Vehicle motion state observation fault detection method, device and electronic equipment

Abstract

This application discloses a method, apparatus, and electronic device for detecting faults in vehicle motion state observation. The method includes: acquiring observations of the vehicle, including lateral speed, longitudinal speed, and yaw rate; acquiring the degree of wheel slippage based on the observations; and outputting a target signal based on the relationship between the degree of wheel lateral slippage and a preset threshold, wherein the target signal is used to determine whether a fault exists in the observations. Through these steps, faults can be detected in longitudinal speed, lateral speed, and yaw rate, improving the reliability of the observations.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, and in particular relates to a method, device and electronic equipment for detecting faults in vehicle motion state observation. Background Technology

[0002] For Advanced Driving Assistance Systems (ADAS), it is necessary to observe the vehicle's motion state, such as lateral speed, longitudinal speed, and yaw rate. The accuracy of the observation results will greatly affect the performance of subsequent vehicle motion control. At the same time, inaccurate observation results can cause serious safety hazards. Therefore, after observation, it is necessary to perform fault detection on these observed measurements (e.g., lateral speed, longitudinal speed, and yaw rate) to avoid unreliable information being used in the control algorithm.

[0003] Currently, commercially available vehicles contain numerous independent fault detection algorithms in their software. Each algorithm can only detect certain fault types in some observed parameters, resulting in low efficiency. Therefore, it is necessary to provide a vehicle motion state observation fault detection method that can determine whether a fault exists in the observed parameters using only this method, thus enabling efficient fault detection of vehicle observations. Summary of the Invention

[0004] This application provides a method, apparatus, and electronic device for detecting faults in vehicle motion state observation, which can detect vehicle observations and improve the reliability of the observations.

[0005] In a first aspect, embodiments of this application provide a method for detecting vehicle motion state observation faults, including:

[0006] Acquire observations of the vehicle, including the vehicle's lateral speed, longitudinal speed, and yaw rate;

[0007] Based on the observations, the degree of wheel slippage of the vehicle is obtained;

[0008] Based on the relationship between the degree of lateral slippage of the wheel and a preset threshold, a target signal is output, which is used to determine whether there is a fault in the observed quantity.

[0009] Secondly, embodiments of this application provide a vehicle motion state observation fault detection device, comprising:

[0010] The first acquisition module is used to acquire the observations of the vehicle, including the vehicle's lateral speed, longitudinal speed and yaw rate;

[0011] The second acquisition module is used to acquire the degree of wheel slippage of the vehicle based on the observations.

[0012] The output module is used to output a target signal based on the relationship between the degree of lateral slippage of the wheel and a preset threshold. The target signal is used to determine whether there is a fault in the observed measurement.

[0013] Thirdly, embodiments of this application provide an electronic device, the device including: a processor and a memory storing computer program instructions;

[0014] When the processor executes the computer program instructions, it implements the method as described in the first aspect.

[0015] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer program instructions that, when executed by a processor, implement the method described in the first aspect.

[0016] Fifthly, embodiments of this application provide a computer program product in which instructions, when executed by a processor of an electronic device, cause the electronic device to perform the method described in the first aspect.

[0017] This application discloses a vehicle motion state observation fault detection method, apparatus, and electronic device. The method includes: acquiring vehicle observations, including the vehicle's lateral speed, longitudinal speed, and yaw rate; acquiring the degree of wheel slippage based on the observations; and outputting a target signal based on the relationship between the degree of wheel lateral slippage and a preset threshold, the target signal being used to determine whether a fault exists in the observations. Through these steps, fault detection can be performed on the longitudinal speed, lateral speed, and yaw rate, improving the reliability of the observations. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a flowchart illustrating a vehicle motion state observation fault detection method provided in one embodiment of this application;

[0020] Figure 2 This is a schematic diagram of the signal interface of a vehicle motion state observation and fault detection module provided in one embodiment of this application;

[0021] Figure 3This is another flowchart illustrating a vehicle motion state observation fault detection method provided in one embodiment of this application;

[0022] Figure 4 This is a signal diagram of an inertial measurement unit provided in one embodiment of this application;

[0023] Figure 5 This is a diagram of drive and braking related signals provided in one embodiment of this application;

[0024] Figure 6 This is a wheel angle signal diagram provided in one embodiment of this application;

[0025] Figure 7 This is a wheel speed signal diagram provided in one embodiment of this application;

[0026] Figure 8 This application provides, in one embodiment, the observation results of the lateral and longitudinal vehicle speeds to be detected and their true value diagrams;

[0027] Figure 9 This application provides an embodiment of the observed yaw rate and its true value diagram.

