Vehicle prompting method, vehicle prompting device, vehicle and storage medium

Abstract

The present application provides a vehicle prompt method, a vehicle prompt device, a vehicle, and a storage medium. The method is applied to a vehicle, wherein a steering actuator in the vehicle includes an angle sensor, a transmission belt, a nut screw, and a power-assisting motor; the angle sensor is fixedly connected to the nut screw; the transmission belt connects the power-assisting motor and the nut screw; the method includes: if a steering command of the vehicle is detected, determining whether there is an electronic fault in the steering actuator; if there is no electronic fault in the steering actuator, obtaining a first displacement and a second displacement of the nut screw, the first displacement being the displacement determined by the angle sensor, and the second displacement being the displacement determined by the power-assisting motor; based on the first displacement and the second displacement, determining whether there is a slip fault in the transmission belt; if there is a slip fault in the transmission belt, outputting a fault prompt message. This method can improve the accuracy of transmission belt slip detection, thereby improving vehicle driving safety.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more particularly, to a vehicle prompting method, a vehicle prompting device, a vehicle, and a storage medium. Background Art

[0002] With the popularization of automobiles, more and more users regard vehicles as an essential means of travel, so the various performance of vehicles has become a hot topic for users.

[0003] Nut-and-screw steering actuators are widely used in vehicles due to their high transmission efficiency and compact structure. However, if the drive belt in the steering actuator slips, it can affect vehicle driving and pose a safety hazard. Therefore, improving the accuracy of drive belt slip detection to enhance vehicle driving safety has become an urgent issue. Summary of the Invention

[0004] The present application provides a vehicle prompting method, a vehicle prompting device, a vehicle and a storage medium. The method can improve the accuracy of transmission belt slippage detection to improve vehicle driving safety.

[0005] In a first aspect, a vehicle prompting method is provided, the method being applied to a vehicle, wherein a steering actuator in the vehicle includes an angle sensor, a transmission belt, a nut screw, and a power-assisting motor; the angle sensor is fixedly connected to the nut screw; the transmission belt connects the power-assisting motor and the nut screw; the method comprising:

[0006] If a steering command of the vehicle is detected, determining whether there is an electronic fault in the steering actuator;

[0007] If there is no electronic fault in the steering actuator, obtaining a first displacement and a second displacement of the nut and screw within a preset period; wherein the first displacement is a displacement determined by the angle sensor, and the second displacement is a displacement determined by the power-assisting motor;

[0008] determining whether a slip fault occurs on the transmission belt based on the first displacement and the second displacement;

[0009] If the transmission belt has a slipping fault, a fault prompt message is output; wherein the fault prompt message is used to prompt that the transmission belt has a slipping fault.

[0010] In the above technical solution, the steering actuator in the vehicle includes an angle sensor, a transmission belt, a nut screw, and a power-assisting motor, the angle sensor being fixedly connected to the nut screw, and the transmission belt connecting the power-assisting motor and the nut screw. If a vehicle steering command is detected, it is determined whether there is an electronic fault in the steering actuator. If there is no electronic fault in the steering actuator, a first displacement of the nut screw and a second displacement of the nut screw within a preset period are obtained. Based on the first and second displacements, it is determined whether a transmission belt slippage fault has occurred. If a transmission belt slippage fault has occurred, a fault prompt message is output. The first displacement of the nut screw, i.e., the actual displacement of the nut screw, is determined by the angle sensor, and the second displacement of the nut screw, i.e., the theoretical displacement of the nut screw, is determined by the power-assisting motor. Without adding additional devices to the steering actuator, the actual and theoretical displacements of the nut screw can be accurately determined. On this basis, whether a transmission belt slippage fault has occurred is determined based on the actual and theoretical displacements of the nut screw, which can improve the accuracy of transmission belt slippage detection. In the event of a transmission belt slippage fault, a fault prompt message is output to prompt the user to repair the vehicle as soon as possible, thereby improving vehicle driving safety.

[0011] In combination with the first aspect, in some possible implementations, obtaining the first displacement and the second displacement of the nut and screw within a preset period includes:

[0012] Obtaining a target number of revolutions of the power assist motor within the preset period and a target rotation angle acquired by the angle sensor;

[0013] determining, based on the target rotation angle, the first displacement corresponding to the target rotation angle;

[0014] Based on the target number of revolutions, the second displacement corresponding to the target number of revolutions is determined.

[0015] The above technical solution obtains the target number of revolutions of the power-assist motor and the target angle collected by the angle sensor, and determines the first displacement corresponding to the target angle based on the target angle. The actual displacement of the nut screw (first displacement) is collected by the angle sensor fixedly connected to the nut screw, and the second displacement corresponding to the target number of revolutions is determined based on the target number of revolutions. The theoretical displacement of the nut screw (second displacement) is determined by the power-assist motor, which can ensure the accuracy of the first displacement and the second displacement.

[0016] In combination with the first aspect and the above implementation manner, in some possible implementation manners, determining whether the transmission belt has a slip fault based on the first displacement and the second displacement includes:

[0017] Determining a deviation between the first displacement and the second displacement;

[0018] If the deviation displacement is greater than a preset displacement, it is determined that the transmission belt has a slip fault;

[0019] If the deviation displacement is less than or equal to the preset displacement, it is determined that the transmission belt is operating normally.

[0020] The above technical solution determines whether the transmission belt has a slipping fault by determining the deviation displacement between the first displacement and the second displacement, and determining the size relationship between the deviation displacement and the preset displacement; thereby, the accuracy of the detection of whether the transmission belt has a slipping fault can be ensured through the deviation displacement between the first displacement (the actual displacement of the nut and screw) and the second displacement (theoretical displacement of the nut and screw).

[0021] In combination with the first aspect and the above implementations, in some possible implementations, if the deviation displacement is greater than a preset displacement, determining that the transmission belt has a slip fault includes:

[0022] If the deviation displacement is greater than the preset displacement, obtaining the duration of the target state; wherein the target state is used to indicate that the deviation displacement is greater than the preset displacement;

[0023] If the duration is longer than a preset duration, it is determined that a slip fault occurs in the transmission belt.

[0024] In the above technical solution, if the deviation displacement is greater than the preset displacement, the duration of the target state is obtained. The target state is used to indicate that the deviation displacement is greater than the preset displacement. If the duration is greater than the preset duration, it is determined that the transmission belt has a slipping fault. Through the duration of the steering actuator in the target state, it can be determined whether the steering actuator is continuously in the target state, and thus when the duration is greater than the preset duration, it is determined that the transmission belt has a slipping fault, which can improve the accuracy of the transmission belt slippage detection, thereby improving driving safety.

