Vehicle operation fault auxiliary control method, device and equipment and storage medium

Abstract

The invention relates to the technical field of vehicle fault processing, in particular to a vehicle operation fault auxiliary control method, device and equipment and a storage medium. A vehicle control unit monitors a fault signal, determines a fault component, determines a priority target of fault processing according to the function category of the fault component, and then executes a corresponding processing plan; for example, a backup power conversion unit is activated or the use of non-driving core functions is limited to ensure that the vehicle can maintain basic safe driving capability or complete side parking. According to the scheme, it is ensured that the vehicle can operate safely when the vehicle encounters the steering or braking system fault through the three links of the fault assembly, the fault processing target and the fault processing plan, secondly, due to introduction of a hot backup mechanism, the redundancy of the system is enhanced, continuous operation of key functions is ensured, and the safety of the vehicle is improved. Even if the main system breaks down, the basic control capacity of the vehicle can be kept, driving safety is guaranteed, and the fault response and processing flow of the vehicle is optimized.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle fault processing, and in particular to a vehicle operation fault auxiliary control method, device, equipment and storage medium. Background Art

[0002] As the new energy vehicle industry is booming, safety and reliability issues have become key challenges for the industry's development. In particular, with the improvement of vehicle electrification and intelligence, the complexity of vehicles has greatly increased, and the failure of any electronic component may lead to serious consequences. These systems not only need to meet the same safety standards as traditional vehicles, but also adapt to the unique technical requirements and operating environment of new energy vehicles. In particular, due to the changes in the power system, the vehicle's weight distribution, energy recovery mechanism, and electronic control logic are different from those of traditional internal combustion engine vehicles. These changes have brought new challenges to vehicle troubleshooting and handling.

[0003] Among all electronic systems, the steering system and braking system are particularly important systems that are directly related to driving safety. Any failure in these two parts may cause the vehicle to lose control and cause serious traffic accidents. Therefore, ensuring the high reliability and rapid response capabilities of these two systems is the top priority in the design of new energy vehicles. With the continuous advancement of electric vehicle technology, traditional mechanical and hydraulic systems are gradually being replaced by electronic control systems. Although this improves the flexibility and accuracy of the system, it also introduces new challenges.

[0004] Therefore, how to ensure that new energy vehicles can still maintain basic controllability and safety when the steering system and braking system fail has become a technical problem that the industry urgently needs to solve. Summary of the invention

[0005] The main purpose of the present invention is to provide a vehicle operation fault auxiliary control method, device, equipment and storage medium, aiming to solve the technical problem in the prior art of how to ensure that new energy vehicles can still maintain basic controllability and safety when the steering system and braking system fail.

[0006] To achieve the above object, the present invention provides a vehicle operation fault auxiliary control method, the method comprising the following steps: Determine the faulty component based on the vehicle fault signal; Determining a fault handling target according to the functional category of the faulty component; Determine the load distribution scheme of the hot standby component according to the vehicle control component parameters; According to the vehicle load distribution plan, the current vehicle is controlled to complete the fault handling target.

[0007] Optionally, determining the faulty component according to the vehicle fault signal includes: In response to the vehicle fault signal, acquiring fault phenomenon information; Determine the faulty sub-primary system according to the fault phenomenon information; Perform internal component verification on the faulty sub-primary system to identify the faulty component.

[0008] Optionally, determining a fault processing target according to a functional category of the faulty component includes: If the faulty component is a steering function component and / or a braking function component, the current fault handling target is determined to be controlling the current vehicle to complete pull-over parking and maintaining normal operation of non-driving core functions after parking; If the faulty component is a power supply component and / or a battery component, the current fault handling target is determined to be controlling the current vehicle to complete pull-over parking and limiting the energy consumption of non-driving core functions after parking; If the faulty component is a non-driving core function component, the current fault handling target is determined to maintain normal operation of the driving function of the current vehicle.

[0009] Optionally, determining the load distribution scheme of the hot standby component according to the vehicle control component parameters includes: When the faulty component is a steering DCAC and / or a braking DCAC, activating a backup power conversion unit; Determine the vehicle control capability evaluation result according to the vehicle control component parameters; A load distribution scheme of the backup power conversion unit is determined according to the vehicle control capability evaluation result.

[0010] Optionally, determining the vehicle control capability evaluation result according to the vehicle control component parameters includes: Get the current steering assist pressure and brake assist pressure; Comparing the steering assist air pressure with the auxiliary control redundant air pressure and the auxiliary control lower limit air pressure respectively, and obtaining a vehicle steering performance index according to the comparison results; The brake booster air pressure is compared with the brake control redundant air pressure and the brake control lower limit air pressure respectively, and a vehicle braking performance index is obtained according to the comparison results; The vehicle control capability evaluation result is obtained according to the vehicle braking performance index and the vehicle steering performance index.

[0011] Optionally, determining the load distribution scheme of the backup power conversion unit according to the vehicle control capability evaluation result includes: Determining a vehicle control differential load according to the vehicle control capability evaluation result; A load distribution scheme of the backup power conversion unit is determined according to the vehicle control differential load and a fault handling target.

