Fault diagnosis method and system for unmanned transport drive-by-wire engineering vehicle, product and equipment

Abstract

The embodiment of the invention relates to a fault diagnosis method and device for an unmanned transport drive-by-wire engineering vehicle, a computer program product and electronic equipment, and relates to the technical field of unmanned driving, and the method comprises the steps: determining part fault information for a first type of parts of the unmanned transport drive-by-wire engineering vehicle through the communication state of a fault information message, the part fault information comprises a fault number, a fault code and a part fault level; determining the whole vehicle fault level of the unmanned transport drive-by-wire engineering vehicle based on the part fault level in the part fault information; and controlling the unmanned transport drive-by-wire engineering vehicle to execute corresponding fault processing operation according to the whole vehicle fault level. The fault level of the whole vehicle can be accurately determined, and fault processing can be accurately executed.

Description

Background Art

[0002] Unmanned transport wire-controlled engineering vehicles in mining areas are an important part of intelligent mines. The stability and safety of the entire vehicle are crucial to the efficiency of mining operations. With the rapid development of unmanned driving technology, the wire control system and vehicle diagnosis methods of unmanned vehicles in mining areas have gradually become key research areas. However, due to the harsh operating environment of mines and the high intensity of vehicle use, traditional fault diagnosis methods have certain limitations in terms of real-time performance, accuracy, and systematization, which affects production efficiency.

[0003] In the related technologies, traditional vehicle fault diagnosis solutions usually have difficulty in accurately locating the fault location and content of specific components, and can only provide an approximate fault range, with a coarse fault diagnosis granularity. The definition and classification of fault levels are often incomplete, and the vehicle's response behavior cannot be dynamically adjusted according to the severity of the fault. Minor faults may cause unnecessary parking or serious faults may fail to take protective measures in time. The dynamic performance analysis and real-time monitoring capabilities of the wire control system in unmanned transport wire-controlled engineering vehicles are weak, and the diagnostic capabilities are insufficient. Relying on manual analysis or simple rules, it is difficult to adapt to the real-time needs of complex working conditions, and the diagnostic system lacks real-time and intelligence. Summary of the invention

[0004] The purpose of the present disclosure is to provide a fault diagnosis method for an unmanned transport wire-controlled engineering vehicle, a fault diagnosis system for an unmanned transport wire-controlled engineering vehicle, a computer program product and an electronic device, thereby at least to a certain extent overcoming the problem of inaccurate fault diagnosis in the fault diagnosis process of an unmanned transport wire-controlled engineering vehicle caused by the limitations and defects of related technologies.

[0005] According to one aspect of the present disclosure, a fault diagnosis method for an unmanned transport line-controlled engineering vehicle is provided, comprising: for a first type of component of the unmanned transport line-controlled engineering vehicle, determining component fault information through the communication status of a fault information message, the component fault information including the number of faults, a fault code and a component fault level; determining a whole vehicle fault level of the unmanned transport line-controlled engineering vehicle based on the component fault level in the component fault information; and controlling the unmanned transport line-controlled engineering vehicle to perform corresponding fault handling operations according to the whole vehicle fault level.

[0006] In an exemplary embodiment of the present disclosure, the method of determining component fault information through the communication status of the fault information message includes: after the vehicle control unit of the unmanned transport wire-controlled engineering vehicle is powered on, triggering a component fault diagnosis module; in the component diagnosis module, determining the communication status of the fault information message based on the message reception count value and the message timeout status, and determining the component fault level according to the communication status.

[0007] In an exemplary embodiment of the present disclosure, the communication status of the fault information message is determined based on the message reception count value and the message timeout status, including: comparing the current message reception count value with the previous message reception count value to determine a comparison result; if the comparison result is that the current message reception count value is not equal to the previous message reception count value, determining that the communication status is normal message communication; if the comparison result is that the current message reception count value is equal to the previous message reception count value, determining that the communication status is message communication timeout; if the fault information message is not received for multiple consecutive frames, determining that the communication status is that the fault information message is offline, and outputting a message flag bit used to indicate that the fault information message is offline.

[0008] In an exemplary embodiment of the present disclosure, determining the component fault level according to the communication status includes: when the communication status is that the fault information message is disconnected, determining whether the first type of component is disconnected as a whole according to the count value of the important frame message corresponding to the first type of component; if the first type of component is disconnected as a whole, determining the component fault level according to the degree of influence of the first type of component on the operation of the unmanned transport line-controlled engineering vehicle.

[0009] In an exemplary embodiment of the present disclosure, determining component fault information through the communication status of the fault information message also includes: in the case that the first type of component does not report the component fault level, determining the component fault level for the fault code of the first type of component according to the importance of the fault information in the fault information message; if the component fault level and the fault code are not in the same frame of the fault information message, the component fault level is greater than 0 and the fault code is equal to 0, defining the fault code as an unknown fault, and determining the corresponding component fault level; if there is no unknown fault, looking up the fault code of the first type of component corresponding to the reference fault information definition provided by the manufacturer of the first type of component, and converting the table lookup result into an MF sequence to determine the component fault level according to the MF sequence.

[0010] In an exemplary embodiment of the present disclosure, the method further includes: for a second type of component, determining an actual measurement value corresponding to the second type of component based on a voltage value or a resistance value; comparing the actual measurement value with a measurement value threshold of the second type of component, and determining a component failure level of the second type of component based on the comparison result.

[0011] In an exemplary embodiment of the present disclosure, the method also includes: processing the fault information message into a message of a preset period; instructing the vehicle control unit of the unmanned transport line-controlled engineering vehicle to store the message in a historical fault cache area, and reporting the message stored in the historical fault cache area at a preset period.