[0025] In combination with the first aspect and the above implementations, in some possible implementations, if the transmission belt slips, the method further includes:

[0026] determining a target ratio of the second displacement to the first displacement;

[0027] determining a target speed limit of the vehicle based on the target ratio; wherein the target speed limit is used to limit the speed of the vehicle;

[0028] The vehicle is controlled based on the target limit vehicle speed.

[0029] The above technical solution determines a target ratio of the second displacement to the first displacement, and based on the target ratio, determines the target speed limit of the vehicle. The target speed limit is used to limit the speed of the vehicle, and the vehicle is controlled based on the target speed limit. In the event of a drive belt slippage failure, the vehicle's speed is limited to ensure the safety of the vehicle's driving as much as possible.

[0030] In combination with the first aspect and the above implementations, in some possible implementations, determining the target speed limit of the vehicle based on the target ratio includes:

[0031] Obtaining a target ratio interval to which the target ratio belongs;

[0032] Based on the target ratio interval, the target vehicle speed limit corresponding to the target ratio interval is determined.

[0033] The above technical solution can determine the target speed limit through the target ratio interval to which the target ratio belongs, and can ensure the matching degree between the target speed limit and the degree of transmission belt slippage, and control the vehicle through the target speed limit, thereby improving the driving safety of the vehicle.

[0034] In combination with the first aspect and the above implementation manner, in some possible implementation manners, determining the target vehicle speed limit corresponding to the target ratio interval based on the target ratio interval includes:

[0035] If the target ratio interval is the first preset ratio interval, determining the target speed limit to be the first preset speed;

[0036] If the target ratio interval is a second preset ratio interval, determining the target speed limit to be the second preset speed; wherein the first preset speed is greater than the second preset speed; and the maximum value of the first preset ratio interval is less than the minimum value of the second preset ratio interval;

[0037] If the target ratio interval is the third preset ratio interval, the target speed limit is determined to be the third preset speed; wherein the third preset speed is less than the second preset speed; and the maximum value of the second preset ratio interval is less than the minimum value of the third preset ratio interval.

[0038] In the above technical solution, if the target ratio interval is the first preset ratio interval, the target speed limit is determined to be the first preset speed; if the target ratio interval is the second preset ratio interval, the target speed limit is determined to be the second preset speed, and the first preset speed is greater than the second preset speed; the maximum value of the first preset ratio interval is less than the minimum value of the second preset ratio interval; if the target ratio interval is the third preset ratio interval, the target speed limit is determined to be the third preset speed, and the third preset speed is less than the second preset speed; the maximum value of the second preset ratio interval is less than the minimum value of the third preset ratio interval; the target speed limit is determined by the target ratio interval to which the target ratio belongs, and the target speed limit is negatively correlated with the target ratio, so that as the slippage of the transmission belt increases, the vehicle speed can be limited to improve the driving safety of the vehicle as much as possible.

[0039] In a second aspect, a vehicle prompting device is provided. The device is configured in a vehicle, wherein a steering actuator in the vehicle includes an angle sensor, a transmission belt, a nut screw, and a power-assisting motor; the angle sensor is fixedly connected to the nut screw; the transmission belt connects the power-assisting motor and the nut screw; the device includes:

[0040] a detection module, configured to determine whether there is an electronic fault in the steering actuator if a steering command of the vehicle is detected;

[0041] an acquisition module, configured to acquire, if there is no electronic fault in the steering actuator, a first displacement and a second displacement of the nut and lead screw within a preset period; wherein the first displacement is a displacement determined by the angle sensor, and the second displacement is a displacement determined by the power-assisting motor;

[0042] a determination module, configured to determine whether a slip fault occurs in the transmission belt based on the first displacement and the second displacement;

[0043] The output module is used to output fault prompt information if the transmission belt has a slip fault; wherein the fault prompt information is used to prompt that the transmission belt has a slip fault.

[0044] In a third aspect, a vehicle is provided, comprising a memory and a processor, wherein the memory is used to store executable program code; the processor is used to call and run the executable program code from the memory, so that the vehicle executes the vehicle prompt method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0045] In a fourth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the vehicle prompt method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0046] In a fifth aspect, a computer program product is provided, which includes: a computer program code, which, when running on a computer, enables the computer to execute the vehicle prompt method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Figure 1 is a schematic diagram of a steering actuator in a vehicle provided in an embodiment of the present application;

[0048] Figure 2 This is a schematic flow chart of a vehicle prompting method provided in an embodiment of the present application;

[0049] Figure 3 is a schematic flow chart of another vehicle prompting method provided in an embodiment of the present application;

[0050] Figure 4 This is a structural diagram of a vehicle prompting device provided in an embodiment of the present application;

[0051] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0052] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0053] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0054] In related technologies, nut-screw steering actuators are widely used in electric power steering and steer-by-wire systems due to their high transmission efficiency, low noise, and compact structure. They use a transmission belt and nut-screw transmission method to convert the rotation of the power steering motor into the lateral movement of the nut-screw. The transmission belt is typically made of rubber and nylon, and its tension has a significant impact on the system's transmission efficiency. If the transmission belt tension is too high, the system's transmission efficiency is reduced due to excessive friction in the system. Under such conditions, the transmission belt may slip from the pulley groove of the motor / rotating nut, causing the motor to idle or slip, resulting in steering failure.

[0055] It should be noted that the nut-screw type steering actuator in the vehicle is widely used in vehicle steering due to its advantages such as high transmission efficiency and compact structure; however, if the transmission belt in the steering actuator slips, it will affect the vehicle's driving and cause safety hazards. For example, when the transmission belt slips, the system efficiency of the steering actuator decreases, the control accuracy decreases, the response performance deteriorates, and the belt ages or is damaged faster, causing the steering system to fail. In view of this, the present application provides a vehicle prompt method, a vehicle prompt device, a vehicle and a storage medium, which can improve the accuracy of transmission belt slippage detection to improve vehicle driving safety.

[0056] Figure 1 This is a schematic diagram of a steering actuator in a vehicle provided in an embodiment of the present application.

[0057] Exemplary, exemplary, such as Figure 1 As shown, the steering actuator 100 in the vehicle includes an angle sensor 110, a transmission belt 120, a nut screw 130 and a power-assisting motor 140. The angle sensor 110 is fixedly connected to the nut screw 130, and the transmission belt 120 connects the power-assisting motor 140 and the nut screw 130. When the power-assisting motor 140 rotates, the nut screw 130 is driven to move through the transmission belt 120.

[0058] In addition, the steering actuator 100 further includes a nut and ball structure 150 , and the power assist motor 140 transmits the rotational force to the nut and ball structure 150 through the transmission belt 120 , so as to drive the nut screw 130 to move through the nut and ball structure 150 .

[0059] For example, transmission belt slippage is also called tooth jumping. When the transmission belt slips, the ratio of the number of rotations of the power assist motor to the moving distance of the nut screw deviates from the standard ratio (design ratio or calibration ratio).