[0012] Optionally, the vehicle operation failure auxiliary control method further includes: The steering DCAC of the steering subsystem, the braking DCAC of the braking subsystem and the backup low-voltage power supply DCAC are coupled to each other according to a hot backup mechanism. The steering DCAC, the braking DCAC and the backup low-voltage power supply DCAC serve as backup power conversion units for each other, so that when any DCAC fails, the DCAC that has not failed can take over its function.

[0013] In addition, to achieve the above-mentioned purpose, the present invention also proposes a vehicle operation fault auxiliary control device, the vehicle operation fault auxiliary control device comprising: A fault data processing module, used to determine the faulty component according to the vehicle fault signal; A fault handling decision module, used to determine a fault handling target according to the functional category of the faulty component; The fault handling decision module is also used to determine the load distribution scheme of the hot standby component according to the vehicle control component parameters; The vehicle control module is used to control the current vehicle to complete the fault handling target according to the vehicle load distribution plan.

[0014] In addition, to achieve the above-mentioned purpose, the present invention also proposes a vehicle operation fault auxiliary control device, which includes: a memory, a processor, and a vehicle operation fault auxiliary control program stored in the memory and executable on the processor, and the vehicle operation fault auxiliary control program is configured to implement the steps of the vehicle operation fault auxiliary control method described above.

[0015] In addition, to achieve the above-mentioned purpose, the present invention also proposes a storage medium, on which a vehicle operation fault auxiliary control program is stored. When the vehicle operation fault auxiliary control program is executed by a processor, the steps of the vehicle operation fault auxiliary control method described above are implemented.

[0016] One or more technical solutions proposed in the present application have at least the following technical effects: the present application monitors the fault signal through the vehicle controller, determines the faulty component, and determines the priority target of fault handling according to the functional category of the faulty component, and then executes the corresponding handling plan, such as activating the backup power conversion unit or restricting the use of non-driving core functions to ensure that the vehicle can maintain basic safe driving capabilities or complete pull-over parking.

[0017] In summary, this solution ensures the safe operation of the vehicle when encountering steering or braking system failures through three aspects: fault components, fault handling targets, and fault handling plans. Secondly, the introduction of the hot backup mechanism enhances the redundancy of the system and ensures the continuous operation of key functions. Even when the main system fails, the basic control capabilities of the vehicle can be maintained, which not only ensures driving safety, but also optimizes the vehicle's fault response and handling process. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0019] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0020] Figure 1 A schematic flow chart of a first embodiment of a vehicle operation fault auxiliary control method according to the present invention; Figure 2 A schematic flow chart of a second embodiment of a vehicle operation fault auxiliary control method according to the present invention; Figure 3 It is a structural block diagram of a first embodiment of a vehicle operation failure auxiliary control device of the present invention; Figure 4 It is a structural diagram of a vehicle operation fault auxiliary control device in a hardware operation environment involved in an embodiment of the present invention.

[0021] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0022] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0023] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0024] The main solution of the embodiment of the present application is: determine the faulty component according to the vehicle fault signal; determine the fault handling target according to the functional category of the faulty component; execute the corresponding processing plan according to the fault handling target to complete the processing of the vehicle emergency state.

[0025] At present, among all electronic systems, the steering system and the braking system are the key systems directly related to driving safety. Any failure in these two parts may cause the vehicle to lose control and cause serious traffic accidents. Ensuring the high reliability and rapid response capabilities of these two systems is the primary goal in the design of new energy vehicles. Therefore, how to ensure that new energy vehicles can still maintain basic controllability and safety when the steering system and braking system fail is a technical problem that needs to be solved urgently.

[0026] This application ensures that the vehicle can operate safely when encountering steering or braking system failures through three aspects: fault components, fault handling targets, and fault handling plans. Secondly, the introduction of hot backup mechanism enhances the redundancy of the system, ensures the continuous operation of key functions, and maintains the basic control capability of the vehicle even when the main system fails. It not only ensures driving safety, but also optimizes the vehicle's fault response and handling process.

[0027] It should be noted that the execution subject of the present invention may be a vehicle operation fault auxiliary control device, or a computing service device with data processing, network communication and program running functions, such as a tablet computer, a personal computer, a mobile phone, etc., or a thermal management device of a vehicle operation fault auxiliary control device capable of realizing the above functions, etc., and this embodiment does not specifically limit this. The following takes the vehicle operation fault auxiliary control device as an example of the execution subject to explain this embodiment and the following embodiments.

[0028] Based on this, an embodiment of the present invention provides a vehicle operation fault auxiliary control method, referring to Figure 1 , Figure 1 The figure is a flow chart of a first embodiment of a vehicle running fault auxiliary control method according to the present invention.

[0029] In this embodiment, the vehicle operation fault auxiliary control method includes: Step S10: Determine the faulty component according to the vehicle fault signal.