[0012] According to one aspect of the present disclosure, a fault diagnosis system for an unmanned transport line-controlled engineering vehicle is provided, comprising: a component fault diagnosis module, for determining a component fault level of a first type of component of the unmanned transport line-controlled engineering vehicle through the communication status of a fault information message; a whole vehicle fault diagnosis module, for determining a whole vehicle fault level based on the component fault level; and a fault handling module, for controlling the unmanned transport line-controlled engineering vehicle to perform corresponding fault handling operations according to the whole vehicle fault level.

[0013] According to one aspect of the present disclosure, there is provided a computer program product, including a computer program, wherein when the computer program is executed by a processor, the fault diagnosis method for the unmanned transport wire-controlled engineering vehicle described in any one of the above is implemented.

[0014] According to one aspect of the present disclosure, an electronic device is provided, comprising: a processor; and a memory for storing executable instructions of the processor; wherein the processor is configured to execute any one of the above-mentioned methods for diagnosing the faults of the unmanned transport wire-controlled engineering vehicles by executing the executable instructions.

[0015] In the technical solution provided in the embodiments of the present disclosure, on the one hand, the fault information of the component is determined by the communication status of the fault information message, and the fault level of the component and the fault level of the whole vehicle can be accurately located based on the fault information of the component, and then the corresponding fault handling operation is dynamically triggered according to the fault level of the whole vehicle, which shortens the fault location and modification time of the unmanned transportation line-controlled engineering vehicle in the mining area, improves the efficiency and safety of vehicle operation and maintenance, and can meet the efficiency and reliability of unmanned transportation operations in the complex environment of the mining area. On the other hand, since the fault information of the component can be determined by the communication status of the fault information message, and then the fault information of the whole vehicle can be determined, real-time monitoring can be achieved, the efficiency of fault detection is improved, and standardized processing of component fault information is achieved, and comprehensive coverage of fault detection is achieved.

[0016] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The accompanying drawings herein are incorporated into the specification and constitute a part of the specification, illustrate embodiments consistent with the present disclosure, and together with the specification are used to explain the principles of the present disclosure. Obviously, the accompanying drawings described below are only some embodiments of the present disclosure, and for ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without creative work.

[0018] Figure 1A flow chart schematically illustrates a method for diagnosing a fault of an unmanned transport wire-controlled engineering vehicle in an embodiment of the present disclosure.

[0019] Figure 2 A schematic diagram of the control framework of the unmanned transport wire-controlled engineering vehicle in an embodiment of the present disclosure is schematically shown.

[0020] Figure 3 A flowchart for determining component failure information is schematically shown.

[0021] Figure 4 A flowchart schematically illustrates a vehicle fault handling method.

[0022] Figure 5 A block diagram of a fault diagnosis system for an unmanned transport wire-controlled engineering vehicle in an embodiment of the present disclosure is schematically shown.

[0023] Figure 6 The block diagram of the electronic device according to the embodiment of the present disclosure is schematically shown. DETAILED DESCRIPTION

[0024] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in a variety of forms and should not be construed as being limited to the examples set forth herein; on the contrary, these embodiments are provided so that the present disclosure will be more comprehensive and complete, and the concepts of the example embodiments are fully conveyed to those skilled in the art. The described features, structures, or characteristics may be combined in one or more embodiments in any suitable manner. In the following description, many specific details are provided to provide a full understanding of the embodiments of the present disclosure. However, those skilled in the art will appreciate that the technical solutions of the present disclosure may be practiced while omitting one or more of the specific details, or other methods, components, devices, steps, etc. may be adopted. In other cases, known technical solutions are not shown or described in detail to avoid obscuring various aspects of the present disclosure.

[0025] In addition, the accompanying drawings are only schematic illustrations of the present disclosure and are not necessarily drawn to scale. The same reference numerals in the figures represent the same or similar parts, and their repeated description will be omitted. Some of the block diagrams shown in the accompanying drawings are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities can be implemented in software form, or implemented in one or more hardware modules or integrated circuits, or implemented in different networks and / or processor devices and / or microcontroller devices.

[0026] In some embodiments, unmanned wide-body dump trucks in mining areas are an important part of smart mines, and the stability and safety of the entire vehicle are crucial to the efficiency of mining operations. With the rapid development of unmanned driving technology, the wire control system and vehicle diagnostic methods of unmanned vehicles in mining areas have gradually become key areas of research. However, due to the harsh operating environment of mines and the high intensity of vehicle use, traditional fault diagnosis methods have certain limitations in terms of real-time, accuracy, and systematization, which affects production efficiency. At present, unmanned wide-body dump trucks for mining are gradually developing towards intelligence and autonomy, and fault diagnosis technology also needs to adapt to it to achieve intelligence, remoteness and automation.

[0027] The existing vehicle fault diagnosis technology solutions in the industry may have the following defects: The fault diagnosis granularity is relatively coarse: Traditional diagnostic systems are usually difficult to accurately locate the fault location and fault content of specific components, and can only provide an approximate fault range. This increases the workload of maintenance personnel and prolongs the downtime of the vehicle. Lack of unified fault code definition and classification judgment standards: In traditional technologies, the definition and classification of fault levels are often not perfect, and the vehicle's response behavior cannot be dynamically adjusted according to the severity of the fault. It may cause minor faults to trigger unnecessary parking or serious faults to fail to take protective measures in time, and it is impossible to accurately handle the fault. The wire control system of the unmanned transport wire control engineering vehicle is the core control module of unmanned vehicles such as unmanned transport wire control engineering vehicles. The reliability of its fault diagnosis directly affects the safety of the vehicle. Traditional methods have weak dynamic performance analysis and real-time monitoring capabilities for wire control systems, so they lack the ability to diagnose wire control systems. Traditional diagnostic methods rely on manual analysis or simple rules, which are difficult to adapt to the real-time needs of complex working conditions. Therefore, the linkage between fault diagnosis and vehicle safety protection actions is low, and the real-time and intelligent nature of the diagnostic system is insufficient.