[0028] Figure 10 This is a data processing result diagram of calculating acceleration and determining whether it is greater than a threshold provided in one embodiment of this application;

[0029] Figure 11 This is a data processing result diagram of calculating the wheel slip angle and determining whether it is greater than a threshold provided in one embodiment of this application;

[0030] Figure 12 This is a data processing result diagram of calculating the average wheel slip ratio and determining whether it is greater than a threshold, provided in one embodiment of this application;

[0031] Figure 13 This is a diagram showing the final fault detection result provided in one embodiment of this application;

[0032] Figure 14 This is a schematic diagram of the structure of a vehicle motion state observation and fault detection device provided in one embodiment of this application;

[0033] Figure 15 This is a schematic diagram of the structure of an electronic device provided in another embodiment of this application. Detailed Implementation

[0034] The features and exemplary embodiments of various aspects of this application will be described in detail below. To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain this application and not to limit it. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples.

[0035] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element.

[0036] Figure 1 This application provides a method for detecting vehicle motion state observation faults, such as... Figure 1 As shown, it includes the following steps:

[0037] Step 101: Obtain the vehicle's observations, wherein the observations include the vehicle's lateral speed, longitudinal speed, and yaw rate.

[0038] Step 102: Based on the observations, obtain the degree of lateral slippage of the vehicle's wheels.

[0039] The degree of lateral slippage of a wheel can be characterized by at least one of the front wheel slip angle and the rear wheel slip angle. In one embodiment of this application, this step may specifically include: when the vehicle's acceleration is less than a first threshold, calculating the front wheel slip angle and the rear wheel slip angle of the vehicle based on the lateral vehicle speed, the longitudinal vehicle speed, and the yaw rate.

[0040] Calculate the vehicle's current acceleration

[0041] a x For the lateral acceleration measurement results, a y The results are for longitudinal acceleration measurements.

[0042] The first threshold is chosen to be slightly smaller than the coefficient of friction between the tires and the road surface, with a common value of 0.6g. If the acceleration exceeds the first threshold, it indicates that the vehicle is operating close to instability, and the ADAS function may malfunction. In this case, the Electronic Stability Control (ESC) system intervenes. Fault detection within the ADAS is unnecessary in this situation and will not be discussed further in this application. When 'a' is less than the first threshold, it indicates that the vehicle is operating smoothly, and fault detection of the observed parameters is required, calculating the front and rear wheel slip angles. For example, the front wheel angle δ can be calculated based on the steering wheel angle signal δ. f ,get:

[0043]

[0044] Front wheel slip angle α f Rear wheel slip angle α r :

[0045]

[0046]

[0047] Among them, V x V represents the longitudinal vehicle speed. y For lateral vehicle speed, a x For lateral acceleration, a y Where n is the longitudinal acceleration, δ is the steering ratio, r is the steering wheel angle, and L is the yaw rate. a It is the distance L from the vehicle's center of gravity to the front axle axis. b It is the distance from the vehicle's center of gravity to the rear axle axis.

[0048] Step 103: Based on the relationship between the degree of lateral slippage of the wheel and a preset threshold, a target signal is output. The target signal is used to determine whether there is a fault in the observed measurement.

[0049] For example, if at least one of the front wheel slip angle and the rear wheel slip angle is greater than the second threshold, it indicates that the tire has severe sideslip. When the vehicle is running smoothly, the tire will not experience significant sideslip. Based on this, it can be determined that the observation measurement is faulty, and a first signal is output to indicate that the observation measurement is faulty. The second threshold is selected as slightly less than the maximum front wheel steering angle, with a common value of 20 degrees.

[0050] It should be noted that if the observation has a fault, it means that the reliability of the observation is low and the observation is not accurate enough; if the observation has no fault, it means that the reliability of the observation is high and the observation is relatively accurate.

[0051] In this embodiment, observations of the vehicle are acquired, including the vehicle's lateral speed, longitudinal speed, and yaw rate. Based on these observations, the degree of lateral wheel slippage is obtained. According to the relationship between the degree of lateral wheel slippage and a preset threshold, a target signal is output. This target signal is used to determine whether the observations are faulty. Through these steps, the accuracy of the lateral speed, longitudinal speed, and yaw rate can be detected, improving the reliability of the observations.

[0052] Optionally, if the front wheel slip angle and the rear wheel slip angle are normal, fault detection can be performed based on the wheel slip ratio. Specifically, if both the front wheel slip angle and the rear wheel slip angle are less than or equal to the second threshold, the wheel slip ratio of the vehicle is determined based on target information, which includes at least one of brake master cylinder pressure and engine indicated torque; the target signal is output based on the wheel slip ratio.

