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

Abstract

The present application relates to the technical field of vehicle fault processing, and particularly relates to a vehicle operation fault auxiliary control method, device, equipment and storage medium, the present application monitors a fault signal through a vehicle controller, determines a fault component, and determines a priority target of fault processing according to a function category of the fault component, and then executes a corresponding processing plan, such as activating a backup power conversion unit or limiting the use of non-driving core functions, to ensure that the vehicle can maintain basic safe driving ability or complete the parking on the side. The scheme ensures the safe operation of the vehicle when encountering steering or braking system failure through the three links of fault component, fault processing target and fault processing plan. Secondly, the introduction of the hot backup mechanism enhances the redundancy of the system and ensures the continuous operation of the key functions, so that the basic control ability of the vehicle can be maintained even when the main system fails, not only ensuring the driving safety, but also optimizing the vehicle fault response and processing process.

Description

Technical Field

[0001] This invention relates to the field of vehicle fault handling technology, and in particular to auxiliary control methods, devices, equipment and storage media for vehicle operation faults. Background Technology

[0002] While the new energy vehicle industry is booming, safety and reliability have become key challenges for its development. In particular, with the increasing electrification and intelligence of vehicles, their complexity has greatly increased, and the failure of any electronic component can 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. Especially due to changes in the powertrain, the weight distribution, energy recovery mechanisms, and electronic control logic of new energy vehicles differ from those of traditional internal combustion engine vehicles, presenting new challenges for troubleshooting and handling vehicle malfunctions.

[0003] In all electronic systems, especially the steering and braking systems, the key systems directly related to driving safety are the two systems. 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 capability of these two systems is the primary task 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. While this improves the flexibility and accuracy of the system, it also introduces new challenges.

[0004] Therefore, ensuring that new energy vehicles can maintain basic handling and safety when the steering and braking systems malfunction has become a pressing technical problem that the industry needs to solve. Summary of the Invention

[0005] The main objective of this 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 handling and safety when the steering system and braking system fail.

[0006] To achieve the above objectives, the present invention provides a vehicle operation fault auxiliary control method, the method comprising the following steps:

[0007] Identify the faulty component based on the vehicle fault signals;

[0008] Determine the fault handling target based on the functional category of the faulty component;

[0009] Based on the parameters of the vehicle control components, determine the load distribution scheme for the hot backup components;

[0010] According to the vehicle load distribution scheme, control the current vehicle to complete the fault handling objective.

[0011] Optionally, determining the faulty component based on the vehicle fault signal includes:

[0012] In response to the vehicle fault signal, fault phenomenon information is acquired;

[0013] Based on the fault phenomenon information, the faulty sub-level system is identified;

[0014] The internal components of the faulty sub-system are checked to identify the faulty components.

[0015] Optionally, determining the fault handling target based on the functional category of the faulty component includes:

[0016] If the faulty component is a steering function component and / or a braking function component, then the current fault handling objective is to control the current vehicle to complete the parking maneuver and maintain the normal operation of non-driving core functions after parking.

[0017] If the faulty component is a power supply component and / or a battery component, then the current fault handling objective is to control the current vehicle to complete a sidewalk parking maneuver and limit the energy consumption of non-driving core functions after parking.

[0018] If the faulty component is a non-driving core function component, then the current fault handling objective is determined to be to maintain the normal operation of the vehicle's driving functions.

[0019] Optionally, determining the load distribution scheme for the hot backup component based on the vehicle control component parameters includes:

[0020] When the faulty component is steering DCAC and / or braking DCAC, the backup power conversion unit is activated.

[0021] The assessment results of vehicle control capability are determined based on the parameters of the vehicle control components.

[0022] Based on the vehicle control capability assessment results, a load distribution scheme for the backup power conversion unit is determined.

[0023] Optionally, determining the vehicle control capability assessment result based on vehicle control component parameters includes:

[0024] Obtain the current power steering air pressure and brake assist air pressure;

[0025] The steering assist air pressure is compared with the auxiliary control redundant air pressure and the auxiliary control lower limit air pressure, and the vehicle steering performance index is obtained based on the comparison results.

[0026] The brake assist air pressure is compared with the brake control redundancy air pressure and the brake control lower limit air pressure, and the vehicle braking performance index is obtained based on the comparison results.

[0027] The vehicle control capability assessment result is obtained based on the vehicle braking performance index and the vehicle steering performance index.

[0028] Optionally, determining the load allocation scheme for the backup power conversion unit based on the vehicle control capability assessment results includes:

[0029] Based on the vehicle control capability assessment results, determine the vehicle control differential load;

[0030] Based on the vehicle control differential load and fault handling objectives, the load allocation scheme of the backup power conversion unit is determined.