[0028] In order to solve the above technical problems, a fault diagnosis method for an unmanned transport line-controlled engineering vehicle for mining is provided in an embodiment of the present invention. This method can not only improve the operation and maintenance efficiency of the unmanned transport line-controlled engineering vehicle in the mining area, but also significantly enhance the driving safety of the vehicle in complex and harsh environments, laying a technical foundation for the promotion of unmanned operations in mines.

[0029] The fault diagnosis method for a transport line-controlled engineering vehicle provided in the embodiments of the present disclosure is intended to quickly locate the specific fault content for efficient analysis and processing, reduce operation and maintenance costs, improve production efficiency, and ensure the safety and stability of mining operations.

[0030] refer to Figure 1 As shown in , the fault diagnosis method of the unmanned transport wire-controlled engineering vehicle mainly includes the following steps:

[0031] In step S110, for the first type of components of the unmanned transport by-wire engineering vehicle, component fault information is determined through the communication status of the fault information message, wherein the component fault information includes the number of faults, the fault code, and the component fault level;

[0032] In step S120, based on the component failure level in the component failure information, the whole vehicle failure level of the unmanned transport by-wire engineering vehicle is determined;

[0033] In step S130, the unmanned transport by-wire engineering vehicle is controlled to perform corresponding fault handling operations according to the vehicle fault level.

[0034] The technical solution provided in the disclosed embodiment, on the one hand, determines the component fault information through the communication status of the fault information message, can accurately locate the component fault level and the whole vehicle fault level based on the component fault information, and then dynamically trigger the corresponding fault handling operation according to the whole vehicle fault level, shortening the fault location and modification time of the unmanned transportation line-controlled engineering vehicle in the mining area, improving the vehicle operation and maintenance efficiency and safety, and can meet the efficiency and reliability of unmanned transportation operations in the complex environment of the mining area. On the other hand, because the component fault information can be determined through the communication status of the fault information message, and then the whole vehicle fault information can be determined, real-time monitoring can be achieved, the efficiency of fault detection is improved, and standardized processing of component fault information is achieved, achieving comprehensive coverage of fault detection.

[0035] Next, refer to Figure 1 The fault diagnosis method of the unmanned transport wire-controlled engineering vehicle in the embodiment of the present disclosure is specifically described as shown in FIG.

[0036] In step S110, for the first type of components of the unmanned transport by-wire engineering vehicle, component fault information is determined through the communication status of the fault information message, and the component fault information includes the fault quantity, fault code and component fault level.

[0037] In the disclosed embodiment, the unmanned transport wire-controlled engineering vehicle can be any type of unmanned driving wire-controlled engineering vehicle operating in any operating scenario, such as an unmanned transport wide-body dump truck in a mining area, or other types of unmanned vehicles. The first type of components refers to the core components of the unmanned transport wire-controlled engineering vehicle, which may include at least an engine, a range extender, an electronic parking brake system, an electronic hydraulic steering system, and a drive motor, in addition to which other types of core components may also be included.

[0038] Figure 2 The control framework of the unmanned transport wire-controlled engineering vehicle is schematically shown in FIG. Figure 2As shown in , the unmanned transport wire-controlled engineering vehicle includes an unmanned driving system, a vehicle wire-controlled controller, and vehicle control components. The vehicle wire-controlled controller returns vehicle information to the unmanned driving system, and the unmanned driving system sends perception and decision-making to the vehicle wire-controlled controller. The vehicle control components send vehicle information to the vehicle wire-controlled controller, and the vehicle wire-controlled controller controls the vehicle control components.

[0039] In some embodiments, fault diagnosis of unmanned transport wire-controlled engineering vehicles can be achieved through a component fault diagnosis module. Based on the type of component, the component fault diagnosis module may include a first component fault diagnosis module and a second component fault diagnosis module. For the core components represented by the first type of components, the component fault level can be determined by the communication status of the fault information message. The component failure level refers to the level of fault that exists in each component itself. It should be noted that when a first type of component has a fault, the level of fault that exists in each first type of component itself can be one or more.

[0040] For the first type of components, there are two situations for the component fault level, one is that the component itself reports the fault level, and the other is that the component itself does not report the fault level. First, the situation where the component itself reports the fault level is described. Exemplarily, for the component itself reporting the fault level, the component fault level of the first type of components is determined by the communication status of the fault information message. The fault information message is a message including fault information. The communication status is used to indicate whether the fault information message is received normally.

[0041] In some embodiments, based on the component fault diagnosis module, the fault location and fault type of the component are judged through the communication status and content of the fault information message, and the component fault information is determined. The component fault information may include the component fault level, fault code and fault number. Then the vehicle fault level is defined according to the component fault level. First, after the vehicle control unit VCU of the unmanned transport line-controlled engineering vehicle is powered on, the component fault diagnosis module is triggered to prevent false alarms and disconnections due to some components not being powered on or awakened. Specifically, the component fault diagnosis module can be triggered within a preset time after the vehicle control unit VCU is powered on. The preset time length can be, for example, 3000ms, or it can be determined based on the number of cycles of the vehicle control unit VCU being greater than the number threshold. The number threshold can be, for example, 300 times, and the time for each cycle can be, for example, 10ms.

