Fault handling methods, devices, storage media, and electronic devices for autonomous vehicles

Abstract

This application discloses a fault handling method, apparatus, storage medium, and electronic device for autonomous vehicles. It includes: detecting faulty components in the target vehicle's operation; when the faulty component is the target control system, adjusting the interaction state between the target control system and other control systems, and controlling the target control system and other control systems associated with it to exit the autonomous driving state to handle the operational fault; when the faulty component is the target communication bus, adjusting the interaction state between the target control system and other control systems, controlling the target control system and other control systems associated with it to exit the autonomous driving state, and controlling each control system to interact through a redundant communication bus associated with the target communication bus to handle the operational fault. This application solves the technical problem of poor operational safety of autonomous vehicles due to the lack of analysis of interactive faults in autonomous driving systems in related technologies.

Description

Technical Field

[0001] This application relates to the field of autonomous driving technology, and more specifically, to a fault handling method, apparatus, storage medium, and electronic device for an autonomous vehicle. Background Technology

[0002] With the development of artificial intelligence, automotive electronics, and internet technology, autonomous vehicles have attracted increasing attention, and major automakers have successively launched research and development efforts in autonomous driving. However, due to the large number of system modules involved in autonomous driving technology, a key aspect of achieving the required functional safety level for autonomous driving is fault handling.

[0003] Currently, related technologies typically employ a one-size-fits-all or over-processing approach to handle faults between multiple systems in autonomous driving functions. However, this approach may lead to conflicts between the systems' handling measures, causing autonomous vehicles to lose control or collide during operation due to improper fault handling, thereby affecting the safety of autonomous vehicle operation.

[0004] There is currently no effective solution to the above problems. Summary of the Invention

[0005] This application provides a fault handling method, apparatus, storage medium, and electronic device for autonomous vehicles, to at least solve the technical problem that the operational safety of autonomous vehicles is poor due to the lack of analysis of interactive faults in autonomous driving systems in related technologies.

[0006] According to one aspect of the embodiments of this application, a fault handling method for an autonomous vehicle is provided, comprising: detecting a faulty component of a target vehicle that has experienced an operational fault, wherein the target vehicle includes multiple control systems, the control systems including at least one of the following: a driving automation (HAD) system, a vehicle control unit (VCU) system, and an electronic stability control (ESC) system; the faulty component includes at least one of the following: a target control system, and a target communication bus between the multiple control systems; when the faulty component is a target control system, employing a first target handling measure to handle the operational fault, wherein the first target handling measure includes: adjusting the interaction state between the target control system and other control systems, and controlling the target control system and other control systems associated with the target control system to exit the autonomous driving state; when the faulty component is a target communication bus, employing a second target handling measure to handle the operational fault, wherein the second target handling measure includes at least one of the following: adjusting the interaction state between the target control system and other control systems, and controlling the target control system and other control systems associated with the target control system to exit the autonomous driving state, and controlling each control system to interact through a redundant communication bus associated with the target communication bus.

[0007] Optionally, when the faulty component is a target control system, a first target handling measure is adopted to handle the operational fault, including: determining a first fault type of the faulty component based on the target control system, wherein the fault type includes at least one of the following: advanced driver assistance fault, vehicle control fault, electronic stability control fault; and determining a first target handling measure corresponding to the fault type to handle the operational fault based on the first fault type of the faulty component.

[0008] Optionally, the first fault type of the faulty component is determined based on the type of the target control system, including: when the target control system is an HAD system, determining the first fault type of the faulty component as an advanced driver assistance fault, wherein the HAD system includes at least one of the following: an HAD control unit and a first sensor corresponding to the HAD control unit; when the target control system is a VCU system, determining the first fault type of the faulty component as a vehicle control fault, wherein the VCU system includes at least one of the following: a VCU control unit and a second sensor corresponding to the VCU control unit; when the target control system is an ESC system, determining the first fault type of the faulty component as an electronic stability control fault, wherein the ESC system includes at least one of the following: an ESC control unit and a third sensor corresponding to the ESC control unit.

[0009] Optionally, the first target handling measure includes: a first handling measure, a second handling measure, and a third handling measure. The first target handling measure, determined based on the first fault type of the faulty component, is used to handle the operational fault. This includes: if the first fault type is an advanced driver assistance (ADA) fault, determining to use the first handling measure corresponding to the ADADA fault to handle the operational fault, and controlling the HAD system to exit the autonomous driving state. The first handling measure is used to control the HAD system to send a first signal to both the VCU system and the ESC system, where the first signal indicates that the autonomous driving function of the HAD system is unavailable; switching the operating state of the VCU system back to its initial state, and having the ESC system maintain stable control. The torque signal sent during automatic driving controls the operation of the VCU system. The initial state includes: the torque required by the target vehicle and the target vehicle's gear at the target moment during automatic driving. If the first fault type is a vehicle control fault, a second handling measure corresponding to the vehicle control fault is determined to handle the operational fault, and the VCU system and ESC system are controlled to exit automatic driving mode. The second handling measure includes: controlling the VCU system to send a second signal to the HAD system and ESC system respectively, indicating that the first interface of the VCU system is unavailable; determining the target vehicle's operating condition through the HAD system; and controlling the ESC system to respond when the operating condition is braking. Upon receiving a deceleration request from the target vehicle, and until the target vehicle's speed reaches zero, a first signal is sent to both the VCU system and the ESC system. Simultaneously, the VCU system is controlled to shift to neutral, and the ESC system engages the parking brake. In acceleration mode, if the target vehicle's driving action is not a dangerous driving action, a first signal is sent to both the VCU system and the ESC system. Dangerous driving actions include at least one of the following: overtaking or lane changing. If the first fault type is an electronic stability control fault, a third handling measure corresponding to the electronic stability control fault is adopted to address the operational fault, and the VCU system and ESC system are controlled to exit automatic driving mode. The third handling measure is used to control the ESC system... The system sends a third signal to the HAD system, indicating that the second interface of the ESC system is unavailable. The HAD system determines the target vehicle's operating condition. When the operating condition is braking, the system controls the VCU system to respond to the HAD system's deceleration request and performs brake downgrading processing on the ESC system until the target vehicle's speed reaches zero. Then, the system sends a first signal to both the VCU and ESC systems, simultaneously controlling the VCU system to shift back to neutral and the ESC system to engage the parking brake. Brake downgrading processing increases the target vehicle's hydraulic braking force. When the operating condition is acceleration, the system controls the target vehicle to travel to the target stopping point, switching the target vehicle's operating condition back to braking.

[0010] Optionally, the second target handling measures include: a fourth handling measure and a fifth handling measure. When the faulty component is a target communication bus, determining to handle the operational fault using the second target handling measures includes: determining a second fault type for the target communication bus based on the number of target communication buses, wherein the second fault type includes at least one of the following: single-point failure and two-point failure; when the second fault type of the target communication bus is a single-point failure, determining to handle the operational fault using the fourth handling measure, wherein the fourth handling measure includes at least one of the following: when any first communication bus connecting the HAD system to the first communication gateway fails, determining to use a redundant communication bus associated with the first communication bus for interaction; when any second communication bus connecting the VCU system to the second communication gateway fails, determining to use a redundant communication bus associated with the second communication bus for interaction; when any third communication bus connecting the ESC system to the third communication gateway fails, determining to use a redundant communication bus associated with the third communication bus for interaction; when the second fault type of the target communication bus is a two-point failure, determining the target control system connected to the target communication bus, and using the fifth handling measure corresponding to the target control system to handle the operational fault.

