Vehicle torque monitoring methods, devices, and vehicles

Abstract

This application relates to a torque monitoring method, device, and vehicle for a vehicle. The method includes: determining a first torque value of the vehicle while it is driving under preset operating conditions, and obtaining a second torque value of the vehicle determined by a functional layer; determining a torque offset corresponding to the first torque value, and determining a torque threshold based on the first torque value and the torque offset; if the second torque value and the first torque value are in the same direction, and the second torque value exceeds the range corresponding to the torque threshold, obtaining multiple torque differences where the second torque value exceeds the torque threshold, and a pre-built linear relationship between the torque differences and the fault tolerance time; if the preset operating conditions are met based on the torque differences and the linear relationship, and the preset operating conditions are determined to be met, monitoring the next torque request sent by the functional layer based on the preset operating conditions. This can improve the test cases of the functional monitoring layer and reduce false triggering of fault responses in the functional monitoring layer.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, device and vehicle for monitoring the torque of a vehicle. Background Technology

[0002] The importance of functional safety architecture in autonomous driving systems is self-evident. For example, when an autonomous vehicle encounters a sudden situation (such as an obstacle suddenly appearing on the road), functional safety mechanisms ensure that the vehicle can brake in time to avoid a collision. The implementation of these functional safety mechanisms is carried out by the functional monitoring layer within the functional safety architecture.

[0003] The aforementioned functional safety architecture can generally be divided into three layers: the functional layer, the functional monitoring layer, and the hardware monitoring layer. The functional layer is used to implement the vehicle's respective functions (e.g., determining the torque of the front and rear motors based on the vehicle's operating parameters and sending torque requests to the front and rear motors). The functional monitoring layer is used to monitor the various functional safety functions implemented in the functional layer, so that when a failure occurs in the safety layer, corresponding safety measures can be taken in a timely manner to ensure the stability and safety of the vehicle. The hardware monitoring layer monitors whether the vehicle's controller is operating normally.

[0004] Currently, based on functional safety testing, there are certain differences in the torque calculation logic between the functional monitoring layer and the functional layer (for example, they determine the torque values ​​of the front and rear motors of the vehicle through different vehicle operating parameters). This requires testing the safety of the functions implemented by the functional monitoring layer through the safety monitoring mechanism of the functional monitoring layer, so that a fault response can be triggered in a timely manner when a fault occurs in the functional layer.

[0005] However, in actual testing, because test cases cannot cover some special or extreme conditions, there are many false triggers of fault responses under special or extreme conditions during vehicle operation, which affects the stability and safety of the vehicle and thus the user experience. Summary of the Invention

[0006] This application provides a method, device, and vehicle for monitoring vehicle torque, in order to solve the technical problem in the prior art where test cases cannot cover some special or extreme operating conditions, which leads to a large number of false triggering of fault responses under special or extreme operating conditions during vehicle operation, affecting vehicle stability and safety, and thus affecting user experience.

[0007] Firstly, this application provides a torque monitoring method for a vehicle, applied to a functional monitoring layer in a vehicle's functional safety architecture. The functional safety architecture includes a functional layer and a functional monitoring layer. The functional monitoring layer is used to monitor whether torque requests sent by the functional layer are faulty. The method includes:

[0008] When the vehicle is driving under preset operating conditions, determine the current first torque value of the vehicle, and obtain the current second torque value of the vehicle determined by the functional layer;

[0009] Determine the torque offset corresponding to the first torque value, and determine the torque threshold based on the first torque value and the torque offset;

[0010] When it is determined that the second torque value and the first torque value are in the same direction, and the second torque value is outside the range corresponding to the torque threshold, multiple torque differences where the second torque value exceeds the torque threshold are obtained, as well as a pre-built linear relationship between the torque difference and the fault tolerance time.

[0011] If the preset operating condition is determined to meet the preset conditions based on the torque difference and the linear relationship, the next torque request sent by the functional layer will continue to be monitored based on the preset operating condition.

[0012] As an optional implementation, determining the torque offset corresponding to the first torque value includes:

[0013] Obtain the vehicle model parameters and the operating parameters of at least two vehicles;

[0014] Based on the vehicle model parameters and the operating parameters, an operating model is constructed;

[0015] Obtain the vehicle speed corresponding to the first torque value, and input the vehicle speed and the first torque value into the operation model to obtain the torque offset of the safe distance corresponding to the first torque value output by the operation model.

[0016] As an optional implementation, determining the torque threshold based on the first torque value and the torque offset includes:

[0017] Determine whether both the first torque value and the second torque value are less than a preset threshold;

[0018] If both the first torque value and the second torque value are determined to be less than the preset threshold, the torque threshold is obtained by subtracting the torque offset from the first torque value.

[0019] If both the first torque value and the second torque value are greater than or equal to the preset threshold, the first torque value is added to the torque offset to obtain the torque threshold.

[0020] As an optional implementation, determining that the second torque value exceeds the range corresponding to the torque threshold includes:

[0021] If the second torque value is greater than or equal to the preset threshold, determine whether the second torque value is greater than the torque threshold.

[0022] If it is determined that the second torque value is greater than the torque threshold, it is determined that the second torque value is outside the range corresponding to the torque threshold;

[0023] If the second torque value is less than the preset threshold, determine whether the second torque value is less than the torque threshold;

[0024] If it is determined that the second torque value is less than the torque threshold, then it is determined that the second torque value exceeds the range corresponding to the torque threshold.

[0025] As an optional implementation, the linear relationship is determined in the following way:

[0026] Using a pre-built functional safety model, multiple different torque differences that the vehicle exceeds the torque threshold under the preset operating conditions are determined, as well as the fault tolerance time corresponding to each torque difference.

[0027] A linear relationship between the torque difference and the fault tolerance time is generated based on the plurality of torque differences and the fault tolerance time corresponding to each torque difference.

[0028] As an optional implementation, the step of using a pre-built functional safety model to determine multiple different torque differences that the vehicle exceeds the torque threshold under the preset operating conditions, and the fault tolerance time corresponding to each torque difference, includes:

[0029] Obtain the initial operating condition parameters corresponding to the preset operating condition for the torque threshold, and the vehicle model parameters;

[0030] Based on the initial operating parameters, multiple sets of different target operating parameters are determined, and the torque value corresponding to the target operating parameters is greater than the torque threshold.

[0031] For each target operating condition parameter, the preset initial functional safety model is updated based on the target operating condition parameter and the vehicle model parameter to obtain a functional safety model;

[0032] Using the functional safety model, determine the torque difference exceeding the torque threshold and the relative distance and relative speed between the vehicle and other vehicles corresponding to the torque difference;

[0033] The fault tolerance time corresponding to the torque difference is determined based on the relative distance and the relative speed.

[0034] As an optional implementation, determining that the preset operating condition meets the preset conditions based on the torque difference and the linear relationship includes:

[0035] Based on the torque difference and the linear relationship, the probability of a fault in the torque request sent by the functional layer under the preset operating conditions is determined.

[0036] If the failure probability is greater than a preset failure probability threshold, the preset operating condition is determined to meet the preset conditions.

[0037] As an optional implementation, determining the probability of a fault in the torque request sent by the functional layer under the preset operating condition based on the torque difference and the linear relationship includes:

[0038] Determine the first torque difference range corresponding to the torque difference in the linear relationship, and the second torque difference range corresponding to the preset working condition in the linear relationship;

[0039] The first integral value is determined based on the first torque difference range and the linear relationship;

[0040] The second integral value is determined based on the second torque difference range and the linear relationship.

[0041] The ratio of the first integral value to the second integral value is determined as the fault probability.

[0042] As an optional implementation, after determining the probability of a fault in the torque request sent by the functional layer under the preset operating condition based on the torque difference and the linear relationship, the method includes:

[0043] The steps include: real-time execution of obtaining multiple torque differences where the second torque value exceeds the torque threshold, and a pre-built linear relationship between the torque differences and the fault tolerance time; and determining the fault probability of the torque request sent by the functional layer under the preset operating conditions based on the torque differences and the linear relationship.

