A collaborative control fault handling method and device for new energy vehicles

Abstract

The present application provides a method and device for handling collaborative control faults of new energy vehicles. The method provided in the present application is applied to the steering and braking integrated system of new energy vehicles, and the method includes: identifying the fault of the steering and braking integrated system of the new energy vehicle; if the fault of the steering and braking integrated system of the new energy vehicle is identified, cutting off the power of the whole vehicle and detecting the running speed; determining the fault working time of the brake compressor based on the running speed, and the fault working time is in a nonlinear positive relationship with the running speed; controlling the brake compressor to brake the fault working time. The method and device for handling collaborative control faults of new energy vehicles provided in the present application are used to perform scientific and effective processing when there is a fault in the coordinated control of steering and braking.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a method and device for handling collaborative control faults of new energy vehicles. Background Art

[0002] At present, with the rapid development of new energy vehicles, the integration of vehicle parts systems is becoming more and more advanced. Steering and braking are important parts of automobile safety, especially for heavy-duty vehicles. Due to the particularity of the complex working environment of the application scenarios, higher requirements are placed on the safety of the system. Therefore, under this background, researchers in this field have focused their research on developing a steering and braking power assist system with a simple structure, good steering and braking effects, and energy saving.

[0003] In the existing two-in-one steering and braking control system, since steering and braking are integrated together, when a component fails, the handling of the fault will become more complicated and time-consuming, greatly increasing the danger of vehicle driving. The existing design based on redundant backup can ensure that when the two-in-one steering and braking control system fails, the backup system will take over and safely stop for maintenance, but this method increases the complexity and cost of the system, and the backup system may also fail, affecting vehicle safety. Therefore, how to complete timely and accurate handling when a steering and braking collaborative control system fails has become a problem that needs to be solved urgently. Summary of the invention

[0004] In view of this, the present application provides a method and device for handling cooperative control faults of new energy vehicles, which are used to scientifically and effectively handle steering and braking cooperative control faults.

[0005] Specifically, the present application is implemented through the following technical solutions:

[0006] A first aspect of the present application provides a method for handling a collaborative control fault of a new energy vehicle, the method comprising:

[0007] Identifying a fault in the steering and braking integrated system of the new energy vehicle;

[0008] If a fault in the steering and braking integrated system of the new energy vehicle is identified, the power of the entire vehicle is cut off and the running speed is detected;

[0009] Determine the fault working time of the brake compressor based on the running speed, wherein the fault working time is in a nonlinear positive relationship with the running speed;

[0010] The brake compressor is controlled to brake the fault working time.

[0011] A second aspect of the present application provides a collaborative control fault processing device for a new energy vehicle, the device comprising an identification module, a detection module, a determination module and a control module; wherein:

[0012] The identification module is used to identify the fault of the steering and braking integrated system of the new energy vehicle;

[0013] The detection module is used to cut off the power of the whole vehicle and detect the running speed if a fault of the steering and braking integrated system of the new energy vehicle is identified;

[0014] The determination module is used to determine the fault working time of the brake compressor based on the operating speed, and the fault working time is in a nonlinear positive relationship with the operating speed;

[0015] The control module is used to control the braking working time of the brake compressor to brake the fault.

[0016] The third aspect of the present application provides a collaborative control fault handling device for a new energy vehicle, comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein when the processor executes the program, the steps of any one of the methods provided in the first aspect of the present application are implemented.

[0017] The fourth aspect of the present application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of any one of the methods provided in the first aspect of the present application.

[0018] The collaborative control fault handling method and device of the new energy vehicle provided by the present application firstly identifies the fault of the steering and braking integrated system of the new energy vehicle. If the fault of the steering and braking integrated system of the new energy vehicle is identified, the power of the whole vehicle is cut off, the running speed is detected, and then the fault working time of the brake compressor is determined based on the running speed. The fault working time and the running speed are in a nonlinear positive relationship. Finally, the brake compressor brake fault working time is controlled. In this way, when the fault of the steering and braking integrated system of the new energy vehicle is identified, the speed of the vehicle can be reduced in time by cutting off the power of the whole vehicle, ensuring that the speed of the vehicle does not increase after the fault occurs, thereby reducing the risk of accidents. Further, the time of the brake compressor is determined in combination with the running speed of the vehicle, and the vehicle is braked in time by the brake compressor to ensure that the vehicle can brake in time. In this way, since the running speed of the vehicle is different when the fault occurs, the forward thrust caused by inertia is different, and the time required for braking is also different, a reasonable braking time of the brake compressor can be provided by detecting the speed of the vehicle when the fault occurs. On the one hand, it can ensure that the vehicle stops safely and smoothly; on the other hand, the braking time of the steering and braking collaborative control system is optimized, and when a fault occurs, excessive braking is prevented from further damaging the steering and braking collaborative control system, thereby improving the safety of new energy vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 A schematic diagram of a steering and braking integration system shown as an exemplary embodiment of the present application;