[0042] Next, after starting the component fault diagnosis module, the communication status can be judged by the message reception count value. Exemplarily, the current received message count value MsgRxCnt is compared with the last received message count value to obtain a comparison result. If the comparison result is that the two are not equal, it means that the communication status is normal message communication, which can be specifically expressed as MsgTimeoutCnt=0. If the comparison result is that the two are equal, it means that the communication status is message communication timeout, and the received message count value is accumulated, which is specifically expressed as MsgTimeoutCnt++. If no fault information message is received within multiple consecutive frames, it is determined that the communication status is that the fault information message is offline, and the corresponding message flag bit can be output to indicate that the fault information message is offline. Among them, multiple frames can be, for example, 10 frames, and can also be set according to actual needs. For example: If no fault information message is received within 10 frames, it can be considered that the motor controller fault message is offline, and bool_MCU1_ErrorInfo_MsgTimeoutFlag=1 can be output.

[0043] After determining the communication status, when the communication status is a fault information message disconnection, the overall disconnection situation of the component can be determined based on the count value of the important frame message corresponding to the first type of component, and then based on the overall disconnection situation of the component, the component failure level of the first type of component is determined according to the degree of influence of the first type of component on the operation of the unmanned transport line-controlled engineering vehicle to determine the component failure information. Among them, the important frame message refers to the message frame that plays a key role for each first type of component. The important frame message can be a message frame with a shorter period. For different components, their important frame messages are also different.

[0044] Exemplarily, the overall offline situation of the components can be determined as the overall offline of the first type of components based on the count value of not receiving important frame messages for multiple consecutive times. The count value of not receiving important frame messages can be 10 times, or it can be set according to actual needs. The important frame message can be sent once every 10ms. When the first type of components are offline as a whole, the component failure level of the first type of components can be determined based on the degree of influence of the first type of components on the operation of the unmanned transport line-controlled engineering vehicle, and then the vehicle failure level can be determined based on the component failure level. Among them, the higher the degree of influence, the higher the component failure level.

[0045] In some embodiments, if all components are offline, the vehicle fault level is divided according to the degree of impact on vehicle operation to ensure the accuracy and reliability of diagnosis. For example, if the motor controller is offline, the vehicle fault level is judged to be level 3; if the tire temperature and pressure management system is offline, the vehicle fault level is judged to be level 1.

[0046] In addition, when the first type of components are not completely offline, if only a single frame message containing fault information is not received, the fault level of the entire vehicle can be directly defined as Level 1.

[0047] In addition, when the first type of component does not report the component failure level, the corresponding component failure level can be defined for the fault code of the first type of component according to the importance of the fault information, that is, the component failure level is determined directly according to the fault code. However, based on the above conditions, there is a situation where the component failure level and the fault code are not defined in the same frame message. At this time, there is a situation where the message containing the component failure level is lost or the message containing the component fault code is lost. In this case, the component failure level can be determined in combination with the component failure level and the fault code. If the component failure level is greater than 0 and the fault code is equal to 0, its component fault code is defined as 255, that is, an unknown fault, and the component failure level of the unknown fault can be level 1.

[0048] If there is no unknown fault, the fault code of the first type of component is looked up in the table corresponding to the reference fault information definition provided by the manufacturer of the first type of component, and the lookup result is converted into an MF sequence to determine the fault level of the component according to the MF sequence. Exemplarily, the reference fault information definition refers to the fault information definition provided by the manufacturer of the first type of component. The fault code can be matched and compared with the fault information definition provided by the manufacturer to obtain the lookup result of the fault code in the reference fault information definition provided by the manufacturer. The lookup result can be further converted into an MF sequence, which is convenient for operation and maintenance personnel to quickly and accurately locate the fault content and location to determine the fault level of the component. The MF sequence can be a sequence identifier used to indicate the fault content and the fault location, which can be used to determine the fault level of the component. The MF sequence can be used to determine the fault level of the component and the VCU fault level, and then the fault level of the whole vehicle can be determined according to the fault level of the component and the VCU fault level. Because the original fault code of the component is not arranged in order and is relatively messy, converting it into a custom MF sequence can improve the above shortcomings, solve the problem of coarse fault diagnosis granularity in the traditional whole vehicle fault diagnosis solution, and refine the fault diagnosis granularity.

[0049] In the disclosed embodiment, the second type of components refers to low-intelligence components that cannot actively send fault information. For the second type of components, different fault information can be judged at the VCU layer of the unmanned transport wire-controlled engineering vehicle, and the component fault level associated with each fault information and the corresponding vehicle fault level can be defined.

[0050] For example, fault information may include low driving air pressure, abnormal pipe connection, and low fuel level. In traditional technologies, these fault information are judged by manual experience to determine whether there is a fault. In order to avoid the problems existing in manual experience judgment, the judgment of fault information can be converted into a program language, and the whole vehicle information is measured by sensors, and the actual measurement value of the corresponding second type of components is calculated using voltage or resistance. The measurement value threshold is reasonably set based on previous manual experience, and the actual measurement value is compared with the measurement value threshold. The component fault level of the second type of components is determined based on the comparison result, so that the vehicle can judge and report faults through the wire control system during operation, significantly reducing the workload of manual intervention.

[0051] After determining the component failure level, component failure information can be output for each component, and the component failure information includes the failure quantity, the failure code, and the component failure level. The failure quantity refers to the total number of failures existing in each component.