[0044] For each determined failure probability, determine whether the failure probability is greater than the current failure probability, where the current failure probability is the failure probability determined in the previous instance.

[0045] If it is determined that the failure probability is greater than the current failure probability, the current failure probability is updated to the failure probability.

[0046] If the second torque value is less than or equal to the torque threshold, the current fault probability is updated to the first preset value.

[0047] As an optional implementation, if the failure probability is greater than a preset failure probability threshold, before determining that the preset operating condition meets the preset conditions, the method further includes:

[0048] Under the preset operating conditions, obtain the vehicle's operating parameters corresponding to the fault probability;

[0049] Based on the operating parameters, simulate the target failure probability of the torque request sent by the functional layer after the preset working condition is superimposed with other working conditions.

[0050] If the target failure probability is greater than the failure probability, the preset operating condition is determined to meet the preset conditions.

[0051] Secondly, this application provides a torque monitoring device for a vehicle, applied to the functional monitoring layer in a vehicle's functional safety architecture. The functional safety architecture includes a functional layer and a functional monitoring layer. The functional monitoring layer is used to monitor whether torque requests sent by the functional layer are faulty. The device includes:

[0052] The first determining module is used to determine the current first torque value of the vehicle when the vehicle is driving under preset operating conditions, and to obtain the current second torque value of the vehicle determined by the functional layer.

[0053] The second determining module is used to determine the torque offset corresponding to the first torque value, and to determine the torque threshold based on the first torque value and the torque offset.

[0054] The acquisition module is used to acquire multiple torque differences where the second torque value exceeds the torque threshold, and a pre-built linear relationship between the torque differences and the fault tolerance time, when it is determined that the second torque value and the first torque value are in the same direction and the second torque value exceeds the range corresponding to the torque threshold.

[0055] The monitoring module is used to monitor the next torque request sent by the functional layer based on the preset operating condition, provided that the preset operating condition is satisfied based on the torque difference and the linear relationship.

[0056] Thirdly, this application provides a vehicle, including a processor and a memory, wherein the processor is configured to execute a vehicle torque monitoring program stored in the memory to implement the vehicle torque monitoring method described in any one of the first aspects.

[0057] Fourthly, this application provides a storage medium storing one or more programs that can be executed by one or more processors to implement the vehicle torque monitoring method described in any one aspect.

[0058] The technical solution provided in this application, when the vehicle is driving under preset operating conditions, determines the current first torque value of the vehicle and obtains the current second torque value of the vehicle determined by the functional layer. It determines the torque offset corresponding to the first torque value and determines a torque threshold based on the first torque value and the torque offset. It also determines multiple torque differences where the second torque value and the first torque value are in the same direction and the second torque value exceeds the torque threshold, as well as a pre-built linear relationship between the torque difference and the fault tolerance time. When it is determined that the preset operating conditions meet the preset conditions based on the torque difference and the linear relationship, it continues to monitor the next torque request sent by the functional layer based on the preset operating conditions. This technical solution determines the offset of the torque value corresponding to the functional monitoring layer when the torque values ​​determined by the functional monitoring layer and the functional layer are in the same direction. Based on the offset, it determines the torque threshold corresponding to the current torque value of the functional monitoring layer. Furthermore, by using a pre-built linear relationship between the torque difference between the corresponding torque value of the functional layer and the torque threshold and the fault tolerance time, it determines whether the vehicle is prone to falsely triggering a fault response in the functional monitoring layer under a preset operating condition, based on the torque difference when the current torque value of the functional layer exceeds the torque threshold and this linear relationship. If a false fault response is determined to occur under the preset operating condition, the functional monitoring layer monitors the next torque request sent by the functional layer based on that preset operating condition. This improves the test cases for the functional monitoring layer, thereby reducing false triggering of fault responses under special or extreme conditions. Ultimately, this improves vehicle stability and safety, and enhances the user experience. Attached Figure Description

[0059] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0060] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the accompanying drawings used in the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0061] One or more embodiments are illustrated by way of example with reference numerals in the accompanying drawings. These illustrations do not constitute a limitation on the embodiments. Elements with the same reference numerals in the drawings are denoted as similar elements. Unless otherwise stated, the figures in the drawings are not to be limited by scale.

[0062] Figure 1A flowchart illustrating an embodiment of a vehicle torque monitoring method provided in this application;

[0063] Figure 2 A flowchart illustrating another embodiment of a vehicle torque monitoring method provided in this application;

[0064] Figure 3 A flowchart illustrating an embodiment of another vehicle torque monitoring method provided in this application;

[0065] Figure 4 A flowchart illustrating another embodiment of a vehicle torque monitoring method provided in this application;

[0066] Figure 5 A schematic diagram of the relationship between torque difference and fault tolerance time provided in an embodiment of this application;

[0067] Figure 6 A flowchart illustrating an embodiment of a vehicle torque monitoring method provided in this application;

[0068] Figure 7 A schematic diagram of the relationship between multiple torque differences and curves provided in this application;

[0069] Figure 8 A block diagram illustrating an embodiment of a vehicle torque monitoring device provided in this application;

[0070] Figure 9 This is a structural schematic diagram of a vehicle provided in an embodiment of this application. Detailed Implementation

[0071] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described below are only some, not all, of the embodiments of this application. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0072] The following disclosure provides numerous different embodiments or examples for implementing various structures of this application. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the scope of this application. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed.

[0073] To facilitate understanding of the vehicle torque monitoring method provided in this application, the technical issues involved in this application will be described by way of example below:

[0074] In related technologies, the autonomous driving system of a vehicle may have a functional safety architecture, which is generally divided into three layers: L1 layer (functional layer), L2 layer (functional monitoring layer), and L3 layer (hardware monitoring layer). The functional layers are used to implement the respective functions of the vehicle (e.g., determining the torque of the front and rear motors based on the vehicle's operating parameters and sending torque requests to the front and rear motors); the functional monitoring layer is used to monitor the various functional safety functions implemented in the functional layers, so that when a failure occurs in the safety layer, corresponding safety measures can be taken in a timely manner to ensure the stability and safety of the vehicle; the hardware monitoring layer monitors whether the vehicle's controller is operating normally.

[0075] After determining the torque value, the aforementioned functional layer can send a torque request corresponding to that torque value to the front and rear motors of the vehicle. The functional monitoring layer then monitors the torque request sent by the functional layer based on its own determined torque value to determine whether there is a fault in the torque request sent by the functional layer. If a fault exists, it triggers a fault response and executes the corresponding fault handling strategy to ensure the stability and safety of vehicle operation.

[0076] The functional monitoring layer and the functional layer use different vehicle operating parameters and methods to determine the torque values ​​of the front and rear motors. For example, the functional monitoring layer uses the rear wheel speed as an operating parameter and its determination method is relatively simple, while the functional layer uses the front and rear wheel speeds as operating parameters and its determination method is more complex. Therefore, the first torque value and the second torque value may be the same or different.

[0077] In real-world scenarios, when vehicles operate under special or extreme conditions (such as on icy surfaces or flooded roads), they are prone to extreme situations (e.g., rear wheels may slip or lift off the ground, causing significant changes in rear wheel speed while the front wheel speed changes less). This results in a large discrepancy between the torque values ​​determined by the functional monitoring layer and the functional layer, which meets the triggering conditions for fault response. However, in actual operation, these special or extreme conditions may not actually pose a safety hazard. Therefore, the triggering of fault response under these special or extreme conditions is a false trigger, affecting vehicle stability and safety, and consequently impacting the user experience.