[0020] Figure 2 A schematic diagram of a steering and braking integration system according to another exemplary embodiment of the present application;

[0021] Figure 3 A flowchart of Embodiment 1 of the collaborative control fault handling method for new energy vehicles provided in this application;

[0022] Figure 4 This is a schematic diagram showing the relationship between the fault working time and the running speed according to an exemplary embodiment of the present application;

[0023] Figure 5 A flowchart of Embodiment 2 of the collaborative control fault handling method for new energy vehicles provided in this application;

[0024] Figure 6 A flowchart of Embodiment 3 of the collaborative control fault handling method for new energy vehicles provided in this application;

[0025] Figure 7 A flowchart of Embodiment 4 of the collaborative control fault handling method for new energy vehicles provided in this application;

[0026] Figure 8 This is a structural schematic diagram of embodiment 1 of the collaborative control fault handling device for new energy vehicles provided in this application. DETAILED DESCRIPTION

[0027] Here, exemplary embodiments are described in detail, and examples thereof are shown in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application.

[0028] The terms used in this application are only for the purpose of describing specific embodiments and are not intended to limit this application. The singular forms of "a", "said" and "the" used in this application are also intended to include plural forms, unless the context clearly indicates other meanings. It should also be understood that the term "and / or" used in this article refers to and includes any or all possible combinations of one or more associated listed items.

[0029] It should be understood that although the terms first, second, third, etc. may be used in the present application to describe various information, these information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of the present application, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the word "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining".

[0030] The present application provides a method and device for handling cooperative control faults of new energy vehicles, which are used to scientifically and effectively handle steering and braking cooperative control faults.

[0031] Specific embodiments are given below to introduce the technical solution of the present application in detail.

[0032] The collaborative control fault processing method for new energy vehicles provided in this embodiment is applied to a steering and braking integrated system of a new energy vehicle, and the steering and braking integrated system includes:

[0033] Controller;

[0034] Drive motor;

[0035] A steering oil pump connected to the drive motor for steering;

[0036] a brake compressor connected to the drive motor for braking;

[0037] a cooling system connected to the brake compressor;

[0038] The driving motor is used to drive the steering oil pump and the brake compressor.

[0039] Figure 1 This is a schematic diagram of a steering and braking integrated system shown in an exemplary embodiment of the present application. Figure 1 The steering and braking integrated system provided in this embodiment is a key component applied to heavy-duty new energy vehicles. It should be noted that heavy-duty new energy vehicles may include new energy trucks, new energy buses and other vehicles.

[0040] Furthermore, the steering and braking integrated system includes a drive motor, a steering oil pump, a brake compressor and a cooling system. The drive motor provides power for the steering oil pump and the brake compressor to ensure the steering power and braking power of the vehicle. The steering and braking integrated system can formulate and execute a coordinated control strategy based on the real-time status of the vehicle and the real-time data of each component.

[0041] In specific implementation, the collaborative control strategy may include differentiated control of the working time of the brake compressor under different working conditions, optimization of the working sequence of the steering oil pump and the brake compressor, adjustment of the thermal management system, etc., to ensure the normal steering and braking functions of the vehicle, while reducing the energy consumption of the vehicle and improving the stability of the system.

[0042] In specific implementation, the steering oil pump works under the drive motor to ensure the power steering function of the vehicle. The brake compressor is used to generate compressed air when the vehicle needs compressed air, which is used for vehicle brakes, door pumps, air suspension and other systems that require compressed air drive.

[0043] Furthermore, the cooling system is responsible for dissipating heat from the brake compressor, ensuring that the brake compressor can operate within an appropriate temperature range and preventing performance degradation or damage caused by overheating.

[0044] Furthermore, the controller is the core component of the vehicle control system, responsible for coordinating and managing various subsystems and functions of the vehicle. In specific implementation, the controller transmits data and commands control with other components of the vehicle through communication protocols such as the vehicle network (CAN network) to ensure the coordinated work between various components.

[0045] It should be noted that the controller can make logical judgments and decisions based on the vehicle's operating state and the driver's input to control the vehicle's steering, braking, power output and other functions. For example, in one embodiment, when the driver steps on the accelerator pedal, the controller issues a control command to control the engine to accelerate the vehicle.

[0046] Furthermore, the controller can communicate with components such as the drive motor via the CAN bus to read data and send control instructions.

[0047] Figure 2 This is a schematic diagram of a steering and braking integrated system showing another exemplary embodiment of the present application. Figure 2 One end of the drive motor is connected to the steering oil pump, and the drive motor provides power to the steering oil pump; the other end of the drive motor is connected to the brake compressor through an electromagnetic clutch, and the transmission action of the electromagnetic clutch provides power to the brake compressor.