[0052] Figure 3 A flowchart for determining component failure information is schematically shown in FIG. Figure 3 As shown in , the fault code and fault level of the components can be input, and the components can include the electronic parking system, the engine control unit, etc. Next, the fault information processing of the input fault code and fault level can be performed through the component fault diagnosis module, which specifically includes the following steps:

[0053] Determine whether the number of VCU cycles is greater than the number threshold, which can be 300. If the number of cycles is greater than the number threshold, it can trigger the detection of whether the component is offline as a whole. Specifically, detect the component message cycle, and trigger the count value detection of the important frame message when the fault information message is offline. If the important frame message is not received for ten consecutive frames, the component may be offline as a whole. Based on this, the fault code and the fault level of the component can be determined. Then output the component fault information consisting of the fault number, fault code and component fault level of each component.

[0054] In step S120, based on the component failure level in the component failure information, the whole vehicle failure level of the unmanned transport by-wire engineering vehicle is determined.

[0055] In the disclosed embodiment, when the first type of component reports the component fault level, the vehicle fault level can be determined according to the component fault level and the VCU fault level. Among them, the component fault level is usually determined based on the impact of the component fault on the function it is responsible for and the entire vehicle system (including the normal operation of the VCU). The classification of the VCU fault level is mainly based on the impact of the fault on different aspects of the vehicle. The vehicle fault level is determined by comprehensively considering the VCU fault level and the component fault level on the safety, reliability, power, comfort and other factors of the vehicle. As the core electronic unit of the vehicle control decision, the fault level of the VCU is directly related to the vehicle fault level. For example, a level 1 fault of the VCU will cause the vehicle to take serious measures such as cutting off high voltage, and the vehicle fault level is high. If it is a component fault that has a small impact on the vehicle, the vehicle fault level may be relatively low. When multiple components fail at the same time, the vehicle fault level will be determined according to the comprehensive impact of each fault. For example, a lower-level component fault plus a low-level fault of the VCU may make the vehicle fault level higher.

[0056] If there is no VCU fault level, but there are multiple component fault levels, the highest component fault level can be determined as the vehicle fault level. If there is only one component fault level, the component fault level is directly used as the vehicle fault level. When there is a VCU fault level, the vehicle fault level can be determined based on the component fault level and the VCU fault level.

[0057] Based on the above situation, in the disclosed embodiment, the fault levels of all vehicle parts can be integrated and divided into 4 levels, and the vehicle fault levels are represented by 0, 1, 2, and 3 respectively. Level 0 fault means that there is no fault in the whole vehicle; Level 1 fault means that there is a minor fault in the whole vehicle, but it does not affect the normal operation of the vehicle, and the fault can be checked when it is parked for charging or refueling; Level 2 fault means that there is a normal fault that will not affect normal driving for a short time. If the vehicle is in operation, the operation can be completed before troubleshooting; Level 3 fault means that there is a serious fault in the whole vehicle, and it is necessary to stop immediately and arrange for operation and maintenance personnel to perform troubleshooting and repairs. In the disclosed embodiment, the definition and response strategy of fault levels are optimized, the systematization level of vehicle fault management is improved, and the defects of the lack of unified fault code definition and grading judgment standards in traditional vehicle fault diagnosis solutions are solved.

[0058] It should be noted that the message period of the fault information message of each component is different. In order to avoid the period difference, the fault information messages of the first type of components and the second type of components can be uniformly processed into messages with a period of a preset period. The preset period can be, for example, 200ms, or can be set according to actual needs. However, if the message is uniformly processed into a message with a period of a preset period, when the period of the component fault information message is less than the preset period of 200ms, or when multiple fault codes exist at the same time, the fault information may be missed. In order to solve the above-mentioned missed reporting problem, a fault code storage memory area is provided in the embodiment of the present disclosure, and all the fault information messages of the components within the preset period of 200ms are stored in the fault code storage memory area, and all of them are sent out every 200ms period. By storing the fault information message in the fault code storage memory area, the problem that the traditional method has weak dynamic performance analysis and real-time monitoring capabilities for the wire control system is solved, and the integrity and real-time nature of the fault information are ensured. In the embodiment of the present disclosure, the fault information of all components is uniformly output in the form of fault quantity, fault code and component fault level.

[0059] In step S130, the unmanned transport by-wire engineering vehicle is controlled to perform corresponding fault handling operations according to the vehicle fault level.

[0060] In the disclosed embodiment, fault handling can be performed according to the fault level of the vehicle. The fault handling operation can be any one of no handling required, troubleshooting after the vehicle stops running, troubleshooting after completing a single transport task, and immediately stopping the vehicle to troubleshoot the fault, which is specifically determined according to the fault level of the vehicle.

[0061] During the fault handling stage, the VCU will store all fault information in the historical fault buffer area EEPROM, and send it to the unmanned driving receiving end at the same time. Fault information may include component fault information and vehicle fault information, etc. In the disclosed embodiment, not only will the vehicle fault be handled accordingly at the VCU level, but fault response actions will also be performed at the unmanned driving level to ensure the safety of vehicle driving. At the same time, a mechanical redundant structure is designed for key wire control functions; for example, the brake air circuit, the steering hydraulic circuit, etc., so that in the event of failure of the main circuit, that is, steering or braking failure, the vehicle still has basic operating capabilities, preventing safety accidents caused by vehicle control failure, and improving the safety and stability of unmanned wide-body dump trucks for mining, and providing guarantees for their long-term operation and driving in the complex and harsh environment of mining areas.