[0078] To address the technical problem in existing technologies where test cases cannot cover certain special or extreme operating conditions, leading to numerous false triggering of fault responses under these conditions during vehicle operation, thus affecting vehicle stability and safety and consequently impacting user experience, this application provides a vehicle torque monitoring method, device, and vehicle. This method determines the offset of the torque value corresponding to the functional monitoring layer when the torque values ​​determined by the functional monitoring layer and the functional layer correspond in the same direction. Based on this offset, it determines the torque threshold corresponding to the current torque value of the functional monitoring layer. Furthermore, it uses a pre-built torque measurement method to monitor the torque value between the corresponding torque value of the functional layer and the torque threshold. The linear relationship between the torque difference and the fault tolerance time is used to determine whether the vehicle is prone to falsely triggering the fault response of the functional monitoring layer under a preset operating condition, based on the torque difference between the current torque value of the functional layer and the torque threshold. If a false triggering fault response is determined under the preset operating condition, the functional monitoring layer monitors the next torque request sent by the functional layer based on that preset operating condition. This improves the test cases of the functional monitoring layer, thereby reducing false triggering of fault responses under special or extreme operating conditions. Ultimately, this improves the vehicle's stability and safety, and enhances the user experience.

[0079] The torque monitoring method for vehicles provided in this application will be further explained and described below with reference to the accompanying drawings and specific embodiments. The embodiments do not constitute a limitation on the embodiments of this application.

[0080] See Figure 1 This is a flowchart illustrating an embodiment of a vehicle torque monitoring method provided in this application. As an example, the vehicle torque monitoring method provided in this application can be applied to the functional monitoring layer in a vehicle's functional safety architecture. This functional safety architecture may include a functional layer and a functional monitoring layer. The functional monitoring layer can be used to monitor whether torque requests sent by the functional layer are faulty. Figure 1 As shown, the process may include the following steps:

[0081] Step 101: When the vehicle is driving under preset operating conditions, determine the current first torque value of the vehicle and obtain the current second torque value of the vehicle determined by the functional layer.

[0082] The aforementioned preset operating conditions refer to pre-determined conditions that may falsely trigger the fault response of the functional monitoring layer. These conditions may include, but are not limited to, conditions such as sloping roads and icy roads. When a vehicle is traveling under these conditions, special circumstances such as road slippage may cause a sudden change in the speed of the vehicle's rear wheels. Because the methods for determining the first torque value and the second torque value (e.g., the first torque value is determined based on the front wheel speed, while the second torque value is determined based on the rear wheel speed) are different, the first torque value and the second torque value may meet the conditions for triggering the fault response of the functional monitoring layer, thus triggering the fault response. In this case, the triggering is considered a false triggering.

[0083] The aforementioned first torque value refers to the torque value of the front and rear motors determined by the functional monitoring layer based on the vehicle's current operating parameters (hereinafter referred to as the first operating parameters for ease of distinction).

[0084] The aforementioned second torque value refers to the torque value of the front and rear motors determined by the functional layer based on the vehicle's current operating parameters (hereinafter referred to as the second operating parameters for ease of distinction).

[0085] The difference between the functional monitoring layer and the functional layer is that they use different logic to determine the vehicle's operating parameters and torque. That is, the first and second operating parameters mentioned above are different operating parameters. For example, the functional layer determines the vehicle's torque value based on the front wheel speed and the rear wheel speed, while the functional monitoring layer determines the vehicle's torque value based on the vehicle speed sent by the IPB controller, which is the rear wheel speed.

[0086] In some embodiments of this application, in order to prevent the vehicle from accidentally triggering the fault response of the function monitoring layer when driving under preset conditions, the probability of triggering the fault response under the preset conditions can be determined by the function monitoring layer. Based on the probability, it can be determined whether the preset conditions are conditions that would accidentally trigger the fault response, so as to improve the test cases applied to the function monitoring layer and improve the stability and safety of the vehicle.

[0087] Based on this, in one embodiment, the execution entity of this application embodiment can be a function monitoring layer. When it is determined that the vehicle is driving under preset operating conditions, the function monitoring layer can determine the current torque value of the vehicle (hereinafter referred to as the first torque value for easy distinction) and obtain the current torque value of the vehicle determined by the function layer at this time (hereinafter referred to as the second torque value for easy distinction).

[0088] As one possible implementation, when determining the vehicle's first torque value, the functional monitoring layer can obtain the vehicle's current first operating parameters and, based on these first operating parameters, search a preset first torque value table according to a first preset procedure to obtain the first torque values ​​of the vehicle's front and rear motors. These first operating parameters may include, but are not limited to, parameters such as vehicle speed, driving mode, brake pedal status, and accelerator pedal status.

[0089] As one possible implementation, when determining the vehicle's second torque value, the functional layer can obtain the vehicle's current operating parameters (hereinafter referred to as the second operating parameters for ease of distinction), and according to the aforementioned second operating parameters, search a preset torque value table (hereinafter referred to as the second torque value table for ease of distinction) to obtain the second torque values ​​of the vehicle's front and rear motors. The aforementioned second operating parameters may include, but are not limited to, parameters such as vehicle speed, driving mode, brake pedal, and accelerator pedal status. The aforementioned second preset process and the aforementioned first preset process may be different processes, and the aforementioned first torque value table and second torque value table may be different tables.

[0090] Then, the functional layer can generate a torque request based on the vehicle's current second torque value, and send the torque request to the vehicle's front and rear motors.

[0091] Based on this, the functional monitoring layer can obtain the torque request sent by the aforementioned functional layer and determine the vehicle's current second torque value from the torque request.

[0092] Step 102: Determine the torque offset corresponding to the first torque value, and determine the torque threshold based on the first torque value and the torque offset.

[0093] Step 103: When it is determined that the second torque value and the first torque value are in the same direction, and the second torque value exceeds the range corresponding to the torque threshold, obtain multiple torque differences where the second torque value exceeds the torque threshold, and the linear relationship between the pre-constructed torque difference and the fault tolerance time.

[0094] Step 104: If the preset operating condition is determined to meet the preset conditions based on the above torque difference and the above linear relationship, continue to monitor the next torque request sent by the above functional layer based on the above preset operating condition.

[0095] The following provides a unified explanation of steps 102 to 104:

[0096] The aforementioned torque offset refers to the critical value of torque offset relative to the first torque value when the functional monitoring layer triggers a fault response, under the first torque value determined by the functional monitoring layer, when the vehicle is driving under preset operating conditions.

[0097] The aforementioned torque threshold refers to the critical torque value corresponding to the fault response in the functional monitoring layer when the vehicle is driving under preset operating conditions. In other words, when the vehicle's torque value exceeds the range corresponding to this torque threshold, it indicates that the torque value exceeds the critical torque value, which may trigger the fault response.

[0098] The aforementioned fault tolerance time refers to the shortest time from when a vehicle experiences a fault to when a dangerous event may occur. In other words, when the vehicle's torque value exceeds the range corresponding to the torque threshold, a fault may exist. When the duration for which the torque value exceeds the torque threshold reaches the fault tolerance time, a dangerous event may occur.

[0099] Among them, when the torque value exceeds the torque threshold, the torque difference between different torque values ​​and the torque threshold can correspond to different fault tolerance times. That is, depending on the degree to which the torque value exceeds the torque threshold, there can be different fault tolerance times.

[0100] In some embodiments of this application, after determining the first torque value corresponding to the current vehicle under preset operating conditions, the functional monitoring layer can determine the torque offset corresponding to the first torque value, and then determine the torque threshold corresponding to the first torque value based on the torque offset and the first torque value. Different first torque values ​​can correspond to different torque offsets, thus different first torque values ​​can correspond to different torque thresholds.

[0101] As for how the torque offset corresponding to the first torque value is determined, it will be explained below. Figure 2 The process shown will be explained in detail here.

[0102] The specific method for determining the torque threshold based on the first torque value and the torque offset will be explained below. Figure 3 The process shown will be explained in detail here.

[0103] Based on the torque threshold determined above, the functional monitoring layer can determine whether the preset operating condition of the vehicle has been erroneously triggered by the functional monitoring layer when the determined first torque value and the second torque value determined by the functional layer are in the same direction.