[0048] Furthermore, the specific type of the cooling system is determined according to actual needs, and is not limited in this embodiment. In specific implementation, the cooling system may include a water cooling system and an air cooling system.

[0049] It should be noted that the water cooling system flows through the brake compressor and the controller to cool the brake compressor and the controller, and the air cooling system works in conjunction with the water cooling system to cool the coolant in the water cooling system through the air cooling system.

[0050] Optionally, if the operation instruction of the new energy vehicle is steering, the driving motor drives the steering oil pump so that the new energy vehicle obtains steering power;

[0051] If the operation instruction of the new energy vehicle is braking, the driving motor drives the brake compressor to provide compressed air for braking of the new energy vehicle;

[0052] If the operation instruction of the new energy vehicle is steering and braking, the driving motor drives the steering oil pump so that the new energy vehicle obtains steering power, and then the driving motor drives the brake compressor to provide compressed air for braking of the new energy vehicle.

[0053] The following is a detailed introduction to the steering and braking integrated system:

[0054] Specifically, the drive motor is a motor that provides power to the steering oil pump and the brake compressor. It should be noted that the drive motor can be started when steering assistance or brake assistance is needed, and is usually in a standby state when steering assistance or brake assistance is not needed, so as to improve the energy efficiency of the whole vehicle.

[0055] Furthermore, the steering oil pump is a hydraulic pump that can provide auxiliary power to help the driver turn the steering wheel more easily. It should be noted that the steering oil pump can adjust the amount of power it provides according to driving conditions and the rotation speed of the steering wheel to improve the sensitivity and responsiveness of the steering. In specific implementation, the specific structure of the steering oil pump is selected according to actual needs, and this is not limited in this embodiment. For example, a gear pump, a vane pump or an axial piston pump can be selected as the steering oil pump according to the situation of the vehicle.

[0056] Furthermore, the brake compressor is used to inhale air from the outside and compress it to generate high-pressure air for the brake system, so as to provide braking assistance for heavy-duty new energy vehicles through compressed air. It should be noted that the brake compressor uses compressed air to brake the vehicle, which is more suitable for long-term and high-frequency use than hydraulic braking, and is suitable for the braking requirements of new energy heavy trucks.

[0057] Furthermore, the electromagnetic clutch is a device that uses electromagnetic force to engage and disengage a mechanical transmission system, and the electromagnetic clutch can be used to control the transmission and start and stop of power.

[0058] In specific implementation, when the vehicle needs compressed air, the electromagnetic clutch is turned on and the electromagnetic clutch electromagnetic coil is energized. At this time, the electromagnetic coil will generate electromagnetic suction to attract the driven disc of the electromagnetic clutch to press against the active disc of the electromagnetic clutch, and press and fit the active disc and the driven disc together. At this time, a large friction force will be generated between the active disc and the driven disc, and the friction force can drive the driven disc to rotate with the active disc and the drive motor. The driving force of the drive motor is transmitted to the driven disc through the active disc of the electromagnetic clutch, and then the brake compressor is driven by the driven disc to generate compressed air to provide part of the compressed air needed by the vehicle. Furthermore, when compressed gas is not needed, the power supply of the electromagnetic clutch is cut off, so that the electromagnetic force disappears, the active disc and the driven disc are separated, and the power transmission is stopped, so as to achieve the purpose of intermittent work and save resources.

[0059] The steering and braking integrated system provided in this embodiment can ensure smooth switching of steering and braking, reduce the energy consumption of the whole vehicle, and improve the vehicle's cruising range by integrating the steering oil pump and the brake compressor for joint control.

[0060] The following is a specific embodiment to introduce the working process of the cooling system in detail:

[0061] Please continue to refer to Figure 2 When the cooling system is working, the coolant in the liquid cooling system flows through the brake compressor, and then flows through the air cooling system to cool the coolant, and then flows through the controller and returns to the liquid cooling system, completing a cooling cycle.

[0062] In specific implementation, the specific cooling rule of the liquid cooling system is set according to actual needs, and this embodiment is not limited to this. For example, in one embodiment, the cooling rule of the liquid cooling system can be set based on the working status of the brake compressor and the controller.

[0063] A specific embodiment is given below to introduce the working process of the liquid cooling system in detail:

[0064] (1) When the brake compressor and the controller are working, the liquid cooling system works according to the preset controller cooling plan.

[0065] Specifically, the preset controller cooling scheme is used to ensure that the controller does not overheat. It should be noted that the specific content of the preset controller cooling scheme is pre-set according to actual needs, and is not limited in this embodiment.

[0066] In a specific implementation, the preset controller cooling solution may be to control the liquid cooling system to operate in a normal state (ie, 100% duty cycle).

