Hydraulic failure identification methods, devices, electronic equipment and storage media

Abstract

This application relates to a hydraulic failure identification method, apparatus, electronic device, storage medium, and computer program product. The method includes: acquiring vehicle signals during vehicle operation; the vehicle signals include real-time vehicle speed, engine parameters, and steering wheel parameters; when the vehicle signals are valid, determining the current driving scenario of the vehicle, the current driving scenario including at least one of a fault driving scenario, a high-speed driving scenario, or a low-speed driving scenario; based on the current driving scenario, extracting data matching the current driving scenario from the vehicle signals, and performing hydraulic failure identification on the vehicle based on the extracted data to determine whether the vehicle is in a hydraulic failure state. This method can improve the accuracy of hydraulic failure judgment.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to a hydraulic failure identification method, device, electronic device, storage medium, and computer program product. Background Technology

[0002] As the commercial vehicle market continues to develop, drivers are increasingly focusing on handling and driving safety while meeting daily cargo transportation needs. At the same time, functional safety regulations for commercial vehicles have set requirements for steering function in the event of power steering failure.

[0003] For commercial vehicles, due to the high steering resistance, hydraulic power steering is generally used to assist the driver in steering. When hydraulic power steering fails, it is difficult for the driver to perform normal steering operations using only manual force. The traditional method is to add an emergency hydraulic device, making the entire power steering system a dual-circuit hydraulic power steering system. However, this system is relatively complex and costly.

[0004] To address these issues, commercial vehicles currently employ electro-hydraulic power steering systems. These systems add a power steering motor to the existing hydraulic power steering system, simply using hand force and steering wheel angle to determine the hydraulic failure mode. However, the current method's criteria are rather vague, making it difficult to accurately determine whether the vehicle is in a hydraulic failure mode, thus compromising steering safety during daily driving. Summary of the Invention

[0005] Therefore, it is necessary to provide a hydraulic failure identification method, device, electronic device, computer-readable storage medium, and computer program product that can improve the accuracy of hydraulic failure judgment in response to the above-mentioned technical problems.

[0006] In a first aspect, this application provides a hydraulic failure identification method, including:

[0007] Acquire vehicle signals during vehicle operation; the vehicle signals include real-time vehicle speed, engine parameters, and steering wheel parameters;

[0008] When the vehicle signal is a valid signal, the current driving scenario of the vehicle is determined, and the current driving scenario includes at least one of the following: a fault driving scenario, a high-speed driving scenario, or a low-speed driving scenario.

[0009] Based on the current driving scenario, data matching the current driving scenario is extracted from the vehicle signal, and based on the extracted data, hydraulic failure identification is performed on the vehicle to determine whether the vehicle is in a hydraulic failure state.

[0010] In one embodiment, determining the current driving scenario of the vehicle includes: when the fault flag is a first identifier, determining the current driving scenario of the vehicle as a fault driving scenario; when the fault flag is a second identifier, comparing the real-time vehicle speed with a first preset vehicle speed threshold to obtain a comparison result; if the comparison result indicates that the real-time vehicle speed reaches the first preset vehicle speed threshold, then determining the current driving scenario of the vehicle as a high-speed driving scenario; if the comparison result indicates that the real-time vehicle speed does not reach the first preset vehicle speed threshold, then determining the current driving scenario of the vehicle as a low-speed driving scenario.

[0011] In one embodiment, the current driving scenario includes a fault driving scenario; the data extracted from the vehicle signal that matches the fault driving scenario includes real-time vehicle speed and engine parameters; the step of performing hydraulic failure identification on the vehicle based on the extracted data to determine whether the vehicle is in a hydraulic failure state includes:

[0012] When the engine parameters meet the preset engine parameter conditions and the real-time vehicle speed is greater than the second preset vehicle speed threshold, the cumulative time parameter of the vehicle is determined.

[0013] If the cumulative time parameter is greater than the first time threshold, then the vehicle is determined to be in a hydraulic failure state.

[0014] In one embodiment, the current driving scenario includes a low-speed driving scenario; the data extracted from the vehicle signal that matches the low-speed driving scenario includes steering wheel parameters, which include steering wheel speed, steering wheel torque, and steering wheel angle;

[0015] The step of identifying hydraulic failure in the vehicle based on the extracted data to determine whether the vehicle is in a hydraulic failure state includes:

[0016] In a low-speed driving scenario, if the duration of the state where the steering wheel angle is less than a preset steering wheel angle threshold, the steering wheel torque is less than or equal to the steering wheel range, the steering wheel torque is greater than a preset steering wheel torque threshold, and the steering wheel speed is less than a preset steering wheel speed threshold is greater than a second time threshold, then the vehicle is determined to be in a hydraulic failure state.

[0017] In one embodiment, the current driving scenario includes a low-speed driving scenario; the data extracted from the vehicle signal that matches the low-speed driving scenario includes steering wheel parameters, which include steering wheel torque.

[0018] The step of performing hydraulic failure identification on the vehicle based on the extracted data to determine whether the vehicle is in a hydraulic failure state further includes:

[0019] In low-speed driving scenarios, if the duration of the state where the steering wheel torque is greater than the steering wheel range exceeds a third time threshold, then the vehicle is determined to be in a hydraulic failure state.