[0104] As an optional implementation, it can be determined whether the currently determined second torque value exceeds the range corresponding to the aforementioned torque threshold. The specific method for determining whether the second torque value exceeds the range corresponding to the torque threshold will be explained below. Figure 3 The process shown will be explained in detail here.

[0105] Optionally, if it is determined that the second torque value exceeds the range corresponding to the torque threshold, it indicates that when the vehicle is currently driving under preset operating conditions, the precondition for triggering a fault response is met, that is, it is easy to trigger a fault response from the functional monitoring layer. Therefore, multiple torque differences from the beginning of the second torque value exceeding the range corresponding to the torque threshold to the current torque threshold can be obtained, as well as the linear relationship between the pre-built torque difference and the fault tolerance time can be obtained.

[0106] The specific details of how the linear relationship between the torque difference and the fault tolerance time is constructed can be explained below. Figure 4 The process shown will be explained in detail here.

[0107] Subsequently, the functional monitoring layer can determine whether the preset operating conditions meet the preset criteria based on the aforementioned multiple torque differences and linear relationships. These preset criteria characterize the conditions under which the preset operating conditions might falsely trigger a fault response from the functional monitoring layer.

[0108] As for how the determination of whether the preset operating condition meets the preset conditions is based on the torque difference and linear relationship, it can be explained in the following text. Figure 6 The process shown will be explained in detail here.

[0109] Optionally, if the preset operating condition is determined to meet the preset conditions based on the above torque difference and linear relationship, it indicates that the preset operating condition may falsely trigger the functional monitoring layer. Therefore, the next torque request sent by the functional layer can be monitored based on the preset operating condition, thereby reducing the false triggering of fault response in the functional monitoring layer.

[0110] As an example implementation, the functional monitoring layer can optimize the current functional safety monitoring mechanism based on the preset operating conditions, so as to continue to monitor the next torque request sent by the functional layer based on the optimized functional safety monitoring mechanism, thereby avoiding the situation where the next torque request is falsely triggered.

[0111] As one implementation method, a preset working condition can be used as a test case to overlay the current test scenario and test cases of the functional monitoring layer, thereby improving the test cases of the functional monitoring layer and optimizing the functional safety monitoring mechanism.

[0112] The technical solution provided in this application, when the vehicle is driving under preset operating conditions, determines the current first torque value of the vehicle and obtains the current second torque value of the vehicle determined by the functional layer. It determines the torque offset corresponding to the first torque value and determines a torque threshold based on the first torque value and the torque offset. When it is determined that the second torque value and the first torque value are in the same direction and the second torque value exceeds the range corresponding to the torque threshold, it obtains multiple torque differences where the second torque value exceeds the torque threshold, as well as a pre-built linear relationship between the torque differences and the fault tolerance time. When it is determined that the preset operating conditions meet the preset conditions based on the torque differences and the linear relationship, it continues to monitor the next torque request sent by the functional layer based on the preset operating conditions. This technical solution determines the offset of the torque value corresponding to the functional monitoring layer when the torque values ​​determined by the functional monitoring layer and the functional layer are in the same direction. Based on the offset, it determines the torque threshold corresponding to the current torque value of the functional monitoring layer. Furthermore, by using a pre-built linear relationship between the torque difference between the corresponding torque value of the functional layer and the torque threshold and the fault tolerance time, it determines whether the vehicle is prone to falsely triggering a fault response in the functional monitoring layer under a preset operating condition, based on the torque difference when the current torque value of the functional layer exceeds the torque threshold and this linear relationship. If a false fault response is determined to occur under the preset operating condition, the functional monitoring layer monitors the next torque request sent by the functional layer based on that preset operating condition. This improves the test cases for the functional monitoring layer, thereby reducing false triggering of fault responses under special or extreme conditions. Ultimately, this improves vehicle stability and safety, and enhances the user experience.

[0113] See Figure 2 This is a flowchart illustrating another embodiment of a vehicle torque monitoring method provided in this application. Figure 2 The process shown is in Figure 1 Based on the illustrated process, the specific method for determining the torque offset corresponding to the first torque value is described. For example... Figure 2 As shown, the process may include the following steps:

[0114] Step 201: Obtain the vehicle model parameters and the operating parameters of at least two vehicles.

[0115] Step 202: Construct an operating model based on the above vehicle parameters and operating parameters.

[0116] Step 203: Obtain the vehicle speed corresponding to the first torque value, and input the vehicle speed and the first torque value into the above-mentioned operating model to obtain the torque offset of the safe distance corresponding to the first torque value output by the above-mentioned operating model.

[0117] The following provides a unified explanation of steps 201 to 203:

[0118] The vehicle parameters mentioned above refer to the vehicle model and relevant parameters during operation, which may include, but are not limited to, vehicle weight, tire rolling radius, etc.

[0119] The aforementioned operating parameters refer to the parameters related to at least two vehicles driving under preset operating conditions, which may include, but are not limited to (taking two vehicles as an example): the initial speed of the vehicle in front, the initial speed of the vehicle behind, the acceleration of the vehicle in front, the acceleration of the vehicle behind, the initial distance between the two vehicles, etc.

[0120] The aforementioned operating model refers to a simulation model that simulates the vehicle operating under preset working conditions.

[0121] In some embodiments of this application, by obtaining vehicle model parameters and operating parameters of at least two vehicles, and based on these parameters, a running model that can simulate the vehicle's operation under preset working conditions can be constructed, thereby simulating the torque offset corresponding to the first torque value. The input to the running model can be the torque value and the vehicle speed corresponding to that torque value, and the output is the torque offset corresponding to that torque value.

[0122] Based on this, the first torque value currently determined by the functional monitoring layer and the vehicle speed corresponding to that first torque value can be obtained. The vehicle speed and the first torque value are then input into the aforementioned operating model to obtain the torque offset of the safe distance corresponding to the first torque value output by the operating model. The safe distance corresponding to the first torque value refers to the distance the vehicle can safely travel under the first torque value. Through this operating model, the functional monitoring layer can efficiently and quickly determine the torque offset corresponding to the first torque value after determining the first torque value of the vehicle under preset operating conditions each time.

[0123] The technical solution provided in this application obtains vehicle model parameters and operating parameters of at least two vehicles, constructs an operating model based on the vehicle model parameters and operating parameters, obtains the vehicle speed corresponding to a first torque value, and inputs the vehicle speed and the first torque value into the operating model to obtain the torque offset of the safe distance corresponding to the first torque value output by the operating model. This technical solution, by pre-constructing a simulation model of the vehicle driving under preset operating conditions, and thereby determining the torque offset corresponding to the first torque value through the simulation model, achieves efficient and accurate determination of the torque offset corresponding to the first torque value.

[0124] See Figure 3 This is a flowchart illustrating another embodiment of a vehicle torque monitoring method provided in this application. Figure 3 The process shown is in Figure 1Based on the illustrated process, the document describes how to determine the torque threshold based on the first torque value and the torque offset, and how to determine whether the second torque value exceeds the range corresponding to the torque threshold. Figure 3 As shown, the process may include the following steps:

[0125] Step 301: Determine whether both the first torque value and the second torque value are less than a preset threshold. If yes, proceed to step 302; otherwise, proceed to step 304.

[0126] Step 302: Subtract the above torque offset from the first torque value to obtain the torque threshold.

[0127] Step 303: Determine whether the second torque value is less than the above torque threshold. If yes, proceed to step 306; otherwise, proceed to step 307.

[0128] Step 304: Add the above torque offset to the first torque value to obtain the torque threshold.

[0129] Step 305: Determine whether the second torque value is greater than the above torque threshold. If yes, proceed to step 306; otherwise, proceed to step 307.

[0130] Step 306: Determine that the second torque value exceeds the range corresponding to the above torque threshold.

[0131] Step 307: Determine that the second torque value does not exceed the range corresponding to the above torque threshold.

