stop; or the vehicle begins to glide automatically on a slope, at which point the current vehicle operating mode is to automatically shift into P gear to stop, so the current gear is the parking gear. Monitoring the current gear using vehicle speed avoids the situation where the vehicle's gear is in a "blind box" state without monitoring when torque and speed information is unavailable. Although this reduces the monitoring level, it ensures that the vehicle's gear is monitored before power is cut off, improving driving safety.

[0140] In some embodiments, such as Figure 10 As shown, fault handling for gear safety malfunctions is performed according to the current vehicle operating mode, including:

[0141] Step 751: Determine the hazard control operation that is inconsistent with the current vehicle operating mode.

[0142] In some optional embodiments, for example, taking the gear monitoring in Table 6 where torque information is positive and speed information is positive, it can be determined that the monitored current gear is a forward gear, the current vehicle operating mode is forward acceleration, and the functional safety monitoring objective is to avoid unexpected gear shifting. If the user has already moved the gear lever to a forward gear, it can be determined that a forward gear shift is expected; if the user has already moved the gear lever to a reverse gear (R gear), making the current controlled gear a reverse gear, it can be determined that an unexpected forward gear shifting fault has occurred in functional safety monitoring. In this case, if the user's reverse gear is responded to... The expected vehicle operating mode for gear control operations should be forward deceleration. However, if the gear monitoring system detects forward acceleration, to prevent users from making incorrect control operations due to panic, which could further exacerbate the risk of loss of vehicle control, it is necessary to identify and lock dangerous control operations that are inconsistent with the current vehicle operating mode. For example, if a user finds that the vehicle is still accelerating after shifting into reverse, the user may subconsciously perform emergency braking or shift into park to brake. At higher speeds, these operations will exacerbate the danger and should be considered dangerous control operations.

[0143] Step 752: Do not reduce output power and output torque while performing dangerous control operations, and control the vehicle to enter neutral.

[0144] In some alternative embodiments, to avoid further escalation of danger, it is prohibited to reduce output power and output torque while performing hazard control operations, and the vehicle is controlled to enter neutral. This allows the vehicle to decelerate and stop safely while automatically entering neutral, so that the electric motor no longer provides power to the vehicle, reducing the possibility of further escalation of risk, and allowing for fault detection and repair after the vehicle stops.

[0145] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0146] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0147] Based on the same inventive concept, and corresponding to any of the above embodiments, this application also provides a gear position monitoring device based on functional safety.

[0148] refer to Figure 11 The functional safety-based gear position monitoring device includes:

[0149] The direction confirmation module 10 is configured to: determine a first direction of torque information and a second direction of speed information in response to the availability of torque information and speed information;

[0150] Quadrant monitoring module 20 is configured to: determine the current gear and the current vehicle operating mode based on the first and second directions according to the pre-built motor four-quadrant coordinate system;

[0151] The vehicle speed acquisition module 30 is configured to acquire the current vehicle speed in response to the inability to acquire torque or speed information;

[0152] The vehicle speed monitoring module 40 is configured to determine the current gear and the current vehicle operating mode based on the current vehicle speed.

[0153] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0154] The apparatus described above is used to implement the corresponding functional safety-based gear monitoring method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0155] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the functional safety-based gear monitoring method described in any of the above embodiments.

[0156] Figure 12This embodiment illustrates a more specific hardware structure of an electronic device, which may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0157] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0158] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0159] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0160] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0161] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0162] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0163] The electronic devices described above are used to implement the corresponding functional safety-based gear monitoring methods in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0164] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a computer-readable storage medium storing computer instructions for causing the computer to execute the functional safety-based gear monitoring method as described in any of the above embodiments.

[0165] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0166] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the functional safety-based gear monitoring method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0167] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application (including the claims) is limited to these examples; within the framework of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in the details for the sake of brevity.