[0020] In one embodiment, the vehicle driving scenario includes a high-speed driving scenario; the step of performing hydraulic failure identification on the vehicle based on the extracted data to determine whether the vehicle is in a hydraulic failure state includes:

[0021] In high-speed driving scenarios, based on the extracted data, the cumulative number of times the vehicle enters supplementary emergency conditions within each judgment period is determined;

[0022] When the number of occurrences reaches a threshold, the vehicle is determined to be in a state of hydraulic failure.

[0023] In one embodiment, the data extracted from the vehicle signal that matches the low-speed driving scenario includes engine parameters and real-time vehicle speed; the engine parameters include engine torque and engine speed; and in the high-speed driving scenario, based on the extracted data, determining the cumulative number of times the vehicle enters the supplementary emergency condition within each determination period includes at least one of the following:

[0024] First item,

[0025] When the engine torque and the real-time vehicle speed meet the preset first supplementary emergency condition entry conditions in any judgment period, the number of times the vehicle enters the supplementary emergency condition is incremented by one to obtain the first count, and the first count is determined as the cumulative number of times the vehicle enters the supplementary emergency condition in each judgment period.

[0026] The second item,

[0027] When the engine speed and the real-time vehicle speed meet the preset second supplementary emergency condition entry conditions within any judgment period, the number of times the vehicle enters the supplementary emergency condition is incremented by one to obtain the second count, and this second count is determined as the cumulative number of times the vehicle enters the supplementary emergency condition within each judgment period. In one embodiment, when the vehicle is in a hydraulic failure state, the motor assist is obtained based on a lookup table of steering wheel torque, and the control strategy of the assist motor is determined according to the motor assist.

[0028] Secondly, this application also provides a hydraulic failure identification device, comprising:

[0029] The vehicle signal acquisition module is used to acquire vehicle signals during vehicle operation; the vehicle signals include real-time vehicle speed, engine parameters, and steering wheel parameters.

[0030] The driving scenario determination module is used to determine the current driving scenario of the vehicle when the vehicle signal is a valid signal. The current driving scenario includes at least one of a fault driving scenario, a high-speed driving scenario, or a low-speed driving scenario.

[0031] The hydraulic failure detection module is used to extract data matching the current driving scenario from the vehicle signal, and to perform hydraulic failure identification on the vehicle based on the extracted data to determine whether the vehicle is in a hydraulic failure state.

[0032] Thirdly, this application also provides an electronic device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of the above-described hydraulic failure identification method.

[0033] Fourthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the above-described hydraulic failure identification method.

[0034] Fifthly, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the above-described hydraulic failure identification method.

[0035] The aforementioned hydraulic failure identification method, device, electronic equipment, storage medium, and computer program product acquire vehicle signals during vehicle operation. These vehicle signals include real-time vehicle speed, engine parameters, and steering wheel parameters. When a vehicle signal is valid, the current driving scenario is determined, including at least one of a fault driving scenario, a high-speed driving scenario, or a low-speed driving scenario. Based on the current driving scenario, data matching the current driving scenario is extracted from the vehicle signals. Based on the extracted data, hydraulic failure identification is performed to determine whether the vehicle is in a hydraulic failure state. In the hydraulic failure identification process, by acquiring vehicle signals and determining the current driving scenario when the signals are valid, and then extracting matching data from the vehicle signals based on the determined current driving scenario, hydraulic failure identification can be performed specifically according to the current driving scenario, thereby improving the accuracy of hydraulic failure identification. Attached Figure Description

[0036] To more clearly illustrate the technical solutions in the embodiments or related technologies of this application, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0037] Figure 1 This is a flowchart illustrating a hydraulic failure identification method in one embodiment;

[0038] Figure 2 This is a flowchart of a hydraulic failure identification method in one embodiment;

[0039] Figure 3 This is a flowchart illustrating the hydraulic failure identification process in a faulty driving scenario, as shown in one embodiment.

[0040] Figure 4 This is a schematic diagram of the hydraulic failure identification process in a low-speed driving scenario in one embodiment;

[0041] Figure 5 This is a schematic diagram of the hydraulic failure identification process in a high-speed driving scenario in one embodiment;

[0042] Figure 6 This is a structural block diagram of a hydraulic failure detection device in one embodiment;

[0043] Figure 7 This is a diagram of the internal structure of an electronic device in one embodiment. Detailed Implementation

[0044] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0045] The hydraulic failure identification method provided in this application can be applied to electronic devices, such as controllers in vehicles. In one embodiment, the electronic device acquires vehicle signals during vehicle operation; these signals include real-time vehicle speed, engine parameters, and steering wheel parameters; when the vehicle signals are valid, the current driving scenario is determined, which may include at least one of a fault driving scenario, a high-speed driving scenario, or a low-speed driving scenario; based on the current driving scenario, data matching the current driving scenario is extracted from the vehicle signals, and hydraulic failure identification is performed on the vehicle based on the extracted data to determine whether the vehicle is in a hydraulic failure state.

[0046] In one exemplary embodiment, such as Figure 1 As shown, a hydraulic failure identification method is provided. Taking the application of this method to an electronic device as an example, the method includes the following steps 102 to 106. Wherein:

[0047] Step 102: Acquire vehicle signals during vehicle operation; vehicle signals include real-time vehicle speed, engine parameters, and steering wheel parameters.

[0048] Engine parameters describe the engine's state and performance, such as engine speed and torque. Steering wheel parameters describe the performance and state of the vehicle's steering wheel, such as steering wheel speed, steering wheel torque, and steering wheel angle.