[0062] Figure 4 A schematic diagram of the vehicle fault handling method is shown in FIG. Figure 4As shown in , the fault level of the components and the VCU can be combined to determine the fault level of the entire unmanned transport wire-controlled engineering vehicle. Figure 4 As shown in, when the vehicle fault level is level 0, no action is required; when the vehicle fault level is level 1, normal operation is carried out, and the fault is checked after the vehicle stops running; when the vehicle fault level is level 2, a single transport task is completed before checking the fault; when the vehicle fault level is level 3, the vehicle is stopped immediately to check the fault, such as by braking, shifting to neutral gear, or parking the vehicle to check the fault.

[0063] During the fault handling phase, the VCU will store all fault information in the historical fault buffer EEPROM and send it to the unmanned driving receiver and the wire control controller at the same time. The fault information can include component fault information and vehicle fault information, etc.

[0064] In summary, the technical solution in the disclosed embodiment proposes a complete fault level definition and judgment mechanism in the fault level judgment and graded response dimension. The vehicle can perform corresponding fault handling operations according to different vehicle fault levels, which improves the safety of the vehicle, avoids unnecessary shutdown operations, and improves the efficiency of mining operations. In the comprehensive analysis dimension of the VCU system and the wire control system, the fault diagnosis process includes a detailed fault analysis of the VCU and the wire control system, which can accurately locate the fault form and number of specific components and other detailed information, thereby accelerating the maintenance process. A unified fault code definition scheme is proposed to achieve standardized processing of fault information, and more comprehensive coverage of faults of the wire control system and other components. A method combining real-time monitoring and fault diagnosis is adopted, which can quickly identify and handle vehicle faults, reduce the downtime of the vehicle during operation and maintenance, greatly improve the stability of mining transportation operations, and improve real-time and intelligence.

[0065] The present disclosure also provides a fault diagnosis system for an unmanned transport wire-controlled engineering vehicle. Figure 5 As shown, the fault diagnosis system 500 of the unmanned transport wire-controlled engineering vehicle mainly includes the following modules:

[0066] The component fault diagnosis module 501 is used to determine the component fault information of the first type of components of the unmanned transport by-wire engineering vehicle through the communication status of the fault information message, wherein the component fault information includes the fault quantity, fault code and component fault level;

[0067] A vehicle fault diagnosis module 502, configured to determine a vehicle fault level of the unmanned transport controlled-by-wire engineering vehicle based on the component fault level in the component fault information;

[0068] The fault handling module 503 is used to control the unmanned transport wire-controlled engineering vehicle to perform corresponding fault handling operations according to the vehicle fault level.

[0069] In an exemplary embodiment of the present disclosure, the method of determining component fault information through the communication status of the fault information message includes: after the vehicle control unit of the unmanned transport wire-controlled engineering vehicle is powered on, triggering a component fault diagnosis module; in the component diagnosis module, determining the communication status of the fault information message based on the message reception count value and the message timeout status, and determining the component fault level according to the communication status.

[0070] In an exemplary embodiment of the present disclosure, the communication status of the fault information message is determined based on the message reception count value and the message timeout status, including: comparing the current message reception count value with the previous message reception count value to determine a comparison result; if the comparison result is that the current message reception count value is not equal to the previous message reception count value, determining that the communication status is normal message communication; if the comparison result is that the current message reception count value is equal to the previous message reception count value, determining that the communication status is message communication timeout; if the fault information message is not received for multiple consecutive frames, determining that the communication status is that the fault information message is offline, and outputting a message flag bit used to indicate that the fault information message is offline.

[0071] In an exemplary embodiment of the present disclosure, determining the component fault level according to the communication status includes: when the communication status is that the fault information message is disconnected, determining whether the first type of component is disconnected as a whole according to the count value of the important frame message corresponding to the first type of component; if the first type of component is disconnected as a whole, determining the component fault level according to the degree of influence of the first type of component on the operation of the unmanned transport line-controlled engineering vehicle.

[0072] In an exemplary embodiment of the present disclosure, determining component fault information through the communication status of the fault information message also includes: in the case that the first type of component does not report the component fault level, determining the component fault level for the fault code of the first type of component according to the importance of the fault information in the fault information message; if the component fault level and the fault code are not in the same frame of the fault information message, the component fault level is greater than 0 and the fault code is equal to 0, defining the fault code as an unknown fault, and determining the corresponding component fault level; if there is no unknown fault, looking up the fault code of the first type of component corresponding to the reference fault information definition provided by the manufacturer of the first type of component, and converting the table lookup result into an MF sequence to determine the component fault level according to the MF sequence.

[0073] In an exemplary embodiment of the present disclosure, the method further includes: for a second type of component, determining an actual measurement value corresponding to the second type of component based on a voltage value or a resistance value; comparing the actual measurement value with a measurement value threshold of the second type of component, and determining a component failure level of the second type of component based on the comparison result.

[0074] In an exemplary embodiment of the present disclosure, the method also includes: processing the fault information message into a message of a preset period; instructing the vehicle control unit of the unmanned transport line-controlled engineering vehicle to store the message in a historical fault cache area, and reporting the message stored in the historical fault cache area at a preset period.

[0075] It should be noted that the specific details of each module in the fault diagnosis system of the above-mentioned unmanned transport line-controlled engineering vehicle have been described in detail in the corresponding fault diagnosis method of the unmanned transport line-controlled engineering vehicle, so they will not be repeated here.