[0053] Since brake master cylinder pressure and engine indicated torque are both available information in the chassis domain, and the measurement technology for these signals is quite mature and reliable, and has been widely used in mass-produced vehicles, using brake master cylinder pressure and engine indicated torque to calculate wheel slip ratio, and using wheel slip ratio to determine the target signal for output, can improve detection reliability while reducing the detection cost of the observed quantities.

[0054] In one embodiment of this application, determining the wheel slip ratio of the vehicle based on target information includes:

[0055] If the brake master cylinder pressure is greater than the third threshold, then the first wheel slip ratio of the vehicle is calculated;

[0056] Accordingly, the target signal is output based on the wheel slip ratio, including:

[0057] If the slip ratio of the first wheel is greater than the first slip ratio threshold, then the first signal is output;

[0058] If the slip ratio of the first wheel is less than or equal to the slip ratio threshold, a second signal is output, which indicates that there is no fault in the observed measurement.

[0059] Specifically, if the brake master cylinder pressure is greater than the third threshold, the slip ratio s of the first wheel is calculated based on the slip ratios of the four wheels of the vehicle. mean1 for:

[0060]

[0061] Among them, the slip ratio of the left front wheel

[0062] Right front wheel slip ratio

[0063] Left rear wheel slip ratio

[0064] Right rear wheel slip ratio

[0065] V x V represents the longitudinal vehicle speed. y For lateral vehicle speed, a x For lateral acceleration, a y For longitudinal acceleration, ω fl ω represents the rotational speed of the left front wheel. fr ω represents the rotational speed of the right front wheel. rl ω represents the rotational speed of the left rear wheel. rr Where n is the right rear wheel speed, δ is the steering system transmission ratio, R is the steering wheel angle, t is the wheel radius, and L is the vehicle track width. a This is the distance from the vehicle's center of gravity to the front axle.

[0066] If the slip ratio of the first wheel is s mean If the slip ratio exceeds the first slip ratio threshold, it indicates that the wheel is operating in an unstable range and is prone to locking. This situation will not occur when the vehicle is running smoothly, indicating that the state estimation result is incorrect, and the first signal is output; otherwise, the second signal is output. The first slip ratio threshold is selected to be slightly greater than the average slip ratio corresponding to the peak longitudinal forces of the four wheels, with a common value of 0.4.

[0067] In one embodiment of this application, determining the wheel slip ratio of the vehicle based on target information includes:

[0068] If the brake master cylinder pressure is less than the third threshold, then the engine indicated torque is obtained;

[0069] If the engine indicated torque is greater than the fourth threshold, then the second wheel slip ratio of the vehicle driven wheel is calculated;

[0070] Accordingly, the target signal is output based on the wheel slip ratio, including:

[0071] If the slip ratio of the second wheel is greater than the second slip ratio threshold, then the first signal is output;

[0072] If the second wheel slip ratio is less than or equal to the second slip ratio threshold, a second signal is output, which indicates that there is no fault in the observed measurement.

[0073] Specifically, if the brake master cylinder pressure is less than the third threshold, it is determined whether the engine indicated torque is greater than the fourth threshold (usually selected as 25Nm-50Nm). If the engine indicated torque is greater than the fourth threshold, it indicates that the wheel is being driven. The slip ratio of the driven wheel is calculated and averaged. The fourth threshold is usually selected as 25Nm-50Nm. The second wheel slip ratio s mean Determined based on the following expression:

[0074]

[0075] Among them, s rl s rr These are the slip ratios of the two driven wheels of the vehicle, respectively.

[0076] If the slip ratio of the second wheel is s mean2 If the slip ratio exceeds the second slip ratio threshold, it indicates significant longitudinal slip of the driven wheel, which would not occur during smooth vehicle operation, and the first signal is output; otherwise, the second signal is output. The second slip ratio threshold is typically selected as 0.02-0.03.

[0077] In one embodiment of this application, determining the wheel slip ratio of the vehicle based on target information includes:

[0078] If the brake master cylinder pressure is less than the third threshold and the engine indicated torque is less than the fourth threshold, then the third wheel slip ratio of the vehicle is calculated.

[0079] Accordingly, the target signal is output based on the wheel slip ratio, including:

[0080] If the slip ratio of the third wheel is greater than the third slip ratio threshold, then the first signal is output;

[0081] If the slip ratio of the third wheel is less than or equal to the third slip ratio threshold, a second signal is output, which indicates that there is no fault in the observed measurement.

[0082] Specifically, if the brake master cylinder pressure is less than the third threshold and the engine indicated torque is less than the fourth threshold, it indicates that the vehicle is currently coasting. The slip ratio of the four wheels is calculated and averaged.