[0030] It should be noted that due to the system complexity of new energy vehicles, the same fault phenomenon may correspond to different fault causes, and different fault causes may involve different multiple subsystems and components. For example, if the vehicle cannot start normally, the possible fault causes include the battery may be insufficient due to excessive discharge or charging system failure, making the vehicle unable to start; errors in the vehicle control unit (VCU) or other control software may cause the startup sequence to fail to execute correctly; the gearbox is stuck or damaged, resulting in the inability to transmit motor power to the wheels, causing the vehicle to fail to start. It can be seen that even if it is the same fault phenomenon, if the sub-level system is not fault-checked, it is still impossible to determine the specific cause of the fault and whether the fault will evolve into a more serious fault.

[0031] It is understandable that accurate diagnosis of faulty components requires relevant fault diagnosis algorithms and the vehicle's internal communication network. Specifically, it requires reading fault codes, monitoring key parameters, testing communication networks, etc., to gradually troubleshoot possible causes of the fault, from low battery to control unit software errors, to mechanical transmission problems, and ultimately accurately locate the source of the fault and take appropriate maintenance measures to restore the normal operation of the vehicle and prevent potential more serious faults.

[0032] In one embodiment, determining a faulty component based on a vehicle fault signal includes: acquiring fault phenomenon information in response to the vehicle fault signal; determining a faulty sub-first-level system based on the fault phenomenon information; and performing internal component verification on the faulty sub-first-level system to determine the faulty component.

[0033] It should be understood that when a vehicle fails, the vehicle controller will send out a fault signal through the on-board sensors and monitoring system. These signals include visual warnings (such as warning lights on the dashboard), auditory warnings (such as alarm sounds) or fault codes output through the vehicle diagnostic interface, such as the vehicle status, sensor readings, system logs, etc. when the fault occurred, in order to analyze the fault phenomenon. Based on the collected fault phenomenon information, the diagnostic system or technicians will narrow down the scope of possible faults and determine which subsystem (such as the battery system, power electronics system, braking system, etc.) has a problem.

[0034] Step S20: Determine a fault handling target according to the functional category of the faulty component.

[0035] It should be noted that although the functions of various components in the vehicle are different and the subsystems they belong to are also different, they can be divided into three categories according to the underlying logic of the vehicle as a means of transportation, namely: driving control functional components, driving maintenance functional components, and non-driving core functional components; among them, driving control functional components mainly refer to related components that affect the change of the vehicle's motion state, such as steering, braking, accelerator and clutch, etc. These components are directly involved in the control of the vehicle's motion state, including the vehicle's driving direction, speed and braking. This part of the control must have a high degree of reliability and accuracy. Any failure of these components may cause the vehicle to respond improperly and increase the risk of accidents; driving maintenance functional components mainly involve the vehicle's power system and energy management system, which ensure that the vehicle can continuously and stably provide power and maintain a normal driving state, such as the engine and electric motor. As the power source of the vehicle, these components are responsible for converting fuel or electrical energy into mechanical energy to drive the vehicle. In new energy vehicles, the power source also includes a battery system; non-driving core functional components refer to related components that are not related to driving behavior and are used to improve user experience or other auxiliary functions, such as in-vehicle air conditioning, in-vehicle entertainment facilities, etc.

[0036] It can be understood that the processing targets corresponding to these three types of components are all different. Among them, when the faulty component is a steering function component and / or a braking function component, the current fault processing target is determined to control the current vehicle to complete pull-over parking and maintain the normal operation of non-driving core functions after parking. This is because when the steering function and braking function are abnormal, the vehicle should not continue to drive at this time, but should gradually stop the power supply and slowly pull over to the side of the road, and prompt the driver to perform fault inspection or wait for the arrival of rescue personnel. In addition, since the vehicle's power supply system has not failed, other auxiliary functions in the vehicle are still allowed to be used normally at this time. For example, after parking is completed, the use of air conditioning and entertainment media equipment in the vehicle can be allowed; similarly, when the faulty component is a driving maintenance function component, it indicates that the current vehicle still has It has perfect control capability, but does not support the vehicle to drive normally to the destination, that is, the vehicle itself can only complete pull-over parking or maintain the vehicle within a shorter distance. For example, when the vehicle's fuel drive mode fails and it can still rely on pure electric drive, the remaining mileage is determined by the remaining battery power. In this case, the mileage is limited and the vehicle can only be driven to a relatively safe parking place. Because the battery has limited remaining power after such a short distance, it is also necessary to limit the use of other functions not related to driving; when the faulty component is a non-driving core function component, that is, the failure of components such as the air conditioner and entertainment facilities in the car does not affect normal driving behavior. At this time, it is only necessary to report the fault result to the driver to remind the driver to repair the relevant components after the trip.

[0037] In one embodiment, the fault handling target is determined according to the functional category of the faulty component, including: if the faulty component is a steering function component and / or a braking function component, then the current fault handling target is determined to be controlling the current vehicle to complete pull-over parking and maintaining normal operation of non-driving core functions after parking; if the faulty component is a power supply component and / or a battery component, then the current fault handling target is determined to be controlling the current vehicle to complete pull-over parking and limiting energy consumption of non-driving core functions after parking; if the faulty component is a non-driving core function component, then the current fault handling target is determined to maintain normal operation of the driving function of the current vehicle.