[0049] Specifically, electronic devices can acquire vehicle signals during driving and analyze these signals to obtain real-time vehicle speed, engine parameters, and steering wheel parameters. For example, if an electronic device acquires an engine speed signal and, when the engine speed signal is valid, analyzes it to obtain the engine speed.

[0050] Step 104: When the vehicle signal is a valid signal, determine the current driving scenario of the vehicle. The current driving scenario includes at least one of the following: fault driving scenario, high-speed driving scenario, or low-speed driving scenario.

[0051] The current driving scenario refers to the vehicle's current driving state. A fault driving scenario refers to a situation where the vehicle system is in a fault state. A high-speed driving scenario refers to a situation where the vehicle's real-time speed is within a set high-speed range when it is not in a fault state, and a low-speed driving scenario refers to a situation where the vehicle's real-time speed is within a set low-speed range when it is not in a fault state.

[0052] Specifically, when the vehicle signal is valid, the electronic equipment can determine whether the vehicle system is in a fault state by using multiple vehicle signals such as engine parameters. If a fault state is determined, the current driving scenario is defined as a fault driving scenario. If a fault state is determined, the electronic equipment can further determine the vehicle speed, such as whether the speed has reached a preset speed threshold. If the speed reaches the preset speed threshold, the vehicle is determined to be in a high-speed driving scenario; if the speed does not reach the preset speed threshold, the vehicle is determined to be in a low-speed driving scenario. The electronic equipment can also directly determine this using the speed indicator; this is not a limitation.

[0053] Step 106: Based on the current driving scenario, extract data matching the current driving scenario from the vehicle signal, and based on the extracted data, perform hydraulic failure identification on the vehicle to determine whether the vehicle is in a hydraulic failure state.

[0054] The data matched to the current driving scenario refers to data applicable to hydraulic failure identification under the corresponding driving scenario. Different driving scenarios require different data for hydraulic failure identification, thus allowing for targeted identification of hydraulic failure states under different driving scenarios, improving the accuracy of hydraulic failure identification.

[0055] In the aforementioned hydraulic failure identification method, vehicle signals during vehicle operation are acquired. These signals include real-time vehicle speed, engine parameters, and steering wheel parameters. When a vehicle signal is valid, the current driving scenario is determined, which may include at least one of a fault driving scenario, a high-speed driving scenario, or a low-speed driving scenario. Based on the current driving scenario, data matching the current driving scenario is extracted from the vehicle signals. Then, based on the extracted data, hydraulic failure identification is performed to determine whether the vehicle is in a hydraulic failure state. In the hydraulic failure identification process, by acquiring vehicle signals and determining the current driving scenario when the signals are valid, and then extracting matching data from the vehicle signals based on the determined current driving scenario, hydraulic failure identification can be performed specifically according to the current driving scenario, thereby improving the accuracy of hydraulic failure identification.

[0056] In an exemplary embodiment, determining the current driving scenario of the vehicle includes: when the fault flag bit is a first identifier, determining the current driving scenario of the vehicle as a fault driving scenario; when the fault flag bit is a second identifier, comparing the real-time vehicle speed with a first preset vehicle speed threshold to obtain a comparison result; if the comparison result is that the real-time vehicle speed reaches the first preset vehicle speed threshold, then determining the current driving scenario of the vehicle as a high-speed driving scenario; if the comparison result is that the real-time vehicle speed does not reach the first preset vehicle speed threshold, then determining the current driving scenario of the vehicle as a low-speed driving scenario.

[0057] The first identifier is used to characterize a fault, and the second identifier is used by the user to characterize a non-fault condition. When the fault flag is the first identifier, the current driving scenario is determined to be a fault driving scenario; when the fault flag is the second identifier, the current driving scenario is determined to be a non-fault driving scenario.

[0058] The first preset speed threshold is a set threshold used to determine the current actual vehicle speed driving scenario. When the real-time vehicle speed reaches the first preset speed threshold, the current driving scenario is determined to be a high-speed driving scenario; when the real-time vehicle speed does not reach the first preset speed threshold, the driving scenario is determined to be a low-speed driving scenario. The setting of the first preset speed threshold can be adaptively adjusted according to the actual situation of the vehicle, design parameters, etc., and this embodiment does not impose any restrictions.

[0059] In this embodiment, the electronic device first determines whether it is in a fault driving scenario. Only when it is determined that it is not in a fault driving scenario will it make a judgment on high-speed driving scenario or low-speed driving scenario based on the real-time vehicle speed. This allows the judgment to be made first for fault driving scenarios, thus protecting the safety of the driving process.

[0060] In some embodiments, the current driving scenario includes a fault driving scenario; the data extracted from the vehicle signal that matches the fault driving scenario includes real-time vehicle speed and engine parameters; based on the extracted data, hydraulic failure identification is performed on the vehicle to determine whether the vehicle is in a hydraulic failure state, including: when the engine parameters meet preset engine parameter conditions and the real-time vehicle speed is greater than a second preset vehicle speed threshold, determining the vehicle's cumulative time parameter; if the cumulative time parameter is greater than a first time threshold, then determining that the vehicle is in a hydraulic failure state.

[0061] The preset engine parameter conditions are set to determine whether the engine parameters are in a hydraulic failure state. The second preset vehicle speed threshold is set to determine whether the vehicle is in a hydraulic failure state by judging the real-time vehicle speed. The second preset vehicle speed threshold can be the same as or different from the first preset vehicle speed threshold, and its setting can be adaptively adjusted based on the accuracy of hydraulic failure judgment, the actual attributes of the vehicle, and driving conditions. The cumulative time parameter refers to the cumulative time during which the determined engine parameters meet the preset engine parameter conditions and the real-time vehicle speed is greater than the second preset vehicle speed threshold.