[0132] The following provides a unified explanation of steps 301 to 307:

[0133] The aforementioned preset threshold refers to a pre-set threshold that can be used to characterize the direction corresponding to the torque value. For example, the aforementioned preset threshold can be 0.

[0134] The aforementioned first torque value refers to Figure 1 The torque value determined by the functional monitoring layer in the process shown.

[0135] The aforementioned second torque value refers to Figure 1 The torque value determined by the functional layer in the process shown.

[0136] In some embodiments of this application, when the first torque value and the second torque value are in the same direction, they may correspond to different torque values ​​due to different directions, such as both being positive or both being negative, and the torque threshold range corresponding to torque values ​​in different directions is also different.

[0137] As an optional implementation, it can be determined whether both the first torque value and the second torque value are less than a preset threshold.

[0138] Optionally, if it is determined that both the first torque value and the second torque value are less than the preset threshold, it means that both the first torque value and the second torque value are torque values ​​in the first preset direction, for example, both are negative values. In this case, the smaller the torque value is numerically, the larger the corresponding actual torque value is. Therefore, the torque threshold can be obtained by subtracting the above-mentioned torque offset from the first torque value.

[0139] Based on this, when determining whether the second torque value exceeds the range corresponding to the torque threshold, it can be determined whether the second torque value is greater than the aforementioned torque threshold, and if it is determined that the second torque value is greater than the torque threshold, it can be determined that the second torque value exceeds the range corresponding to the aforementioned torque threshold.

[0140] Optionally, if both the first torque value and the second torque value are determined to be greater than or equal to a preset threshold, it indicates that both the first torque value and the second torque value are torque values ​​in a second preset direction. For example, if both are positive, then the larger the numerical value of the torque value, the larger the corresponding actual torque value. Therefore, the torque threshold can be obtained by adding the aforementioned torque offset to the first torque value. The aforementioned second preset direction can be the direction opposite to the first preset direction.

[0141] Based on this, when determining whether the second torque value exceeds the range corresponding to the torque threshold, it can be determined whether the second torque value is less than the aforementioned torque threshold, and if it is determined that the second torque value is less than the torque threshold, it can be determined that the second torque value exceeds the range corresponding to the aforementioned torque threshold.

[0142] The technical solution provided in this application, by comparing both the first torque value and the second torque value with a preset threshold, and by performing different calculations on the first torque value and the torque offset based on different comparison results to obtain different torque thresholds, accurately determines whether the second torque value exceeds the range corresponding to the torque threshold by comparing different torque thresholds.

[0143] See Figure 4 This is a flowchart illustrating another embodiment of a vehicle torque monitoring method provided in this application. Figure 4 The process shown is in Figure 1 Based on the illustrated process, the specific details of how to establish a linear relationship between torque difference and fault tolerance time are described. For example... Figure 4 As shown, the process may include the following steps:

[0144] Step 401: Using a pre-built functional safety model, determine multiple different torque differences that the vehicle exceeds the torque threshold under preset operating conditions, and the fault tolerance time corresponding to each torque difference.

[0145] The aforementioned functional safety model refers to a pre-constructed simulation model used to simulate the operation of a vehicle under preset operating conditions.

[0146] In some embodiments of this application, in order to determine the linear relationship between the torque difference exceeding the torque threshold and the fault tolerance time under preset operating conditions, the functional monitoring layer can use a pre-built functional safety model to simulate multiple different torque differences exceeding the torque threshold when the vehicle is driving under preset operating conditions, as well as the fault tolerance time corresponding to each torque difference, and based on the torque threshold, determine the linear relationship between the torque value and the fault tolerance time when the torque value is greater than or equal to the torque threshold.

[0147] As an optional implementation, the functional monitoring layer can obtain the operating condition parameters of a preset operating condition and a pre-built initial functional safety model. It can then update the initial functional safety model using these operating condition parameters to obtain the functional safety model corresponding to the preset operating condition. The aforementioned operating condition parameters refer to detailed information regarding road conditions, environment, and other factors involved in the preset operating condition, which may include, but are not limited to, parameters such as road slope, drag coefficient, and windward area. The aforementioned initial functional safety model is a pre-built model framework. By setting different operating condition parameters on this initial functional safety model, functional safety models corresponding to different operating conditions can be obtained.

[0148] As an exemplary implementation, the aforementioned operating condition parameters and the pre-built initial functional safety model can be obtained from a preset database.

[0149] Based on the functional safety model determined above, this model can be used to determine multiple different torque differences exceeding the torque threshold determined by the functional layer when the vehicle is running under preset operating conditions, as well as the fault tolerance time corresponding to each torque difference.

[0150] As an optional implementation, the initial operating condition parameters corresponding to the preset operating conditions of the aforementioned torque threshold, as well as the vehicle model parameters, can be obtained. The aforementioned initial operating condition parameters refer to the parameters involved when the torque value determined by the functional layer during vehicle operation is the aforementioned torque threshold. These parameters may include, but are not limited to, parameters such as: distance between two vehicles, driver reaction time, different speeds of the two vehicles, and relative vehicle speed. The aforementioned vehicle model parameters refer to the vehicle model and relevant parameters during operation, which may include, but are not limited to, parameters such as vehicle weight, tire rolling radius, front axle ratio, rear axle ratio, and transmission system efficiency.

[0151] Subsequently, based on the initial operating parameters mentioned above, multiple sets of different target operating parameters can be determined, where the torque value corresponding to the target operating parameters is greater than the torque threshold mentioned above.

[0152] As an exemplary implementation, some parameters in the initial operating condition parameters can be sequentially increased to obtain multiple target operating condition parameters. For example, the speeds of the two vehicles can be sequentially increased, or the driver's reaction time can be sequentially increased.

[0153] Subsequently, for each target operating condition parameter, the preset initial functional safety model can be updated based on the target operating condition parameter and the vehicle model parameter to obtain a functional safety model. The aforementioned initial functional safety model is a pre-constructed model framework. By setting different operating condition parameters on this initial functional safety model, functional safety models corresponding to different operating conditions can be obtained.

[0154] As one possible implementation, the aforementioned operating condition parameters and the pre-built initial functional safety model can be obtained from a pre-set database.

[0155] Then, the aforementioned functional safety model can be used to determine the torque difference exceeding the torque threshold and the relative distance and relative speed between the vehicle and other vehicles corresponding to the torque difference.

[0156] As an example implementation, a functional safety model can be used to simulate multiple torque differences exceeding the torque threshold corresponding to the vehicle under target operating conditions, as well as the relative speed and relative distance corresponding to each torque difference.

[0157] Then, for each torque difference, the fault tolerance time corresponding to that torque difference can be determined based on the relative distance and relative speed. Optionally, the fault tolerance time corresponding to that torque difference can be obtained by dividing the relative distance by the relative speed.

[0158] Next, the torque differences and the corresponding fault tolerance times for each torque difference can be statistically analyzed to obtain a table showing the correspondence between torque differences and fault tolerance times, such as Table 1 below:

[0159] Table 1

[0160]

[0161] In addition, the aforementioned torque difference may have a maximum torque difference threshold (e.g., 100 N·m). When the torque difference is greater than this maximum torque difference threshold, its fault tolerance time can be the fault tolerance time corresponding to the maximum torque difference threshold (e.g., 300 ms).

[0162] Step 402: Generate a linear relationship between torque difference and fault tolerance time based on multiple torque differences and the fault tolerance time corresponding to each torque difference.

[0163] In some embodiments of this application, step 401 yields multiple torque differences exceeding the torque threshold, and a fault tolerance time corresponding to each torque difference, as shown in Table 1 above. Based on this, the functional monitoring layer can generate a linear relationship between the torque difference and the fault tolerance time according to the multiple torque differences and the fault tolerance time corresponding to each torque difference.