[0031] Optionally, the vehicle operation fault auxiliary control method further includes:

[0032] The steering DCAC of the steering subsystem, the braking DCAC of the braking subsystem, and the backup low-voltage power supply DCAC are coupled together according to a hot backup mechanism. The steering DCAC, braking DCAC, and 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 can take over its function.

[0033] Furthermore, to achieve the above objectives, the present invention also proposes a vehicle operation fault auxiliary control device, the vehicle operation fault auxiliary control device comprising:

[0034] The fault data processing module is used to identify the faulty component based on the vehicle fault signals.

[0035] The fault handling decision module is used to determine the fault handling target based on the functional category of the faulty component;

[0036] The fault handling decision module is also used to determine the load distribution scheme of the hot backup component based on the parameters of the vehicle control component.

[0037] The vehicle control module is used to control the current vehicle to complete the fault handling objective according to the vehicle load distribution scheme.

[0038] Furthermore, to achieve the above objectives, 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. The vehicle operation fault auxiliary control program is configured to implement the steps of the vehicle operation fault auxiliary control method described above.

[0039] Furthermore, to achieve the above objectives, the present invention also proposes a storage medium storing a vehicle operation fault auxiliary control program, wherein when the vehicle operation fault auxiliary control program is executed by a processor, it implements the steps of the vehicle operation fault auxiliary control method described above.

[0040] One or more technical solutions proposed in this application have at least the following technical effects: This application monitors fault signals through the vehicle controller, identifies faulty components, determines the priority target for fault handling based on the functional category of the faulty components, 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 the parking maneuver.

[0041] In summary, this solution ensures the safe operation of the vehicle when encountering steering or braking system failures through three aspects: faulty components, fault handling targets, and fault handling contingency plans. Secondly, the introduction of a hot backup mechanism enhances the redundancy of the system, ensuring the continuous operation of critical functions. Even when the main system fails, the vehicle's basic controllability can be maintained, which not only guarantees driving safety but also optimizes the vehicle's fault response and handling process. Attached Figure Description

[0042] 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.

[0043] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of 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.

[0044] Figure 1 This is a flowchart illustrating the first embodiment of the vehicle operation fault auxiliary control method of the present invention;

[0045] Figure 2 This is a flowchart illustrating the second embodiment of the vehicle operation fault auxiliary control method of the present invention;

[0046] Figure 3 This is a structural block diagram of the first embodiment of the vehicle operation fault auxiliary control device of the present invention;

[0047] Figure 4 This is a schematic diagram of the structure of a vehicle operation fault auxiliary control device in the hardware operating environment involved in the embodiments of the present invention.

[0048] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0049] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0050] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0051] The main solution of this application embodiment is: to determine the faulty component based on the vehicle fault signal; to determine the fault handling target based on the functional category of the faulty component; and to execute the corresponding handling plan according to the fault handling target in order to complete the handling of the vehicle emergency state.

[0052] Currently, among all electronic systems, especially the steering and braking systems, are critical systems directly related to driving safety. Any malfunction in these two parts can lead to loss of vehicle control and serious traffic accidents. Ensuring the high reliability and rapid response capability of these two systems is a primary goal in the design of new energy vehicles. Therefore, how to ensure that new energy vehicles can maintain basic handling and safety even when the steering and braking systems fail is a pressing technical problem that needs to be solved.

[0053] This application ensures the safe operation of the vehicle when encountering steering or braking system failures through three aspects: fault components, fault handling objectives, and fault handling contingency plans. Secondly, the introduction of a hot backup mechanism enhances the redundancy of the system, ensuring the continuous operation of critical functions. Even when the main system fails, the vehicle's basic controllability can be maintained, which not only ensures driving safety but also optimizes the vehicle's fault response and handling process.

[0054] It should be noted that the executing entity of this invention can be a vehicle operation fault auxiliary control device, or a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or a thermal management device capable of realizing the above functions of a vehicle operation fault auxiliary control device, etc. This embodiment does not specifically limit it in this way. The following uses a vehicle operation fault auxiliary control device as the executing entity as an example to describe this embodiment and the following embodiments.

[0055] Based on this, embodiments of the present invention provide a vehicle operation fault auxiliary control method, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of a vehicle operation fault auxiliary control method according to the present invention.

[0056] In this embodiment, the vehicle operation fault auxiliary control method includes:

[0057] Step S10: Identify the faulty component based on the vehicle fault signal.