[0168] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0169] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0170] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A gear position monitoring method based on functional safety, characterized in that, include: Acquire torque information and speed information, and determine a first direction of the torque information and a second direction of the speed information; Based on a pre-built motor four-quadrant coordinate system, the current gear and the current vehicle operating mode are determined according to the first direction and the second direction; wherein, the motor four-quadrant coordinate system is a planar coordinate system, the horizontal axis of the motor four-quadrant coordinate system represents the speed information, and the vertical axis of the motor four-quadrant coordinate system represents the torque information; In response to the invalidity of the torque information or the speed information, the current vehicle speed is obtained; wherein, the safety level of the current vehicle speed is lower than the safety level of the torque information and the speed information; when the vehicle speed is not zero after the motor stops, the torque information and the speed information are zero, and the torque information and the speed information are determined to be invalid; when the torque monitoring device and the speed monitoring device malfunction, the torque information and the speed information are set to a default zero value, and the torque information and the speed information are determined to be invalid. The current gear and the current vehicle operating mode are determined based on the current vehicle speed; The step of determining the current gear and the current vehicle operating mode based on the current vehicle speed includes: In response to the current vehicle speed being greater than or equal to a preset speed threshold, the current gear is determined to be neutral, and the current vehicle operating mode is determined to be either forward deceleration or reverse deceleration. In response to the current vehicle speed being less than a preset speed threshold, the current gear is determined to be the parking gear, and the current vehicle operating mode is determined to be automatically entering the parking gear; Obtain the gear lever position signal; The current control gear is determined based on the gear lever position signal; The current control gear and the current gear are mutually verified.

2. The method according to claim 1, characterized in that, The mutual verification based on the current control gear and the current gear includes: Compare the current gear position with the current control gear position; If the current gear position and the current control gear position are consistent, it is determined that the gear position verification is successful; In response to the successful gear position verification, the functional safety level of the current gear position is increased.

3. The method according to claim 1, characterized in that, The mutual verification based on the current control gear and the current gear includes: In response to the inconsistency between the current gear and the current control gear, a gear safety fault is determined to exist; The gear safety fault is handled according to the current vehicle operating mode.

4. The method according to claim 1, characterized in that, Based on a pre-built four-quadrant coordinate system for the motor, the current gear and the current vehicle operating mode are determined according to the first direction and the second direction, including: Determine the target quadrant in the motor four-quadrant coordinate system based on the first direction and the second direction; The current gear and the current vehicle operating mode are determined based on the target quadrant.

5. The method according to claim 4, characterized in that, The motor four-quadrant coordinate system includes a first quadrant, a second quadrant, a third quadrant, and a fourth quadrant; determining the current gear and the current vehicle operating mode based on the target quadrant includes: In response to the target quadrant being the first quadrant, the current gear is determined to be a forward gear, and the current vehicle operating mode is determined to be a forward acceleration mode; In response to the target quadrant being the second quadrant, the current gear is determined to be a forward gear, and the current vehicle operating mode is determined to be a reverse deceleration mode; In response to the target quadrant being the third quadrant, the current gear is determined to be reverse gear, and the current vehicle operating mode is determined to be reverse acceleration mode; In response to the target quadrant being the fourth quadrant, the current gear is determined to be reverse gear, and the current vehicle operating mode is determined to be forward deceleration mode.

6. A gear position monitoring device based on functional safety, characterized in that, include: The direction confirmation module is configured to: in response to the availability of torque information and speed information, determine a first direction of the torque information and a second direction of the speed information; The quadrant monitoring module is configured to: determine the current gear and the current vehicle operating mode based on the first direction and the second direction, according to a pre-built motor four-quadrant coordinate system; The motor four-quadrant coordinate system is a planar coordinate system, where the horizontal axis of the motor four-quadrant coordinate system represents the speed information and the vertical axis of the motor four-quadrant coordinate system represents the torque information. The vehicle speed acquisition module is configured to: acquire the current vehicle speed in response to the invalidity of the torque information or the speed information; wherein the safety level of the current vehicle speed is lower than the safety level of the torque information and the speed information; when the motor stops and the vehicle speed is not zero, both the torque information and the speed information are zero, and the torque information and the speed information are determined to be invalid; when the torque monitoring device and the speed monitoring device malfunction, the torque information and the speed information are set to a default zero value, and the torque information and the speed information are determined to be invalid. The vehicle speed monitoring module is configured to: determine the current gear and the current vehicle operating mode based on the current vehicle speed; The step of determining the current gear and the current vehicle operating mode based on the current vehicle speed includes: In response to the current vehicle speed being greater than or equal to a preset speed threshold, the current gear is determined to be neutral, and the current vehicle operating mode is determined to be either forward deceleration or reverse deceleration. In response to the current vehicle speed being less than a preset speed threshold, the current gear is determined to be the parking gear, and the current vehicle operating mode is determined to be automatically entering the parking gear; Obtain the gear lever position signal; The current control gear is determined based on the gear lever position signal; The current control gear and the current gear are mutually verified.

7. An electronic device 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 program, it implements the method as described in any one of claims 1 to 5.

Images