[0060] Exemplarily, the power assist motor includes a motor rotor position sensor.

[0061] Figure 2 This is a schematic flowchart of a vehicle prompt method provided in an embodiment of the present application.

[0062] For example, Figure 2 The method shown can be executed by the vehicle's power-assisted motor, vehicle controller, or chip. It is understandable that the power-assisted motor includes a processor.

[0063] Exemplarily, the steering actuator in a vehicle includes an angle sensor, a transmission belt, a nut screw and a power-assisting motor; the angle sensor is fixedly connected to the nut screw; the transmission belt connects the power-assisting motor and the nut screw, and when the power-assisting motor rotates, the nut screw is driven to move through the transmission belt.

[0064] For example, Figure 2 As shown, the method 200 includes the following processes:

[0065] S210: If a vehicle steering command is detected, determine whether the steering actuator has an electronic fault.

[0066] Exemplarily, if a steering command of the vehicle is detected, it is determined whether the steering actuator has an electronic fault. If the steering actuator has an electronic fault, a prompt message is output, where the prompt message is used to indicate that the steering actuator has an electronic fault.

[0067] Exemplarily, the electronic fault is a state in which a device or component in the steering actuator cannot normally perform its predetermined function; for example, if there is a short circuit fault in the steering actuator, it is determined that there is an electronic fault in the steering actuator.

[0068] For example, the steering command can be determined by steering wheel angle; for example, the steering wheel angle is obtained and determined to be greater than zero. If the steering wheel angle is greater than zero, it is determined that a vehicle steering command has been detected. Alternatively, the steering command can be determined by navigation information. The method for detecting the steering command can be determined based on actual circumstances and is not specifically limited here.

[0069] S220: If there is no electronic fault in the steering actuator, obtain a first displacement amount and a second displacement amount of the nut and the lead screw within a preset period.

[0070] Exemplarily, the first displacement is a displacement determined by an angle sensor, and the second displacement is a displacement determined by a power assist motor.

[0071] Exemplarily, if there is no electronic fault in the steering actuator, the first and second displacements of the nut and screw are obtained. Specifically, a target number of rotations of the power assist motor and a target angle detected by the angle sensor are obtained. Based on the target angle, the first displacement corresponding to the target angle is determined, and based on the target number of rotations, the second displacement corresponding to the target number of rotations is determined.

[0072] It is understandable that the first displacement and the second displacement of the nut screw within the preset period can be obtained, so as to determine whether the transmission belt has a slip fault through the first displacement and the second displacement of the nut screw within the preset period.

[0073] Optionally, the preset period may be 5 seconds, 10 seconds, 20 seconds, etc. The preset period may be determined according to actual conditions and is not specifically limited here.

[0074] For example, the target number of revolutions of the power-assist motor within 10 seconds and the target angle collected by the angle sensor are obtained, and the first displacement of the nut screw is determined based on the target angle and the first preset displacement. The first preset displacement indicates the ratio of the degrees collected by the angle sensor to the displacement corresponding to the nut screw. The product of the target angle and the first preset displacement is determined as the first displacement of the nut screw; the second displacement of the nut screw is determined based on the target number of revolutions and the second preset displacement. The second preset displacement indicates the displacement corresponding to one revolution of the power-assist motor. The product of the target number of revolutions and the second preset displacement is determined as the second displacement of the nut screw.

[0075] The above technical solution obtains the target number of revolutions of the power-assist motor and the target angle collected by the angle sensor, and determines the first displacement corresponding to the target angle based on the target angle. The actual displacement of the nut screw (the first displacement) is collected by the angle sensor fixedly connected to the nut screw, and the second displacement corresponding to the target number of revolutions is determined based on the target number of revolutions. The theoretical displacement of the nut screw (the second displacement) is determined by the power-assist motor, which can ensure the accuracy of the first displacement and the second displacement. On this basis, the actual displacement and the theoretical displacement are used to determine whether the transmission belt has a slip fault, thereby improving the accuracy of transmission belt slip detection.

[0076] S230: Determine whether a transmission belt slippage occurs based on the first displacement and the second displacement.

[0077] Exemplarily, the deviation displacement between the first displacement and the second displacement is obtained, and it is determined whether the deviation displacement is greater than the preset displacement. If the deviation displacement is greater than the preset displacement, it is determined that the transmission belt has a slip fault; if the deviation displacement is less than or equal to the preset displacement, it is determined that the transmission belt is operating normally.

[0078] In one example, a target ratio of the second displacement to the first displacement is obtained, and the absolute value of the difference between the target ratio and the standard ratio (preset ratio or calibrated ratio) is determined as the deviation displacement between the first displacement and the second displacement, and it is determined whether the deviation displacement is greater than the preset displacement. If the deviation displacement is greater than the preset displacement, it is determined that the transmission belt has a slip fault. If the deviation displacement is less than or equal to the preset displacement, it is determined that the transmission belt is operating normally.

[0079] Optionally, the preset displacement amount may be 0.15, 0.1, etc. The preset displacement amount may be determined according to actual conditions and is not specifically limited here.

[0080] In another example, the absolute value of the difference between the first displacement and the second displacement is determined as the deviation displacement between the first displacement and the second displacement, the preset difference is determined as the preset displacement, and it is determined whether the displacement difference is greater than the preset displacement. If the displacement difference is greater than the preset displacement, it is determined that the transmission belt has a slip fault. If the displacement difference is less than or equal to the preset displacement, it is determined that the transmission belt is operating normally.

[0081] Optionally, the preset difference value may be set to 0.2, 0.3, etc. The preset difference value may be determined according to actual conditions and is not specifically limited here.

[0082] The above technical solution determines whether the transmission belt has a slipping fault by determining the deviation displacement between the first displacement and the second displacement, and determining the size relationship between the deviation displacement and the preset displacement; thereby, the accuracy of whether the transmission belt has a slipping fault can be ensured through the deviation displacement between the first displacement (the actual displacement of the nut and screw) and the second displacement (theoretical displacement of the nut and screw).

[0083] Furthermore, in order to improve the accuracy of detecting transmission belt slippage failures, occasional situations can also be filtered out, that is, situations where the deviation between the first displacement and the second displacement of the transmission belt caused by other external factors is too large can be filtered out, thereby ensuring the accuracy of the transmission belt slippage detection results.

[0084] Exemplarily, when the deviation displacement is greater than the preset displacement, the duration of the target state is obtained. The target state is used to indicate that the deviation displacement is greater than the preset displacement. If the duration is less than or equal to the preset duration, it is determined that the transmission belt is operating normally; if the duration is greater than the preset duration, it is determined that the transmission belt has a slipping fault.

[0085] Optionally, the preset time length may be 3 seconds, 4 seconds, etc. The preset time length may be determined based on actual conditions and is not specifically limited here.