[0038] It should be understood that when the faulty component is a steering function component and / or a braking function component, the processing goal is to control the vehicle to park safely on the side of the road, and maintain the normal operation of non-driving core functions after parking, such as air conditioning, entertainment system, etc.; when the faulty component is a power supply component and / or a battery component, the processing goal is to control the vehicle to park safely on the side of the road, and limit the energy consumption of non-driving core functions after parking to ensure that the remaining power can be used for necessary operations, such as communication and navigation to the nearest maintenance point; when the faulty component is a non-driving core function component, the processing goal is to maintain the normal operation of the vehicle's driving function, report the fault information to the driver, and prompt the driver to repair the relevant components after the trip.

[0039] Step S30: Determine the load distribution scheme of the hot standby component according to the vehicle control component parameters.

[0040] It is understood that the hot backup component means that when the system is operating normally, the backup component is also in operation and is ready to take over the work of the main system at any time. This backup method can be hardware or software. In the hot backup state, the current application system transmits data to the backup system in real time through a high-speed communication line to keep the backup system synchronized with the current application system data; once the main system fails, the backup system can quickly take over the production system and take over the business content. This process requires comprehensive consideration of the real-time status of the vehicle and the needs of each system. For example, by monitoring key parameters such as steering assist air pressure and brake assist air pressure, the system can evaluate the current steering and braking performance and determine the load that the hot backup component needs to bear accordingly. This evaluation is based on the parameters of the vehicle control components, such as safety thresholds and performance indicators, to ensure that when the main system fails, the backup system can provide sufficient support to maintain the vehicle's controllability and safety. The system will dynamically adjust the load distribution plan based on the fault handling goals and the vehicle control capability evaluation results to ensure that the core functions can be maintained to a minimum under the fault state. On this basis, energy consumption will be allocated to other non-critical systems to ensure that in an emergency, the vehicle can prioritize the normal operation of key functions.

[0041] Step S40: According to the vehicle load distribution plan, the current vehicle is controlled to complete the fault handling target.

[0042] It should be noted that the fault handling target refers to the predetermined target based on the vehicle control capability assessment results and the nature of the fault, including maintaining vehicle control capability, ensuring safe parking, limiting energy consumption of non-critical systems, etc. According to the fault handling target, the system will initiate corresponding handling plans, which include adjusting the vehicle's power output, changing the steering and braking system's power assistance level, limiting vehicle speed, activating warning signals, etc. Each handling plan is customized according to the specific fault type and vehicle status to ensure that the most appropriate measures can be taken in different situations. By executing the plan according to the fault handling target, the impact of the fault on vehicle safety can be minimized and the safety of passengers and vehicles can be protected.

[0043] This embodiment determines the faulty component according to the vehicle fault signal; determines the fault processing target according to the functional category of the faulty component; and executes the corresponding processing plan according to the fault processing target to complete the processing of the vehicle emergency state.

[0044] In summary, this embodiment can significantly improve the response speed and processing capability of new energy vehicles to faults, and reduce safety risks caused by faults. By accurately diagnosing faulty components, the vehicle can avoid unnecessary system failures and ensure the normal operation of key safety systems such as steering and braking. In addition, the handling plan customized according to the type of fault can minimize the impact on vehicle performance while protecting passenger safety. When a fault occurs, the system can guide the vehicle to safely pull over or maintain necessary driving until it stops safely, which not only improves driving safety, but also provides the driver with clear fault handling guidance, reducing secondary accidents caused by improper fault handling. Ultimately, this solution improves the overall reliability of the vehicle and the driver's trust through intelligent fault management and emergency response.

[0045] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above-mentioned embodiment 1 can be referred to the above introduction, and will not be repeated in the following. Figure 2 , the step S30 comprises: Step S301: When the faulty component is a steering DCAC and / or a braking DCAC, activating a backup power conversion unit.

[0046] It should be noted that the function of the steering DCAC (direct current to alternating current converter) is to convert the high-voltage direct current of the vehicle's power battery into the alternating current required by the electric power steering pump for use by the electric power steering pump and the voltage air compressor motor, thereby ensuring the normal operation of the power steering and air pressure systems; similarly, the working principle of the braking DCAC is similar to that of the former, and its core function is also to convert the high-voltage direct current of the vehicle's power battery into the required alternating current for use by the electric power braking system and other related equipment. Therefore, both can serve as each other's hot backup components at the same time.

[0047] It is understandable that in critical safety systems such as steering and braking, redundant design can improve system reliability. If the main system fails, the backup system can take over immediately to ensure that the critical functions of the vehicle are not lost. Braking and steering are key parts of vehicle safety. Hot backup coupling of some functional and substantially similar components in these two subsystems can ensure that even if one of the two components fails, the other can still take over its work, and the vehicle can still maintain basic steering and braking capabilities, reducing the risk of accidents.