[0067] It should be noted that after the brake compressor stops working, the special cooling system can be delayed to work for a period of time (for example, 10 seconds) and then turned off.

[0068] (2) When the brake compressor is working and the controller system is not working, the liquid cooling system operates at a duty cycle of 70%.

[0069] It should be noted that the liquid cooling system can set the working duty cycle time according to the amount of heat that the brake compressor needs to dissipate.

[0070] (3) When the brake compressor is not working and the controller system is working, the liquid cooling system works according to the preset controller cooling plan.

[0071] For the specific implementation process of this step, please refer to the description in the above embodiment, which will not be repeated here.

[0072] (4) When the brake compressor and the controller system are not working, the liquid cooling system will not work.

[0073] The method provided in this embodiment uses different liquid cooling system working methods to cool the brake compressor and the controller according to the working conditions of the brake compressor and the controller, ensuring that the two can always work within a suitable temperature range. At the same time, through different working conditions of the liquid cooling system, the energy consumption of the vehicle is saved and the performance of the cooling system is improved.

[0074] Furthermore, the air cooling system dissipates heat according to the temperature of the coolant in the liquid cooling system. When the coolant temperature is high, a higher fan speed is used to cool the coolant. When the coolant temperature is low, a lower fan speed is used to cool the coolant.

[0075] In specific implementation, for example, in one embodiment, when the coolant temperature is lower than temperature T1, the fan speed of the air cooling system is set to Fan_Spd1, when the coolant temperature is higher than temperature T1 and lower than temperature T2, the fan speed of the air cooling system is set to Fan_Spd2, and when the coolant temperature is higher than temperature T2, the fan speed of the air cooling system is set to Fan_Spd3, wherein the fan speed Fan_Spd1<Fan_Spd2<Fan_Spd3, and temperature T1<T2.

[0076] The cooling system provided in this embodiment cools the brake compressor through a liquid cooling system, thereby ensuring the stable operation of the steering and brake integrated system and saving energy consumption of the entire vehicle.

[0077] Figure 3 This is a flow chart of the first embodiment of the collaborative control fault handling method for new energy vehicles provided in this application. Please refer to Figure 3 , the method provided in this embodiment may include:

[0078] S301, identifying a fault in the steering and braking integrated system of the new energy vehicle.

[0079] In specific implementation, the steering and braking integrated system of the new energy vehicle can be detected based on the traditional fault detection method, or based on the neural network fault detection method, which is not limited in this embodiment. For example, in one embodiment, the signal of the new energy vehicle can be detected by the on-board diagnostic system, and the signal can be analyzed to determine the occurrence of vehicle faults.

[0080] S302: If a fault in the steering and braking integrated system of the new energy vehicle is identified, the power of the entire vehicle is cut off and the running speed is detected.

[0081] Specifically, after the steering integrated system is identified to have a fault, the power output of the vehicle is terminated through the control system to ensure the safety of the vehicle. In specific implementation, for example, in one embodiment, the power supply of the new energy vehicle can be cut off to prevent the vehicle from continuing to accelerate.

[0082] Furthermore, the running speed of the vehicle refers to the current speed at which the new energy vehicle is traveling. After the power of the new energy vehicle is cut off, the running speed is detected. In specific implementation, the running speed of the vehicle can be detected based on a traditional vehicle speed detection method, or based on a neural network vehicle speed detection method. In this embodiment, this is not limited. For example, the running speed of the vehicle can be determined to be 80km / h through the vehicle positioning system.

[0083] S303: Determine the fault working time of the brake compressor based on the operating speed, wherein the fault working time is in a nonlinear positive relationship with the operating speed.

[0084] Specifically, the fault working time is the time that the brake compressor needs to work after a fault occurs. By controlling the working time of the brake compressor through the fault working time, it can be ensured that the vehicle stops in time after a fault occurs.

[0085] It is understandable that the higher the speed of a new energy vehicle, the longer it takes to stop the vehicle under the action of inertia, and the fault working time has a nonlinear positive relationship with the operating speed. Figure 4 This is a schematic diagram showing the relationship between the fault working time and the operating speed according to an exemplary embodiment of the present application. Figure 4 As the running speed increases, the slope of the fault working time increases more and more. In other words, as the speed increases, the fault working time required for the vehicle to stop increases greatly.

[0086] It should be noted that the nonlinear positive relationship can be obtained based on a traditional running speed correlation calculation method, or based on a neural network running speed correlation calculation method, and this is not limited in the present embodiment.

[0087] In specific implementation, the correspondence between all running speeds and braking times of the vehicle can be obtained based on the historical vehicle data, and the nonlinear positive relationship between the fault working time and the running speed can be determined through the correspondence between the running speed and the braking time. When the fault working time needs to be obtained, the real-time running speed of the vehicle is input into the nonlinear positive relationship to obtain the corresponding fault working time.