[0076] It should be noted that, although several modules or units of the device for action execution are mentioned in the above detailed description, this division is not mandatory. In fact, according to the embodiments of the present disclosure, the features and functions of two or more modules or units described above can be embodied in one module or unit. On the contrary, the features and functions of one module or unit described above can be further divided into multiple modules or units to be embodied.

[0077] In addition, although the steps of the method in the present disclosure are described in a specific order in the drawings, this does not require or imply that the steps must be performed in this specific order, or that all the steps shown must be performed to achieve the desired results. Additionally or alternatively, some steps may be omitted, multiple steps may be combined into one step, and / or one step may be decomposed into multiple steps, etc.

[0078] In an exemplary embodiment of the present disclosure, an electronic device capable of implementing the above method is also provided.

[0079] Those skilled in the art will appreciate that various aspects of the present disclosure may be implemented as systems, methods or program products. Therefore, various aspects of the present disclosure may be specifically implemented in the following forms, namely: complete hardware implementation, complete software implementation (including firmware, microcode, etc.), or a combination of hardware and software, which may be collectively referred to herein as "circuits", "modules" or "systems".

[0080] Refer to the following Figure 6 The electronic device 600 according to this embodiment of the present disclosure is described. Figure 6The electronic device 600 shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present disclosure.

[0081] like Figure 6 As shown, the electronic device 600 is in the form of a general computing device. The components of the electronic device 600 may include, but are not limited to: the at least one processing unit 610, the at least one storage unit 620, a bus 630 connecting different system components (including the storage unit 620 and the processing unit 610), and a display unit 640.

[0082] The storage unit stores program codes, which can be executed by the processing unit 610, so that the processing unit 610 performs the steps according to various exemplary embodiments of the present disclosure described in the above “Exemplary Method” section of this specification. For example, the processing unit 610 can perform the following steps: Figure 1 Follow the steps shown in .

[0083] The storage unit 620 may include a readable medium in the form of a volatile storage unit, such as a random access memory unit (RAM) 6201 and / or a cache memory unit 6202 , and may further include a read-only memory unit (ROM) 6203 .

[0084] The storage unit 620 may also include a program / utility 6204 having a set (at least one) of program modules 6205, such program modules 6205 including but not limited to: an operating system, one or more application programs, other program modules, and program data, each of which or some combination may include an implementation of a network environment.

[0085] Bus 630 may represent one or more of several types of bus structures, including a memory unit bus or memory unit controller, a peripheral bus, an accelerated graphics port, a processing unit, or a local bus using any of a variety of bus architectures.

[0086] The electronic device 600 may also communicate with one or more external devices 700 (e.g., keyboards, pointing devices, Bluetooth devices, etc.), may also communicate with one or more devices that enable a user to interact with the electronic device 600, and / or communicate with any device that enables the electronic device 600 to communicate with one or more other computing devices (e.g., routers, modems, etc.). Such communication may be performed via an input / output (I / O) interface 650. Furthermore, the electronic device 600 may also communicate with one or more networks (e.g., local area networks (LANs), wide area networks (WANs), and / or public networks, such as the Internet) via a network adapter 660. As shown, the network adapter 660 communicates with other modules of the electronic device 600 via a bus 630. It should be understood that, although not shown in the figure, other hardware and / or software modules may be used in conjunction with the electronic device 600, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems, etc.

[0087] It should be noted that, in some embodiments of the present disclosure, a computer program product is also provided. The computer program product includes a computer program. When the computer program is executed by a processor, the above method is implemented.

[0088] In one embodiment, a computer program product may be a tangible product containing a computer program, such as a computer-readable storage medium storing a computer program. The readable storage medium may be a storage medium based on electrical, magnetic, optical, electromagnetic, infrared, and other signals, including but not limited to: random access memory (RAM), read-only memory (ROM), magnetic tape, floppy disk, flash memory (Flash), mechanical hard disk (HDD), solid-state drive (SSD), and the like. Exemplarily, a computer program product may be implemented as a non-volatile storage medium storing a computer program, such as a read-only memory, a NAND flash memory (Nand Flash), and the like. In one embodiment, a computer program product may be an intangible product containing a computer program. Exemplarily, a computer program product may be implemented as a virtual digital product, such as a digital file such as an executable file, an installation package, etc. storing a computer program.

[0089] The code of the computer program can be written in one or more programming languages. Programming languages ​​such as C language, Java, C++, etc. The program code can be executed entirely on the user computing device, or partially on the user computing device, or as a separate software package, or partially on the user computing device and partially on a remote computing device, or entirely on a remote computing device or server. In the case of a remote computing device, the remote computing device can be connected to the user computing device through any type of network, such as a local area network (LAN), a wide area network (WAN), etc., or can be connected to an external computing device (e.g., an Internet connection provided by an operator).

[0090] The computer program may be carried or transmitted via electrical, magnetic, optical, electromagnetic, infrared, or other signals. The electronic device may convert the signal carrying the computer program into a digital signal, thereby running the computer program. When the computer program is run on an electronic device, its code is used to enable the electronic device to execute (more specifically, the processor of the electronic device may execute) the method steps of various exemplary embodiments of the present disclosure.

[0091] Through the description of the above implementation, it is easy for those skilled in the art to understand that the example implementation described here can be implemented by software, or by software combined with necessary hardware. Therefore, the technical solution according to the implementation of the present disclosure can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a USB flash drive, a mobile hard disk, etc.) or on a network, including several instructions to enable a computing device (which can be a personal computer, a server, a terminal device, or a network device, etc.) to execute the method according to the implementation of the present disclosure.