[0058] It should be noted that due to the complexity of new energy vehicle systems, the same malfunction may correspond to different causes. These causes may involve multiple subsystems and components. For example, the phenomenon of a vehicle failing to start may be caused by the battery being over-discharged or the charging system malfunctioning, resulting in insufficient charge and preventing the vehicle from starting; errors in the vehicle control unit (VCU) or other control software may prevent the start sequence from being executed correctly; or the transmission may be stuck or damaged, preventing the motor from transmitting power to the wheels and preventing the vehicle from starting. Thus, even with the same malfunction, without checking the sub-systems, it is still impossible to determine the specific cause of the malfunction or whether it will evolve into a more serious malfunction.

[0059] Understandably, accurately diagnosing faulty components requires relevant fault diagnosis algorithms and the vehicle's internal communication network. Specifically, this involves reading fault codes, monitoring key parameters, and testing the communication network to gradually identify possible causes of the fault, from insufficient battery power to control unit software errors, and then to mechanical transmission problems. Ultimately, the source of the fault can be accurately located, and corresponding repair measures can be taken to restore the vehicle's normal operation and prevent potential more serious faults.

[0060] In one embodiment, determining the faulty component based on the vehicle fault signal includes: in response to the vehicle fault signal, acquiring fault phenomenon information; determining a faulty sub-level system based on the fault phenomenon information; and performing internal component verification on the faulty sub-level system to determine the faulty component.

[0061] It should be understood that when a vehicle malfunctions, the vehicle controller will send fault signals through onboard sensors and monitoring systems. These signals include visual warnings (such as warning lights on the dashboard), audible warnings (such as alarm sounds), or fault codes output through the vehicle diagnostic interface, such as the vehicle status at the time of the fault, sensor readings, system logs, etc., to facilitate the analysis of the fault phenomenon. Based on the collected fault phenomenon information, the diagnostic system or technicians will narrow down the possible scope of the fault and determine which subsystem (such as the battery system, power electronics system, braking system, etc.) has a problem.

[0062] Step S20: Determine the fault handling target based on the functional category of the faulty component.

[0063] It should be noted that although the various components in a vehicle have different functions and belong to different subsystems, they can be divided into three categories based on the underlying logic of the vehicle as a means of transportation: driving control function components, driving maintenance function components, and non-driving core function components. Driving control function components mainly refer to components that affect changes in the vehicle's motion state, such as steering, braking, accelerator, and clutch. These components directly participate in controlling the vehicle's motion state, specifically including the vehicle's direction, speed, and braking. This control must have a high degree of reliability and precision; any failure in these components may lead to improper vehicle response, increasing the risk of accidents. Driving maintenance function components mainly involve the vehicle's power system and energy management system, ensuring that the vehicle can continuously and stably provide power to maintain normal driving conditions. Examples include the engine and electric motor. These components, as the vehicle's power source, are responsible for converting fuel or electrical energy into mechanical energy to drive the vehicle. In new energy vehicles, the power source also includes the battery system. Non-driving core function components refer to components unrelated to driving behavior, used to enhance the user experience or other auxiliary functions, such as in-vehicle air conditioning and in-vehicle entertainment systems.

[0064] Understandably, the processing objectives for these three types of components are different. When the faulty component is a steering or braking function component, the current fault handling objective is to control the vehicle to complete a pullover and maintain the normal operation of non-driving core functions after stopping. This is because when steering or braking malfunctions occur, the vehicle should not continue driving but should gradually reduce power supply and slowly pull over, prompting the driver to either perform troubleshooting or wait for roadside assistance. Furthermore, since the vehicle's power supply system is not faulty, other auxiliary functions within the vehicle are still allowed to function normally; for example, the air conditioning and entertainment media equipment can be used after parking. Similarly, when the faulty component is a driving assistance component, it indicates that the vehicle still possesses driving assistance functions. It has good control capabilities, but it does not support the vehicle to drive normally to its destination. In other words, the vehicle itself can only complete parking on the side of the road or maintain a short driving distance. For example, when the vehicle's fuel drive mode fails and it can still rely on pure electric drive, the remaining driving range is determined by the remaining charge of the battery. In this case, the driving range is limited, and it can only maintain the vehicle to a relatively safe parking spot. Since the battery has limited charge after such a short trip, it is also necessary to restrict the use of other functions unrelated to driving. When the faulty component is a non-core driving function component, that is, the failure of components such as the air conditioning and in-vehicle entertainment system does not affect normal driving behavior. In this case, it is only necessary to report the fault result to the driver and remind the driver to repair the relevant components after the trip.