[0086] For example, the first displacement of the nut screw is B, the second displacement is A, the target ratio of the second displacement to the first displacement is K=A / B, the standard ratio is W, the deviation displacement between the first displacement and the second displacement is |WK|, and when the deviation displacement |WK| is greater than the preset deviation k, the duration of the deviation displacement |WK| of the nut screw in the steering actuator being greater than the preset deviation k is determined. If the duration is greater than 3 seconds, it is determined that the transmission belt has a slip fault. If the duration is less than or equal to 3 seconds, it is determined that the transmission belt is operating normally.

[0087] In the above technical solution, if the deviation displacement is greater than the preset displacement, the duration of the target state is obtained. The target state is used to indicate that the deviation displacement is greater than the preset displacement. If the duration is greater than the preset duration, it is determined that the transmission belt has a slipping fault. Through the duration of the steering actuator in the target state, it can be determined whether the steering actuator is continuously in the target state, and thus when the duration is greater than the preset duration, it is determined that the transmission belt has a slipping fault, which can improve the accuracy of the transmission belt slippage detection, thereby improving driving safety.

[0088] In addition, based on the first displacement and the second displacement, when it is determined that the transmission belt is operating normally, the state of the rotating belt is continuously detected, so that the state of the transmission belt can be determined. In the event of a slippage failure of the transmission belt, a fault prompt message can be output in time to indicate that the transmission belt has slipped, thereby ensuring the reliability of the steering system and improving the driving safety of the vehicle.

[0089] S240: If the transmission belt slips, a fault prompt message is output.

[0090] For example, the fault prompt information is used to prompt that the transmission belt has a slipping fault. By outputting the fault prompt information, the user can be informed that the transmission belt has a slipping fault, so that the vehicle can be inspected and repaired in time to improve the driving safety of the vehicle.

[0091] For example, if a steering command of the vehicle is detected, it is determined whether there is an electronic fault in the steering actuator. If there is an electronic fault in the steering actuator, a prompt message is output, and the prompt message is used to indicate that there is an electronic fault in the steering indicator. If there is no electronic fault in the steering actuator, the first displacement and the second displacement of the nut screw are obtained, and it is determined whether there is a slipping fault in the transmission belt through the first displacement and the second displacement. If the transmission belt is operating normally, the status of the transmission belt in the steering actuator is continuously monitored. If there is a slipping fault in the transmission belt, a fault prompt message is output to indicate that there is a slipping fault in the transmission belt, so that the user can know the status of the vehicle, thereby repairing the vehicle and improving the safety of vehicle driving.

[0092] Furthermore, in the event of a transmission belt slippage failure, the vehicle speed may be limited to improve vehicle safety.

[0093] For example, if the drive belt slips, a target ratio of the second displacement to the first displacement is determined, and based on the target ratio, a target speed limit of the vehicle is determined, which is used to limit the speed of the vehicle; the vehicle is controlled based on the target speed limit.

[0094] It can be understood that when the target speed limit of the vehicle is determined based on the target ratio, the vehicle speed is not determined only by the accelerator pedal opening, but by the accelerator pedal opening and the target speed limit.

[0095] Specifically, when the target limit speed of the vehicle is determined based on the target ratio, the opening of the vehicle's accelerator pedal is obtained, and the requested speed is determined based on the opening of the vehicle's accelerator pedal to determine whether the requested speed is greater than the target limit speed. When the requested speed is less than or equal to the target limit speed, the vehicle is controlled to travel at the requested speed; when the requested speed is greater than the target limit speed, the vehicle is controlled to travel at the target limit speed and a speed limit prompt message is output. The speed limit prompt message is used to prompt the vehicle that a drive belt slippage failure has occurred, limit the speed of the vehicle, and repair the vehicle as soon as possible.

[0096] In addition, when the deviation displacement between the first displacement and the second displacement of the nut screw is greater than the preset displacement, and the duration of the steering actuator in the target state is greater than the preset duration, multiple initial ratios of the second displacement to the first displacement are obtained, and the average value of the multiple initial ratios is determined as the target ratio of the second displacement to the first displacement.

[0097] For example, the duration is 5 seconds, the first displacement and the second displacement are collected 5 times within the duration, and it is determined that the deviation displacement between the first displacement and the second displacement within 5 seconds is greater than the preset displacement, and multiple initial ratios are K1, K2, K3, K4, and K5, then the target ratio of the second displacement to the first displacement K = (K1+K2+K3+K4+K5) / 5.

[0098] The above technical solution determines a target ratio of the second displacement to the first displacement, and based on the target ratio, determines the target speed limit of the vehicle. The target speed limit is used to limit the speed of the vehicle, and the vehicle is controlled based on the target speed limit. In the event of a drive belt slippage failure, the vehicle's speed is limited to ensure the safety of the vehicle's driving as much as possible.

[0099] In one example, a target ratio of the second displacement to the first displacement is determined, and the speed limit corresponding to the target ratio is determined as the target speed limit. Specifically, a target ratio interval to which the target ratio belongs is obtained, and based on the target ratio interval, the target speed limit corresponding to the target ratio interval is determined. The target ratio and the target speed limit are negatively correlated; as the target ratio increases, the target speed limit decreases. It is understood that a larger target ratio indicates more severe slippage in the steering actuator drive belt, necessitating a reduction in vehicle speed to avoid a dangerous accident.

[0100] Exemplarily, the target ratio interval to which the target ratio belongs is obtained. If the target ratio interval is the first preset ratio interval, the target speed limit is determined to be the first preset speed; if the target ratio interval is the second preset ratio interval, the target speed limit is determined to be the second preset speed; wherein the first preset speed is greater than the second preset speed; the maximum value of the first preset ratio interval is less than the minimum value of the second preset ratio interval; if the target ratio interval is the third preset ratio interval, the target speed limit is determined to be the third preset speed; wherein the third preset speed is less than the second preset speed; the maximum value of the second preset ratio interval is less than the minimum value of the third preset ratio interval.

[0101] For example, the first displacement of the nut and screw is B, the second displacement is A, the first preset ratio interval is (1, 1.3], the second preset ratio interval is (1.3, 1.5], and the third preset ratio interval is an interval with a ratio greater than 1.5. Determine the target ratio K=A / B of the second displacement to the first displacement. If K is 1.2, then the target ratio interval to which K belongs is determined to be the first preset ratio interval, and the speed limit corresponding to the first preset ratio interval is 80 km / h. Then, the target speed limit is determined to be 80 km / h, that is, the vehicle's driving speed is less than or equal to 80km / h; if K is 1.4, the target ratio interval to which K belongs is determined to be the second preset ratio interval, and the speed limit corresponding to the second preset ratio interval is 60km / h, then the target speed limit is determined to be 60km / h, that is, the vehicle's driving speed is less than or equal to 60km / h; if K is 1.6, the target ratio interval to which K belongs is determined to be the third preset ratio interval, and the speed limit corresponding to the third preset ratio interval is 40km / h, then the target speed limit is determined to be 40km / h, that is, the vehicle's driving speed is less than or equal to 40km / h.