[0083] The slip ratio of the third wheel is determined according to the following expression:

[0084]

[0085] If s mean If the slip ratio is greater than the third slip ratio threshold (usually selected as 0.03-0.05), it indicates that there is significant longitudinal slip of the wheel, which would not occur when the vehicle is coasting, and the first signal is output; otherwise, the second signal is output.

[0086] The following specific embodiments illustrate the vehicle motion state observation fault detection method provided in this application.

[0087] The schematic diagram of the steering wheel speed correction module interface in this application is shown below. Figure 2 As shown. Its input is the observation results to be detected (including longitudinal vehicle speed V). x Lateral speed V y Yaw angular velocity (r), inertial measurement unit signal (longitudinal acceleration a) x With lateral acceleration a y Brake master cylinder pressure p, engine indicated torque M i The steering wheel angle δ is related to the rotational speed of the four wheels (left front wheel speed ω). fl Right front wheel speed ω fr Left rear wheel speed ω rl Right rear wheel speed ω rr After internal processing, the module outputs the fault detection result f.

[0088] The workflow within each cycle of the module is as follows: Figure 3 As shown, Figure 3 The diagram shown is a flowchart of a vehicle motion state observation fault detection method provided in an embodiment of this application.

[0089] Calculate the vehicle's current acceleration

[0090]

[0091] It then determines whether 'a' is greater than the first threshold (the value is selected to be slightly smaller than the adhesion coefficient between the tire and the road surface, with a common value of 0.6g). If the result is true, it means that the vehicle is currently operating in a condition close to instability, and the ADAS function has malfunctioned. At this time, the Electronic Stability Control (ESC) system needs to intervene. It is meaningless to perform fault detection within the ADAS system, so the fault detection algorithm ends the calculation directly.

[0092] It should be noted that when the fault signal f is set to true (i.e., 1), the first signal is output; when the fault signal f is set to false (i.e., 0), the second signal is output.

[0093] When a is less than the first threshold a threshold If the vehicle is running smoothly, the fault detection algorithm will continue with subsequent calculations.

[0094] The next step is to detect the sideslip angle. The front wheel steering angle δ is calculated from the steering wheel angle signal. f , where n is the steering system transmission ratio.

[0095]

[0096] Calculate the front wheel slip angle α f Rear wheel slip angle α r

[0097]

[0098]

[0099] If the front wheel slip angle α f Rear wheel slip angle α r If the size of any one of them exceeds the second threshold α threshold (The selected value is slightly less than the maximum front wheel steering angle, with a common value of 15 degrees). This indicates that the tires are experiencing severe sideslip. When the vehicle is running smoothly, the tires will not experience such a large degree of sideslip. Therefore, the fault signal f is set to true and output, and the calculation ends.

[0100] When the wheel slip angle is normal, the detection is performed based on the wheel slip ratio. The system is categorized into three scenarios based on whether the vehicle is currently driving or braking.

[0101] If the brake master cylinder pressure is greater than the third threshold p threshold (A pressure of 0.3-0.5 MPa is typically chosen) indicates that the vehicle is braking, which falls under the first scenario. Calculate the slip ratio of all four wheels (left front wheel slip ratio s). fl Right front wheel slip ratio s fr Left rear wheel slip ratio s rl Right rear wheel slip ratio s rr )

[0102]

[0103]

[0104]

[0105]

[0106] Where R is the wheel radius, t is the vehicle track width, and the average of these values ​​is taken.

[0107]

[0108] If s mea Greater than the threshold s threshold1 (If the slip ratio is selected to be slightly greater than the average of the peak longitudinal forces of the four wheels, with a common value of 0.3), it indicates that the wheel is operating in an unstable range and tends to lock up. This situation will not occur when the vehicle is running smoothly, indicating that the observation result is incorrect. Therefore, the fault signal f is set to true and output, and the calculation ends. Conversely, if the sideslip angle detection and slip ratio detection are normal, the fault signal is set to false and output, and the calculation ends.

[0109] In the second scenario, if the brake master cylinder pressure is less than p threshold Then determine whether the engine indicated torque is greater than the fourth threshold M. threshold (Usually selected as 25Nm-50Nm), if true, it means that the wheel is driving. The slip ratio of the driven wheel is calculated using the same method and averaged. Taking the rear wheel as the driven wheel as an example.

[0110]

[0111] If s mean2 Greater than s threshold2 If the value is 0.02-0.03 (usually selected), it indicates that there is significant longitudinal slippage on the driven wheel, which will not occur when the vehicle is running smoothly. Therefore, the fault signal f is set to true and output, ending the calculation. Conversely, if the value is not true, there are no abnormalities in the sideslip angle detection and slip ratio detection, the fault signal f is set to false and output, ending the calculation.