[0065] In one embodiment, determining the fault handling objective based on the functional category of the faulty component includes: if the faulty component is a steering function component and / or a braking function component, then the current fault handling objective is to control the current vehicle to complete a parallel parking maneuver and maintain the 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 objective is to control the current vehicle to complete a parallel parking maneuver 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 objective is to maintain the normal operation of the current vehicle's driving functions.

[0066] It should be understood that when the faulty component is a steering function component and / or a braking function component, the processing objective is to control the vehicle to safely pull over to the side of the road, and maintain the normal operation of non-driving core functions after parking, such as air conditioning and entertainment systems; when the faulty component is a power supply component and / or a battery component, the processing objective is to control the vehicle to safely pull over to 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 repair shop; when the faulty component is a non-driving core function component, the processing objective is to maintain the normal operation of the vehicle's driving functions, report the fault information to the driver, and remind the driver to repair the relevant components after the trip.

[0067] Step S30: Determine the load distribution scheme for the hot backup component based on the vehicle control component parameters.

[0068] Understandably, a hot backup component refers to a backup component that is also operational while the main system is running normally, ready to take over its functions at any time. This backup method can be hardware or software. In hot backup mode, the current application system transmits data to the backup system in real time via high-speed communication lines, maintaining data synchronization between the backup and current application systems. If the main system fails, the backup system can quickly take over the production system and manage business operations. This process requires comprehensive consideration of the vehicle's real-time status and the needs of various systems. For example, by monitoring key parameters such as power steering and brake assist air pressure, the system can assess current steering and braking performance and determine the load that the hot backup component needs to handle. This assessment is based on vehicle control component parameters, such as safety thresholds and performance indicators, to ensure that the backup system can provide sufficient support to maintain vehicle handling and safety in the event of a main system failure. The system dynamically adjusts the load allocation scheme based on the fault handling objectives and the vehicle control capability assessment results. This ensures that core functions are maintained to a minimum in a fault state, and only on this basis is energy allocated to other non-critical systems to ensure that critical functions are prioritized for operation in emergencies.

[0069] Step S40: According to the vehicle load distribution scheme, control the current vehicle to complete the fault handling objective.

[0070] It should be noted that fault handling objectives are predetermined based on the vehicle control capability assessment results and the nature of the fault. These objectives include maintaining vehicle control capability, ensuring safe stopping, and limiting energy consumption of non-critical systems. According to the fault handling objectives, the system will activate corresponding contingency plans. These contingency plans include adjusting the vehicle's power output, changing the power assist level of the steering and braking systems, limiting vehicle speed, and activating warning signals. Each contingency plan is customized according to a specific fault type and vehicle status to ensure that the most appropriate measures can be taken in different situations. By executing contingency plans according to the fault handling objectives, the impact of faults on vehicle safety can be minimized, protecting the safety of passengers and the vehicle.

[0071] This embodiment identifies the faulty component based on the vehicle fault signal; determines the fault handling target based on the functional category of the faulty component; and executes the corresponding handling plan according to the fault handling target to complete the handling of the vehicle emergency.

[0072] In summary, this embodiment significantly improves the response speed and handling capability of new energy vehicles to faults, reducing safety risks caused by faults. By accurately diagnosing faulty components, the vehicle can avoid unnecessary system failures and ensure the normal operation of critical safety systems such as steering and braking. Furthermore, customized handling plans based on fault type 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 a safe stop is reached. This not only enhances driving safety but also provides drivers with clear fault handling guidance, reducing secondary accidents caused by improper fault handling. Ultimately, this solution improves the overall reliability of the vehicle and driver confidence through intelligent fault management and emergency response.

[0073] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 2 Step S30 includes:

[0074] Step S301: When the faulty component is steering DCAC and / or braking DCAC, activate the backup power conversion unit.

[0075] It should be noted that the function of the steering DCAC (DC-AC converter) is to convert the high-voltage DC power from the vehicle's power battery into the AC power required by the electric power steering pump, so as to power the electric power steering pump and the electric air compressor motor, ensuring the normal operation of the power steering and air pressure systems. Similarly, the working principle of the braking DCAC is similar to the former. Its core function is also to convert the high-voltage DC power from the vehicle's power battery into the required AC power, so as to power the electric power braking system and other related equipment. Therefore, the two can serve as each other's hot backup components.

[0076] Understandably, redundancy in critical safety systems such as steering and braking can improve system reliability. If the primary system fails, the backup system can immediately take over, ensuring that the vehicle's critical functions are not lost. Braking and steering are crucial components of vehicle safety; hot-swappable coupling of some functions and substantially similar components in these subsystems allows the other to take over even if one fails, ensuring the vehicle retains basic steering and braking capabilities and reducing the risk of accidents.