[0011] Optionally, the target control system connected to the target communication bus is determined, and a fifth processing measure corresponding to the target control system is adopted to handle the operational fault, including: when the type of the target control system connected to the target communication bus is a VCU system, a second processing measure is adopted to handle the operational fault, and the VCU system is controlled to exit the automatic driving state; when the type of the target control system connected to the target communication bus is an ESC system, a third processing measure is adopted to handle the operational fault, and the ESC system is controlled to exit the automatic driving state.

[0012] Optionally, the method further includes: when handling the operational failure using the first target handling measure, displaying a first emergency warning message indicating that the target control system has experienced an operational failure through the vehicle display system of the target vehicle; and when handling the operational failure using the second target handling measure, displaying a second emergency warning message indicating that the target communication bus has experienced an operational failure through the vehicle display system of the target vehicle.

[0013] According to another aspect of the embodiments of this application, a fault handling device for an autonomous vehicle is also provided, comprising: a detection module for detecting a faulty component of a target vehicle that has experienced an operational fault, wherein the target vehicle includes multiple control systems, and the control systems include at least one of the following: a High-Automatic Driving (HAD) system, a Vehicle Control Unit (VCU) system, and an Electronic Stability Control (ESC) system; the faulty component includes at least one of the following: a target control system, and a target communication bus between the multiple control systems; a first processing module for handling the operational fault using a first target processing measure when the faulty component is the target control system, wherein the first target processing measure includes: adjusting the interaction state between the target control system and other control systems, and controlling the target control system and other control systems associated with the target control system to exit the autonomous driving state; and a second processing module for handling the operational fault using a second target processing measure when the faulty component is the target communication bus, wherein the second target processing measure includes at least one of the following: adjusting the interaction state between the target control system and other control systems, and controlling the target control system and other control systems associated with the target control system to exit the autonomous driving state, and controlling each control system to interact through a redundant communication bus associated with the target communication bus.

[0014] According to another aspect of the embodiments of this application, a non-volatile storage medium is also provided, the non-volatile storage medium including a stored program, wherein the device where the non-volatile storage medium is located executes the above-described fault handling method for autonomous vehicles by running the program.

[0015] According to another aspect of the embodiments of this application, an electronic device is also provided, the electronic device including: a memory and a processor, wherein the memory stores a computer program, and the processor is configured to execute the above-described fault handling method for an autonomous vehicle through the computer program.

[0016] In this embodiment, a faulty component is detected in the target vehicle, wherein the target vehicle includes multiple control systems, and the control systems include at least one of the following: a Automated Driving (HAD) system, a Vehicle Control Unit (VCU) system, and an Electronic Stability Control (ESC) system. The faulty component includes at least one of the following: a target control system and a target communication bus between the multiple control systems. When the faulty component is the target control system, a first target processing measure is adopted to handle the operational fault, wherein the first target processing measure includes: adjusting the interaction state between the target control system and other control systems, and controlling the target control system and other control systems associated with the target control system to exit the automated driving state. When the faulty component is the target communication bus, a second target processing measure is adopted to handle the operational fault, wherein the second target processing measure includes at least one of the following: adjusting the interaction state between the target control system and other control systems, controlling the target control system and other control systems associated with the target control system to exit the automated driving state, and controlling each control system to interact through a redundant communication bus associated with the target communication bus.

[0017] In the above process, by optimizing the interaction of multiple systems in autonomous driving functions to address the faults of autonomous vehicles, the problems of unreasonable allocation of system functions involved in autonomous driving and chaotic post-fault handling measures can be effectively avoided. At the same time, it can also effectively avoid one-size-fits-all or over-processing of fault handling, thereby solving the technical problem of poor operational safety of autonomous vehicles due to the lack of analysis of interaction faults in autonomous driving systems. Attached Figure Description

[0018] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0019] Figure 1 This is a flowchart illustrating an optional fault handling method for an autonomous vehicle according to an embodiment of this application.

[0020] Figure 2 This is a schematic diagram of an optional system structure of an autonomous vehicle according to an embodiment of this application;

[0021] Figure 3 This is a schematic diagram of an optional HAD system failure in an autonomous vehicle according to an embodiment of this application;

[0022] Figure 4 This is a schematic diagram of an optional VCU system failure in an autonomous vehicle according to an embodiment of this application;

[0023] Figure 5 This is a schematic diagram of an optional ESC system failure in an autonomous vehicle according to an embodiment of this application;

[0024] Figure 6 This is a schematic diagram of an optional two-point communication bus failure of a gateway connected to a VCU system, according to an embodiment of this application.

[0025] Figure 7 This is a schematic diagram of an optional two-point communication bus failure of the gateway connecting to the ESC system according to an embodiment of this application;

[0026] Figure 8 This is a schematic diagram of an optional two-point communication bus failure of the gateway connecting to the HAD system according to an embodiment of this application;

[0027] Figure 9 This is a schematic diagram of the structure of an optional fault handling device for an autonomous vehicle according to an embodiment of this application. Detailed Implementation

[0028] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0029] It should be noted that the terms "first," "second," etc., used in the specification, claims, and drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0030] Furthermore, all information and data (including but not limited to user device information, user personal information, etc.) involved in this application are information and data authorized by the user or fully authorized by all parties. For example, this system has an interface with the relevant user or organization. Before obtaining relevant information, it needs to send an acquisition request to the aforementioned user or organization through the interface, and obtain the relevant information after receiving consent from the aforementioned user or organization.

[0031] Example 1

[0032] According to an embodiment of this application, a fault handling method for an autonomous vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0033] Figure 1 This is a flowchart illustrating an optional fault handling method for an autonomous vehicle according to an embodiment of this application, as shown below. Figure 1 As shown, the method includes at least steps S102-S106, wherein:

[0034] Step S102: Detect the faulty components of the target vehicle that have caused the operational failure.

[0035] In the technical solution provided in step S102, the target vehicle can be an electric vehicle with autonomous driving capabilities. Therefore, the target vehicle will include multiple control systems related to autonomous driving functions. These control systems include, but are not limited to, HAD (Highly Automated Driving) systems, VCU (Vehicle Control Unit) systems, and ESC (Electronic Speed ​​Controller) systems. The embodiments of this application do not specifically limit these systems. In the embodiments of this application, fault detection software or hardware in related technologies can be used to detect faults in components of the target vehicle that are experiencing operational failures. This fault detection can be a system-level fault or a node-level fault. Based on the type of fault detection, the faulty component can be identified as including at least one of the following: the target control system, or a target communication bus between multiple control systems.