[0062] Specifically, engine parameters can include engine speed or a direct engine speed signal. Electronic equipment can be configured to determine if the vehicle is in a potential hydraulic failure state when the engine speed is below a set engine speed threshold, or when an error flag is displayed on the engine speed signal, and simultaneously the real-time vehicle speed exceeds a set second vehicle speed threshold. If the engine parameters meet preset engine parameter conditions, and the cumulative time for the real-time vehicle speed to exceed the vehicle speed threshold exceeds a set first time threshold, then the vehicle is considered to have experienced a hydraulic failure state.

[0063] In some embodiments, when determining the vehicle's cumulative time parameters, the electronic device can update the fault flag bit based on the fault flag bit. That is, when it is determined that the vehicle is in a potential hydraulic failure state, the fault flag bit is incremented by 1, and correspondingly, the cumulative time parameter is also incremented by 1. Specifically, this can be done by incrementing the previously accumulated time parameter by 1.

[0064] In this embodiment, the electronic device determines whether the vehicle is in a potential failure state by judging engine parameters and real-time vehicle speed. Generally, the oil pump is driven by the engine. If the engine signal fails, the probability of the hydraulic system failing at the same time is very high. Therefore, it can accurately determine whether the vehicle is in a hydraulic failure state. Furthermore, combined with the cumulative time parameter, if the cumulative time parameter is greater than the first time threshold, it is determined that the vehicle is in a hydraulic failure state.

[0065] In some embodiments, the current driving scenario includes a low-speed driving scenario; the data extracted from the vehicle signal that matches the low-speed driving scenario includes steering wheel parameters, which include steering wheel speed, steering wheel torque, and steering wheel angle; based on the extracted data, hydraulic failure identification is performed on the vehicle to determine whether the vehicle is in a hydraulic failure state, including: in the low-speed driving scenario, if the steering wheel angle is less than a preset steering wheel angle threshold, the steering wheel torque is less than or equal to the steering wheel range, the steering wheel torque is greater than a preset steering wheel torque threshold, and the duration of the state where the steering wheel speed is less than a preset steering wheel speed threshold is greater than a second time threshold, then the vehicle is determined to be in a hydraulic failure state.

[0066] Among them, electronic devices can set steering wheel angle threshold, steering wheel torque threshold, steering wheel range, and steering wheel speed threshold based on the actual driving conditions and actual parameters of the vehicle.

[0067] Specifically, in low-speed scenarios, if the driver's driving style is relatively conservative—meaning under small steering angles—and no sustained large hand force is detected, hydraulic failure can be determined using the following methods:

[0068] A hydraulic failure can be identified when the vehicle steering exhibits the following conditions for a duration exceeding a second time threshold: the steering wheel angle is less than a preset steering wheel angle threshold; the steering wheel torque is less than or equal to the steering wheel range; or the steering wheel torque exceeds a preset steering wheel torque threshold. Furthermore, the hydraulic failure state will not recover within the current driving cycle.

[0069] In this embodiment, the electronic device combines the vehicle's steering wheel parameters to determine whether the vehicle is experiencing hydraulic failure. This can be combined with the driver's driving operations in low-speed scenarios, thereby improving the accuracy of hydraulic failure detection.

[0070] In some embodiments, the current driving scenario includes a low-speed driving scenario; the data extracted from the vehicle signal that matches the low-speed driving scenario includes steering wheel parameters, the steering wheel parameters include steering wheel torque, and based on the extracted data, hydraulic failure identification is performed on the vehicle to determine whether the vehicle is in a hydraulic failure state, and further includes: in the low-speed driving scenario, if the duration of the state where the steering wheel torque is greater than the steering wheel range is greater than a third time threshold, then the vehicle is determined to be in a hydraulic failure state.

[0071] In low-speed driving scenarios, if the driver's driving style is aggressive (specifically, a sustained high steering force is detected at small steering angles), a hydraulic failure can be diagnosed as follows: if the steering wheel torque exceeds the steering wheel's range for a duration greater than a third time threshold, it can be considered a hydraulic failure. This failure will not recover within the current driving cycle.

[0072] In the above embodiments, the electronic device can combine the driver's actual driving style. If the judgment is still made according to the conservative driving judgment logic when the driving style is aggressive, there may be cases where failure scenarios are missed. Therefore, by directly judging the size of the steering wheel torque and the steering wheel range, it is possible to quickly and accurately determine whether the current state is in hydraulic failure.

[0073] In some embodiments, the vehicle driving scenario includes a high-speed driving scenario; based on the extracted data, hydraulic failure identification is performed on the vehicle to determine whether the vehicle is in a hydraulic failure state, including: in the high-speed driving scenario, based on the extracted data, determining the cumulative number of times the vehicle enters the supplementary emergency working condition within each determination period; when the number reaches the number threshold, it is determined that the vehicle is in a hydraulic failure state.

[0074] The supplementary emergency condition refers to a condition where the vehicle is in a near-hydraulic failure state. During vehicle operation, the system continuously checks whether the vehicle has entered the supplementary emergency condition, and the number of entries is accumulated each time it is confirmed. The determination period is a set time interval used to determine whether the vehicle has entered the supplementary emergency condition.