[0048] In one embodiment, the vehicle operation fault auxiliary control method also includes: coupling the steering DCAC of the steering subsystem, the braking DCAC of the braking subsystem and the backup low-voltage power supply DCAC according to a hot backup mechanism, and the steering DCAC, the braking DCAC and the backup low-voltage power supply DCAC are each other's backup power conversion units, so that when any DCAC fails, its function is taken over by the DCAC that has not failed.

[0049] It should be noted that, through the hot backup mechanism, when any DCAC fails, other DCACs can immediately take over its function to ensure that the steering and braking systems will not fail due to the failure of the power conversion unit. During the hot backup process, in addition to building the steering DCAC and the braking DCAC as power conversion units that backup each other, a backup low-voltage power supply DCAC is also introduced as a common component of the backup power conversion unit. It not only supports the backup needs of the steering DCAC and the braking DCAC, but also provides power guarantee for other key low-voltage systems of the vehicle. This means that in addition to the steering and braking systems, other electronic equipment of the vehicle can also get power support when the main DCAC fails. Even when the steering DCAC and the braking DCAC fail at the same time, the vehicle still has a backup system to maintain steering or braking.

[0050] It can be understood that through this design of three DCACs backing up each other, it can be ensured that the power conversion units related to vehicle control can still maintain normal use in the event of a lower level of failure, thereby ensuring the availability and stability of vehicle control related functions.

[0051] Step S302: Determine the vehicle control capability evaluation result according to the vehicle control component parameters.

[0052] It should be noted that when the steering DCAC or brake DCAC fails, in addition to activating the relevant backup components, the load distribution of the backup components needs to be re-planned. The planning is based on the steering assist air pressure and the brake assist air pressure. The steering assist air pressure refers to the air pressure used to assist the driver in steering operations in a hydraulic or pneumatic power steering system. In a hydraulic power steering system, this air pressure refers to the oil pressure in the hydraulic assist system, while in a pneumatic power steering system, it refers to the pressure of compressed air. For the steering system, a sufficient air pressure level is required to maintain basic operation. Similarly, the brake assist air pressure refers to the air pressure used in the brake system to assist the driver in braking operations. This air pressure usually appears in a pneumatic assist brake system, where compressed air is used as a transmission medium to help the driver step on the brake pedal more effortlessly. In a hydraulic brake system, there may also be a pneumatic assist mechanism, in which compressed air is used as an assist source to generate assist to help push the brake fluid in the hydraulic brake system.

[0053] In one embodiment, determining the vehicle control capability evaluation result based on the vehicle control component parameters includes: obtaining the steering assist air pressure and the brake assist air pressure at the current moment; comparing the steering assist air pressure with the auxiliary control redundant air pressure and the auxiliary control lower limit air pressure, respectively, and obtaining a vehicle steering performance index according to the comparison result; comparing the brake assist air pressure with the brake control redundant air pressure and the brake control lower limit air pressure, respectively, and obtaining a vehicle braking performance index according to the comparison result; obtaining the vehicle control capability evaluation result based on the vehicle braking performance index and the vehicle steering performance index.

[0054] It is understandable that by comparing the brake boost pressure with the safety threshold, a quantitative indicator of the vehicle's braking performance can be obtained. This indicator will show whether the braking system is working properly or whether there are safety issues that need attention. Finally, by combining the steering performance index and the braking performance index, a comprehensive vehicle control ability evaluation result can be obtained. This result will provide an overview of the vehicle's overall handling performance, helping the driver or maintenance personnel understand the real-time status of the vehicle and take appropriate measures to ensure driving safety.

[0055] Step S303: Determine a load distribution scheme for the backup power conversion unit according to the vehicle control capability evaluation result.

[0056] It is understandable that, taking the steering system as an example, the principle of obtaining the vehicle control ability evaluation result is to compare the actual measured steering assist air pressure with the preset safety threshold, including the auxiliary control redundant air pressure (a higher safety air pressure value) and the auxiliary control lower limit air pressure (a lower safety air pressure value). This comparison helps to determine whether the steering system is within the safe operating range. Generally speaking, if it is higher than the auxiliary control redundant air pressure, it means that the current steering system does not need to allocate load power consumption for the time being after the backup DCAC takes over the function. If it is lower than the auxiliary control lower limit air pressure, it means that it is necessary to allocate load to it first to quickly restore the steering ability. If it is between the two, it is necessary to distribute the load in proportion according to the actual load demand.

[0057] In one embodiment, determining the load distribution scheme of the backup power conversion unit based on the vehicle control capability evaluation result includes: determining the vehicle control differential load based on the vehicle control capability evaluation result; determining the load distribution scheme of the backup power conversion unit based on the vehicle control differential load and a fault handling target.