[0036] The HAD system mentioned above utilizes technologies such as sensors, cameras, radar, and computers to achieve autonomous vehicle navigation and control, reducing traffic accidents caused by human error. Furthermore, the HAD system can be divided into multiple levels, from the lowest level L1 to the highest level L5, achieving varying degrees of autonomous driving functionality to provide a more convenient and comfortable travel experience. The VCU system is the powertrain controller of an electric vehicle, responsible for coordinating the operation of various components such as the engine, drive motor, transmission, and power battery, improving the vehicle's power performance, safety performance, and fuel economy. In addition, the VCU system can collect signals from the motor control system, accelerator pedal, brake pedal, and other components, and after comprehensively analyzing and making corresponding judgments based on the driver's driving intentions, monitor the actions of lower-level component controllers, thus playing a crucial role in the vehicle's normal operation, battery braking feedback, network management, fault diagnosis and handling, and vehicle status monitoring. The ESC system is an active safety technology that assists the driver in controlling the vehicle, and is also a further extension of the functions of the anti-lock braking system and traction control system. Its main function is to control the longitudinal and lateral stability of the vehicle, ensuring stable driving.

[0037] In order to adopt appropriate fault handling measures for different types of faulty components, the fault handling for different types of faulty components will be carried out according to steps S104 and S106 below. It should be noted that in actual application, there is no specific restriction on the execution order of steps S104 and S106.

[0038] Step S104: If the faulty component is the target control system, the first target handling measure is adopted to handle the operational fault. The first target handling measure includes: adjusting the interaction state between the target control system and other control systems, and controlling the target control system and other control systems associated with the target control system to exit the automatic driving state.

[0039] In the technical solution provided in step S104 above, the target control system can be any one of the HAD system, VCU system, and ESC system of the autonomous vehicle (i.e., the target vehicle). In this embodiment, considering that each control system performs different functions, when different control systems malfunction, the interaction state between the control system and other control systems can be adjusted, and the control system and other control systems associated with it can be controlled to exit the autonomous driving state. This ensures that the autonomous vehicle can continue to operate stably in the event of a single point of failure (i.e., a single control system failure), or can safely stop in the event of a serious failure, thereby improving the safety of the autonomous vehicle during driving and avoiding tragedies caused by vehicle crashes and fatalities during autonomous driving.

[0040] Step S106: If the faulty component is the target communication bus, a second target processing measure is adopted to handle the operational fault. The second target processing measure includes at least one of the following: adjusting the interaction state between the target control system and other control systems, controlling the target control system and other control systems associated with the target control system to exit the automatic driving state, and controlling each control system to interact through a redundant communication bus associated with the target communication bus.

[0041] In the technical solution provided in step S106 above, the target communication bus can be the CAN (Control Area Network) of the gateway connecting the HAD system, VCU system, or ESC system of an autonomous vehicle. Typically, each system of an electric vehicle connects to multiple CAN buses of the gateway, the specific number depending on the vehicle model and configuration. Generally, a typical car may have dozens of different types of CAN networks to transmit and share data. For example, systems such as the engine, brakes, and steering need to transmit information in a timely manner to ensure the normal operation of the vehicle. Therefore, maintaining communication between CAN buses is crucial for the vehicle. To this end, this application embodiment proposes that when the faulty component is the communication bus, the interaction state between the target control system and other control systems can be adjusted, and the target control system and other control systems associated with it can be controlled to exit the autonomous driving state to handle the operational fault. Alternatively, the operational fault can be handled by controlling each control system to interact through redundant communication buses associated with the target communication bus, thereby avoiding the inability of various systems to communicate and ensuring the normal operation of the vehicle.

[0042] Based on the scheme defined in steps S102 to S106 above, it can be understood that, in the embodiment, a faulty component of the target vehicle is detected, wherein the target vehicle includes multiple control systems, and the control systems include at least one of the following: a High-Automatic Driving (HAD) system, a Vehicle Control Unit (VCU) system, and an Electronic Stability Control (ESC) system; the faulty component includes at least one of the following: a target control system, and a target communication bus between the multiple control systems; when the faulty component is the target control system, a first target processing measure is adopted to handle the operational fault, wherein the first target processing measure includes: adjusting the interaction state between the target control system and other control systems, and controlling the target control system and other control systems associated with the target control system to exit the autonomous driving state; when the faulty component is the target communication bus, a second target processing measure is adopted to handle the operational fault, wherein the second target processing measure includes at least one of the following: adjusting the interaction state between the target control system and other control systems, and controlling the target control system and other control systems associated with the target control system to exit the autonomous driving state, and controlling each control system to interact through a redundant communication bus associated with the target communication bus.

[0043] Therefore, the technical solution of this application embodiment achieves the goal of optimizing the handling of multi-system interaction faults in autonomous driving functions, thereby improving the technical effect of autonomous vehicle operation safety, and solving the technical problem that the operation safety of autonomous vehicles is poor due to the lack of analysis of autonomous driving system interaction faults in related technologies.

[0044] The method described in this embodiment will be further described below.

[0045] As an optional implementation, in the technical solution provided in step S104 above, the method may include steps S1041-S1042, wherein:

[0046] Step S1041: Determine the first fault type of the faulty component based on the target control system.

[0047] In the technical solution provided in step S1041 above, the target control system includes, but is not limited to, the HAD system, the VCU system, and the ESC system. Therefore, in this embodiment of the application, when the target control system malfunctions, the first fault type of the faulty component can be determined according to the function performed by the target control system. The first fault type includes at least one of the following: advanced driver assistance failure, vehicle control failure, and electronic stability control failure.

[0048] Optionally, when the target control system is an HAD system, the first fault type of the faulty component is determined to be an advanced driver assistance fault, wherein the HAD system includes at least one of the following: an HAD control unit and a first sensor corresponding to the HAD control unit; when the target control system is a VCU system, the first fault type of the faulty component is determined to be a vehicle control fault, wherein the VCU system includes at least one of the following: a VCU control unit and a second sensor corresponding to the VCU control unit; when the target control system is an ESC system, the first fault type of the faulty component is determined to be an electronic stability control fault, wherein the ESC system includes at least one of the following: an ESC control unit and a third sensor corresponding to the ESC control unit.

[0049] Specifically, the HAD system can realize functions such as automatic parking, adaptive cruise control, lane keeping assist, and traffic sign recognition. Therefore, the HAD control unit in the HAD system is responsible for receiving and processing sensor data, calculating the vehicle's position, speed, and surrounding environment information, and generating driving commands according to preset route planning and traffic rules to control the vehicle to complete autonomous driving. In addition, the primary sensors in the HAD system include, but are not limited to: image acquisition sensors, such as cameras, for capturing road conditions ahead and information about pedestrians and other vehicles; distance sensors, such as radar, for detecting distance and issuing warnings or taking emergency braking measures to avoid collisions; ultrasonic sensors for detecting obstacles ahead and the size of parking spaces when driving at low speeds; and positioning sensors, such as GPS, for accurately determining the vehicle's current position and planning the optimal route according to navigation guidance.