[0075] Specifically, in high-speed driving scenarios, the electronic device can determine whether the vehicle has entered a supplementary emergency condition in each decision cycle. If it is determined to be in a supplementary emergency condition, the electronic device can increment the count by 1. If the count reaches a threshold, the vehicle is determined to be in a hydraulic failure state. The threshold can be 20, 25, etc., and the actual threshold can be adaptively adjusted from the perspectives of efficiency, accuracy, etc.

[0076] In the above embodiments, the electronic device can determine whether the vehicle has entered a supplementary emergency condition in each determination cycle, so that when the number of times the vehicle enters a supplementary emergency condition reaches a threshold, it can accurately determine that the vehicle is in a failure state.

[0077] In some embodiments, the data extracted from vehicle signals that matches the low-speed driving scenario includes engine parameters and real-time vehicle speed; the engine parameters include engine torque and engine speed; in the high-speed driving scenario, based on the extracted data, the cumulative number of times the vehicle enters the supplementary emergency condition within each determination period is determined, including:

[0078] When the engine torque and real-time vehicle speed meet the preset first supplementary emergency condition entry conditions in any judgment period, the number of times the vehicle enters the supplementary emergency condition is incremented by one to obtain the first count, and the first count is determined as the cumulative number of times the vehicle enters the supplementary emergency condition in each judgment period.

[0079] The first supplementary emergency condition entry condition is set based on engine torque and real-time vehicle speed to determine whether the vehicle enters the supplementary emergency condition. Specifically, the computer equipment can determine that the vehicle has entered the supplementary emergency condition when it determines that the engine torque is greater than a preset engine torque and the real-time vehicle speed is greater than a preset vehicle speed. The number of times the vehicle has entered the supplementary emergency condition is incremented by one to obtain the first count, and the first count is determined as the cumulative number of times the vehicle has entered the supplementary emergency condition in each determination period.

[0080] In the above embodiments, the computer equipment can accurately determine whether the vehicle has entered a supplementary emergency working condition based on the vehicle's real-time speed and engine torque.

[0081] In some embodiments, the data extracted from the vehicle signal that matches the low-speed driving scenario includes engine parameters and real-time vehicle speed; the engine parameters include engine torque and engine speed; in the high-speed driving scenario, based on the extracted data, the cumulative number of times the vehicle enters the supplementary emergency condition within each determination period is determined, including: when the engine speed and real-time vehicle speed meet the preset second supplementary emergency condition entry conditions in any determination period, the number of times the vehicle enters the supplementary emergency condition is incremented by one to obtain the second number, and the second number is determined as the cumulative number of times the vehicle enters the supplementary emergency condition within each determination period.

[0082] The second supplementary emergency condition entry condition is set based on engine speed and real-time vehicle speed to determine whether the vehicle enters a supplementary emergency condition. Specifically, the computer equipment can determine that the vehicle has entered a supplementary emergency condition when the engine speed is less than a set engine speed threshold and the duration exceeds a set time threshold, and the real-time vehicle speed is greater than a set preset vehicle speed. The number of times the vehicle has entered the supplementary emergency condition is incremented by one to obtain a second count, which is then determined as the cumulative number of times the vehicle has entered the supplementary emergency condition within each determination period.

[0083] In the above embodiments, the computer equipment can accurately determine whether the vehicle has entered a supplementary emergency working condition based on the vehicle's real-time speed and engine speed.

[0084] In some embodiments, the hydraulic failure identification method further includes: when the vehicle is in a hydraulic failure state, obtaining the motor assist based on a lookup table of steering wheel torque, and determining the control strategy of the assist motor according to the motor assist.

[0085] Specifically, once the electronic equipment accurately determines the vehicle's hydraulic failure status, if the vehicle's hydraulic system is functioning normally (i.e., not in a hydraulic failure state), the power steering follows the normal control strategy. If a hydraulic system failure is detected, meaning the vehicle is in a hydraulic failure state, the power steering motor adopts an emergency power steering strategy. Under the emergency strategy, the power steering assist is adjusted based on the steering wheel effort required, according to a lookup table.

[0086] In the above embodiments, when the electronic device accurately determines that the vehicle is in a state of hydraulic failure, an appropriate emergency assistance strategy can be adopted. By looking up a table, the motor assistance can be determined to protect the safety of the driving process.

[0087] In some embodiments, reference Figure 2 The diagram shown is a flowchart of a hydraulic failure identification method in one embodiment. The specific implementation of the signal analysis and selection module is as follows: it receives steering wheel parameters, such as steering wheel speed and steering wheel torque, as well as vehicle signals such as vehicle speed and engine parameters. It then uses judgment logic to determine whether the received vehicle signals are valid. If any invalid signals are found, the system judgment for the current cycle is skipped. If the accumulated invalid signals exceed a certain duration, the system issues a signal fault alarm.

[0088] When the received signal is valid, the system can determine whether there is a fault in the vehicle system by using multiple signals such as engine parameters. It can also distinguish between high and low speed scenarios by using the vehicle speed signal, and output fault flags and speed range flags. The speed range flags can include high speed flags and low speed flags, thereby determining the fault driving scenario, low speed driving scenario, and high speed driving scenario. The system fault is a hydraulic failure module, and hydraulic failure judgment is performed for each driving scenario. When any hydraulic failure is determined to exist, emergency assistance is calculated through the emergency assistance model to provide emergency assistance control to the vehicle and ensure the driving safety of the system.