[0112] It should be noted that whether the formula for calculating the slip ratio of the second wheel uses the front two wheels or the rear two wheels depends on the vehicle's drive system. For a front-wheel drive vehicle, the rear two wheels are the driven wheels and are used in the calculation. For a rear-wheel drive vehicle, the front two wheels are the driven wheels and are used in the calculation. For a four-wheel drive vehicle, all wheels are drive wheels, and the formula for calculating the slip ratio of the second wheel can be the same as that for the first and third wheel slip ratios.

[0113] In the third scenario, if the brake master cylinder pressure is less than p threshold And the engine's indicated torque is less than M. threshold If the slip ratio is 0, it means the vehicle is currently coasting. Using the same method, calculate the slip ratio of the four wheels and take the average.

[0114]

[0115] If s mean Greater than s threshold3 If the value is 0.03-0.05 (usually selected), it indicates that there is significant longitudinal slip of the wheel, which would not occur when the vehicle is coasting. Therefore, the fault signal f is set to true and output, ending the calculation. Conversely, if the value is not true, there are no abnormalities in the sideslip angle detection and slip ratio detection, the fault signal f is set to false and output, ending the calculation.

[0116] The fault detection algorithm in this application is applicable to all working conditions of ADAS. It can detect faults in the estimation results of lateral vehicle speed, longitudinal vehicle speed, and yaw rate. In non-emergency conditions, such as severe skidding or rollover, the probability of ADAS encountering such extreme conditions when it is turned on is extremely low. It does not need to be combined with other auxiliary algorithms to deal with a few rare cases, and is highly efficient.

[0117] In particular, the method proposed in this application relies on few vehicle and road parameters, and these parameters are easy to obtain. This reduces the workload of calibration when matching the algorithm with real vehicles, and makes it less susceptible to parameter disturbances caused by different working conditions during actual use, thus exhibiting strong robustness.

[0118] Furthermore, the wheel speed signal, inertial measurement unit signal, steering wheel angle information, engine indicated torque, and brake master cylinder pressure information required by this application are all information that can be obtained in the chassis domain, and the measurement technology of these signals is quite mature and reliable, and has been widely used in mass-produced models. Therefore, they are low in cost, safe and reliable, and easy to upgrade and apply on the existing architecture.

[0119] This application uses the observation to be detected to calculate the degree of lateral slip of the wheel, and infers whether the observation to be detected used to calculate the degree of lateral slip of the wheel is reasonable based on the assumption that the wheel will hardly slip when the vehicle is driving smoothly with small acceleration.

[0120] This application is not limited to four-wheeled passenger cars. After modifying the vehicle's geometric parameters and the selection of thresholds, multi-axle vehicles or construction machinery can still use this method to detect faults in the vehicle motion state estimation module. Furthermore, this application is not limited to vehicles driven by internal combustion engines and hydraulic brakes. For vehicles driven by electric motors and other braking principles, the method provided in this application remains valid after replacing the brake master cylinder pressure and engine indicated torque with equivalent variables and modifying the thresholds. In addition, the sensor scheme in the method provided in this application is only one of several optional schemes. For example, the steering wheel angle sensor can be replaced with a wheel angle sensor, a power steering motor angle sensor, or any measurement scheme that can be used to determine whether steering is occurring and to calculate the wheel angle.

[0121] The following example illustrates the vehicle fault detection method proposed in this invention using the application of the method provided in this application on a passenger vehicle. The subject of this embodiment is a front-axle steering, rear-wheel drive family sedan. Initially, it travels in a straight line at a constant speed of 10 km / h. At the 137th second, a step input is applied to the steering wheel, and the vehicle begins to turn. The data measured during the above test are as follows: Figures 4 to 9 (Inertial measurement unit signal such as) Figure 4 The brake master cylinder pressure and the engine indicated torque signal are as follows: Figure 5 Wheel angle signal, such as Figure 6 The original wheel speed signal is as follows Figure 7 The observation results to be detected and their true values ​​are as follows: Figure 8 and Figure 9It can be seen that the observed vehicle motion state deviates from the actual motion state between 137 and 140 seconds and between 144 and 146 seconds. Next, the vehicle motion state observation fault detection method proposed in this invention is used to detect faults in the observation results of this experiment. If the algorithm proposed in this invention can output a fault signal of 1 around 137 to 140 seconds and around 144 to 146 seconds, then the method proposed in this invention is effective.

[0122] Calculate and determine whether the vehicle's acceleration 'a' is greater than 0.4g. In this embodiment, the first threshold is set to 0.4. The result is as follows: Figure 10 It can be seen that none of them meet the requirement that acceleration a is greater than 0.4g, so the subsequent fault detection steps will continue.