[0088] S304: Control the brake compressor to brake the fault working time.

[0089] In specific implementation, in this step, the brake compressor is braked according to the fault working time. For example, in one embodiment, the fault working time calculated by the running speed is 20 seconds, and the brake compressor is used to brake the vehicle for 20 seconds.

[0090] The collaborative control fault handling method of the new energy vehicle provided in this embodiment first identifies the fault of the steering and braking integrated system of the new energy vehicle. If the fault of the steering and braking integrated system of the new energy vehicle is identified, the power of the whole vehicle is cut off, the running speed is detected, and then the fault working time of the brake compressor is determined based on the running speed. The fault working time and the running speed are in a nonlinear positive relationship. Finally, the brake compressor braking fault working time is controlled. In this way, when the fault of the steering and braking integrated system of the new energy vehicle is identified, the speed of the vehicle can be reduced in time by cutting off the power of the whole vehicle, ensuring that the speed of the vehicle does not increase after the fault occurs, thereby reducing the risk of accidents. Further, the time of the brake compressor is determined in combination with the running speed of the vehicle, and the vehicle is braked in time by the brake compressor to ensure that the vehicle can brake in time. In this way, since the running speed of the vehicle is different when the fault occurs, the forward thrust caused by inertia is different, and the time required for braking is also different, a reasonable braking time of the brake compressor can be provided by detecting the speed of the vehicle when the fault occurs. On the one hand, it can ensure that the vehicle stops safely and smoothly; on the other hand, the braking time of the steering and braking collaborative control system is optimized, and when a fault occurs, excessive braking is prevented from further damaging the steering and braking collaborative control system, thereby improving the safety of new energy vehicles.

[0091] Optionally, the fault working time and the operating speed have a nonlinear positive relationship as follows:

[0092] The operating speed includes a first operating speed interval and a second operating speed interval;

[0093] The fault working time includes a corresponding first fault working time interval and a second fault working time interval corresponding to a second operating speed interval;

[0094] The change of the second fault working time interval corresponding to the second operating speed interval is greater than the change of the first fault working time interval corresponding to the first operating speed interval.

[0095] Specifically, the first operating speed interval is a speed interval with a lower operating speed, and the second operating speed interval is a speed interval with a higher operating speed. It should be noted that, since each operating speed corresponds to a unique fault working time, all the fault working times corresponding to the first operating speed interval can be determined as the first fault working time interval, and all the fault working times corresponding to the second operating speed interval can be determined as the second fault working time interval.

[0096] In this embodiment, please continue to refer to Figure 3 , the first operating speed interval is 0 to a, the second operating speed interval is a to b, the first fault working time interval is 0 to c, and the second fault working time interval is c to d. It can be clearly seen that with the increase of the operating speed, the change speed of the fault working time becomes faster and faster.

[0097] The collaborative control fault handling method for new energy vehicles provided in this embodiment can reliably and efficiently determine the fault working time of new energy vehicles through the corresponding relationship between the running speed and the fault working time. Further, by analyzing the corresponding relationship between the running speed and the fault working time, the accuracy of the fault working time can be guaranteed to prevent misjudgment.

[0098] Figure 5 This is a flow chart of Embodiment 2 of the collaborative control fault handling method for new energy vehicles provided in this application. Please refer to Figure 5 , based on the above embodiment, the step of determining the fault working time further includes:

[0099] S501. Obtain attribute information of the new energy vehicle; wherein the attribute information includes vehicle load information.

[0100] Specifically, the attribute information of the new energy vehicle includes the load condition of the new energy vehicle. In specific implementation, the relevant information of the new energy vehicle can be obtained before the new energy vehicle is started and recorded as the attribute information.

[0101] S502. Determine a working condition correspondence relationship based on the attribute information, wherein the working condition correspondence relationship includes a correspondence relationship between the attribute information and the working condition of the new energy vehicle.

[0102] Specifically, the operating condition is the operating condition when the vehicle is traveling on the road. It should be noted that the specific types included in the operating condition are determined according to actual needs, and this embodiment does not limit this.

[0103] Furthermore, different vehicle attribute information corresponds to different operating conditions. In specific implementation, the vehicle attribute information is used to distinguish between low-risk and high-risk vehicles and determine them as different operating conditions. For example, in one embodiment, the operating condition of a light vehicle load can be classified as a safe operating condition; the operating condition of a normal vehicle load can be classified as a normal operating condition; and the operating condition of a heavy vehicle load can be classified as a severe operating condition.

[0104] In this step, the correspondence between the attribute information and the operating conditions can be determined before the vehicle is started.

[0105] S503: Process the attribute information based on the working condition correspondence to obtain the corresponding working condition.