[0089] refer to Figure 3 As shown, Figure 2The specific implementation of the hydraulic failure analysis module for the mid-system fault position: When a system fault occurs, the system fault flag bit is 1, indicating a risk of engine speed signal failure. Because the oil pump in traditional commercial vehicles is driven by the engine, if the engine signal fails, the probability of simultaneous hydraulic system failure is high; therefore, failure analysis is necessary for this scenario. The judgment logic in this scenario is as follows: Figure 3 As shown. When the engine speed is below the set threshold or an error flag appears in the engine speed signal, while the vehicle speed signal is above the set threshold, this state is considered a potential hydraulic failure state. The fault flag is incremented by 1 and accumulated, and the accumulated time parameter is updated as the fault flag changes. When the engine speed is above the set threshold or no error flag appears in the engine speed signal, the fault flag is decremented by 1 and incremented, and the accumulated time parameter is updated as the fault flag changes. If the accumulated time of this state exceeds the set time threshold, the vehicle is considered to have experienced a hydraulic failure state.

[0090] When the system fault flag is 0, since the vehicle's steering characteristics differ at different speeds, this method distinguishes between hydraulic failure detection at high and low speeds. The vehicle speed is set as V1 as the speed threshold to differentiate between high-speed and low-speed driving.

[0091] The specific implementation of the low-speed hydraulic failure analysis module is as follows: When the vehicle speed is below V1, failure detection is performed on the vehicle's hydraulic system. Since different drivers will take different actions when hydraulic failure occurs during vehicle operation at low speeds, resulting in different vehicle states, this method employs two modes to detect low-speed hydraulic failures to prevent missed detections. The judgment logic is as follows: Figure 4 As shown.

[0092] When a driver has a conservative driving style, if the hydraulic system suddenly fails, the force applied to the steering wheel will not exceed the sensor's range, and the steering wheel speed will be very low. In this case, appropriate steering wheel speed thresholds Vs1, force threshold Th1, angle threshold Rh, and duration threshold T1 should be set. When the vehicle steering exhibits the following conditions and the duration exceeds T1, a hydraulic failure can be identified, and this failure state will not recover within the current driving cycle:

[0093] 1. Steering wheel speed is lower than Vs1;

[0094] 2. The steering wheel torque is greater than Th1;

[0095] 3. The absolute value of the steering wheel angle is less than Rh;

[0096] When a driver's driving style is aggressive, a hydraulic failure will cause a sharp increase in the force applied to the steering wheel, potentially exceeding the allowable range. This may result in a higher steering wheel rotation speed. If the previous judgment logic is applied, the failure scenario may be missed. In this case, if the force exceeds the allowable range and the accumulated time exceeds the set time threshold T2, a hydraulic failure can be identified. This failure state will not recover within the current driving cycle.

[0097] The specific implementation of the high-speed hydraulic failure analysis module is as follows: When the vehicle speed is greater than V1, the vehicle is determined to be in a high-speed driving state. The above-mentioned determination method in low-speed scenarios sets relatively strict judgment conditions for hydraulic failure to avoid misjudgment and thus avoid causing driver anxiety about vehicle performance. However, strict judgment conditions may lead to missed judgments in failure scenarios and delays in system function response. Hydraulic failure scenarios are more dangerous at high speeds, and situations where hydraulic system failures cannot be identified and power steering delays occur should be avoided.

[0098] Therefore, the determination of high-speed scenarios in this method is as follows. (Reference) Figure 5 As shown, there are two ways to determine whether the vehicle has entered a supplementary emergency condition: 1) When the torque sensor torque is greater than a preset torque, the vehicle speed signal is valid and greater than a preset vehicle speed, and this state continues for more than a time threshold, the vehicle's power assist status is determined to be abnormal, and the vehicle enters a supplementary emergency condition. In this case, the motor assist strategy is a suspected failure emergency assist strategy, where the motor assist is slightly less than in the emergency state. 2) When the engine speed is valid and less than a threshold, this state continues for more than a time threshold, and the vehicle speed is valid and greater than a vehicle speed threshold, the vehicle's power assist status is determined to be abnormal, and the vehicle enters a supplementary emergency condition. In this case, the motor assist strategy is a suspected failure emergency assist strategy, where the motor assist is slightly less than in the emergency state. This state can be recovered within the current driving cycle. This determination criterion can be used 20 times within a power-on cycle. When this determination occurs more than 20 times, the method considers the system's hydraulic power assist to be in a failed state, and the system adopts the motor assist value under the emergency assist strategy. In this case, the failed state will not recover within the current driving cycle.

[0099] The specific implementation of the emergency power assist calculation module is as follows: After accurately determining the status of the vehicle's hydraulic system, if the hydraulic system is working normally, the motor power assist follows the normal control strategy. If a hydraulic system failure is determined, the power assist motor adopts an emergency power assist strategy. Under the emergency strategy, the motor power assist is determined by looking up a table based on the steering wheel force required.

[0100] The hydraulic failure identification method provided in this application is low-cost and relatively safe and reliable. Without increasing the steering redundancy hydraulic mechanism, it can effectively prevent the driving risks caused by hydraulic failure and improve vehicle safety performance and handling stability.

[0101] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0102] Based on the same inventive concept, this application also provides a hydraulic failure identification device for implementing the hydraulic failure identification method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations in one or more embodiments of the hydraulic failure identification device provided below can be found in the limitations of the hydraulic failure identification method described above, and will not be repeated here.