[0058] It should be noted that the differential load required for the vehicle to achieve safe control can be calculated based on the actual measured steering assist pressure and the preset safety threshold. This differential load refers to the additional load requirement that the DCAC that takes over the function needs to provide in order to meet the safety operation standards. Set fault handling goals based on the vehicle's fault conditions. These goals may include maintaining vehicle control capabilities, ensuring safe parking, limiting energy consumption of non-critical systems, etc. Combined with the vehicle control differential load and fault handling goals, formulate a load distribution plan for the backup power conversion unit. This plan will determine how to optimally allocate the resources of the backup power conversion unit to meet the needs of vehicle control, while taking into account the system's fault conditions and safety requirements.

[0059] Step S304: According to the vehicle load distribution plan, the current vehicle is controlled to maintain a limp home condition until the vehicle is parked sideways.

[0060] It should be noted that the limp home condition refers to a state in which the vehicle can continue to drive in a reduced performance mode for safety after a critical system failure is detected. This mode allows the vehicle to safely drive to the nearest maintenance point or safe zone at a lower speed and performance. Since the known fault types in the above steps are steering DCAC and / or braking DCAC failures, that is, the braking function component or the steering function component fails, the corresponding function classification in the above belongs to the driving control function group, so it is necessary to control the current vehicle to maintain the limp home condition until the pull-over is completed.

[0061] Understandably, safety is the most important consideration throughout the process. The control system will closely monitor the vehicle status and take further safety measures when necessary, such as activating hazard warning lights, limiting speed, etc. In addition, according to the load distribution plan, the vehicle's control system will adjust the vehicle's operating parameters such as engine output, transmission shift logic, braking and steering assistance, etc. to adapt to the reduced performance limp mode.

[0062] This embodiment activates the backup power conversion unit when the faulty component is the steering DCAC and / or the braking DCAC, and determines a vehicle control capability evaluation result according to vehicle control component parameters; determines a load distribution plan of the backup power conversion unit according to the vehicle control capability evaluation result; and controls the current vehicle to maintain a limp home condition until pullover is completed according to the vehicle load distribution plan.

[0063] In summary, this embodiment significantly improves the safety and reliability of new energy vehicles when key systems such as steering and braking fail. Through real-time evaluation and dynamic load distribution, it ensures that the vehicle can maintain basic control capabilities even when some power conversion units fail, reducing the risk of accidents caused by system failures. In addition, the solution also improves energy efficiency and extends the vehicle's endurance in a faulty state by optimizing energy distribution. When a fault occurs, it can guide the driver to park the vehicle safely, reducing interference with traffic, while also providing the driver with more reaction time and safety guarantees, thereby improving the overall driving experience and vehicle safety.

[0064] This application also provides a vehicle operation fault auxiliary control device, please refer to Figure 3 , the vehicle operation failure auxiliary control device comprises: A fault data processing module 10 is used to determine a faulty component according to a vehicle fault signal; A fault handling decision module 20, configured to determine a fault handling target according to a functional category of the faulty component; The fault handling decision module 20 is also used to determine the load distribution scheme of the hot standby component according to the vehicle control component parameters; The vehicle control module 30 is used to control the current vehicle to complete the fault handling target according to the vehicle load distribution plan.

[0065] In one embodiment, the fault data processing module 10 is further used to obtain fault phenomenon information in response to the vehicle fault signal; determine the faulty sub-first-level system based on the fault phenomenon information; and perform internal component verification on the faulty sub-first-level system to determine the faulty component.

[0066] In one embodiment, the fault handling decision module 20 is also used to determine that the current fault handling goal is to control the current vehicle to complete pull-over parking and maintain normal operation of non-driving core functions after parking if the faulty component is a steering function component and / or a braking function component; if the faulty component is a power supply component and / or a battery component, then the current fault handling goal is to control the current vehicle to complete pull-over parking and limit the energy consumption of non-driving core functions after parking; if the faulty component is a non-driving core function component, then the current fault handling goal is to maintain normal operation of the driving function of the current vehicle.

[0067] In one embodiment, the fault handling decision module 20 is also used to activate the backup power conversion unit when the faulty component is a steering DCAC and / or a braking DCAC; determine a vehicle control capability evaluation result based on vehicle control component parameters; and determine a load distribution plan for the backup power conversion unit based on the vehicle control capability evaluation result.

[0068] In one embodiment, the fault data processing module 10 is also used to obtain the steering assist air pressure and the brake assist air pressure at the current moment; compare the steering assist air pressure with the auxiliary control redundant air pressure and the auxiliary control lower limit air pressure, and obtain the vehicle steering performance index according to the comparison result; compare the brake assist air pressure with the brake control redundant air pressure and the brake control lower limit air pressure, and obtain the vehicle braking performance index according to the comparison result; obtain the vehicle control capability evaluation result according to the vehicle braking performance index and the vehicle steering performance index.

[0069] In one embodiment, the fault handling decision module 20 is further used to determine the vehicle control differential load according to the vehicle control capability evaluation result; and determine the load distribution plan of the backup power conversion unit according to the vehicle control differential load and the fault handling target.

[0070] In one embodiment, the vehicle control module 30 is further used to couple the steering DCAC of the steering subsystem, the braking DCAC of the braking subsystem, and the backup low-voltage power supply DCAC according to a hot backup mechanism. The steering DCAC, the braking DCAC, and the backup low-voltage power supply DCAC are backup power conversion units for each other, so that when any DCAC fails, the DCAC that has not failed takes over its function.