[0050] The Vehicle Control Unit (VCU) monitors, controls, and optimizes overall vehicle performance, providing a smoother and more comfortable driving experience. It precisely adjusts and coordinates components such as the engine, transmission, brakes, and suspension. Therefore, the VCU control unit manages and coordinates various operations of the electric vehicle. It monitors and controls the entire power bus, drive system, and energy recovery system, ensuring smooth operation between these systems and adjusting vehicle performance in real time according to different driving conditions. Furthermore, the VCU control unit processes data from sensors and other input devices, converting it into corresponding output signals to operate relevant equipment. Additionally, the second sensor in the VCU system may include, but is not limited to: an oxygen sensor, used to detect the oxygen content in emissions and feed this information back to the ECU (Engine Control Unit) to achieve optimal fuel efficiency and reduce pollutant emissions; an air flow sensor, used to monitor airflow to determine the amount of fuel required by the engine and feed this information back to the ECU for adjustments; an engine coolant temperature sensor, used to detect engine temperature and automatically start / stop the engine in high or low temperature conditions to ensure safety and effectiveness; ABS (Anti-lock Braking System) wheel speed sensors, used to monitor the rotational speed of each wheel to help prevent vehicle slippage or loss of control; a steering sensor, used to detect the position and angle of the driver's steering wheel; and a brake pressure sensor, used to monitor the pressure of the hydraulic fluid in the brake system to ensure that the brake system functions properly.

[0051] The ESC system primarily helps control the stability and handling of a vehicle in emergency situations to prevent accidents such as loss of control or rollovers. Its main functions include: 1) Braking force distribution: adjusting braking pressure based on the traction between different tires to ensure optimal grip for each tire; 2) Vehicle stability control: adaptively adjusting parameters such as steering angle, roll angle, and accelerator pedal position during vehicle operation to prevent skidding or rollovers; 3) Traction / torque control: adjusting torque distribution based on the traction difference between the front and rear axles during acceleration and start-up to ensure sufficient traction for each wheel. Therefore, the ESC control unit in the ESC system is used to control vehicle stability. In addition, the third sensor in the ESC system may include, but is not limited to: a steering wheel sensor, used to monitor the steering wheel rotation angle and rate and send this information to the ESC control unit; a roll angle sensor, used to monitor the degree of left and right body roll and send this information to the ESC control unit; an accelerator pedal sensor, used to detect the position and state of the accelerator pedal in order to adjust the vehicle's acceleration and traction; wheel speed sensors, used to monitor the rotational speed of each wheel and send this information to the ESC control unit for operations such as brake force distribution; and other environmental parameter monitoring devices such as wiper sensors, rain sensors, and barometric pressure sensors.

[0052] Specifically, Figure 2 This is a schematic diagram of the system structure of an autonomous vehicle according to an embodiment of this application, and Figure 2 The system architecture shown in the diagram is used to implement the automatic parking function. Figure 2 Taking an example, a brief explanation will be given of the interaction between the target control systems proposed in the embodiments of this application.

[0053] Among them, the HAD system, ESC system, and VCU system are key control systems, all connected to the gateway via the main CAN and secondary CAN to achieve data transmission and sharing between the various systems. In addition, to realize the automatic parking function, the VCU system is also connected to the gear shift lever, accelerator pedal, and brake pedal to precisely adjust and coordinate these components, while the ESC system is connected to the EPB (Electronic Parking Brake) system. By pressing a button or pulling up the lever, the electronic control unit instructs the brake to apply sufficient pressure to prevent the vehicle from moving.

[0054] Step S1042: Based on the first fault type of the faulty component, determine the first target handling measure corresponding to the fault type to handle the operational fault.

[0055] The aforementioned first target handling measures include: first handling measures, second handling measures, and third handling measures, with each type of fault corresponding to one fault handling measure.

[0056] Optionally, if the first fault type is an advanced driver assistance (ADA) fault, a first handling measure corresponding to the ADADA fault is determined to handle the operational fault, and the HAD system is controlled to exit the autonomous driving state. The first handling measure is used to control the HAD system to send a first signal to the VCU system and the ESC system respectively, wherein the first signal indicates that the autonomous driving function of the HAD system is unavailable; the operating state of the VCU system is switched back to the initial state, and the operating state of the VCU system is controlled by the torque signal sent by the ESC system in the stable control state. The initial state includes: the torque required by the target object to drive the target vehicle, and the driving gear of the target vehicle at the target time in the autonomous driving state.

[0057] Specifically, Figure 3 This is a schematic diagram of an optional HAD system malfunction in an autonomous vehicle according to an embodiment of this application. The HAD system malfunction includes: a malfunction of the HAD control unit and / or a malfunction of the first sensor. When a malfunction is detected in the HAD system, firstly, the HAD system sends a first signal indicating "No Request" for autonomous driving function enable to both the VCU system and the ESC system. Then, upon receiving the first signal, the VCU system promptly switches back to driver-required torque and gear control (the driving gear at the last moment of the target vehicle's autonomous driving state). Furthermore, the VCU system no longer responds to autonomous driving intervention torque and gear control signals from the ESC system and the HAD system, only responding to general torque signals for driving safety / stability control from the ESC system, such as TCS, MSR, and ABS. Simultaneously, the HAD system exits the autonomous driving state.

[0058] It should be noted that when the driver's gear shifting or pedal action interferes with the autonomous driving system, the HAD system will either disengage from autonomous driving or wait for the driver to complete the action before resuming intervention. Furthermore, during the execution of the first handling measure mentioned above, if the HAD system can maintain its AEB / FCW functionality, it can remain active. The AEB function refers to the ability to provide emergency braking assistance when the vehicle's speed is between 4-80 km / h and it approaches a stationary target vehicle ahead, and the driver is unable to brake or has insufficient braking ability, thus completely avoiding or mitigating a collision. The CW function refers to the ability to issue a warning when the vehicle's speed is between 4-150 km / h and it approaches a stationary target vehicle ahead, and the driver is unable to brake or has insufficient braking ability; the system should issue a warning within a minimum TTC (Time to Collision) of 2 seconds.

[0059] Optionally, if the first fault type is a vehicle control fault, a second handling measure corresponding to the vehicle control fault is determined to handle the operational fault, and the VCU system and ESC system are controlled to exit the automatic driving state. The second handling measure includes: controlling the VCU system to send a second signal to the HAD system and ESC system respectively, the second signal indicating that the first interface of the VCU system is unavailable; determining the operating condition of the target vehicle through the HAD system; when the operating condition is braking, controlling the ESC system to respond to the deceleration request of the target vehicle until the speed of the target vehicle is reduced to zero, sending a first signal to the VCU system and ESC system respectively, and simultaneously controlling the VCU system to shift the gear back to neutral and the ESC system to engage the parking brake; when the operating condition is acceleration, if the driving action of the target vehicle is not a dangerous driving action, determining to send a first signal to the VCU system and ESC system respectively, wherein dangerous driving actions include at least one of the following: overtaking, lane changing.