[0106] In specific implementation, when it is necessary to determine the corresponding working condition of the new energy vehicle, the attribute information can be input into the corresponding relationship between the attribute information and the working condition to obtain the corresponding working condition.

[0107] S504: Calculate the operating speed based on the operating condition to obtain the fault working time.

[0108] It should be noted that under different working conditions, the same operating speed corresponds to different fault working times. It is understandable that under good working conditions, the time taken for the vehicle to stop is shorter, so the fault working time is also shorter; while under bad working conditions, the time taken for the vehicle to stop is longer, so the fault working time is also longer.

[0109] In specific implementation, for example, in one embodiment, in order to ensure the safety of the vehicle, the operating condition corresponding to the vehicle can be determined as a severe operating condition, and the fault working time of the vehicle when it fails can be determined through the correspondence between the operating speed under the severe operating condition and the fault working time.

[0110] The collaborative control fault handling method for new energy vehicles provided in this embodiment first obtains the attribute information of the new energy vehicle; wherein the attribute information includes the vehicle's load information, and then determines the corresponding working condition relationship based on the attribute information, and then processes the attribute information based on the corresponding working condition relationship to obtain the corresponding working condition, and finally calculates the running speed based on the working condition to obtain the fault working time. In this way, by determining the working condition corresponding to the vehicle through the vehicle's attribute information, the accuracy of the fault working time can be guaranteed, and the safety of the vehicle can be improved.

[0111] Figure 6 This is a flow chart of Embodiment 3 of the collaborative control fault handling method for new energy vehicles provided in this application. Please refer to Figure 6, based on the above embodiment, the fault includes a cooling system fault; the step of determining the fault working time based on the working condition includes:

[0112] S601. When it is determined that the fault is a cooling system fault, a maximum fault operating time is generated.

[0113] In specific implementation, the fault location of the steering and braking integrated system of the new energy vehicle is detected. When the fault location is the cooling system, it can be determined that the fault of the steering and braking integrated system of the new energy vehicle is a cooling system fault.

[0114] Furthermore, the maximum fault working time is used to limit the fault working time, and the maximum fault working time is the maximum value of the fault working time. It should be noted that the maximum fault working time needs to be set to a time that can ensure that the vehicle can stop stably under any conditions.

[0115] In specific implementation, the specific value of the maximum fault working time is determined according to actual needs, and is not limited in this embodiment. For example, in one embodiment, the maximum fault working time can be set to 30 seconds.

[0116] S602. Determine a time correspondence based on the working condition; wherein the time correspondence includes a correspondence between the operating speed and the fault working time.

[0117] Specifically, the time correspondence is the correspondence between the running speed and the fault working time. The time correspondence of the new energy vehicle can be determined after determining the working condition of the vehicle.

[0118] For the specific implementation process of this step, please refer to the description in the above embodiment, which will not be repeated here.

[0119] S603: Process the running speed based on the time correspondence, and obtain the corresponding fault working time after being constrained by the maximum fault working time.

[0120] In specific implementation, the fault working time is obtained through the time correspondence. When the fault working time does not exceed the maximum fault working time, the fault working time can be directly determined as the time the brake compressor needs to work; when the fault working time exceeds the maximum fault working time, the maximum fault working time is determined as the time the brake compressor needs to work.

[0121] The collaborative control fault handling method for new energy vehicles provided in this embodiment first determines that the fault is a cooling system fault, generates a maximum fault working time, then determines the time correspondence based on the working condition, and finally processes the running speed based on the time correspondence, and obtains the corresponding fault working time after being constrained by the maximum fault working time. In this way, when the cooling system fails, the maximum fault working time is used to constrain the brake compressor to prevent the brake compressor from working too long and causing danger due to ineffective heat dissipation, thereby ensuring the safety of the vehicle.

[0122] Figure 7 This is a flowchart of the fourth embodiment of the collaborative control fault handling method for new energy vehicles provided in this application. Please refer to Figure 7 , based on the above embodiment, the fault includes a controller fault; the step of determining the fault working time based on the working condition includes:

[0123] S701: When it is determined that the fault is a fault of the controller, determine whether there is a communication fault.

[0124] In specific implementation, the fault location of the steering and braking integrated system of the new energy vehicle is detected. When the fault location is the controller, it can be determined that the fault of the steering and braking integrated system of the new energy vehicle is a controller fault.

[0125] Furthermore, after determining that the controller is faulty, the communication is continuously tested to determine whether there is a communication fault.

[0126] S702: When there is a communication failure, determine the failure working time as the preset working time.

[0127] Specifically, the specific duration of the preset working time is set according to actual needs, and this embodiment does not limit this. For example, in one embodiment, the preset working time can be set to 3 minutes.

[0128] It should be noted that due to the communication failure, the state of the brake compressor after receiving the command cannot be determined, and it is necessary to continuously send a working signal to the brake compressor. Therefore, the preset working time needs to be set to a longer duration.