[0102] In the above technical solution, if the target ratio interval is the first preset ratio interval, the target speed limit is determined to be the first preset speed; if the target ratio interval is the second preset ratio interval, the target speed limit is determined to be the second preset speed, and the first preset speed is greater than the second preset speed; the maximum value of the first preset ratio interval is less than the minimum value of the second preset ratio interval; if the target ratio interval is the third preset ratio interval, the target speed limit is determined to be the third preset speed, and the third preset speed is less than the second preset speed; the maximum value of the second preset ratio interval is less than the minimum value of the third preset ratio interval; the target speed limit is determined by the target ratio interval to which the target ratio belongs, and the target speed limit is negatively correlated with the target ratio, so that as the slippage of the transmission belt increases, the vehicle speed can be limited to improve the driving safety of the vehicle as much as possible.

[0103] In another example, if the transmission belt slips, a target ratio of the second displacement to the first displacement is determined, and a first ratio of the target ratio to the standard ratio is determined. Based on the first ratio, the target speed limit of the vehicle is determined, and the first ratio is negatively correlated with the target speed limit. The standard ratio is used to indicate the ratio of the second displacement to the first displacement when the transmission belt is operating normally. The first ratio is determined by rationing the target ratio when the transmission belt slips to the standard ratio when the transmission belt is operating normally. The first ratio can reflect the degree of slippage of the transmission belt, and the target speed limit of the vehicle is determined by the degree of slippage of the transmission belt.

[0104] Specifically, if the transmission belt slips, a first ratio of the target ratio to the standard ratio is determined. If the first ratio is less than or equal to the first preset ratio, it indicates that the transmission belt has a slight slip, and the first preset speed is determined as the target speed limit. If the first ratio is greater than the first preset ratio, and the first ratio is less than or equal to the second preset ratio, it indicates that the transmission belt has a moderate slip, and the second preset speed is determined as the target speed limit. If the first ratio is greater than the second preset ratio, it indicates that the transmission belt has a serious slip, and the third preset speed is determined as the target speed limit. The first ratio is negatively correlated with the target speed limit, that is, as the first ratio increases, the larger the target ratio is, the more serious the slip of the transmission belt is, and it is necessary to reduce the target speed limit of the vehicle to ensure the driving safety of the vehicle.

[0105] For example, when the transmission belt is operating normally, the standard ratio is W. If the transmission belt slips, the first displacement of the nut and screw is B, and the second displacement is A. The target ratio of the second displacement to the first displacement is determined to be K=A / B; and a first ratio R=K / W of the target ratio to the standard ratio is determined. If R is 1.1, then R is less than or equal to the first preset ratio (1.2), and the target speed limit is determined to be 80 km / h (the first preset speed); if R is 1.3, then R is greater than the first preset ratio (1.2) and less than or equal to the second preset ratio (1.5), and the target speed limit is determined to be 60 km / h (the second preset speed); if R is 1.6, then R is greater than the second preset ratio (1.5), and the target speed limit is determined to be 40 km / h (the third preset speed).

[0106] In the above technical solution, the steering actuator in the vehicle includes an angle sensor, a transmission belt, a nut screw, and a power-assisting motor, the angle sensor being fixedly connected to the nut screw, and the transmission belt connecting the power-assisting motor and the nut screw. If a vehicle steering command is detected, it is determined whether there is an electronic fault in the steering actuator. If there is no electronic fault in the steering actuator, a first displacement and a second displacement of the nut screw are obtained. Based on the first and second displacements, it is determined whether a transmission belt slippage fault has occurred. If a transmission belt slippage fault has occurred, a fault prompt message is output. The first displacement of the nut screw, i.e., the actual displacement of the nut screw, is determined by the angle sensor, and the second displacement of the nut screw, i.e., the theoretical displacement of the nut screw, is determined by the power-assisting motor. Without adding additional devices to the steering actuator, the actual and theoretical displacements of the nut screw can be accurately determined. On this basis, whether a transmission belt slippage fault has occurred is determined based on the actual and theoretical displacements of the nut screw, which can improve the accuracy of transmission belt slippage detection. In the event of a transmission belt slippage fault, a fault prompt message is output to prompt the user to repair the vehicle as soon as possible, thereby improving vehicle driving safety.

[0107] Figure 3 It is a schematic flow chart of another vehicle prompt method provided in an embodiment of the present application.

[0108] For example, Figure 3 The method shown can be executed by a power assist motor, a vehicle controller, or a chip in a vehicle.

[0109] Exemplarily, the steering actuator in the vehicle includes an angle sensor, a transmission belt, a nut screw and a power-assisting motor; the angle sensor is fixedly connected to the nut screw; the transmission belt connects the power-assisting motor and the nut screw.

[0110] For example, Figure 3 As shown, the method 300 includes the following processes:

[0111] S301: If a vehicle steering command is detected, determine whether there is an electronic fault in the steering actuator.

[0112] For example, the steering instruction may be determined by a steering wheel angle; the steering instruction may also be determined by navigation information; the method for detecting the steering instruction may be determined according to actual conditions and is not specifically limited here.

[0113] Exemplarily, the electronic fault is a state in which a device or component in the steering actuator cannot normally perform its predetermined function; for example, if there is a short circuit fault in the steering actuator, it is determined that there is an electronic fault in the steering actuator.

[0114] S302 : If there is no electronic fault in the steering actuator, a target number of rotations of the power assist motor within a preset period and a target angle acquired by the angle sensor are obtained.

[0115] Exemplarily, if there is no electronic fault in the steering actuator, the target number of revolutions of the power steering motor and the target angle collected by the angle sensor are obtained, and based on the target angle, a first displacement corresponding to the target angle is determined, and based on the target number of revolutions, a second displacement corresponding to the target number of revolutions is determined.

[0116] It is understandable that the target number of revolutions of the power assist motor within a preset period and the target rotation angle of the angle sensor within the preset period can be obtained.

[0117] Optionally, the preset period may be 5 seconds, 10 seconds, 20 seconds, etc. The preset period may be determined according to actual conditions and is not specifically limited here.

[0118] In addition, if there is an electronic fault in the steering actuator, a prompt message is output to prompt that there is an electronic fault in the steering actuator of the vehicle.

[0119] S303: Determine a first displacement corresponding to a target rotation angle and a second displacement corresponding to a target number of revolutions.

[0120] Exemplarily, if there is no electronic fault in the steering actuator, the target number of revolutions of the power steering motor and the target angle collected by the angle sensor are obtained, and based on the target angle, a first displacement corresponding to the target angle is determined, and based on the target number of revolutions, a second displacement corresponding to the target number of revolutions is determined.