[0060] Specifically, Figure 4 This is a schematic diagram of an optional VCU system failure in an autonomous vehicle according to an embodiment of this application, wherein the VCU system failure includes: VCU control unit failure and / or second sensor failure. When a VCU system malfunction is detected, firstly, the VCU system sends a second signal indicating that the autonomous driving VCU interface is unavailable to both the ESC and HAD systems. Next, upon receiving the second signal, the HAD system assesses the vehicle's operating condition. If the vehicle is braking, the ESC system responds to the deceleration request via hydraulic braking (the VCU's regenerative braking torque is unavailable at this time). Once the vehicle stops, the HAD system sends a first signal indicating "No Request" for autonomous driving to both the VCU and ESC systems. At this point, both the VCU and ESC systems exit autonomous driving mode. Simultaneously, the VCU system automatically shifts back to Park (P) when disengaging from its gear, and the ESC system locks the EPB. If the vehicle is determined to be accelerating, any overtaking or lane-changing maneuvers may be terminated or continued depending on the situation. Once driving is safe, the HAD system immediately sends a first signal indicating "No Request" for autonomous driving to both the VCU and ESC systems. At this point, both the VCU and ESC systems exit autonomous driving mode, and the instrument cluster / inter-visual system displays an emergency driver takeover prompt.

[0061] Optionally, if the first fault type is an electronic stability control fault, a third processing measure corresponding to the electronic stability control fault is determined to handle the operational fault, and the VCU system and ESC system are controlled to exit the automatic driving state. The third processing measure is used to control the ESC system to send a third signal to the HAD system, whereby the third signal indicates that the second interface of the ESC system is unavailable. The operating condition of the target vehicle is determined by the HAD system. When the operating condition is braking, the VCU system is controlled to respond to the deceleration request of the HAD system and to perform braking downgrading processing on the ESC system until the target vehicle's speed is reduced to zero. At this point, a first signal is sent to the VCU system and the ESC system respectively, and the VCU system is controlled to shift the gear back to neutral and the ESC system to engage the parking brake. The braking downgrading processing is used to increase the hydraulic braking force of the target vehicle. When the operating condition is acceleration, the target vehicle is controlled to switch its operating condition to braking when it reaches the target parking point.

[0062] It should be noted that the VCU system prioritizes responding to the driver's torque demand regardless of whether it is in autonomous driving mode or not.

[0063] Specifically, Figure 5 This is a schematic diagram of an optional ESC system fault in an autonomous vehicle according to an embodiment of this application. The ESC system fault includes: ESC control unit fault and / or third sensor fault. When an ESC system fault is detected, firstly, the ESC system sends a third signal to the HAD system indicating that the autonomous driving ESC interface is unavailable. Then, after receiving the third signal, the HAD system determines the vehicle's operating condition. If the vehicle is in braking mode, the VCU system responds to the HAD system's deceleration request by adjusting torque via the motor. Simultaneously, the ESC system performs braking downgrading. After the vehicle stops, the HAD system sends a first signal indicating "No Request" for autonomous driving function enable to both the VCU system and the ESC system. At this time, both the VCU system and the ESC system exit autonomous driving mode. Simultaneously, the VCU system automatically shifts back to P gear when disengaging from its original gear, and the ESC system locks the EPB. If the vehicle's operating condition is determined to be acceleration mode, the autonomous driving mode is temporarily maintained, and the system searches for a suitable parking location. Upon approaching the location, it enters braking mode, with the processing steps being the same as when the vehicle is in braking mode.

[0064] It should be noted that the ESC system always prioritizes responding to deceleration requests from the brake pedal, regardless of whether it has exited autonomous driving mode.

[0065] As an optional implementation, in the technical solution provided in step S106 above, the method may include steps S1061-S1063, wherein:

[0066] Step S1061: Determine the second fault type of the target communication bus based on the number of target communication buses, wherein the second fault type includes at least one of the following: single-point failure and two-point failure.

[0067] In the technical solution provided in step S1061 above, the control system connection gateway typically includes a primary CAN and a secondary CAN. The primary CAN is generally used to transmit important and time-sensitive data, such as engine control and braking systems; while the secondary CAN is typically used to transmit non-critical data, such as audio and video entertainment systems. It should be noted that in some vehicle models, a bus may not be explicitly defined as "primary" or "secondary," so this distinction depends on the specific application scenario. Specifically, when either the primary or secondary CAN of the control system connection gateway fails, the second fault type of the target communication bus can be determined as a single-point failure; while when both the primary and secondary CANs of the control system connection gateway's communication bus fail, the second fault type of the target communication bus can be determined as a two-point failure.

[0068] Step S1062: If the fault type of the target communication bus is a single point of failure, determine to use the fourth processing measure to handle the operational fault.

[0069] In the technical solution provided in step S1062 above, the fault type of the target communication bus being a single point of failure can be understood as only one of the multiple CAN buses connected to the gateway of the control system failing. In this case, other redundant CAN buses associated with that CAN bus can be used to transmit system data. Therefore, the fourth processing measure can include at least one of the following: when any first communication bus of the HAD system connected to the first communication gateway fails, it is determined that a redundant communication bus associated with the first communication bus will be used for interaction; when any second communication bus of the VCU system connected to the second communication gateway fails, it is determined that a redundant communication bus associated with the second communication bus will be used for interaction; when any third communication bus of the ESC system connected to the third communication gateway fails, it is determined that a redundant communication bus associated with the third communication bus will be used for interaction.

[0070] For example, with Figure 2 Taking the system diagram shown as an example, when the main CAN of the HAD system connected to the gateway fails, a redundant secondary CAN can be used to complete the communication; when the secondary CAN of the VCU system connected to the gateway fails, a redundant main CAN can be used to complete the communication.

[0071] Step S1063: If the fault type of the target communication bus is a two-point failure, determine the target control system connected to the target communication bus, and use the fifth processing measure corresponding to the target control system to handle the operational fault.

[0072] In the technical solution provided in step S1063 above, the failure type of the target communication bus is two-point failure, which can be understood as multiple CANs connected to the gateway of the control system failing. At this time, the operation failure can be handled by referring to the handling measures when the target control system connected to the target communication bus experiences an operation failure.

[0073] Optionally, when the target control system connected to the target communication bus is a VCU system, a second processing measure is determined to handle the operational fault, and the VCU system is controlled to exit the automatic driving state; when the target control system connected to the target communication bus is an ESC system, a third processing measure is determined to handle the operational fault, and the ESC system is controlled to exit the automatic driving state.

[0074] Specifically, Figure 6 This is a schematic diagram of a two-point communication bus failure in an optional VCU system connection gateway according to an embodiment of this application, as shown below. Figure 6 As shown, the VCU system's main CAN and secondary CAN buses connected to the gateway both experienced communication failures, indicating that the VCU system, HAD system, and ESC system could not communicate normally. In this situation, the ESC system can send a third signal to the HAD system indicating that the autonomous driving ESC interface is unavailable. Upon receiving this third signal, the HAD system will determine the vehicle's operating condition. If the vehicle is braking, the VCU system will respond to the HAD system's deceleration request, adjusting torque via the motor. Simultaneously, the ESC system will perform brake degradation. After the vehicle stops, the HAD system will send a first signal indicating that the autonomous driving function is enabled (No Request) to both the VCU and ESC systems. At this point, the VCU system exits autonomous driving mode, automatically shifting back to P gear when disengaging, and the ESC system locks the EPB. If the vehicle's operating condition is determined to be acceleration, the autonomous driving mode will be temporarily maintained, and the system will search for a suitable parking location. Upon approaching the location, it will enter braking mode, following the same procedures as when the vehicle is braking.