[0129] S703. When there is no communication failure, determine the time correspondence based on the working condition, and process the operating speed based on the time correspondence to obtain the corresponding fault working time; wherein the time correspondence includes the correspondence between the operating speed and the fault working time.

[0130] For the specific implementation process of this step, please refer to the description in the above embodiment, which will not be repeated here.

[0131] The collaborative control fault handling method for new energy vehicles provided in this embodiment first determines whether the fault is a controller fault, and then determines whether there is a communication fault. If there is a communication fault, the fault working time is determined to be the preset working time; if there is no communication fault, the time correspondence is determined based on the working condition, and the running speed is processed based on the time correspondence to obtain the corresponding fault working time. In this way, when the controller fails, the fault working time is set to a longer time, and the brake signal is continuously sent to the brake compressor, so that the brake compressor can ensure that the vehicle stops.

[0132] Corresponding to the aforementioned embodiment of a collaborative control fault handling method for a new energy vehicle, the present application also provides an embodiment of a collaborative control fault handling device for a new energy vehicle.

[0133] Figure 8 This is a structural diagram of the first embodiment of the collaborative control fault handling device for new energy vehicles provided by this application. Figure 8 The device provided in this embodiment includes an identification module 810, a detection module 820, a determination module 830 and a control module 840; wherein:

[0134] The identification module 810 is used to identify the fault of the steering and braking integrated system of the new energy vehicle;

[0135] The detection module 820 is used to cut off the power of the whole vehicle and detect the running speed if a fault of the steering and braking integrated system of the new energy vehicle is identified;

[0136] The determination module 830 is used to determine the fault working time of the brake compressor based on the operating speed, and the fault working time is in a nonlinear positive relationship with the operating speed;

[0137] The control module 840 is used to control the brake compressor braking fault working time.

[0138] The device of this embodiment can be used to perform Figure 2 The steps, specific implementation principles and implementation processes of the method embodiment shown are similar and will not be repeated here.

[0139] Optionally, the determination module 830 is further specifically configured to determine a corresponding relationship of an operating condition based on the attribute information, wherein the corresponding relationship of the operating condition includes a corresponding relationship between the attribute information and the operating condition;

[0140] The determination module 830 is further specifically configured to process the attribute information based on the operating condition correspondence relationship to obtain the corresponding operating condition;

[0141] The determination module 830 is further specifically configured to determine the fault working time based on the working condition.

[0142] Optionally, the determination module 830 is further specifically configured to determine a time correspondence based on the working condition; wherein the time correspondence includes a correspondence between the running speed and the fault working time;

[0143] The determination module 830 is further specifically configured to process the running speed based on the time correspondence, and obtain the corresponding fault working time after being constrained by the maximum fault working time.

[0144] Optionally, the determination module 830 is further specifically configured to determine the fault working time as the preset working time when there is a communication fault;

[0145] The determination module 830 is also specifically used to determine the time correspondence based on the working condition when there is no communication failure, and process the running speed based on the time correspondence to obtain the corresponding fault working time; wherein the time correspondence includes the correspondence between the running speed and the fault working time.

[0146] The present application also provides a collaborative control fault handling device for new energy vehicles, comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein when the processor executes the program, the steps of any one of the methods provided in the first aspect of the present application are implemented.

[0147] The present application also provides a computer-readable storage medium having a computer program stored thereon, and when the program is executed by a processor, the steps of any one of the methods provided in the present application are implemented.

[0148] The implementation process of the functions and effects of each unit in the above-mentioned device is specifically described in the implementation process of the corresponding steps in the above-mentioned method, and will not be repeated here.

[0149] For the device embodiment, since it basically corresponds to the method embodiment, the relevant parts can refer to the partial description of the method embodiment. The device embodiment described above is only schematic, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the present application scheme. A person of ordinary skill in the art can understand and implement it without paying any creative work.

[0150] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A method for handling cooperative control faults of new energy vehicles, characterized in that: The method is applied to a steering and braking integrated system for new energy vehicles, and the steering and braking integrated system comprises: Controller; Drive motor; A steering oil pump connected to the drive motor for steering; a brake compressor connected to the drive motor for braking; a cooling system connected to the brake compressor; The controller is used to coordinate and manage various components of the new energy vehicle; The driving motor is used to drive the steering oil pump and the brake compressor; The collaborative control fault processing method of the new energy vehicle includes: Identifying a fault in the steering and braking integrated system of the new energy vehicle; If a fault in the steering and braking integrated system of the new energy vehicle is identified, the power of the entire vehicle is cut off and the running speed is detected; Determine the fault working time of the brake compressor based on the running speed, wherein the fault working time is in a nonlinear positive relationship with the running speed; The fault working time and the operating speed have a nonlinear positive relationship: The operating speed includes a first operating speed interval and a second operating speed interval; The fault working time includes a first fault working time interval corresponding to the first operating speed interval and a second fault working time interval corresponding to the second operating speed interval; The change of the second fault working time interval corresponding to the second operating speed interval is greater than the change of the first fault working time interval corresponding to the first operating speed interval; The brake compressor is controlled to brake the fault working time.