[0103] In one exemplary embodiment, such as Figure 6 As shown, a hydraulic failure identification device is provided, including: a vehicle signal acquisition module 602, a driving scenario determination module 604, and a hydraulic failure judgment module 606, wherein:

[0104] The vehicle signal acquisition module 602 is used to acquire vehicle signals during vehicle operation; the vehicle signals include real-time vehicle speed, engine parameters, and steering wheel parameters.

[0105] The driving scenario determination module 604 is used to determine the current driving scenario of the vehicle when the vehicle signal is a valid signal. The current driving scenario includes at least one of a fault driving scenario, a high-speed driving scenario, or a low-speed driving scenario.

[0106] The hydraulic failure judgment module 606 is used to extract data matching the current driving scenario from the vehicle signal according to the current driving scenario, and to perform hydraulic failure identification on the vehicle based on the extracted data to determine whether the vehicle is in a hydraulic failure state.

[0107] In some embodiments, the driving scenario determination module 604 is further configured to: determine the current driving scenario of the vehicle as a fault driving scenario when the fault flag bit is a first identifier; and when the fault flag bit is a second identifier, compare the real-time vehicle speed with a first preset vehicle speed threshold to obtain a comparison result; if the comparison result indicates that the real-time vehicle speed reaches the first preset vehicle speed threshold, then determine the current driving scenario of the vehicle as a high-speed driving scenario; and if the comparison result indicates that the real-time vehicle speed does not reach the first preset vehicle speed threshold, then determine the current driving scenario of the vehicle as a low-speed driving scenario.

[0108] In some embodiments, the current driving scenario includes a fault driving scenario; the data extracted from the vehicle signal that matches the fault driving scenario includes real-time vehicle speed and engine parameters; the hydraulic failure judgment module 606 is further configured to determine the cumulative time parameter of the vehicle when the engine parameters meet the preset engine parameter conditions and the real-time vehicle speed is greater than a second preset vehicle speed threshold; if the cumulative time parameter is greater than a first time threshold, then the vehicle is determined to be in a hydraulic failure state.

[0109] In some embodiments, the current driving scenario includes a low-speed driving scenario; the data extracted from the vehicle signal that matches the low-speed driving scenario includes steering wheel parameters, which include steering wheel speed, steering wheel torque, and steering wheel angle; the hydraulic failure judgment module 606 is further configured to determine that the vehicle is in a hydraulic failure state if, in the low-speed driving scenario, the steering wheel angle is less than a preset steering wheel angle threshold, the steering wheel torque is less than or equal to the steering wheel range, the steering wheel torque is greater than a preset steering wheel torque threshold, and the duration of the state where the steering wheel speed is less than a preset steering wheel speed threshold is greater than a second time threshold.

[0110] In some embodiments, the current driving scenario includes a low-speed driving scenario; the data extracted from the vehicle signal that matches the low-speed driving scenario includes steering wheel parameters, the steering wheel parameters including steering wheel torque; the hydraulic failure judgment module 606 is further configured to determine that the vehicle is in a hydraulic failure state if, in the low-speed driving scenario, the duration of the state where the steering wheel torque is greater than the steering wheel range is greater than a third time threshold.

[0111] In some embodiments, the vehicle driving scenario includes a high-speed driving scenario; the hydraulic failure judgment module 606 is further configured to, in the high-speed driving scenario, determine, based on the extracted data, the cumulative number of times the vehicle enters a supplementary emergency condition within each judgment period; when the number reaches a threshold, determine that the vehicle is in a hydraulic failure state.

[0112] In some embodiments, the data extracted from the vehicle signal that matches the low-speed driving scenario includes engine parameters and real-time vehicle speed; the engine parameters include engine torque and engine speed. The hydraulic failure judgment module 606 is also used to increment the number of times the vehicle enters the supplementary emergency condition by one when the engine torque and the real-time vehicle speed meet the preset first supplementary emergency condition entry conditions in any judgment period, to obtain the first count, and to determine the first count as the cumulative number of times the vehicle enters the supplementary emergency condition in each judgment period.

[0113] In some embodiments, the data extracted from the vehicle signal that matches the low-speed driving scenario includes engine parameters and real-time vehicle speed; the engine parameters include engine torque and engine speed. The hydraulic failure judgment module 606 is also used to obtain motor assistance based on a lookup table of steering wheel torque when the vehicle is in a hydraulic failure state, and to determine the control strategy of the assist motor according to the motor assistance.

[0114] In some embodiments, the hydraulic failure identification device further includes a power assist motor control module; the power assist motor control module is used to obtain motor assistance based on a lookup table of steering wheel torque when the vehicle is in a hydraulic failure state, and to determine the control strategy of the power assist motor according to the motor assistance.

[0115] Each module in the aforementioned hydraulic failure detection device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the processor of the electronic device in hardware form or independent of it, or stored in the memory of the electronic device in software form, so that the processor can call and execute the corresponding operations of each module.

[0116] In one exemplary embodiment, an electronic device is provided, which may be a terminal, and its internal structure diagram may be as follows: Figure 7As shown, the electronic device includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. The processor provides computing and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The input / output interface is used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, NFC (Near Field Communication), or other technologies. When the computer program is executed by the processor, it implements a hydraulic failure identification method. The display unit is used to form a visually visible image and can be a display screen, projection device, or virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device of the electronic device can be a touch layer covering the display screen, or buttons, trackballs, or touchpads set on the casing of the electronic device, or external keyboards, touchpads, or mice, etc.

[0117] Those skilled in the art will understand that Figure 7 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the electronic device to which the present application is applied. The specific electronic device may include more or fewer components than shown in the figure, or combine certain components, or have different component arrangements.