[0075] and Figure 7 This is a schematic diagram of an optional two-point communication bus failure between the gateway connecting to the ESC system, according to an embodiment of this application. Figure 7As shown, both the main and secondary CAN buses of the ESC system connected to the gateway experienced communication failures, indicating that the ESC system, HAD system, and VCU system could not communicate normally. In this situation, the ESC system can send a third signal to the HAD system indicating that the autonomous driving ESC interface is unavailable. Upon receiving this signal, the HAD system will determine the vehicle's operating condition. If the vehicle is braking, the VCU system will respond to the HAD system's deceleration request, adjusting torque via the motor. Simultaneously, the ESC system will perform braking downgrading. After the vehicle stops, the HAD system sends a first signal indicating that the autonomous driving function is enabled (No Request) to both the VCU and ESC systems. At this point, the ESC system exits autonomous driving mode, and the VCU system automatically shifts back to P gear when disengaging, while the ESC system locks the EPB. If the vehicle's operating condition is determined to be acceleration, the autonomous driving mode will be temporarily maintained, and the system will search for a suitable parking location. Upon approaching the location, it will enter braking mode, following the same procedures as when the vehicle is braking.

[0076] in addition, Figure 8 This is a schematic diagram of a two-point communication bus failure in an optional HAD system-connected gateway according to an embodiment of this application, as shown below. Figure 8 As shown, both the main CAN and secondary CAN of the HAD system connected to the gateway experienced communication failures, indicating that the HAD system cannot communicate normally with the ESC system and VCU system. In this situation, the VCU and ESC systems can be used for testing, and the same fault handling measures as for VUC system failures can be implemented to ensure the vehicle can drive or stop safely and stably.

[0077] Furthermore, in order to enable the driver to check the vehicle's autonomous driving status in a timely manner, when the first target handling measure is used to deal with the operational failure, the first emergency warning message of the target control system malfunction can be displayed through the vehicle display system of the target vehicle; and when the second target handling measure is used to deal with the operational failure, the second emergency warning message of the target communication bus malfunction can be displayed through the vehicle display system of the target vehicle.

[0078] The aforementioned display system includes, but is not limited to, the instrument cluster central control system and the in-vehicle entertainment system.

[0079] It should be noted that whenever the HAD system exits autonomous driving mode, a notification can be displayed through the central instrument cluster (Instrument Cluster). This notification can be categorized into two types: normal exit and fault exit. When a fault exit notification occurs, the driver typically needs to quickly switch from idle to driving mode. The faster the signal sent by the HAD system to the Instrument Cluster and the faster the Instrument Cluster receives it, the better. To ensure transmission efficiency, Ethernet transmission is prioritized, with a latency of no more than 20ms. Furthermore, the priority of this fault exit notification displayed on the Instrument Cluster is the same as the highest priority fault, such as collisions or battery thermal runaway, allowing for timely handling of HAD system malfunctions and preventing traffic accidents.

[0080] As can be seen from the above, this application provides a solution for optimizing the handling of multi-system interaction faults in autonomous driving functions. It analyzes the fault hazards and consequences from the perspective of single-point failure or two-point failure combined with operating conditions, and formulates fault handling methods from the perspective of overall function and multiple systems. This ensures that the vehicle can continue to operate stably under single-point failure or two-point failure conditions, or can stop safely under severe failure conditions.

[0081] Example 2

[0082] Based on Embodiment 1 of this application, a fault handling device for an autonomous vehicle is also provided. This device, when operating, executes the fault handling method for an autonomous vehicle described in Embodiment 1 above. Wherein, Figure 9 This is an optional fault handling device for an autonomous vehicle according to an embodiment of this application, such as... Figure 9 As shown, the fault handling device for the autonomous vehicle includes at least a detection module 91, a first processing module 93, and a second processing module 95, wherein:

[0083] The detection module 91 is used to detect faulty components of the target vehicle that cause operational failures. The target vehicle includes multiple control systems, and the control systems include at least one of the following: Automated Driving (HAD) system, Vehicle Control Unit (VCU) system, and Electronic Stability Control (ESC) system. The faulty components include at least one of the following: target control system, and target communication bus between multiple control systems.

[0084] The first processing module 93 is used to handle the operational failure by adopting a first target processing measure when the faulty component is the target control system. The first target processing measure includes: adjusting the interaction state between the target control system and other control systems, and controlling the target control system and other control systems associated with the target control system to exit the automatic driving state.

[0085] The second processing module 95 is used to handle the operational failure by adopting a second target processing measure when the faulty component is the target communication bus. The second target processing measure includes at least one of the following: adjusting the interaction state between the target control system and other control systems, and controlling the target control system and other control systems associated with the target control system to exit the automatic driving state, and controlling each control system to interact through a redundant communication bus associated with the target communication bus.

[0086] Based on the above-mentioned detection module 91, the schemes executed by the first processing module 93 and the second processing module 95, it can be understood that, in the embodiment, the faulty component of the target vehicle's operation failure is detected. The target vehicle includes multiple control systems, which include at least one of the following: a High-Automatic Driving (HAD) system, a Vehicle Control Unit (VCU) system, and an Electronic Stability Control (ESC) system. The faulty component includes at least one of the following: a target control system and a target communication bus between the multiple control systems. When the faulty component is the target control system, a first target processing measure is used to handle the operation failure. This first target processing measure includes: adjusting the interaction state between the target control system and other control systems, and controlling the target control system and other control systems associated with the target control system to exit the automatic driving state. When the faulty component is the target communication bus, a second target processing measure is used to handle the operation failure. This second target processing measure includes at least one of the following: adjusting the interaction state between the target control system and other control systems, and controlling the target control system and other control systems associated with the target control system to exit the automatic driving state; and controlling each control system to interact through a redundant communication bus associated with the target communication bus.

[0087] Therefore, the technical solution of this application embodiment achieves the goal of optimizing the handling of multi-system interaction faults in autonomous driving functions, thereby improving the technical effect of autonomous vehicle operation safety, and solving the technical problem that the operation safety of autonomous vehicles is poor due to the lack of analysis of autonomous driving system interaction faults in related technologies.

[0088] It should be noted that each module in the fault handling device for autonomous vehicles in this embodiment corresponds one-to-one with each implementation step of the fault handling method for autonomous vehicles in Embodiment 1. Since Embodiment 1 has been described in detail, some details not shown in this embodiment can be referred to Embodiment 1, and will not be elaborated further here.

[0089] Example 3

[0090] According to an embodiment of this application, a non-volatile storage medium is also provided, which includes a stored program, wherein the device where the non-volatile storage medium is located executes the fault handling method for the autonomous vehicle in Embodiment 1 by running the program.

[0091] Specifically, the device containing the non-volatile storage medium executes the following steps by running this program:

[0092] Step S102: Detect the faulty component of the target vehicle that has an operational failure. The target vehicle includes multiple control systems, and the control systems include at least one of the following: Automated Driving (HAD) system, Vehicle Control Unit (VCU) system, and Electronic Stability Control (ESC) system. The faulty component includes at least one of the following: target control system, and target communication bus between multiple control systems.

[0093] Step S104: If the faulty component is the target control system, the first target handling measure is adopted to handle the operational fault. The first target handling measure includes: adjusting the interaction state between the target control system and other control systems, and controlling the target control system and other control systems associated with the target control system to exit the automatic driving state.