[0077] In one embodiment, the vehicle operation fault auxiliary control method further includes: coupling the steering DCAC of the steering subsystem, the braking DCAC of the braking subsystem, and the backup low-voltage power supply DCAC to each other according to a hot backup mechanism, wherein 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 will take over its function.

[0078] It should be noted that, through the hot backup mechanism, when any DCAC fails, other DCACs can immediately take over its function, ensuring that the steering and braking systems will not fail due to the failure of the power conversion unit. In the hot backup process, in addition to building the steering DCAC and braking DCAC as power conversion units that back each other up, an additional backup low-voltage power supply DCAC is introduced as a general component of the backup power conversion unit. It not only supports the backup needs of the steering DCAC and braking DCAC, but also provides power protection for other critical low-voltage systems of the vehicle. This means that, in addition to the steering and braking systems, other electronic devices of the vehicle can also receive power support when the main DCAC fails. Even if the steering DCAC and braking DCAC fail at the same time, the vehicle still has a backup system to maintain steering or braking.

[0079] Understandably, this design, with three DCACs acting as backups for each other, ensures that the power conversion units related to vehicle control can still operate normally under low-level fault conditions, guaranteeing the availability and stability of vehicle control-related functions.

[0080] Step S302: Determine the vehicle control capability assessment result based on the vehicle control component parameters.

[0081] It's important to note that when the steering DCAC or braking DCAC malfunctions, in addition to activating the relevant backup components, the load distribution of the backup components also needs to be replanned. This planning is based on the power steering air pressure and brake power steering air pressure. Power steering air pressure refers to the air pressure used to assist the driver in steering operations in hydraulic or pneumatic power steering systems. In hydraulic power steering systems, this air pressure refers to the hydraulic oil pressure, while in pneumatic power steering systems, it refers to the pressure of compressed air. Sufficient air pressure is required to maintain basic operation of the steering system. Similarly, brake power steering air pressure refers to the air pressure used to assist the driver in braking operations in the braking system. This air pressure is commonly found in pneumatic power-assisted braking systems, where compressed air is used as the transmission medium to help the driver press the brake pedal more effortlessly. Hydraulic braking systems may also have pneumatic booster mechanisms, where compressed air acts as the booster source to assist in pushing the brake fluid in the hydraulic braking system.

[0082] In one embodiment, determining the vehicle control capability assessment result based on vehicle control component parameters includes: acquiring the steering assist air pressure and brake assist air pressure at the current moment; comparing the steering assist air pressure with the auxiliary control redundancy air pressure and the auxiliary control lower limit air pressure, respectively, and obtaining a vehicle steering performance index based on the comparison results; comparing the brake assist air pressure with the brake control redundancy air pressure and the brake control lower limit air pressure, respectively, and obtaining a vehicle braking performance index based on the comparison results; and obtaining the vehicle control capability assessment result based on the vehicle braking performance index and the vehicle steering performance index.

[0083] Understandably, by comparing brake booster air pressure with a safety threshold, a quantitative indicator of a vehicle's braking performance can be obtained. This indicator will show whether the braking system is functioning properly or whether there are any safety issues requiring attention. Finally, by combining steering and braking performance indicators, a comprehensive assessment of the vehicle's control capabilities can be obtained. This result will provide an overview of the vehicle's overall handling performance, helping drivers or maintenance personnel understand the vehicle's real-time status and take appropriate measures to ensure driving safety.

[0084] Step S303: Determine the load distribution scheme of the backup power conversion unit based on the vehicle control capability assessment results.

[0085] Understandably, taking the steering system as an example, the principle behind obtaining the vehicle control capability assessment result is to compare the actual measured steering assist air pressure with preset safety thresholds, including the auxiliary control redundancy 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 determine whether the steering system is within a safe operating range. Generally, if it is higher than the auxiliary control redundancy air pressure, it means that the current steering system does not need to be allocated load power after the backup DCAC takeover function. If it is lower than the auxiliary control lower limit air pressure, it means that load needs to be allocated to it first to quickly restore steering capability. If it is between the two, the load needs to be allocated proportionally according to the actual load demand.

[0086] In one embodiment, determining the load allocation scheme of the backup power conversion unit based on the vehicle control capability assessment result includes: determining the vehicle control differential load based on the vehicle control capability assessment result; and determining the load allocation scheme of the backup power conversion unit based on the vehicle control differential load and the fault handling target.