[0123] The wheel angle is calculated from the steering wheel angle, and based on the result, the wheel slip angle is calculated and determined to be greater than 15 degrees. The wheel slip angle calculation result is as follows: Figure 11 It can be seen that the wheel slip angle exceeded 15 degrees between 157.5 and 157.7 seconds, indicating significant sideslip, and the fault signal f output 1. During the remaining time periods, the wheel slip angle was less than 15 degrees, and further testing continued. As mentioned earlier, Figure 8 and Figure 9 The estimated vehicle motion state deviates significantly from the actual value only between 137 and 140 seconds and between 144 and 146 seconds. Regarding the fault detection algorithm's determination that the observation results between 157.5 and 157.7 seconds are abnormal, resulting in a fault signal f output of 1, the longitudinal vehicle speed is very small at this time. Therefore, even a small error in the lateral vehicle speed will cause a significant error in the ratio of the two (the ratio of the two is a commonly used physical quantity in vehicle dynamics control, the sideslip angle β). Therefore, it is reasonable and meaningful to determine that the observation results between 157.5 and 157.7 seconds are faulty.

[0124] Slip ratio detection is performed, specifically calculating the slip ratio of all four wheels. Based on drive and braking related signals (engine indicated torque signal and brake master cylinder pressure signal), it is determined which of the above-described scenarios it falls under, and the corresponding average slip ratio s is calculated. mean s mean2 s mean ,like Figure 12 The result of the fault detection is obtained by comparing it with the threshold.

[0125] Summarize the fault detection results as follows: Figure 13This is the final output of the algorithm. It can be seen that the algorithm can successfully detect the deviations between the estimated and actual values ​​of the vehicle's motion state mentioned earlier from seconds 137 to 140 and from seconds 144 to 146. Furthermore, it can detect potential errors in calculating the sideslip angle β using the ratio of lateral and longitudinal vehicle speeds from seconds 130 to 131 and from seconds 153 to 158 (due to the very small longitudinal vehicle speed).

[0126] In summary, this embodiment demonstrates that the vehicle fault detection method proposed in this invention is effective.

[0127] Figure 14 A structural diagram of the vehicle motion state observation and fault detection device provided in an embodiment of this application is shown. Figure 14 As shown, the vehicle motion state observation fault detection device 400 includes:

[0128] The first acquisition module 401 is used to acquire the observations of the vehicle, including the lateral speed, longitudinal speed and yaw rate of the vehicle.

[0129] The second acquisition module 402 is used to acquire the degree of lateral slippage of the vehicle's wheels based on the observations.

[0130] The output module 403 is used to output a target signal based on the relationship between the lateral slip of the wheel and a preset threshold. The target signal is used to determine whether there is a fault in the observation.

[0131] Optionally, the second acquisition module 402 includes:

[0132] The first calculation module is used to calculate the front wheel slip angle and the rear wheel slip angle of the vehicle based on the lateral vehicle speed, the longitudinal vehicle speed and the yaw rate when the acceleration of the vehicle is less than a first threshold, wherein the degree of wheel slip is characterized by at least one of the front wheel slip angle and the rear wheel slip angle.

[0133] Output module 403 includes:

[0134] The first output module is configured to output a first signal if at least one of the front wheel slip angle and the rear wheel slip angle is greater than a second threshold. The first signal is used to indicate that there is a fault in the observation.

[0135] Optionally, the output module 403 also includes:

[0136] A determination submodule is used to determine the wheel slip ratio of the vehicle based on target information if both the front wheel slip angle and the rear wheel slip angle are less than or equal to the second threshold. The target information includes at least one of the brake master cylinder pressure and the engine indicated torque.

[0137] The second output module is used to output the target signal based on the wheel slip ratio.

[0138] Optionally, submodules are defined, including:

[0139] The first calculation unit is used to calculate the first wheel slip ratio of the vehicle if the brake master cylinder pressure is greater than the third threshold.

[0140] The second output module includes:

[0141] The first output unit is configured to output the first signal if the slip ratio of the first wheel is greater than the first slip ratio threshold.

[0142] The second output unit is configured to output a second signal if the slip ratio of the first wheel is less than or equal to the slip ratio threshold, the second signal being used to indicate that there is no fault in the observed measurement.

[0143] Optionally, submodules are defined, including:

[0144] The acquisition unit is used to acquire the engine indicated torque if the brake master cylinder pressure is less than a third threshold.

[0145] The second calculation unit is used to calculate the second wheel slip ratio of the vehicle driven wheel if the engine indicated torque is greater than the fourth threshold.

[0146] The second output module includes:

[0147] The third output unit is used to output the first signal if the slip ratio of the second wheel is greater than the second slip ratio threshold.