[0121] For example, the target number of revolutions of the power-assist motor within 10 seconds and the target angle collected by the angle sensor are obtained, and the first displacement of the nut screw is determined based on the target angle and the first preset displacement. The first preset displacement indicates the ratio of the degrees collected by the angle sensor to the displacement corresponding to the nut screw. The product of the target angle and the first preset displacement is determined as the first displacement of the nut screw; the second displacement of the nut screw is determined based on the target number of revolutions and the second preset displacement. The second preset displacement indicates the displacement corresponding to one revolution of the power-assist motor. The product of the target number of revolutions and the second preset displacement is determined as the second displacement of the nut screw.

[0122] S304: Determine a deviation between the first displacement and the second displacement.

[0123] Exemplarily, the deviation displacement between the first displacement and the second displacement is obtained, and it is determined whether the deviation displacement is greater than the preset displacement. If the deviation displacement is greater than the preset displacement, it is determined that the transmission belt has a slip fault; if the deviation displacement is less than or equal to the preset displacement, it is determined that the transmission belt is operating normally.

[0124] Alternatively, a target ratio of the second displacement to the first displacement may be first obtained, and the absolute value of the difference between the target ratio and the standard ratio may be used to determine the deviation between the first and second displacements. Alternatively, the absolute value of the difference between the first and second displacements may be used to determine the deviation between the first and second displacements. The deviation may be determined in the same manner as described in the aforementioned disclosed embodiments and will not be further elaborated herein.

[0125] Optionally, the standard ratio is used to indicate the ratio of the displacement corresponding to the power assist motor to the displacement corresponding to the angle sensor within a preset period when the transmission belt operates normally.

[0126] S305, determining whether the deviation displacement is greater than a preset displacement; if so, executing S306.

[0127] Illustratively, the deviation displacement may be an absolute value of a difference between a target ratio of the second displacement to the first displacement and a standard ratio, or may be an absolute value of a difference between the first displacement and the second displacement.

[0128] Optionally, when the deviation displacement is the absolute value of the difference between the target ratio of the second displacement to the first displacement and the standard ratio, the preset displacement is 0.15, 0.1, etc. When the deviation displacement is the absolute value of the difference between the first displacement and the second displacement, the preset displacement is 0.2, 0.3, etc. The preset displacement can be determined based on the deviation displacement, and no specific limitation is made here.

[0129] For example, when the deviation displacement is less than or equal to the preset displacement, it is determined that the transmission belt is operating normally. When the transmission belt is operating normally, the state of the rotating belt is continuously detected to determine the state of the transmission belt. When the transmission belt slips, fault prompt information is output in time to indicate that the transmission belt slips, thereby ensuring the reliability of the steering system and improving the driving safety of the vehicle.

[0130] S306: Determine the duration of time during which the deviation displacement is greater than the preset displacement.

[0131] Exemplarily, when the deviation displacement is greater than the preset displacement, the duration of the target state is obtained, and the target state is used to indicate that the deviation displacement is greater than the preset displacement, that is, the duration of the deviation displacement being greater than the preset displacement is obtained.

[0132] S307, determine whether the duration is greater than a preset duration; if so, execute S308 and S309.

[0133] Exemplarily, when the deviation displacement between the first displacement and the second displacement is greater than the preset displacement, the duration of the deviation displacement being greater than the preset displacement is determined. If the duration is less than or equal to the preset duration, it is determined that the transmission belt is operating normally, that is, the belt slippage may be an occasional situation. By filtering out the occasional situation, that is, filtering out the situation where the deviation displacement between the first displacement and the second displacement of the transmission belt is too large due to other external factors, the accuracy of the transmission belt slippage detection result is ensured.

[0134] Optionally, the preset time length may be 3 seconds, 4 seconds, etc. The preset time length may be determined based on actual conditions and is not specifically limited here.

[0135] S308: Output fault prompt information.

[0136] It is understandable that there is no specific execution order for S308 and S309. S308 may be executed first, or S309 may be executed first. Of course, S308 and S309 may also be executed at the same time, which is not specifically limited here.

[0137] For example, when the duration of the slippage fault is greater than the preset time, it is determined that the transmission belt has a slippage fault and a fault prompt message is output. The fault prompt message is used to prompt that the transmission belt has a slippage fault. By outputting the fault prompt message, the user can be informed of the slippage fault of the transmission belt, so that the vehicle can be inspected and repaired in time to improve the driving safety of the vehicle.

[0138] S309: Determine a target ratio of the second displacement to the first displacement.

[0139] For example, if the drive belt slips, a target ratio of the second displacement to the first displacement is determined, and based on the target ratio, a target speed limit of the vehicle is determined, which is used to limit the speed of the vehicle; the vehicle is controlled based on the target speed limit.

[0140] Exemplarily, if the second displacement amount and the first displacement amount both have one value, the ratio of the second displacement amount to the first displacement amount is directly determined as the target ratio; if the second displacement amount and the first displacement amount have multiple values, multiple initial ratios of the second displacement amount to the first displacement amount are obtained, and the average of the multiple initial ratios is determined as the target ratio of the second displacement amount to the first displacement amount.

[0141] S310: Determine a target speed limit of the vehicle based on the target ratio.

[0142] In one example, a target ratio interval to which the target ratio belongs is obtained, and based on the target ratio interval, a target speed limit corresponding to the target ratio interval is determined. The target ratio and the target speed limit are negatively correlated; as the target ratio increases, the target speed limit decreases. It can be understood that a larger target ratio indicates more severe slippage in the steering actuator drive belt, necessitating a reduction in vehicle speed to avoid a dangerous accident.

[0143] In another example, a target ratio of the second displacement to the first displacement is determined, a first ratio of the target ratio to the standard ratio is determined, and a target speed limit of the vehicle is determined based on the first ratio, and the first ratio is negatively correlated with the target speed limit; the standard ratio is used to indicate the ratio of the second displacement to the first displacement when the transmission belt is operating normally, and the first ratio is determined by rationing the target ratio when the transmission belt slips to the standard ratio when the transmission belt is operating normally, so that the first ratio can reflect the degree of slippage of the transmission belt, and the target speed limit of the vehicle is determined by the degree of slippage of the transmission belt.

[0144] S311, controlling the vehicle based on the target speed limit.

[0145] It can be understood that when the target speed limit of the vehicle is determined based on the target ratio, the vehicle speed is not determined only by the accelerator pedal opening, but by the accelerator pedal opening and the target speed limit.