[0087] It should be noted that, based on the actual measured power steering air pressure and the preset safety threshold, the differential load required for the vehicle to achieve safe control can be calculated. This differential load refers to the additional load demand that the DCAC taking over the function needs to provide in order to meet safe operating standards. Based on the vehicle's fault condition, fault handling objectives are set. These objectives may include maintaining vehicle control, ensuring safe stopping, and limiting energy consumption of non-critical systems. Combining the vehicle control differential load and fault handling objectives, a load allocation scheme for the backup power conversion unit is developed. This scheme will determine how to optimally allocate the resources of the backup power conversion unit to meet the vehicle control requirements, while taking into account system fault states and safety requirements.

[0088] Step S304: According to the vehicle load distribution scheme, control the current vehicle to maintain limp condition until it completes the parking maneuver.

[0089] It should be noted that limp mode refers to a state in which a vehicle, after detecting a critical system failure, can continue driving in a reduced performance mode for safety reasons. This mode allows the vehicle to safely travel to the nearest repair point or safe area at a lower speed and performance. Since the known failure types in the aforementioned steps are steering DCAC and / or braking DCAC failures, i.e., failures in the braking or steering function components, they fall under the driving control function category in the aforementioned functional classification. Therefore, it is necessary to control the current vehicle to maintain limp mode until the vehicle completes the pull-to-the-side stop.

[0090] Understandably, safety is the most important consideration throughout the process. The control system will closely monitor the vehicle's status and take further safety measures when necessary, such as activating hazard warning lights and limiting speed. In addition, based on the load distribution scheme, the vehicle's control system will adjust the vehicle's operating parameters, such as engine output, transmission shift logic, braking, and steering assist, to adapt to the limp mode with reduced performance.

[0091] In this embodiment, when the faulty component is the steering DCAC and / or braking DCAC, the backup power conversion unit is activated, and the vehicle control capability assessment result is determined based on the vehicle control component parameters; the load distribution scheme of the backup power conversion unit is determined based on the vehicle control capability assessment result; and the vehicle load distribution scheme is used to control the current vehicle to maintain limp condition until it completes the pull-over.

[0092] In summary, this embodiment significantly improves the safety and reliability of new energy vehicles when critical systems such as steering and braking fail. Through real-time assessment and dynamic load distribution, it ensures that the vehicle maintains basic maneuverability even in the event of partial power conversion unit failure, reducing the risk of accidents caused by system malfunctions. Furthermore, this solution improves energy efficiency by optimizing energy distribution, extends the vehicle's range in fault conditions, guides the driver to safely stop the vehicle in the event of a malfunction, reduces traffic disruption, and provides the driver with more reaction time and safety assurance, thereby enhancing the overall driving experience and vehicle safety.

[0093] This application also provides a vehicle operation fault auxiliary control device, please refer to... Figure 3 The vehicle operation fault auxiliary control device includes:

[0094] The fault data processing module 10 is used to determine the faulty component based on the vehicle fault signal;

[0095] The fault handling decision module 20 is used to determine the fault handling target based on the functional category of the faulty component;

[0096] The fault handling decision module 20 is also used to determine the load distribution scheme of the hot backup component based on the parameters of the vehicle control component.

[0097] The vehicle control module 30 is used to control the current vehicle to complete the fault handling objective according to the vehicle load distribution scheme.

[0098] In one embodiment, the fault data processing module 10 is further configured to, in response to the vehicle fault signal, acquire fault phenomenon information; determine the fault sub-level system based on the fault phenomenon information; and perform internal component verification on the fault sub-level system to determine the faulty component.

[0099] In one embodiment, the fault handling decision module 20 is further configured to: if the faulty component is a steering function component and / or a braking function component, determine that the current fault handling objective is to control the current vehicle to complete a parallel parking maneuver and maintain the normal operation of non-driving core functions after parking; if the faulty component is a power supply component and / or a battery component, determine that the current fault handling objective is to control the current vehicle to complete a parallel parking maneuver and limit the energy consumption of non-driving core functions after parking; and if the faulty component is a non-driving core function component, determine that the current fault handling objective is to maintain the normal operation of the current vehicle's driving functions.

[0100] In one embodiment, the fault handling decision module 20 is further configured to activate the backup power conversion unit when the faulty component is steering DCAC and / or braking DCAC; determine the vehicle control capability assessment result based on the vehicle control component parameters; and determine the load allocation scheme of the backup power conversion unit based on the vehicle control capability assessment result.