[0071] This embodiment monitors fault signals through the vehicle controller, identifies faulty components, and determines the priority target of fault handling according to the functional category of the faulty components, and then executes the corresponding handling plan, such as activating the backup power conversion unit or limiting the use of non-driving core functions to ensure that the vehicle can maintain basic safe driving capabilities or complete pull-over parking. This solution ensures that the vehicle can operate safely when encountering steering or braking system failures through three links: faulty components, fault handling targets, and fault handling plans. Secondly, the introduction of the hot backup mechanism enhances the redundancy of the system and ensures the continuous operation of key functions. Even when the main system fails, the basic control capabilities of the vehicle can be maintained, which not only ensures driving safety, but also optimizes the vehicle's fault response and handling process.

[0072] The vehicle operation failure auxiliary control device provided by the present application adopts the vehicle operation failure auxiliary control method in the above embodiment, which can solve the technical problem of how to ensure that new energy vehicles can still maintain basic controllability and safety when the steering system and braking system fail. Compared with the prior art, the beneficial effects of the vehicle operation failure auxiliary control device provided by the present application are the same as the beneficial effects of the vehicle operation failure auxiliary control method provided by the above embodiment, and the other technical features in the vehicle operation failure auxiliary control device are the same as the features disclosed in the above embodiment method, which will not be repeated here.

[0073] The present application provides a vehicle operation fault auxiliary control device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the vehicle operation fault auxiliary control method in the above-mentioned embodiment one.

[0074] Reference below Figure 4 , which shows a schematic diagram of the structure of a vehicle operation fault auxiliary control device suitable for implementing the embodiment of the present application. The vehicle operation fault auxiliary control device in the embodiment of the present application may include but is not limited to mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 4 The vehicle operation fault auxiliary control device shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0075] like Figure 4 As shown, the vehicle operation fault auxiliary control device may include a processing device 1001 (such as a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM: Read Only Memory) 1002 or a program loaded from a storage device 1003 to a random access memory (RAM: Random Access Memory) 1004. In RAM1004, various programs and data required for the operation of the vehicle operation fault auxiliary control device are also stored. The processing device 1001, ROM1002 and RAM1004 are connected to each other through a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Generally, the following systems can be connected to the I / O interface 1006: an input device 1007 including, for example, a touch screen, a touch pad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; an output device 1008 including, for example, a liquid crystal display (LCD: Liquid Crystal Display), a speaker, a vibrator, etc.; a storage device 1003 including, for example, a magnetic tape, a hard disk, etc.; and a communication device 1009. The communication device 1009 can allow the vehicle operation fault auxiliary control device to communicate wirelessly or wired with other devices to exchange data. Although the figure shows a vehicle operation fault auxiliary control device with various systems, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems can be implemented or provided instead.

[0076] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0077] The vehicle operation fault auxiliary control device provided by the present application adopts the vehicle operation fault auxiliary control method in the above embodiment, which can solve the technical problem of how to ensure that new energy vehicles can still maintain basic controllability and safety when the steering system and braking system fail. Compared with the prior art, the beneficial effects of the vehicle operation fault auxiliary control device provided by the present application are the same as the beneficial effects of the vehicle operation fault auxiliary control method provided by the above embodiment, and the other technical features in the vehicle operation fault auxiliary control device are the same as the features disclosed in the method of the previous embodiment, which will not be repeated here.

[0078] It should be understood that the various parts disclosed in this application can be implemented by hardware, software, firmware or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0079] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0080] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer programs) stored thereon, and the computer-readable program instructions are used to execute the vehicle operation fault auxiliary control method in the above-mentioned embodiment.

[0081] The computer-readable storage medium provided in the present application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM: Random Access Memory), a read-only memory (ROM: Read Only Memory), an erasable programmable read-only memory (EPROM: Erasable Programmable Read Only Memory or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM: CD-Read Only Memory), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program, which may be used by or in combination with an instruction execution system, system or device. The program code contained on the computer-readable storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency: Radio Frequency), etc., or any suitable combination of the above.

[0082] The computer-readable storage medium may be included in the vehicle operation fault auxiliary control device; or may exist independently without being assembled into the vehicle operation fault auxiliary control device.

[0083] The computer-readable storage medium carries one or more programs. When the one or more programs are executed by the vehicle operation fault auxiliary control device, the vehicle operation fault auxiliary control device performs vehicle operation fault auxiliary control.

[0084] Computer program code for performing the operations of the present application may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0085] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present application. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0086] The modules involved in the embodiments described in this application may be implemented by software or hardware, wherein the name of the module does not constitute a limitation on the unit itself in some cases.