2. The method for handling cooperative control failures of new energy vehicles according to claim 1, characterized in that: The method for determining the fault working time includes: Acquire attribute information of the new energy vehicle; wherein the attribute information includes vehicle load information; Determining a working condition correspondence relationship based on the attribute information, wherein the working condition correspondence relationship includes a correspondence relationship between the attribute information and the working condition of the new energy vehicle; Processing the attribute information based on the working condition correspondence to obtain the corresponding working condition; The operating speed is calculated based on the operating condition to obtain the fault working time.

3. The method for handling cooperative control failures of new energy vehicles according to claim 2, characterized in that: The fault includes a cooling system fault; and determining the fault working time based on the working condition includes: When determining that the fault is a cooling system fault, generating a maximum fault working time; Determine a time correspondence based on the working condition; wherein the time correspondence includes a correspondence between the operating speed and the fault working time; The running speed is processed based on the time correspondence, and after being constrained by the maximum fault working time, the corresponding fault working time is obtained.

4. The method for handling cooperative control failures of new energy vehicles according to claim 2, characterized in that: The fault includes a controller fault; and determining the fault working time based on the working condition includes: When it is determined that the fault is a fault of the controller, determining whether there is a communication fault; If so, the fault working time is determined as the preset working time; If not, determine the time correspondence based on the working condition, and process the operating speed based on the time correspondence to obtain the corresponding fault working time; wherein the time correspondence includes the correspondence between the operating speed and the fault working time.

5. A collaborative control fault handling device for new energy vehicles, characterized in that: The device is applied to a steering and braking integrated system of a new energy vehicle, and the steering and braking integrated system comprises: Controller; Drive motor; A steering oil pump connected to the drive motor for steering; a brake compressor connected to the drive motor for braking; a cooling system connected to the brake compressor; The driving motor is used to drive the steering oil pump and the brake compressor; The collaborative control fault processing device of the new energy vehicle includes an identification module, a detection module, a determination module and a control module; wherein, The identification module is used to identify the fault of the steering and braking integrated system of the new energy vehicle; The detection module is used to cut off the power of the whole vehicle and detect the running speed if a fault of the steering and braking integrated system of the new energy vehicle is identified; The determination module is used to determine the fault working time of the brake compressor based on the operating speed, and the fault working time is in a nonlinear positive relationship with the operating speed; The fault working time and the operating speed have a nonlinear positive relationship: The operating speed includes a first operating speed interval and a second operating speed interval; The fault working time includes a first fault working time interval corresponding to the first operating speed interval and a second fault working time interval corresponding to the second operating speed interval; The change of the second fault working time interval corresponding to the second operating speed interval is greater than the change of the first fault working time interval corresponding to the first operating speed interval; The control module is used to control the braking working time of the brake compressor to brake the fault.

6. The cooperative control fault handling device for new energy vehicles according to claim 5, characterized in that: The determination module is specifically used to obtain attribute information of the new energy vehicle; wherein the attribute information includes vehicle load information; The determination module is further specifically configured to determine a corresponding relationship between operating conditions based on the attribute information, wherein the corresponding relationship between the operating conditions includes a corresponding relationship between the attribute information and the operating conditions; The determination module is further specifically configured to process the attribute information based on the corresponding relationship of the operating condition to obtain the corresponding operating condition; The determination module is further specifically used to determine the fault working time based on the working condition.

7. The cooperative control fault handling device for new energy vehicles according to claim 6, characterized in that: The determination module is further specifically configured to generate a maximum fault working time when determining that the fault is a cooling system fault; The determination module is further specifically used to determine a time correspondence based on the working condition; wherein the time correspondence includes a correspondence between the running speed and the fault working time; The determination module is further specifically used to process the running speed based on the time correspondence, and obtain the corresponding fault working time after being constrained by the maximum fault working time.

8. The collaborative control fault handling device for new energy vehicles according to claim 6, characterized in that: The fault includes a controller fault, and the determination module is further specifically used to determine whether there is a communication fault when the fault is determined to be the controller fault; The determination module is further specifically used to determine the fault working time as the preset working time when there is a communication fault; The determination module is also specifically used to determine the time correspondence based on the working condition when there is no communication failure, and process the running speed based on the time correspondence to obtain the corresponding fault working time; wherein the time correspondence includes the correspondence between the running speed and the fault working time.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the steps of the method according to any one of claims 1 to 4 are implemented.

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