[0094] Step S106: If the faulty component is the target communication bus, a second target processing measure is adopted to handle the operational fault. The second target processing measure includes at least one of the following: adjusting the interaction state between the target control system and other control systems, controlling the target control system and other control systems associated with the target control system to exit the automatic driving state, and controlling each control system to interact through a redundant communication bus associated with the target communication bus.

[0095] According to an embodiment of this application, a processor is also provided for running a program, wherein the program executes the fault handling method for an autonomous vehicle in Embodiment 1 during runtime.

[0096] Specifically, the program executes the following steps during runtime:

[0097] Step S102: Detect the faulty component of the target vehicle that has an operational failure. The target vehicle includes multiple control systems, and the control systems include at least one of the following: Automated Driving (HAD) system, Vehicle Control Unit (VCU) system, and Electronic Stability Control (ESC) system. The faulty component includes at least one of the following: target control system, and target communication bus between multiple control systems.

[0098] Step S104: If the faulty component is the target control system, the first target handling measure is adopted to handle the operational fault. The first target handling measure includes: adjusting the interaction state between the target control system and other control systems, and controlling the target control system and other control systems associated with the target control system to exit the automatic driving state.

[0099] Step S106: If the faulty component is the target communication bus, a second target processing measure is adopted to handle the operational fault. The second target processing measure includes at least one of the following: adjusting the interaction state between the target control system and other control systems, controlling the target control system and other control systems associated with the target control system to exit the automatic driving state, and controlling each control system to interact through a redundant communication bus associated with the target communication bus.

[0100] According to an embodiment of this application, an electronic device is also provided, comprising: a memory and a processor, wherein the memory stores a computer program, and the processor is configured to execute the fault handling method for the autonomous vehicle in Embodiment 1 through the computer program.

[0101] Specifically, the processor is configured to execute the following steps via a computer program:

[0102] Step S102: Detect the faulty component of the target vehicle that has an operational failure. The target vehicle includes multiple control systems, and the control systems include at least one of the following: Automated Driving (HAD) system, Vehicle Control Unit (VCU) system, and Electronic Stability Control (ESC) system. The faulty component includes at least one of the following: target control system, and target communication bus between multiple control systems.

[0103] Step S104: If the faulty component is the target control system, the first target handling measure is adopted to handle the operational fault. The first target handling measure includes: adjusting the interaction state between the target control system and other control systems, and controlling the target control system and other control systems associated with the target control system to exit the automatic driving state.

[0104] Step S106: If the faulty component is the target communication bus, a second target processing measure is adopted to handle the operational fault. The second target processing measure includes at least one of the following: adjusting the interaction state between the target control system and other control systems, controlling the target control system and other control systems associated with the target control system to exit the automatic driving state, and controlling each control system to interact through a redundant communication bus associated with the target communication bus.

[0105] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0106] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0107] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some interfaces; indirect couplings or communication connections between units or modules may be electrical or other forms.

[0108] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0109] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0110] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0111] The above are merely preferred embodiments of this application. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A fault handling method for an autonomous vehicle, characterized in that, include: The system detects faulty components in a target vehicle that are experiencing operational malfunctions. The target vehicle includes multiple control systems, which include at least one of the following: a Driver Automated Driving (HAD) system, a Vehicle Control Unit (VCU) system, and an Electronic Stability Control (ESC) system. The faulty component includes at least one of the following: a target control system and a target communication bus between the multiple control systems. In the case where the faulty component is the target control system, a first target handling measure is adopted to handle the operational fault, wherein the first target handling measure includes: adjusting the interaction state of the target control system with other control systems, and controlling the target control system and other control systems associated with the target control system to exit the automatic driving state; In the case where the faulty component is the target communication bus, a second target processing measure is adopted to handle the operational fault, wherein the second target processing measure includes at least one of the following: adjusting the interaction state of the target control system with other control systems, and controlling the target control system and other control systems associated with the target control system to exit the automatic driving state, and controlling each of the control systems to interact through a redundant communication bus associated with the target communication bus; Wherein, if the faulty component is the target control system, the operational fault is handled using a first target handling measure, which includes: determining a first fault type of the faulty component based on the target control system; wherein the first fault type includes at least one of the following: advanced driver assistance fault, vehicle control fault, electronic stability control fault; and determining the first target handling measure corresponding to the fault type to handle the operational fault based on the first fault type of the faulty component. The first target handling measure includes: a first handling measure, a second handling measure, and a third handling measure, wherein determining to handle the operational fault using the first target handling measure corresponding to the fault type based on the first fault type of the faulty component includes: In the case where the first fault type is the Advanced Driver Assistance (HAA) fault, it is determined that the first processing measure corresponding to the HAD fault is adopted to handle the operational fault, and the HAD system is controlled to exit the autonomous driving state. The first processing measure is used to control the HAD system to send a first signal to the VCU system and the ESC system respectively, wherein the first signal indicates that the autonomous driving function of the HAD system is unavailable; the operating state of the VCU system is switched back to the initial state, and the operating state of the VCU system is controlled by the torque signal sent by the ESC system in the stable control state. The initial state includes: the torque required by the target object to drive the target vehicle, and the driving gear of the target vehicle at the target time in the autonomous driving state. In the case where the first fault type is a vehicle control fault, it is determined that the second processing measure corresponding to the vehicle control fault will be used to handle the operational fault, and the VCU system and the ESC system will be controlled to exit the automatic driving state. The second processing measure includes: controlling the VCU system to send a second signal to the HAD system and the ESC system respectively, the second signal indicating that the first interface of the VCU system is unavailable; determining the operating condition of the target vehicle through the HAD system; when the operating condition is braking, controlling the ESC system to respond to the deceleration request of the target vehicle until the speed of the target vehicle is reduced to zero, sending the first signal to the VCU system and the ESC system respectively, and simultaneously controlling the VCU system to shift the gear back to neutral and the ESC system to engage the parking brake; when the operating condition is acceleration, if the driving action of the target vehicle is not a dangerous driving action, determining to send the first signal to the VCU system and the ESC system respectively, wherein the dangerous driving action includes at least one of the following: overtaking, lane changing; In the case where the first fault type is the electronic stability control fault, the third processing measure corresponding to the electronic stability control fault is determined to handle the operational fault, and the VCU system and the ESC system are controlled to exit the automatic driving state. The third processing measure is used to control the ESC system to send a third signal to the HAD system, wherein the third signal indicates that the second interface of the ESC system is unavailable. The HAD system determines the operating condition of the target vehicle. When the operating condition is the braking condition, the VCU system is controlled to respond to the deceleration request of the HAD system and perform braking downgrading processing on the ESC system until the driving speed of the target vehicle is reduced to zero. At the same time, the first signal is sent to the VCU system and the ESC system respectively, and the VCU system is controlled to shift the gear back to neutral and the ESC system to activate the parking brake. The braking downgrading processing is used to increase the hydraulic braking force of the target vehicle. When the operating condition is the acceleration condition, the target vehicle is controlled to drive to the target parking point, and the operating condition of the target vehicle is switched to the braking condition.