[0101] In one embodiment, the fault data processing module 10 is further configured to acquire the steering assist air pressure and brake assist air pressure at the current moment; compare the steering assist air pressure with the auxiliary control redundancy air pressure and the auxiliary control lower limit air pressure respectively, and obtain the vehicle steering performance index based on the comparison results; compare the brake assist air pressure with the brake control redundancy air pressure and the brake control lower limit air pressure respectively, and obtain the vehicle braking performance index based on the comparison results; and obtain the vehicle control capability evaluation result based on the vehicle braking performance index and the vehicle steering performance index.

[0102] In one embodiment, the fault handling decision module 20 is further configured to determine the vehicle control differential load based on the vehicle control capability assessment result; and to determine the load allocation scheme of the backup power conversion unit based on the vehicle control differential load and the fault handling objective.

[0103] In one embodiment, the vehicle control module 30 is further configured to couple the steering DCAC of the steering subsystem, the braking DCAC of the braking subsystem, and the backup low-voltage power supply DCAC to each other according to a hot backup mechanism. The steering DCAC, braking DCAC, and 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 will take over its function.

[0104] This embodiment monitors fault signals through the vehicle controller, identifies the faulty component, and determines the priority target for fault handling based on the functional category of the faulty component. Subsequently, it executes corresponding handling plans, such as activating the backup power conversion unit or restricting the use of non-driving core functions, to ensure the vehicle can maintain basic safe driving capabilities or complete a parking maneuver. This solution ensures safe vehicle operation when encountering steering or braking system failures through three stages: faulty component, fault handling target, and fault handling plan. Furthermore, the introduction of a hot backup mechanism enhances system redundancy, ensuring the continuous operation of critical functions. Even when the main system fails, it maintains the vehicle's basic controllability, thus not only guaranteeing driving safety but also optimizing the vehicle's fault response and handling process.

[0105] The vehicle operation fault auxiliary control device provided in this application, employing the vehicle operation fault auxiliary control method in the above embodiments, can solve the technical problem of how to ensure that new energy vehicles can still maintain basic handling and safety when the steering system and braking system malfunction. Compared with the prior art, the beneficial effects of the vehicle operation fault auxiliary control device provided in this application are the same as those of the vehicle operation fault auxiliary control method provided in the above embodiments, and other technical features in the vehicle operation fault auxiliary control device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0106] This 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 to enable the at least one processor to execute the vehicle operation fault auxiliary control method in the above embodiment 1.

[0107] The following is for reference. Figure 4 The diagram illustrates a structural schematic suitable for implementing a vehicle operation fault auxiliary control device according to embodiments of this application. The vehicle operation fault auxiliary control device in embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 4 The vehicle operation failure auxiliary control device shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0108] like Figure 4 As shown, the vehicle operation fault assistance control device may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the vehicle operation fault assistance control device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to the I / O interface 1006: input devices 1007 including, for example, a touchscreen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage devices 1003 including, for example, magnetic tape, hard disk, etc.; and communication devices 1009. The communication device 1009 allows the vehicle operation fault assistance control device to communicate wirelessly or wiredly with other devices to exchange data. Although the figure shows vehicle operation fault assistance control devices with various systems, it should be understood that implementation or possession of all the systems shown is not required. More or fewer systems may be implemented alternatively.

[0109] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0110] The vehicle operation fault auxiliary control device provided in this application, employing the vehicle operation fault auxiliary control method in the above embodiments, can solve the technical problem of how to ensure that new energy vehicles can still maintain basic handling and safety when the steering system and braking system malfunction. Compared with the prior art, the beneficial effects of the vehicle operation fault auxiliary control device provided in this application are the same as those of the vehicle operation fault auxiliary control method provided in the above embodiments, and other technical features in this vehicle operation fault auxiliary control device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0111] It should be understood that the various parts disclosed in this application can be implemented using 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 suitable manner in one or more embodiments or examples.

[0112] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0113] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the vehicle operation fault auxiliary control method in the above embodiments.

[0114] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0115] The aforementioned computer-readable storage medium may be included in the vehicle operation fault auxiliary control device; or it may exist independently and not be assembled into the vehicle operation fault auxiliary control device.

[0116] The aforementioned computer-readable storage medium carries one or more programs, which, when executed by the vehicle operation fault auxiliary control device, cause the vehicle operation fault auxiliary control device to: [vehicle operation fault auxiliary control].

[0117] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0118] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0119] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0120] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described vehicle operation fault auxiliary control method. This addresses the technical problem of ensuring that new energy vehicles maintain basic handling and safety even when the steering and braking systems malfunction. Compared to the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the vehicle operation fault auxiliary control method provided in the above embodiments, and will not be elaborated upon here.