[0092] In addition, the above-mentioned figures are only schematic illustrations of the processes included in the method according to the exemplary embodiments of the present disclosure, and are not intended to be limiting. It is easy to understand that the processes shown in the above-mentioned figures do not indicate or limit the time sequence of these processes. In addition, it is also easy to understand that these processes can be performed synchronously or asynchronously, for example, in multiple modules.

[0093] It should be noted that, although several modules or units of the device for action execution are mentioned in the above detailed description, this division is not mandatory. In fact, according to the embodiments of the present disclosure, the features and functions of two or more modules or units described above can be embodied in one module or unit. On the contrary, the features and functions of one module or unit described above can be further divided into multiple modules or units to be embodied.

[0094] Those skilled in the art will readily appreciate other embodiments of the present disclosure after considering the specification and practicing what is disclosed herein. This application is intended to cover any variations, uses, or adaptations of the present disclosure that follow the general principles of the present disclosure and include common knowledge or customary technical means in the art that are not disclosed in the present disclosure. The specification and embodiments are to be considered merely as exemplary, and the true scope and spirit of the present disclosure are indicated by the claims.

[0095] It should be understood that the present disclosure is not limited to the exact structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

Claims

1. A fault diagnosis method for an unmanned transport wire-controlled engineering vehicle, characterized in that: include: For the first type of components of the unmanned transport wire-controlled engineering vehicle, determining component fault information through the communication status of the fault information message, wherein the component fault information includes the number of faults, the fault code, and the component fault level; Determining a vehicle fault level of the unmanned transport controlled-by-wire engineering vehicle based on the component fault level in the component fault information; The unmanned transport wire-controlled engineering vehicle is controlled to perform corresponding fault handling operations according to the vehicle fault level.

2. The fault diagnosis method for an unmanned transport wire-controlled engineering vehicle according to claim 1, characterized in that: The determining of component fault information by the communication status of the fault information message includes: After the vehicle control unit of the unmanned transport wire-controlled engineering vehicle is powered on, a component fault diagnosis module is triggered; In the component diagnosis module, the communication status of the fault information message is determined based on the message reception count value and the message timeout status, and the component fault level is determined according to the communication status.

3. The fault diagnosis method for an unmanned transport wire-controlled engineering vehicle according to claim 2, characterized in that: The determining the communication status of the fault information message based on the message reception count value and the message timeout status includes: Compare the current message reception count value with the previous message reception count value to determine the comparison result; If the comparison result is that the current message reception count value is not equal to the previous message reception count value, determining that the communication state is normal message communication; If the comparison result is that the current message reception count value is equal to the previous message reception count value, determining that the communication state is message communication timeout; If the fault information message is not received for a plurality of consecutive frames, it is determined that the communication state is that the fault information message is offline, and a message flag bit indicating that the fault information message is offline is output.

4. The fault diagnosis method for an unmanned transport wire-controlled engineering vehicle according to claim 2, characterized in that: The determining the component failure level according to the communication status includes: In the case where the communication state is that the fault information message is offline, determining whether the first type of component is offline as a whole according to the count value of the important frame message corresponding to the first type of component; If the first-type component is completely offline, the component failure level is determined according to the impact of the first-type component on the operation of the unmanned transport wire-controlled engineering vehicle.

5. The fault diagnosis method for an unmanned transport wire-controlled engineering vehicle according to claim 2, characterized in that: The determining of component fault information by the communication status of the fault information message also includes: In the case where the first type of component does not report the component fault level, determining the component fault level for the fault code of the first type of component according to the importance of the fault information in the fault information message; If the component fault level and the fault code are not in the same frame fault information message, the component fault level is greater than 0 and the fault code is equal to 0, the fault code is defined as an unknown fault, and the corresponding component fault level is determined; If there is no unknown fault, the fault code of the first type of component is looked up in a table corresponding to the reference fault information definition provided by the manufacturer of the first type of component, and the lookup result is converted into an MF sequence to determine the component fault level according to the MF sequence.

6. The fault diagnosis method for an unmanned transport wire-controlled engineering vehicle according to claim 1, characterized in that: The method further comprises: For the second type of component, determining an actual measurement value corresponding to the second type of component according to the voltage value or the resistance value; The actual measurement value is compared with a measurement value threshold of the second type component, and a component failure level of the second type component is determined according to the comparison result.

7. The fault diagnosis method for an unmanned transport wire-controlled engineering vehicle according to claim 1, characterized in that: The method further comprises: Processing the fault information message into a message of a preset period; Instruct the vehicle control unit of the unmanned transport wire-controlled engineering vehicle to store the message in a historical fault cache area, and report the message stored in the historical fault cache area at a preset period.

8. A fault diagnosis system for an unmanned transport wire-controlled engineering vehicle, characterized in that: include: A component fault diagnosis module determines the component fault level of the first type of components of the unmanned transport wire-controlled engineering vehicle through the communication status of the fault information message; A vehicle fault diagnosis module, used to determine the fault level of the vehicle based on the fault level of the components; The fault handling module is used to control the unmanned transport wire-controlled engineering vehicle to perform corresponding fault handling operations according to the vehicle fault level.

9. A computer program product, comprising a computer program, characterized in that When the computer program is executed by the processor, the fault diagnosis method for the unmanned transport wire-controlled engineering vehicle described in any one of claims 1-7 is implemented.

10. An electronic device, characterized in that: include: processor; as well as A memory, configured to store executable instructions of the processor; Wherein, the processor is configured to execute the fault diagnosis method for the unmanned transport wire-controlled engineering vehicle described in any one of claims 1-7 by executing the executable instructions.

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