[0118] In one exemplary embodiment, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of the hydraulic failure identification method described above.

[0119] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps of the hydraulic failure identification method described above.

[0120] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps of the hydraulic failure identification method described above. It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use, and processing of related data must comply with relevant regulations.

[0121] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments described above. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited to these.

[0122] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0123] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A hydraulic failure recognition method, characterized by, The method includes: Acquire vehicle signals during vehicle operation; the vehicle signals include real-time vehicle speed, engine parameters, and steering wheel parameters; When the vehicle signal is a valid signal, the current driving scenario of the vehicle is determined, and the current driving scenario includes at least one of the following: a fault driving scenario, a high-speed driving scenario, or a low-speed driving scenario. Based on the current driving scenario, data matching the current driving scenario is extracted from the vehicle signal. Based on the extracted data, hydraulic failure identification is performed on the vehicle to determine whether the vehicle is in a hydraulic failure state. Specifically, when the current driving scenario is a low-speed driving scenario, the data extracted from the vehicle signal matching the low-speed driving scenario includes steering wheel parameters. These steering wheel parameters include steering wheel speed, steering wheel torque, and steering wheel angle. Specifically, when the driver's driving style is conservative, if the steering wheel angle is less than a preset steering wheel angle threshold, the steering wheel torque is less than or equal to the steering wheel range, the steering wheel torque is greater than a preset steering wheel torque threshold, and the duration of the state where the steering wheel speed is less than a preset steering wheel speed threshold is greater than a second time threshold, then the vehicle is determined to be in a hydraulic failure state. When the driver's driving style is aggressive, if the duration of the state where the steering wheel torque is greater than the steering wheel range is greater than a third time threshold, then the vehicle is determined to be in a hydraulic failure state.

2. The method of claim 1, wherein, Determining the current driving scenario of the vehicle includes: When the fault flag is the first flag, the current driving scenario of the vehicle is determined to be a fault driving scenario; When the fault flag is the second flag, the comparison result is obtained by comparing the real-time vehicle speed with the first preset vehicle speed threshold. If the comparison result indicates that the real-time vehicle speed reaches the first preset vehicle speed threshold, then the current driving scenario of the vehicle is determined to be a high-speed driving scenario. If the comparison result indicates that the real-time vehicle speed has not reached the first preset vehicle speed threshold, then the current driving scenario of the vehicle is determined to be a low-speed driving scenario.

3. The method of claim 1, wherein, The current driving scenario includes a fault driving scenario; the data extracted from the vehicle signal that matches the fault driving scenario includes real-time vehicle speed and engine parameters; The step of identifying hydraulic failure in the vehicle based on the extracted data to determine whether the vehicle is in a hydraulic failure state includes: When the engine parameters meet the preset engine parameter conditions and the real-time vehicle speed is greater than the second preset vehicle speed threshold, the cumulative time parameter of the vehicle is determined. If the cumulative time parameter is greater than the first time threshold, then the vehicle is determined to be in a hydraulic failure state.

4. The method of claim 1, wherein, The current driving scenario includes a high-speed driving scenario; the step of performing hydraulic failure identification on the vehicle based on the extracted data to determine whether the vehicle is in a hydraulic failure state includes: In high-speed driving scenarios, based on the extracted data, the cumulative number of times the vehicle enters supplementary emergency conditions within each judgment period is determined; When the number of occurrences reaches a threshold, the vehicle is determined to be in a state of hydraulic failure.

5. The method according to claim 4, characterized in that, The data extracted from the vehicle signal that matches the low-speed driving scenario includes engine parameters and real-time vehicle speed; the engine parameters include engine torque and engine speed; in the high-speed driving scenario, based on the extracted data, the cumulative number of times the vehicle enters the supplementary emergency condition within each determination period is determined, including at least one of the following: First item, When the engine torque and the real-time vehicle speed meet the preset first supplementary emergency condition entry conditions in any judgment period, the number of times the vehicle enters the supplementary emergency condition is incremented by one to obtain the first count, and the first count is determined as the cumulative number of times the vehicle enters the supplementary emergency condition in each judgment period. The second item, When the engine speed and the real-time vehicle speed meet the preset second supplementary emergency condition entry conditions in any determination period, the number of times the vehicle enters the supplementary emergency condition is incremented by one to obtain the second count, and the second count is determined as the cumulative number of times the vehicle enters the supplementary emergency condition in each determination period.

6. The method according to claim 1, characterized in that, The method further includes: When the vehicle is in a state of hydraulic failure, the motor assist is obtained by looking up a table based on the steering wheel torque, and the control strategy of the assist motor is determined according to the motor assist.

7. A hydraulic failure identification device, characterized in that, The apparatus is applied to the hydraulic failure identification method according to any one of claims 1 to 6; the apparatus comprises: The vehicle signal acquisition module is used to acquire vehicle signals during vehicle operation; the vehicle signals include real-time vehicle speed, engine parameters, and steering wheel parameters. The driving scenario determination module is used to determine the current driving scenario of the vehicle when the vehicle signal is a valid signal. The current driving scenario includes at least one of a fault driving scenario, a high-speed driving scenario, or a low-speed driving scenario. The hydraulic failure detection module is used to extract data matching the current driving scenario from the vehicle signal, and to perform hydraulic failure identification on the vehicle based on the extracted data to determine whether the vehicle is in a hydraulic failure state.

8. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 6.

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