[0146] Specifically, when the target limit speed of the vehicle is determined based on the target ratio, the opening of the vehicle's accelerator pedal is obtained, and the requested speed is determined based on the opening of the vehicle's accelerator pedal to determine whether the requested speed is greater than the target limit speed. When the requested speed is less than or equal to the target limit speed, the vehicle is controlled to travel at the requested speed; when the requested speed is greater than the target limit speed, the vehicle is controlled to travel at the target limit speed and a speed limit prompt message is output. The speed limit prompt message is used to prompt the vehicle that a drive belt slippage failure has occurred, limit the speed of the vehicle, and repair the vehicle as soon as possible.

[0147] The above technical solution determines the first displacement of the nut screw, that is, the actual displacement of the nut screw, through the angle sensor, and the second displacement of the nut screw, that is, the theoretical displacement of the nut screw, determined by the power-assist motor. There is no need to add additional devices to the steering actuator, and the actual displacement and theoretical displacement of the nut screw can be accurately determined. On this basis, the actual displacement and theoretical displacement of the nut screw are used to determine whether the transmission belt has a slipping fault, which can improve the accuracy of the transmission belt slippage detection. In the case of a transmission belt slippage fault, a fault prompt message is output to prompt the user to repair the vehicle as soon as possible, thereby improving the vehicle driving safety.

[0148] It should be understood that the above examples are intended to help those skilled in the art understand the embodiments of the present application, and are not intended to limit the embodiments of the present application to the specific numerical values ​​or specific scenarios illustrated. Those skilled in the art can obviously make various equivalent modifications or variations based on the above examples, and such modifications or variations also fall within the scope of the embodiments of the present application.

[0149] Combined with the above Figures 1 to 3 The vehicle prompt method provided by the embodiment of the present application is described in detail; Figure 4 and Figure 5 The device embodiments of the present application are described in detail. It should be understood that the devices in the embodiments of the present application can execute the various methods of the aforementioned embodiments of the present application, that is, the specific working processes of the following various products can refer to the corresponding processes in the aforementioned method embodiments.

[0150] Figure 4 It is a structural schematic diagram of a vehicle prompt device provided in an embodiment of the present application.

[0151] Among them, the vehicle prompt device is configured in the vehicle, and the steering actuator in the vehicle includes an angle sensor, a transmission belt, a nut screw and a power motor; the angle sensor is fixedly connected to the nut screw; the transmission belt connects the power motor and the nut screw.

[0152] For example, Figure 4 As shown, the vehicle prompting device 400 includes:

[0153] Detection module 410: for determining whether there is an electronic fault in the steering actuator if a steering command of the vehicle is detected;

[0154] Acquisition module 420: configured to acquire a first displacement and a second displacement of the nut and screw within a preset period if there is no electronic fault in the steering actuator; wherein the first displacement is a displacement determined by the angle sensor, and the second displacement is a displacement determined by the power assist motor;

[0155] Determining module 430: for determining whether a transmission belt slippage fault occurs based on the first displacement amount and the second displacement amount;

[0156] Output module 440: used for outputting fault prompt information if a transmission belt slippage fault occurs; wherein the fault prompt information is used to prompt that a transmission belt slippage fault occurs.

[0157] Optionally, as an embodiment, the acquisition module 420 is specifically configured to:

[0158] Obtain the target number of rotations of the power assist motor within a preset period and the target rotation angle acquired by the angle sensor;

[0159] Based on the target rotation angle, determining a first displacement corresponding to the target rotation angle;

[0160] Based on the target number of revolutions, a second displacement corresponding to the target number of revolutions is determined.

[0161] Optionally, as an embodiment, the determining module 430 is specifically configured to:

[0162] Determining a deviation between the first displacement and the second displacement;

[0163] If the deviation displacement is greater than the preset displacement, it is determined that the transmission belt has a slip fault;

[0164] If the deviation displacement is less than or equal to the preset displacement, it is determined that the transmission belt is operating normally.

[0165] Optionally, as an embodiment, the determining module 430 is specifically configured to:

[0166] If the deviation displacement is greater than the preset displacement, the duration of the target state is obtained; wherein the target state is used to indicate that the deviation displacement is greater than the preset displacement;

[0167] If the duration is longer than the preset time, it is determined that the drive belt is slipping.

[0168] Optionally, as an embodiment, if a transmission belt slips, the vehicle prompting device 400 further includes a control module, which is specifically configured to:

[0169] determining a target ratio of the second displacement amount to the first displacement amount;

[0170] Determining a target speed limit for the vehicle based on the target ratio; wherein the target speed limit is used to limit the speed of the vehicle;

[0171] The vehicle is controlled based on the target speed limit.

[0172] Optionally, as an embodiment, the control module is specifically configured to:

[0173] Get the target ratio value interval to which the target ratio value belongs;

[0174] Based on the target ratio interval, a target vehicle speed limit corresponding to the target ratio interval is determined.

[0175] Optionally, as an embodiment, the control module is specifically configured to:

[0176] If the target ratio interval is the first preset ratio interval, determining the target speed limit to be the first preset speed;

[0177] If the target ratio interval is the second preset ratio interval, determining the target speed limit to be the second preset speed; wherein the first preset speed is greater than the second preset speed; and the maximum value of the first preset ratio interval is less than the minimum value of the second preset ratio interval;

[0178] If the target ratio interval is the third preset ratio interval, the target speed limit is determined to be the third preset speed; wherein the third preset speed is less than the second preset speed; and the maximum value of the second preset ratio interval is less than the minimum value of the third preset ratio interval.

[0179] It should be noted that the vehicle prompting device 400 is implemented in the form of a functional unit. The term "module" here can be implemented in the form of software and / or hardware, and is not specifically limited to this.

[0180] For example, a "module" may be a software program, a hardware circuit, or a combination of the two that implements the aforementioned functionality. The hardware circuit may include an application specific integrated circuit (ASIC), an electronic circuit, a processor (e.g., a shared processor, a dedicated processor, or a group processor) and memory for executing one or more software or firmware programs, combined logic circuits, and / or other suitable components that support the described functionality.

[0181] Therefore, the units of each example described in the embodiments of this application can be implemented by electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0182] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0183] For example, Figure 5 As shown, the vehicle 500 includes: a memory 510 and a processor 520, wherein the memory 510 stores an executable program code 530, and the processor 520 is used to call and execute the executable program code 530 to perform a vehicle prompt method.

[0184] Exemplarily, the memory 510 can be used to store relevant programs of the vehicle prompt method provided in the embodiment of the present application; the processor 520 can call the relevant programs of the vehicle prompt method stored in the memory 510 to execute the vehicle prompt method of the embodiment of the present application; for example, if the vehicle's steering command is detected, determine whether there is an electronic fault in the steering actuator; if there is no electronic fault in the steering actuator, obtain the first displacement and second displacement of the nut screw within a preset period; wherein the first displacement is the displacement determined by the angle sensor, and the second displacement is the displacement determined by the power assist motor; based on the first displacement and the second displacement, determine whether the transmission belt has a slip fault; if the transmission belt has a slip fault, output a fault prompt information; wherein the fault prompt information is used to prompt that the transmission belt has a slip fault.