[0164] As an optional implementation, a curve graph can be constructed showing the relationship between the torque difference and the fault tolerance time. The horizontal axis of this curve graph can represent the torque difference, and the vertical axis can represent the fault tolerance time, for example, see [reference needed]. Figure 5 This is a schematic diagram illustrating the relationship between torque difference and fault tolerance time, provided in an embodiment of this application. Wherein, the above... Figure 5 The relationship diagram shown is based on the data in Table 1.

[0165] Subsequently, based on the aforementioned curve graph, a linear relationship between the torque difference and the fault tolerance time can be generated. Specifically, the functional monitoring layer can generate this linear relationship by covering as many points as possible within the curve graph. For example... Figure 5 The linear relationship shown can be represented by a linear function of the following equation (I):

[0166] Equation (I) is Y = -7.8X + 1078

[0167] Where Y represents the fault tolerance time and X represents the torque difference.

[0168] Furthermore, if the preset operating condition is determined to be a fault response that falsely triggers the monitoring function layer, when monitoring the next torque request sent by the function layer based on the preset operating condition, a target operating condition not covered in the curve relationship graph can be determined through forward analysis. This target operating condition can be a sub-operating condition of the preset operating condition.

[0169] Then, based on the above target working conditions, the above curve relationship diagram is improved to obtain the improved target curve relationship diagram.

[0170] As an exemplary implementation, the functional safety model described above can be used to determine other torque differences exceeding the torque threshold under the target operating condition and the fault tolerance time corresponding to each other torque difference, and the points corresponding to the fault tolerance time of the other torque differences and other torque differences can be improved in the curve relationship graph.

[0171] Subsequently, in order to more comprehensively cover the points in the target curve graph, at least two linear relationships between torque difference and fault tolerance time can be generated based on the above target curve relationship graph. Based on the above at least two linear relationships, the next torque request sent by the functional layer is monitored to ensure that special working conditions in the preset working conditions can be covered, and to avoid false triggering or failure of functional safety monitoring due to excessive torque output of the functional layer in extreme scenarios.

[0172] The technical solution provided in this application utilizes a pre-built functional safety model to determine multiple different torque differences exceeding a torque threshold under preset operating conditions, as well as the fault tolerance time corresponding to each torque difference. Based on the multiple torque differences and the corresponding fault tolerance time, a curve relationship graph of torque difference versus fault tolerance time is constructed. Based on this curve relationship graph, a linear relationship between torque difference and fault tolerance time is generated. This technical solution, by pre-building a functional safety model of the vehicle operating under preset conditions, can accurately simulate the torque differences exceeding a predetermined torque threshold and the corresponding fault tolerance time under preset operating conditions. Therefore, by constructing a curve relationship graph of torque difference versus fault tolerance time, a linear relationship between torque difference and fault tolerance time can be generated, achieving a more accurate determination of the linear relationship between the torque difference exceeding the torque threshold determined by the functional layer and the fault tolerance time.

[0173] See Figure 6 The following is a flowchart of an embodiment of a vehicle torque monitoring method provided in this application. Figure 6 The process shown is in Figure 4 Based on the illustrated process, the specific method for determining whether the preset operating conditions are met is described, using torque difference and linear relationship. For example... Figure 6 As shown, the process may include the following steps:

[0174] Step 601: Based on the torque difference and linear relationship, determine the probability of a fault in the torque request sent by the functional layer under the preset operating conditions.

[0175] The aforementioned failure probability refers to the probability that, when the second torque value in the torque request sent by the functional layer is greater than the torque threshold, the second torque value will trigger a failure response in the functional monitoring layer.

[0176] The aforementioned torque difference refers to the total torque values ​​determined by the functional layer during actual vehicle operation, from the moment the second torque value begins to exceed the torque threshold to the current moment, and the multiple differences between each torque value and the torque threshold.

[0177] The above linear relationship refers to Figure 4 The process shown illustrates the correspondence between the torque difference and the fault tolerance time.

[0178] In some embodiments of this application, the functional monitoring layer can determine the probability of a fault in the torque request sent by the functional layer under a preset operating condition based on multiple currently determined torque differences and a pre-built correspondence between torque differences and fault tolerance time. This fault probability will be used to determine whether the preset operating condition is a condition that falsely triggers a fault response in the functional monitoring layer.

[0179] As an optional implementation, the torque difference range corresponding to the aforementioned multiple torque differences in the aforementioned linear relationship (hereinafter referred to as the first torque difference range for ease of distinction) and the torque difference range corresponding to the preset operating condition in the linear relationship (hereinafter referred to as the second torque difference range for ease of distinction) are determined. The first torque difference range refers to the range that includes all the torque differences determined above, and the second torque difference range refers to the range that includes all torque differences that may occur under the preset operating condition. The difference is that the first torque difference range includes the torque differences that occur during a single operation of the vehicle, while the second torque difference range includes the torque differences that may occur during all operations of the vehicle under the preset operating condition.

[0180] As an exemplary implementation, a first minimum torque difference and a first maximum torque difference can be determined among the aforementioned plurality of torque differences, and the torque range corresponding to the first minimum torque difference and the first maximum torque difference is determined as the aforementioned first torque difference range. For example, Table 2 below shows a plurality of actual torque differences where the determined second torque value exceeds the torque threshold, and the actual fault tolerance time corresponding to the actual torque difference determined according to the linear relationship:

[0181] Table 2

[0182]

[0183] As shown in Table 2, during the operation of the vehicle under the preset working conditions, the second torque value generally increases or decreases sequentially.

[0184] As an exemplary implementation, a second minimum torque difference and a second maximum torque difference included in the pre-constructed linear relationship can be determined. For example, in Table 1, 10 is the second minimum torque difference and 100 is the second maximum torque difference. Then, the torque difference range corresponding to the second minimum torque difference and the second maximum torque difference can be determined as the second torque difference range.

[0185] Subsequently, a first integral value can be determined based on the aforementioned first torque difference range and the aforementioned linear relationship, and a second integral value can be determined based on the second torque value and the aforementioned linear relationship. The aforementioned first integral value can characterize the area corresponding to the aforementioned first torque difference in the aforementioned linear relationship, and the aforementioned second integral value can characterize the area corresponding to the aforementioned second torque difference in the aforementioned linear relationship.

[0186] As an exemplary implementation, a linear function expressing the above-mentioned linear relationship can be obtained, and the linear function can be integrated over a first torque difference range to obtain a first integral value. Furthermore, the linear function can be integrated over a second torque difference range to obtain a second integral value. The first integral value can represent the first area of ​​the linear function corresponding to the first torque difference range in a curve graph, for example, see [reference needed]. Figure 7 This is a schematic diagram of the relationship between multiple torque differences and corresponding curves provided in this application. Figure 7 The curve relationship diagram shown is generated based on the data in Table 2. The aforementioned second integral value can characterize the second area of ​​the linear function corresponding to the aforementioned second torque difference range in the curve relationship diagram, for example... Figure 5 The graph showing the relationship between the curves is as follows. It is understandable that... Figure 5 The curve relationship diagram shown and Figure 7 The curves shown can have the same linear relationship, that is, they correspond to the same linear function.

[0187] Finally, the ratio of the first integral value and the second integral value can be determined as the probability of a fault in the torque request sent by the functional layer under the preset operating conditions.

[0188] For example, the linear function of equation (i) above and Figure 5 Taking the curve relationship diagram shown as an example, assuming that the first minimum torque difference (the minimum torque difference of the vehicle under the preset operating conditions) is a and the first maximum torque difference (the maximum torque difference of the vehicle under the preset operating conditions) is b, then the above-mentioned failure probability can be calculated by the following formula (II):

[0189]

[0190] Wherein, T represents the fault probability, a represents the first minimum torque difference, b represents the first maximum torque difference, x1 represents multiple torque differences actually obtained by the vehicle under preset operating conditions, and x2 represents the torque difference in the pre-constructed linear relationship.