[0148] The fourth output unit is used to output a second signal if the second wheel slip ratio is less than or equal to the second slip ratio threshold. The second signal is used to indicate that there is no fault in the observed measurement.

[0149] Optionally, submodules are defined, including:

[0150] The third calculation unit is used to calculate the third wheel slip ratio of the vehicle if the brake master cylinder pressure is less than a third threshold and the engine indicated torque is less than a fourth threshold.

[0151] The second output module includes:

[0152] The fifth output unit is used to output the first signal if the slip ratio of the third wheel is greater than the third slip ratio threshold.

[0153] The sixth output unit is used to output a second signal if the slip ratio of the third wheel is less than or equal to the third slip ratio threshold. The second signal is used to indicate that there is no fault in the observed measurement.

[0154] Optionally, the slip ratio of the first wheel or the slip ratio of the third wheel is determined according to the following expression:

[0155]

[0156] Among them, the slip ratio of the left front wheel

[0157] Right front wheel slip ratio

[0158] Left rear wheel slip ratio

[0159] Right rear wheel slip ratio

[0160] Front wheel steering angle

[0161] V x V represents the longitudinal vehicle speed. y For lateral vehicle speed, degrees, ω fl ω represents the rotational speed of the left front wheel. fr ω represents the rotational speed of the right front wheel. rl ω represents the rotational speed of the left rear wheel. rr Where n is the right rear wheel speed, δ is the steering system transmission ratio, R is the steering wheel angle, t is the wheel radius, and L is the vehicle track width. a This is the distance from the vehicle's center of gravity to the front axle.

[0162] Optionally, the second wheel slip ratio s mean2 Determined based on the following expression:

[0163]

[0164] Among them, s rl s rr These are the slip ratios of the two driven wheels of the vehicle, respectively.

[0165] The vehicle motion state observation fault detection device 400 provided in this application embodiment can realize all the processes implemented in the aforementioned vehicle motion state observation fault detection method embodiment and achieve the same technical effect. To avoid repetition, it will not be described again here.

[0166] Figure 15 A schematic diagram of the hardware structure of the vehicle motion state observation fault detection method provided in an embodiment of this application is shown.

[0167] An electronic device may include a processor 601 and a memory 602 storing computer program instructions.

[0168] Specifically, the processor 601 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0169] Memory 602 may include mass storage for data or instructions. For example, and not limitingly, memory 602 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 602 may include removable or non-removable (or fixed) media. Where appropriate, memory 602 may be internal or external to the integrated gateway disaster recovery device. In a particular embodiment, memory 602 is non-volatile solid-state memory.

[0170] Memory may include read-only memory (ROM), random access memory (RAM), disk storage media devices, optical storage media devices, flash memory devices, and electrical, optical, or other physical / tangible memory storage devices. Therefore, typically, memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to the first aspect of this disclosure.

[0171] The processor 601 reads and executes computer program instructions stored in the memory 602 to implement any of the vehicle motion state observation fault detection methods in the above embodiments.

[0172] In one example, the electronic device may also include a communication interface 603 and a bus 610. For example, Figure 15 As shown, the processor 601, memory 602, and communication interface 603 are connected through bus 610 and complete communication with each other.

[0173] The communication interface 603 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0174] Bus 610 includes hardware, software, or both, that couples components of a vehicle motion state observation fault detection method together. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 610 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, any suitable bus or interconnect is contemplated herein.

[0175] Furthermore, in conjunction with the vehicle motion state observation fault detection method in the above embodiments, this application embodiment can provide a computer-readable storage medium for implementation. This computer-readable storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement any of the vehicle motion state observation fault detection methods in the above embodiments.

[0176] It should be clarified that this application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of this application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of this application.

[0177] The functional blocks shown in the above-described structural diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments can be stored on a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried on a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer networks such as the Internet, intranets, etc.

[0178] It should also be noted that the exemplary embodiments mentioned in this application describe methods or systems based on a series of steps or apparatus. However, this application is not limited to the order of the above steps; that is, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously.

[0179] The aspects of this disclosure have been described above with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block in the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that these instructions, executable via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions / actions specified in one or more blocks of the flowchart illustrations and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It is also understood that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by special-purpose hardware performing the specified functions or actions, or can be implemented by a combination of special-purpose hardware and computer instructions.