[0185] In this embodiment, the device can be divided into functional modules based on the above-described method examples. For example, each functional module can be mapped to a specific functional module, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only a logical functional division. In actual implementation, other division methods may be used.

[0186] In the case of dividing the functional modules into corresponding functional modules, the device may further include a detection module, an acquisition module, a determination module, an output module, etc. It should be noted that all relevant contents of the various steps involved in the above method embodiment can be referred to the functional description of the corresponding functional modules and will not be repeated here.

[0187] It should be understood that the device provided in this embodiment is used to execute the above-mentioned vehicle prompt method, and thus can achieve the same effect as the above-mentioned implementation method.

[0188] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is used in a vehicle, the processing module may be used to control and manage the vehicle's movements, while the storage module may be used to support the vehicle's execution of relevant program codes.

[0189] The processing module may be a processor or controller that implements or executes the various exemplary logic blocks, modules, and circuits described in conjunction with the present disclosure. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing (DSP) and a microprocessor, and the storage module may be a memory.

[0190] In addition, the device provided in the embodiments of the present application can specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a vehicle prompt method provided in the above embodiment.

[0191] The present application also provides a computer-readable storage medium, which stores computer program code. When the computer program code runs on a computer, the computer executes the above-mentioned related method steps to implement a vehicle prompt method provided by the above-mentioned embodiment. Among them, computer-readable storage media may include, but are not limited to, any type of disk, including floppy disks, optical disks, Digital Video Discs (DVDs), Compact Disc Read-Only Memory (CD-ROMs), microdrives and magneto-optical disks, Read-Only Memory (ROMs), Random Access Memory (RAMs), Erasable Programmable Read-Only Memory (EPROMs), Electrically Erasable Programmable Read-Only Memory (EEPROMs), Dynamic Random Access Memory (DRAMs), Video Random Access Memory (VRAMs), flash memory devices, magnetic or optical cards, nanosystems (including molecular memory ICs), or any type of medium or device suitable for storing instructions and / or data.

[0192] The present application also provides a computer program product. When the computer program product is run on a computer, it enables the computer to execute the above-mentioned related steps to implement a vehicle prompt method provided by the above-mentioned embodiment.

[0193] Among them, the vehicle, computer-readable storage medium, computer program product or chip provided in this application are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0194] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0195] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0196] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A vehicle prompting method, characterized in that: The method is applied to a vehicle, wherein the steering actuator in the vehicle includes an angle sensor, a transmission belt, a nut screw and a power-assist motor; the angle sensor is fixedly connected to the nut screw; The transmission belt connects the power-assist motor and the nut screw; the method includes: If a steering command of the vehicle is detected, determining whether there is an electronic fault in the steering actuator; If there is no electronic fault in the steering actuator, obtaining a first displacement and a second displacement of the nut and screw within a preset period; wherein the first displacement is a displacement determined by the angle sensor, and the second displacement is a displacement determined by the power-assisting motor; Determining whether the transmission belt has a slip fault based on the first displacement and the second displacement; if the transmission belt has a slip fault, outputting a fault prompt message; wherein the fault prompt message is used to indicate that the transmission belt has a slip fault; Furthermore, if the transmission belt slips, a target ratio of the second displacement to the first displacement is determined, and based on the target ratio interval to which the target ratio belongs, a target speed limit corresponding to the target ratio interval is determined, and the vehicle is controlled based on the target speed limit; wherein, the target speed limit is used to limit the speed of the vehicle.

2. The method according to claim 1, characterized in that The obtaining of the first displacement and the second displacement of the nut and the lead screw within a preset period includes: Obtaining a target number of revolutions of the power assist motor within the preset period and a target rotation angle acquired by the angle sensor; determining, based on the target rotation angle, the first displacement corresponding to the target rotation angle; Based on the target number of revolutions, the second displacement corresponding to the target number of revolutions is determined.

3. The method according to claim 1, characterized in that The determining whether the transmission belt has a slip fault based on the first displacement and the second displacement includes: Determining a deviation between the first displacement and the second displacement; If the deviation displacement is greater than a preset displacement, it is determined that the transmission belt has a slip fault; If the deviation displacement is less than or equal to the preset displacement, it is determined that the transmission belt is operating normally.

4. The method according to claim 3, characterized in that If the deviation displacement is greater than a preset displacement, determining that the transmission belt has a slip fault includes: If the deviation displacement is greater than the preset displacement, obtaining the duration of the target state; wherein the target state is used to indicate that the deviation displacement is greater than the preset displacement; If the duration is longer than a preset duration, it is determined that a slip fault occurs in the transmission belt.

5. The method according to claim 1, wherein The determining, based on the target ratio interval to which the target ratio belongs, the target vehicle speed limit corresponding to the target ratio interval includes: If the target ratio interval is the first preset ratio interval, determining the target speed limit to be the first preset speed; If the target ratio interval is a second preset ratio interval, determining the target speed limit to be the second preset speed; wherein the first preset speed is greater than the second preset speed; and the maximum value of the first preset ratio interval is less than the minimum value of the second preset ratio interval; If the target ratio interval is the third preset ratio interval, the target speed limit is determined to be the third preset speed; wherein the third preset speed is less than the second preset speed; and the maximum value of the second preset ratio interval is less than the minimum value of the third preset ratio interval.

6. A vehicle prompting device, characterized in that: The device is configured in a vehicle, wherein the steering actuator in the vehicle comprises an angle sensor, a transmission belt, a nut screw and a power-assisting motor; the angle sensor is fixedly connected to the nut screw; The transmission belt connects the power-assist motor and the nut screw; the device includes: a detection module, configured to determine whether there is an electronic fault in the steering actuator if a steering command of the vehicle is detected; an acquisition module, configured to acquire, if there is no electronic fault in the steering actuator, a first displacement and a second displacement of the nut and lead screw within a preset period; wherein the first displacement is a displacement determined by the angle sensor, and the second displacement is a displacement determined by the power-assisting motor; a determination module, configured to determine whether a slip fault occurs in the transmission belt based on the first displacement and the second displacement; An output module, configured to output fault prompt information if a slip fault occurs on the transmission belt; wherein the fault prompt information is used to prompt that a slip fault occurs on the transmission belt; a control module configured to determine a target ratio of the second displacement to the first displacement if the drive belt slips, determine a target speed limit corresponding to a target ratio interval to which the target ratio belongs, and control the vehicle based on the target speed limit; wherein the target speed limit is used to limit the speed of the vehicle.

7. A vehicle, characterized in that: The vehicle comprises: a memory for storing executable program code; A processor is used to call and run the executable program code from the memory, so that the vehicle executes the vehicle prompt method as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed, the vehicle prompt method according to any one of claims 1 to 5 is implemented.

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