[0191] In one embodiment, to avoid overlooking situations where the vehicle's failure probability increases under preset operating conditions, the aforementioned functional monitoring layer can execute in real time the steps of acquiring multiple torque differences where the second torque value exceeds the torque threshold, and the pre-constructed linear relationship between the torque differences and the fault tolerance time. Based on the aforementioned torque differences and linear relationship, it determines the failure probability of the torque request sent by the functional layer under the preset operating conditions. For each determined failure probability, it determines whether the failure probability is greater than the current failure probability. The aforementioned current failure probability is the failure probability determined in the previous instance.

[0192] Optionally, if the failure probability is determined to be greater than the current failure probability, the current failure probability is updated to the failure probability, that is, the maximum failure probability of triggering a failure response under preset operating conditions is recorded in real time.

[0193] Subsequently, when the second torque value is less than or equal to the torque threshold, it means that the preconditions for triggering a fault response are not met. At this time, the current recorded fault probability can be updated to the first preset value, which is used to characterize the possibility that there is no possibility of triggering a fault response, such as 0.

[0194] Step 602: Determine whether the above-mentioned fault probability is greater than the preset fault probability threshold. If yes, proceed to step 603; otherwise, proceed to step 604.

[0195] Step 603: Determine that the preset operating conditions meet the preset requirements.

[0196] Step 604: Determine that the preset operating conditions do not meet the preset requirements.

[0197] The following provides a unified explanation of steps 602 to 604:

[0198] The aforementioned fault probability threshold refers to the predetermined probability boundary value that satisfies the fault response in the function monitoring layer. In other words, when the fault probability corresponding to the preset working condition is greater than the fault probability threshold, it means that the vehicle is prone to accidentally triggering the fault response in the function monitoring layer when driving under the preset working condition.

[0199] In some embodiments of this application, after determining the probability of a fault in the torque request sent by the functional layer, the fault probability can be compared with a preset fault probability threshold, and the result of the comparison can be used to determine whether the preset operating condition is likely to trigger a fault response in the functional monitoring layer.

[0200] Optionally, if the above-mentioned fault probability is determined to be greater than the preset fault probability threshold, it indicates that the vehicle has a high probability of triggering a fault response in the functional monitoring layer under the preset operating condition. Therefore, it can be determined that the preset operating condition meets the preset conditions.

[0201] As an exemplary implementation, when it is determined that the aforementioned fault probability is greater than the fault probability threshold, before determining that the preset operating condition meets the preset conditions, in order to further determine whether the preset operating condition is a special condition that falsely triggers the fault response, the functional monitoring layer may obtain the vehicle's operating parameters corresponding to the aforementioned fault probability under the preset operating condition. The aforementioned operating parameters may include, but are not limited to, data such as vehicle speed, dual-pedal status, front and rear motor torque requests, and regenerative braking torque requests.

[0202] Subsequently, based on these operating parameters, the target failure probability of a torque request sent by the functional layer after the preset operating condition is superimposed with other operating conditions can be simulated. Specifically, the method for determining this target failure probability involves superimposing the preset operating condition with other operating conditions to obtain a new operating condition, and then executing this new operating condition as the preset operating condition. Figures 1 to 4 The process shown is as follows.

[0203] Optionally, if the target failure probability is greater than the failure probability, it means that the probability of triggering a failure response increases after the preset working condition is superimposed on other working conditions. Therefore, the preset working condition can be determined as a special working condition that erroneously triggers a failure response, that is, the preset working condition meets the preset conditions.

[0204] Optionally, if the above comparison result indicates that the failure probability is less than or equal to the failure probability threshold, it means that the preset working condition is not a special working condition that is easy to trigger the fault response of the functional monitoring layer. Therefore, the preset working condition does not meet the preset conditions.

[0205] In one exemplary implementation, when a preset operating condition is determined to meet preset conditions, in order to more accurately determine whether the preset operating condition is a special operating condition that falsely triggers a fault response or an operating condition that inherently has a fault, the functional monitoring layer can output the operating condition information of the preset operating condition so that technical personnel can determine whether the preset operating condition is a special operating condition that falsely triggers a fault response. Subsequently, if a confirmation operation from a technical personnel is received regarding the preset operating condition, it can be determined that the preset operating condition is a special operating condition that falsely triggers a fault response. The preset operating condition is then used as a test case to improve the current test cases, and the safety monitoring mechanism of the functional monitoring layer is optimized to cover the preset operating condition. The functional safety model is also optimized based on the preset operating condition.

[0206] Optionally, if the above-mentioned fault probability is determined to be less than or equal to the preset fault probability threshold, it means that the vehicle has a low probability of triggering the fault response of the functional monitoring layer under the preset working condition, that is, it does not belong to the special working condition of falsely triggering the fault response. Therefore, it can be determined that the preset working condition does not meet the preset conditions.

[0207] The technical solution provided in this application determines the probability of a fault in the torque request sent by the functional layer under a preset operating condition by using torque differences and linear relationships. It then determines whether this fault probability exceeds a preset fault probability threshold. If it does, the preset operating condition is deemed to meet the preset conditions; otherwise, it is deemed not to. This technical solution, by using multiple torque differences where the currently determined second torque value exceeds the torque threshold and a pre-built linear relationship between the torque difference and the fault tolerance time, determines the probability of a false triggering of the fault response in the functional monitoring layer under the preset operating condition. Based on this fault probability, it determines whether the preset operating condition is a condition that falsely triggers a fault response, thus accurately determining whether the preset operating condition meets the preset conditions for a false triggering fault response.

[0208] See Figure 8 This is a block diagram illustrating an embodiment of a vehicle torque monitoring device provided in this application. As one embodiment, Figure 8 The device shown can be applied to the functional monitoring layer of a vehicle's functional safety architecture. This functional safety architecture includes a functional layer and a functional monitoring layer. The functional monitoring layer is used to monitor whether the torque requests sent by the functional layer are faulty. Figure 8 As shown, the device may include:

[0209] The first determining module 81 is used to determine the current first torque value of the vehicle when the vehicle is driving under preset operating conditions, and to obtain the current second torque value of the vehicle determined by the functional layer.

[0210] The second determining module 82 is used to determine the torque offset corresponding to the first torque value, and to determine the torque threshold based on the first torque value and the torque offset.

[0211] The acquisition module 83 is used to acquire multiple torque differences when the second torque value exceeds the torque threshold, and a pre-built linear relationship between the torque difference and the fault tolerance time, when it is determined that the second torque value and the first torque value are in the same direction and the second torque value exceeds the range corresponding to the torque threshold.

[0212] The monitoring module 84 is used to continue monitoring the next torque request sent by the functional layer based on the preset operating condition when the preset operating condition is determined to meet the preset conditions based on the torque difference and the linear relationship.

[0213] like Figure 9 The diagram shown is a structural schematic of a vehicle according to an embodiment of this application, including a processor 91, a communication interface 92, a memory 93, and a communication bus 94. The processor 91, communication interface 92, and memory 93 communicate with each other via the communication bus 94.

[0214] Memory 93 is used to store computer programs;

[0215] In one embodiment of this application, when processor 91 executes a program stored in memory 93, it implements the vehicle torque monitoring method provided in any of the foregoing method embodiments. This method can be applied to the functional monitoring layer in a vehicle's functional safety architecture. The functional safety architecture includes a functional layer and a functional monitoring layer. The functional monitoring layer is used to monitor whether torque requests sent by the functional layer are faulty. The method includes:

[0216] When the vehicle is driving under preset operating conditions, determine the current first torque value of the vehicle, and obtain the current second torque value of the vehicle determined by the functional layer;

[0217] Determine the torque offset corresponding to the first torque value, and determine the torque threshold based on the first torque value and the torque offset;

[0218] When it is determined that the second torque value and the first torque value are in the same direction, and the second torque value is outside the range corresponding to the torque threshold, multiple torque differences where the second torque value exceeds the torque threshold are obtained, as well as a pre-built linear relationship between the torque difference and the fault tolerance time.