[0121] The computer program product provided in this application can solve the technical problem of auxiliary control for vehicle operation faults. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as the beneficial effects of the vehicle operation fault auxiliary control method provided in the above embodiments, and will not be repeated here.

[0122] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A vehicle operation fault auxiliary control method, characterized in that, The vehicle operation fault auxiliary control method includes: Identify the faulty component based on the vehicle fault signals; Determine the fault handling target based on the functional category of the faulty component; The step of determining the fault handling target based on the functional category of the faulty component includes: If the faulty component is a steering function component and / or a braking function component, then the current fault handling objective is to control the current vehicle to complete the parking maneuver and maintain the 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 objective is to control the current vehicle to complete a sidewalk parking maneuver 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 objective is determined to be to maintain the normal operation of the current vehicle's driving functions. Based on the parameters of the vehicle control components, determine the load distribution scheme for the hot backup components; The step of determining the load distribution scheme for the hot backup component based on the vehicle control component parameters includes: When the faulty component is steering DCAC and / or braking DCAC, the backup power conversion unit is activated. Obtain the current power steering air pressure and brake assist air pressure; The steering assist air pressure is compared with the auxiliary control redundant air pressure and the auxiliary control lower limit air pressure, and the vehicle steering performance index is obtained based on the comparison results. The brake assist air pressure is compared with the brake control redundancy air pressure and the brake control lower limit air pressure, and the vehicle braking performance index is obtained based on the comparison results. Based on the vehicle braking performance index and the vehicle steering performance index, the vehicle control capability assessment result is obtained; Based on the vehicle control capability assessment results, a load allocation scheme for the backup power conversion unit is determined; According to the vehicle load distribution scheme, control the current vehicle to complete the fault handling objective.

2. The vehicle operation fault auxiliary control method according to claim 1, characterized in that, The step of determining the faulty component based on the vehicle fault signal includes: In response to the vehicle fault signal, fault phenomenon information is acquired; Based on the fault phenomenon information, the faulty sub-level system is identified; The internal components of the faulty sub-system are checked to identify the faulty components.

3. The vehicle operation fault auxiliary control method according to claim 1, characterized in that, The step of determining the load allocation scheme for the backup power conversion unit based on the vehicle control capability assessment results includes: Based on the vehicle control capability assessment results, determine the vehicle control differential load; Based on the vehicle control differential load and fault handling objectives, the load allocation scheme of the backup power conversion unit is determined.

4. The vehicle operation fault auxiliary control method according to any one of claims 1 to 3, characterized in that, The vehicle operation fault 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 together according to a hot backup mechanism. The steering DCAC, braking DCAC, and 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 can take over its function.

5. A vehicle operation fault auxiliary control device, characterized in that, The vehicle operation fault auxiliary control device includes: The fault data processing module is used to identify the faulty component based on the vehicle fault signals. The fault handling decision module is used to determine the fault handling target based on the functional category of the faulty component; The fault handling decision module is further configured to: if the faulty component is a steering function component and / or a braking function component, determine that the current fault handling objective is to control the current vehicle to complete a parallel parking maneuver and maintain the normal operation of non-driving core functions after parking; if the faulty component is a power supply component and / or a battery component, determine that the current fault handling objective is to control the current vehicle to complete a parallel parking maneuver and limit the energy consumption of non-driving core functions after parking; and if the faulty component is a non-driving core function component, determine that the current fault handling objective is to maintain the normal operation of the current vehicle's driving functions. The fault handling decision module is also used to determine the load distribution scheme of the hot backup component based on the parameters of the vehicle control component. The fault handling decision module is further configured to: activate the backup power conversion unit when the faulty component is the steering DCAC and / or the braking DCAC; acquire the current steering assist air pressure and braking assist air pressure; compare the steering assist air pressure with the auxiliary control redundancy air pressure and the auxiliary control lower limit air pressure respectively, and obtain the vehicle steering performance index based on the comparison results; compare the braking assist air pressure with the braking control redundancy air pressure and the braking control lower limit air pressure respectively, and obtain the vehicle braking performance index based on the comparison results; obtain the vehicle control capability evaluation result based on the vehicle braking performance index and the vehicle steering performance index; and determine the load allocation scheme of the backup power conversion unit based on the vehicle control capability evaluation result. The vehicle control module is used to control the current vehicle to complete the fault handling objective according to the vehicle load distribution scheme.

6. 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, wherein 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 4.

7. A storage medium, characterized in that, The storage medium stores a vehicle operation fault auxiliary control program, which, when executed by a processor, implements the steps of the vehicle operation fault auxiliary control method as described in any one of claims 1 to 4.

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