[0087] The readable storage medium provided in this application is a computer-readable storage medium, which stores computer-readable program instructions (i.e., computer programs) for executing the above-mentioned vehicle operation fault auxiliary control method, and can solve the technical problem of how to ensure that new energy vehicles can still maintain basic controllability and safety when the steering system and braking system fail. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as the beneficial effects of the vehicle operation fault auxiliary control method provided in the above-mentioned embodiment, and will not be repeated here.

[0088] The computer program product provided by the present application can solve the technical problem of auxiliary control of vehicle operation faults. Compared with the prior art, the beneficial effects of the computer program product provided by the present application are the same as the beneficial effects of the auxiliary control method of vehicle operation faults provided by the above embodiment, which will not be repeated here.

[0089] The above descriptions are only some embodiments of the present application, and are not intended to limit the patent scope of the present application. All equivalent structural changes made using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect applications in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A vehicle operation fault auxiliary control method, characterized in that: The vehicle operation failure auxiliary control method comprises: Determine the faulty component based on the vehicle fault signal; Determining a fault handling target according to the functional category of the faulty component; Determine the load distribution scheme of the hot standby component according to the vehicle control component parameters; According to the vehicle load distribution plan, the current vehicle is controlled to complete the fault handling target.

2. The vehicle operation failure auxiliary control method according to claim 1, characterized in that: The step of determining the faulty component according to the vehicle fault signal comprises: In response to the vehicle fault signal, acquiring fault phenomenon information; Determine the faulty sub-primary system according to the fault phenomenon information; Perform internal component verification on the faulty sub-primary system to identify the faulty component.

3. The vehicle operation failure auxiliary control method according to claim 1, characterized in that: The determining of a fault handling target according to the functional category of the faulty component includes: If the faulty component is a steering function component and / or a braking function component, the current fault handling target is determined to be controlling the current vehicle to complete pull-over parking and maintaining normal operation of non-driving core functions after parking; If the faulty component is a power supply component and / or a battery component, the current fault handling target is determined to be controlling the current vehicle to complete pull-over parking and limiting the energy consumption of non-driving core functions after parking; If the faulty component is a non-driving core function component, the current fault handling target is determined to maintain normal operation of the driving function of the current vehicle.

4. The vehicle operation failure auxiliary control method according to claim 1, characterized in that: Determining the load distribution scheme of the hot standby component according to the vehicle control component parameters includes: When the faulty component is a steering DCAC and / or a braking DCAC, activating a backup power conversion unit; Determine the vehicle control capability evaluation result according to the vehicle control component parameters; A load distribution scheme of the backup power conversion unit is determined according to the vehicle control capability evaluation result.

5. The vehicle operation failure auxiliary control method according to claim 4, characterized in that: Determining the vehicle control capability evaluation result according to the vehicle control component parameters includes: Get the current steering assist pressure and brake assist pressure; Comparing the steering assist air pressure with the auxiliary control redundant air pressure and the auxiliary control lower limit air pressure respectively, and obtaining a vehicle steering performance index according to the comparison results; The brake booster air pressure is compared with the brake control redundant air pressure and the brake control lower limit air pressure respectively, and a vehicle braking performance index is obtained according to the comparison results; The vehicle control capability evaluation result is obtained according to the vehicle braking performance index and the vehicle steering performance index.

6. The vehicle operation failure auxiliary control method according to claim 4, characterized in that: Determining the load distribution scheme of the backup power conversion unit according to the vehicle control capability evaluation result includes: Determining a vehicle control differential load according to the vehicle control capability evaluation result; A load distribution scheme of the backup power conversion unit is determined according to the vehicle control differential load and a fault handling target.

7. The vehicle operation failure auxiliary control method according to any one of claims 1 to 6, characterized in that: The vehicle operation failure auxiliary control method further includes: The steering DCAC of the steering subsystem, the braking DCAC of the braking subsystem and the backup low-voltage power supply DCAC are coupled to each other according to a hot backup mechanism. The steering DCAC, the braking DCAC and the backup low-voltage power supply DCAC serve as backup power conversion units for each other, so that when any DCAC fails, the DCAC that has not failed can take over its function.

8. A vehicle operation fault auxiliary control device, characterized in that: The vehicle operation failure auxiliary control device comprises: A fault data processing module, used to determine the faulty component according to the vehicle fault signal; A fault handling decision module, used to determine a fault handling target according to the functional category of the faulty component; The fault handling decision module is also used to determine the load distribution scheme of the hot standby component according to the vehicle control component parameters; The vehicle control module is used to control the current vehicle to complete the fault handling target according to the vehicle load distribution plan.

9. A vehicle operation fault auxiliary control device, characterized in that: The vehicle operation fault auxiliary control device includes: a memory, a processor, and a vehicle operation fault auxiliary control program stored in the memory and executable on the processor, and the vehicle operation fault auxiliary control program is configured to implement the steps of the vehicle operation fault auxiliary control method as described in any one of claims 1 to 7.

10. A storage medium, characterized in that: The storage medium stores a vehicle operation fault auxiliary control program, and when the vehicle operation fault auxiliary control program is executed by the processor, the steps of the vehicle operation fault auxiliary control method as described in any one of claims 1 to 7 are implemented.

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