[0180] The above description is merely a specific implementation of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A method for detecting faults in vehicle motion state observation, characterized in that, The method includes: Acquire observations of the vehicle, including the vehicle's lateral speed, longitudinal speed, and yaw rate; Based on the observations, the degree of lateral slippage of the vehicle's wheels is obtained; Based on the relationship between the degree of lateral slippage of the wheel and a preset threshold, a target signal is output, which is used to determine whether the observed measurement has a fault. The step of obtaining the degree of lateral wheel slip of the vehicle based on the observations includes: When the acceleration of the vehicle is less than a first threshold, the front wheel slip angle and the rear wheel slip angle of the vehicle are calculated based on the lateral vehicle speed, the longitudinal vehicle speed and the yaw rate, wherein the degree of lateral wheel slip is characterized by at least one of the front wheel slip angle and the rear wheel slip angle. The step of outputting a target signal based on the relationship between the lateral slippage of the wheel and a preset threshold includes: If at least one of the front wheel slip angle and the rear wheel slip angle is greater than the second threshold, a first signal is output, which is used to indicate that there is a fault in the observation.

2. The method according to claim 1, characterized in that, Based on the relationship between the lateral slippage of the wheel and a preset threshold, a target signal is output, and the method further includes: If both the front wheel slip angle and the rear wheel slip angle are less than or equal to the second threshold, then the wheel slip ratio of the vehicle is determined according to the target information, which includes at least one of the brake master cylinder pressure and the engine indicated torque. The target signal is output based on the wheel slip ratio.

3. The method according to claim 2, characterized in that, Based on the target information, determine the wheel slip ratio of the vehicle, including: If the brake master cylinder pressure is greater than the third threshold, then the first wheel slip ratio of the vehicle is calculated; The target signal is output based on the wheel slip ratio, including: If the slip ratio of the first wheel is greater than the first slip ratio threshold, then the first signal is output; If the slip ratio of the first wheel is less than or equal to the slip ratio threshold, a second signal is output, which indicates that there is no fault in the observed measurement.

4. The method according to claim 2, characterized in that, Based on the target information, determine the wheel slip ratio of the vehicle, including: If the brake master cylinder pressure is less than the third threshold, then the engine indicated torque is obtained; If the engine indicated torque is greater than the fourth threshold, then the second wheel slip ratio of the vehicle's driven wheel is calculated; The target signal is output based on the wheel slip ratio, including: If the slip ratio of the second wheel is greater than the second slip ratio threshold, then the first signal is output; If the second wheel slip ratio is less than or equal to the second slip ratio threshold, a second signal is output, which indicates that there is no fault in the observed measurement.

5. The method according to claim 2, characterized in that, Based on the target information, determine the wheel slip ratio of the vehicle, including: If the brake master cylinder pressure is less than the third threshold and the engine indicated torque is less than the fourth threshold, then the third wheel slip ratio of the vehicle is calculated. The target signal is output based on the wheel slip ratio, including: If the slip ratio of the third wheel is greater than the third slip ratio threshold, then the first signal is output; If the slip ratio of the third wheel is less than or equal to the third slip ratio threshold, a second signal is output, which indicates that there is no fault in the observed measurement.

6. The method according to claim 5, characterized in that, The third wheel slip ratio Determined based on the following expression: Among them, the slip ratio of the left front wheel ; Front wheel steering angle For longitudinal vehicle speed, The lateral speed is the speed of the vehicle. , Right front wheel speed, , Right rear wheel speed, where n is the steering system transmission ratio. Steering wheel angle, For the wheel radius, The wheelbase of the vehicle. This is the distance from the vehicle's center of gravity to the front axle. ω represents the yaw rate.

7. The method according to claim 4, characterized in that, Second wheel slip ratio Determined based on the following expression: These are the slip ratios of the two driven wheels of the vehicle, respectively.

8. A vehicle motion state observation and fault detection device, characterized in that, The device includes: The first acquisition module is used to acquire the observations of the vehicle, including the longitudinal speed, lateral speed and yaw rate of the vehicle. The second acquisition module is used to acquire the degree of lateral slippage of the vehicle's wheels based on the observed measurements; The output module is used to output a target signal based on the relationship between the degree of lateral slip of the wheel and a preset threshold. The target signal is used to determine whether there is a fault in the observation. The second acquisition module includes: The first calculation module is used to calculate the front wheel slip angle and the rear wheel slip angle of the vehicle based on the lateral vehicle speed, the longitudinal vehicle speed and the yaw rate when the acceleration of the vehicle is less than a first threshold, wherein the degree of lateral slip of the wheel is characterized by at least one of the front wheel slip angle and the rear wheel slip angle. The output module includes: The first output module is configured to output a first signal if at least one of the front wheel slip angle and the rear wheel slip angle is greater than a second threshold. The first signal is used to indicate that there is a fault in the observation.

9. An electronic device, characterized in that, The device includes a processor and a memory storing computer program instructions, wherein the processor, when executing the computer program instructions, implements the method as described in any one of claims 1-7.

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