[0219] If the preset operating condition is determined to meet the preset conditions based on the torque difference and the linear relationship, the next torque request sent by the functional layer will continue to be monitored based on the preset operating condition.

[0220] This application embodiment also provides a storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the vehicle torque monitoring method provided in any of the foregoing method embodiments.

[0221] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0222] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented using software and a general-purpose hardware platform, or of course, using hardware. Based on this understanding, the above technical solutions, in essence or the parts that contribute to the related technology, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0223] It should be understood that the terminology used herein is for the purpose of illustrating specific embodiments of the text only and is not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “described” as used herein may also include the plural forms. The terms “comprising,” “including,” “containing,” and “having” are inclusive and therefore indicate the presence of the stated features, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof. The method steps, processes, and operations described herein are not construed as requiring them to be performed in the specific order described or illustrated unless the order is explicitly indicated. It should also be understood that additional or alternative steps may be used.

[0224] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A method for monitoring the torque of a vehicle, characterized in that, A functional monitoring layer is applied in a vehicle's functional safety architecture, the functional safety architecture including a functional layer and a functional monitoring layer, the functional monitoring layer being used to monitor whether torque requests sent by the functional layer are faulty, the method including: When the vehicle is driving under preset operating conditions, determine the current first torque value of the vehicle, and obtain the current second torque value of the vehicle determined by the functional layer; Determine the torque offset corresponding to the first torque value, and determine the torque threshold based on the first torque value and the torque offset; When it is determined that the second torque value and the first torque value are in the same direction, and the second torque value is outside the range corresponding to the torque threshold, multiple torque differences where the second torque value exceeds the torque threshold are obtained, as well as a pre-built linear relationship between the torque difference and the fault tolerance time; If the preset operating condition is determined to meet the preset conditions based on the torque difference and the linear relationship, the next torque request sent by the functional layer will continue to be monitored based on the preset operating condition.

2. The method according to claim 1, characterized in that, Determining the torque offset corresponding to the first torque value includes: Obtain the vehicle model parameters and the operating parameters of at least two vehicles; Based on the vehicle model parameters and the operating parameters, an operating model is constructed; Obtain the vehicle speed corresponding to the first torque value, and input the vehicle speed and the first torque value into the operation model to obtain the torque offset of the safe distance corresponding to the first torque value output by the operation model.

3. The method according to claim 1, characterized in that, The step of determining the torque threshold based on the first torque value and the torque offset includes: Determine whether both the first torque value and the second torque value are less than a preset threshold; If both the first torque value and the second torque value are determined to be less than the preset threshold, the torque threshold is obtained by subtracting the torque offset from the first torque value. If both the first torque value and the second torque value are greater than or equal to the preset threshold, the first torque value is added to the torque offset to obtain the torque threshold.

4. The method according to claim 3, characterized in that, Determining that the second torque value exceeds the range corresponding to the torque threshold includes: If the second torque value is greater than or equal to the preset threshold, determine whether the second torque value is greater than the torque threshold. If it is determined that the second torque value is greater than the torque threshold, it is determined that the second torque value is outside the range corresponding to the torque threshold; If the second torque value is less than the preset threshold, determine whether the second torque value is less than the torque threshold; If it is determined that the second torque value is less than the torque threshold, then it is determined that the second torque value exceeds the range corresponding to the torque threshold.

5. The method according to claim 1, characterized in that, The linear relationship is determined in the following way: Using a pre-built functional safety model, multiple different torque differences that the vehicle exceeds the torque threshold under the preset operating conditions are determined, as well as the fault tolerance time corresponding to each torque difference. A linear relationship between the torque difference and the fault tolerance time is generated based on the plurality of torque differences and the fault tolerance time corresponding to each torque difference.

6. The method according to claim 5, characterized in that, The step of using a pre-built functional safety model to determine multiple different torque differences of the vehicle exceeding the torque threshold under the preset operating conditions, and the fault tolerance time corresponding to each torque difference, includes: Obtain the initial operating condition parameters corresponding to the preset operating condition for the torque threshold, and the vehicle model parameters; Based on the initial operating parameters, multiple sets of different target operating parameters are determined, and the torque value corresponding to the target operating parameters is greater than the torque threshold. For each target operating condition parameter, the preset initial functional safety model is updated based on the target operating condition parameter and the vehicle model parameter to obtain a functional safety model; Using the functional safety model, determine the torque difference exceeding the torque threshold and the relative distance and relative speed between the vehicle and other vehicles corresponding to the torque difference; The fault tolerance time corresponding to the torque difference is determined based on the relative distance and the relative speed.

7. The method according to claim 1, characterized in that, The step of determining that the preset operating condition meets the preset conditions based on the torque difference and the linear relationship includes: Based on the torque difference and the linear relationship, the probability of a fault in the torque request sent by the functional layer under the preset operating conditions is determined. If the failure probability is greater than a preset failure probability threshold, the preset operating condition is determined to meet the preset conditions.

8. The method according to claim 7, characterized in that, The step of determining the probability of a fault in the torque request sent by the functional layer under the preset operating condition based on the torque difference and the linear relationship includes: Determine the first torque difference range corresponding to the torque difference in the linear relationship, and the second torque difference range corresponding to the preset working condition in the linear relationship; The first integral value is determined based on the first torque difference range and the linear relationship; The second integral value is determined based on the second torque difference range and the linear relationship. The ratio of the first integral value to the second integral value is determined as the fault probability.

9. The method according to claim 7, characterized in that, After determining the probability of a fault in the torque request sent by the functional layer under the preset operating condition based on the torque difference and the linear relationship, the process includes: The steps include: real-time execution of obtaining multiple torque differences where the second torque value exceeds the torque threshold, and a pre-built linear relationship between the torque differences and the fault tolerance time; and determining the fault probability of the torque request sent by the functional layer under the preset operating conditions based on the torque differences and the linear relationship. For each determined failure probability, determine whether the failure probability is greater than the current failure probability, where the current failure probability is the failure probability determined in the previous instance. If it is determined that the failure probability is greater than the current failure probability, the current failure probability is updated to the failure probability. If the second torque value is less than or equal to the torque threshold, the current fault probability is updated to the first preset value.

10. The method according to claim 7, characterized in that, If the failure probability is greater than a preset failure probability threshold, before determining that the preset operating condition meets the preset conditions, the method further includes: Under the preset operating conditions, obtain the vehicle's operating parameters corresponding to the fault probability; Based on the operating parameters, simulate the target failure probability of the torque request sent by the functional layer after the preset working condition is superimposed with other working conditions. If the target failure probability is greater than the failure probability, the preset operating condition is determined to meet the preset conditions.

11. A torque monitoring device for a vehicle, characterized in that, A functional monitoring layer applied in a vehicle's functional safety architecture, the functional safety architecture including a functional layer and a functional monitoring layer, the functional monitoring layer being used to monitor whether torque requests sent by the functional layer are faulty, the device comprising: The first determining module is used to determine the current first torque value of the vehicle when the vehicle is driving under preset operating conditions, and to obtain the current second torque value of the vehicle determined by the functional layer. The second determining module is used to determine the torque offset corresponding to the first torque value, and to determine the torque threshold based on the first torque value and the torque offset. The acquisition module is used to acquire multiple torque differences where the second torque value exceeds the torque threshold, and a pre-built linear relationship between the torque differences and the fault tolerance time, when it is determined that the second torque value and the first torque value are in the same direction and the second torque value exceeds the range corresponding to the torque threshold. The monitoring module is used to monitor the next torque request sent by the functional layer based on the preset operating condition, provided that the preset operating condition is satisfied based on the torque difference and the linear relationship.

12. A vehicle, characterized in that, include: A processor and a memory, the processor being configured to execute a vehicle torque monitoring program stored in the memory to implement the vehicle torque monitoring method according to any one of claims 1 to 10.

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