2. The method according to claim 1, characterized in that, Determining the first fault type of the faulty component based on the type of the target control system includes: When the target control system is an HAD system, the first fault type of the faulty component is determined to be the advanced driver assistance fault, wherein the HAD system includes at least one of the following: an HAD control unit and a first sensor corresponding to the HAD control unit; When the target control system is a VCU system, the first fault type of the faulty component is determined to be the vehicle control fault, wherein the VCU system includes at least one of the following: a VCU control unit and a second sensor corresponding to the VCU control unit; When the target control system is an ESC system, the first fault type of the faulty component is determined to be the electronic stability control fault, wherein the ESC system includes at least one of the following: an ESC control unit and a third sensor corresponding to the ESC control unit.

3. The method according to claim 1, characterized in that, The second target processing measure includes: a fourth processing measure and a fifth processing measure, wherein, when the faulty component is the target communication bus, determining to handle the operational fault using the second target processing measure includes: A second fault type of the target communication bus is determined based on the number of target communication buses, wherein the second fault type includes at least one of the following: single-point failure and two-point failure; If the second fault type of the target communication bus is the single point of failure, it is determined that the fourth processing measure will be used to handle the operational fault. The fourth processing measure includes at least one of the following: when any first communication bus connecting the HAD system to the first communication gateway fails, it is determined that a redundant communication bus associated with the first communication bus will be used for interaction; when any second communication bus connecting the VCU system to the second communication gateway fails, it is determined that a redundant communication bus associated with the second communication bus will be used for interaction; when any third communication bus connecting the ESC system to the third communication gateway fails, it is determined that a redundant communication bus associated with the third communication bus will be used for interaction. If the second fault type of the target communication bus is the two-point failure, the target control system connected to the target communication bus is identified, and the fifth processing measure corresponding to the target control system is used to handle the operational fault.

4. The method according to claim 3, characterized in that, The target control system connected to the target communication bus is identified, and the operational fault is handled using a fifth processing measure corresponding to the target control system, including: When the target control system connected to the target communication bus is a VCU system, it is determined that the second processing measure is used to handle the operational fault, and the VCU system is controlled to exit the automatic driving state; When the target control system connected to the target communication bus is of the type of ESC system, it is determined that the third processing measure is adopted to handle the operational fault, and the ESC system is controlled to exit the automatic driving state.

5. The method according to claim 1, characterized in that, The method further includes: When the first target handling measure is used to handle the operational failure, the first emergency warning message of the operational failure of the target control system is displayed through the vehicle display system of the target vehicle; When the operational failure is handled using the second target processing measures, a second emergency warning message indicating that the target communication bus has experienced an operational failure is displayed through the vehicle display system of the target vehicle.

6. A fault handling device for an autonomous vehicle, characterized in that, include: A detection module is used to detect faulty components of a target vehicle that are experiencing operational malfunctions. The target vehicle includes multiple control systems, which include at least one of the following: a Driver Automated Driving (HAD) system, a Vehicle Control Unit (VCU) system, and an Electronic Stability Control (ESC) system. The faulty component includes at least one of the following: a target control system and a target communication bus between the multiple control systems. A first processing module is configured to handle the operational failure by employing a first target processing measure when the faulty component is the target control system. The first target processing measure includes: adjusting the interaction state of the target control system with other control systems, and controlling the target control system and other control systems associated with the target control system to exit the automatic driving state. The second processing module is used to handle the operational failure by adopting a second target processing measure when the faulty component is the target communication bus. The second target processing measure includes at least one of the following: adjusting the interaction state of the target control system with other control systems, and controlling the target control system and other control systems associated with the target control system to exit the automatic driving state, and controlling each control system to interact through a redundant communication bus associated with the target communication bus. Wherein, if the faulty component is the target control system, the operational fault is handled using a first target handling measure, which includes: determining a first fault type of the faulty component based on the target control system; wherein the first fault type includes at least one of the following: advanced driver assistance fault, vehicle control fault, electronic stability control fault; and determining the first target handling measure corresponding to the fault type to handle the operational fault based on the first fault type of the faulty component. The first target handling measure includes: a first handling measure, a second handling measure, and a third handling measure, wherein determining to handle the operational fault using the first target handling measure corresponding to the fault type based on the first fault type of the faulty component includes: In the case where the first fault type is the Advanced Driver Assistance (HAA) fault, it is determined that the first processing measure corresponding to the HAD fault is adopted to handle the operational fault, and the HAD system is controlled to exit the autonomous driving state. The first processing measure is used to control the HAD system to send a first signal to the VCU system and the ESC system respectively, wherein the first signal indicates that the autonomous driving function of the HAD system is unavailable; the operating state of the VCU system is switched back to the initial state, and the operating state of the VCU system is controlled by the torque signal sent by the ESC system in the stable control state. The initial state includes: the torque required by the target object to drive the target vehicle, and the driving gear of the target vehicle at the target time in the autonomous driving state. In the case where the first fault type is a vehicle control fault, it is determined that the second processing measure corresponding to the vehicle control fault will be used to handle the operational fault, and the VCU system and the ESC system will be controlled to exit the automatic driving state. The second processing measure includes: controlling the VCU system to send a second signal to the HAD system and the ESC system respectively, the second signal indicating that the first interface of the VCU system is unavailable; determining the operating condition of the target vehicle through the HAD system; when the operating condition is braking, controlling the ESC system to respond to the deceleration request of the target vehicle until the speed of the target vehicle is reduced to zero, sending the first signal to the VCU system and the ESC system respectively, and simultaneously controlling the VCU system to shift the gear back to neutral and the ESC system to engage the parking brake; when the operating condition is acceleration, if the driving action of the target vehicle is not a dangerous driving action, determining to send the first signal to the VCU system and the ESC system respectively, wherein the dangerous driving action includes at least one of the following: overtaking, lane changing; In the case where the first fault type is the electronic stability control fault, the third processing measure corresponding to the electronic stability control fault is determined to handle the operational fault, and the VCU system and the ESC system are controlled to exit the automatic driving state. The third processing measure is used to control the ESC system to send a third signal to the HAD system, wherein the third signal indicates that the second interface of the ESC system is unavailable. The HAD system determines the operating condition of the target vehicle. When the operating condition is the braking condition, the VCU system is controlled to respond to the deceleration request of the HAD system and perform braking downgrading processing on the ESC system until the driving speed of the target vehicle is reduced to zero. At the same time, the first signal is sent to the VCU system and the ESC system respectively, and the VCU system is controlled to shift the gear back to neutral and the ESC system to activate the parking brake. The braking downgrading processing is used to increase the hydraulic braking force of the target vehicle. When the operating condition is the acceleration condition, the target vehicle is controlled to drive to the target parking point, and the operating condition of the target vehicle is switched to the braking condition.

7. A non-volatile storage medium, characterized in that, The non-volatile storage medium includes a stored program, wherein the device containing the non-volatile storage medium executes the fault handling method for an autonomous vehicle according to any one of claims 1 to 5 by running the program.

8. An electronic device, characterized in that, include: A memory and a processor, wherein the memory stores a computer program, and the processor is configured to execute, via the computer program, the fault handling method for an autonomous vehicle according to any one of claims 1 to 5.

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