Vehicle control method, vehicle-mounted controller, vehicle control system and automobile

Abstract

The invention discloses a vehicle control method, a vehicle-mounted controller, a vehicle control system and an automobile. The method comprises the steps of determining a current driving scene based on first vehicle data; based on the current driving scene, determining a fault-tolerant time interval, a first torque value and a second torque value corresponding to the current driving scene; acquiring a wheel end request torque and a wheel end actual torque based on the second vehicle data; torque monitoring is carried out based on the wheel end request torque, the wheel end actual torque and the first torque value, and a torque monitoring result is determined; and when the torque monitoring result shows that the torque fault exists, the vehicle is controlled to work based on the second torque value within the fault-tolerant time interval. According to the method, the current driving scene is considered, torque monitoring is carried out in the current driving scene, whether the torque fault exists in the current driving scene or not can be reasonably determined, the torque can be flexibly regulated and controlled in a targeted mode, and the safety performance of the vehicle is improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a vehicle control method, a vehicle-mounted controller, a vehicle control system and a car. Background Art

[0002] Torque has a significant impact on the safety performance of a vehicle. If the torque is not adjusted properly, the vehicle may lose control during acceleration. In addition, too little torque may cause the vehicle to be underpowered. Too much torque may cause excessive pressure on the vehicle's transmission system, causing premature wear or even damage to components, thereby affecting the safety and reliability of the vehicle. Therefore, it is very important to monitor the torque. In the prior art, a fixed torque threshold is generally used for torque monitoring. However, this monitoring method cannot flexibly monitor the torque according to the actual situation of the vehicle, resulting in poor accuracy and rationality of torque monitoring, and cannot effectively improve the safety performance of the vehicle. Therefore, how to reasonably monitor the torque of the vehicle and improve the safety performance of the vehicle is a technical problem that needs to be solved at present. Summary of the invention

[0003] The embodiments of the present invention provide a vehicle control method, a vehicle-mounted controller, a vehicle control system and a vehicle to solve the problem of how to reasonably monitor the torque of a vehicle and improve the safety performance of the vehicle.

[0004] A vehicle control method, comprising: Determining a current driving scenario based on the first vehicle data; Based on the current driving scenario, determining a fault tolerance time interval, a first torque value, and a second torque value corresponding to the current driving scenario; Based on the second vehicle data, obtaining a wheel end request torque and a wheel end actual torque; Perform torque monitoring based on the wheel end requested torque, the wheel end actual torque and the first torque value, and determine a torque monitoring result; When the torque monitoring result indicates that a torque fault exists, the vehicle is controlled to operate based on the second torque value within the fault-tolerant time interval.

[0005] Preferably, determining the current driving scene based on the first vehicle data includes: Determine the current road scene characteristics based on the current vehicle state and the current road characteristic information; Based on the current surrounding scene information, determine the current surrounding scene characteristics; A current driving scene is determined based on the current road scene features and the current surrounding scene features.

[0006] Preferably, determining the fault tolerance time interval, the first torque value, and the second torque value corresponding to the current driving scene based on the current driving scene includes: Determining a torque fault type and a maximum torque based on the current driving scenario and the current vehicle speed; Based on the torque fault type and the maximum torque, a fault tolerance time interval, a first torque value, and a second torque value corresponding to the current driving scenario are determined.

[0007] Preferably, determining the fault tolerance time interval, the first torque value and the second torque value corresponding to the current driving scenario based on the torque fault type and the maximum torque includes: Obtaining a target vehicle distance corresponding to the torque fault type; Determining a hazard occurrence time based on the target vehicle distance and the current vehicle speed; Processing the target vehicle distance, the maximum torque and the hazard occurrence time by using a time mapping function to determine a fault-tolerant time interval corresponding to the current driving scenario; Two torque mapping functions are used to process the target vehicle distance, the maximum torque and the hazard occurrence time respectively, so as to determine a first torque value and a second torque value corresponding to the current driving scene.

[0008] Preferably, before determining the current driving scene based on the first vehicle data, the vehicle control method further includes: Construct at least one initial driving scenario; Based on multiple torque fault types and multiple preset vehicle speeds, a simulation analysis is performed on each of the initial driving scenarios to obtain a maximum torque corresponding to a scenario combination formed by the torque fault type and the preset vehicle speed in each of the initial driving scenarios; constructing a first mapping table according to the initial driving scenario, the torque fault type and the scenario combination formed by the preset vehicle speed, and the maximum torque; The determining the torque fault type and the maximum torque based on the current driving scenario and the current vehicle speed includes: querying the first mapping table based on the current driving scenario and the current vehicle speed to determine the torque fault type and the maximum torque.

[0009] Preferably, the second vehicle data includes current driving style, current pedal depth, current drive mode and current signal data; The obtaining the wheel end requested torque and the wheel end actual torque based on the second vehicle data includes: Using two request torque strategies to process the current driving style and the current pedal depth respectively, to determine a first request torque and a second request torque; Two actual torque strategies are used to process the current driving mode and the current signal data respectively to determine a first actual torque and a second actual torque.

[0010] Preferably, the wheel end request torque includes a first request torque and a second request torque; the wheel end actual torque includes a first actual torque and a second actual torque; The performing torque monitoring based on the wheel end requested torque, the wheel end actual torque and the first torque value and determining the torque monitoring result comprises: determining a first torque difference based on the first requested torque and the second requested torque; determining a second torque difference based on the first actual torque and the second actual torque; If at least one of the first torque difference value and the second torque difference value is greater than the first torque value, determining that the torque monitoring result is a torque fault; If the first torque difference value and the second torque difference value are both smaller than the first torque value, it is determined that the torque monitoring result is that there is no torque fault.

[0011] Preferably, the performing torque monitoring based on the wheel end requested torque, the wheel end actual torque and the first torque value and determining the torque monitoring result further includes: determining a target torque threshold based on the second requested torque, the second actual torque, and the first torque value; If at least one of the first torque difference and the second torque difference is greater than the target torque threshold, determining that the torque monitoring result is a torque fault; If the first torque difference and the second torque difference are both smaller than the target torque threshold, it is determined that the torque monitoring result is that there is no torque fault.

[0012] A vehicle-mounted controller comprises a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor implements the above-mentioned vehicle control method when executing the computer program.

[0013] A vehicle control system comprises the above-mentioned on-vehicle controller.

[0014] A car comprises the above-mentioned vehicle control system.

[0015] The above-mentioned vehicle control method, vehicle controller, vehicle control system and automobile determine the current driving data based on the first vehicle data, and then determine the fault-tolerant time interval, the first torque value and the second torque value in the current driving scenario, so as to flexibly and reasonably monitor the torque in the current driving scenario in a targeted manner, thereby improving the safety and reliability of the vehicle. Simultaneous monitoring of the wheel-end request torque and the wheel-end actual torque can achieve more accurate monitoring of the torque. According to the first torque value, the wheel-end request torque and the wheel-end actual torque in the current driving scenario, it is judged whether the torque monitoring result indicates that there is a torque fault, and the current driving scenario is taken into consideration, which helps to improve the accuracy and rationality of the torque monitoring result. When it is determined that there is a torque fault, controlling the vehicle to work within the fault-tolerant time interval corresponding to the current driving scenario based on the second torque value in the current driving scenario can effectively avoid the occurrence of hazardous events and improve the safety performance of the vehicle. The method takes the current driving scenario into consideration and performs torque monitoring in the current driving scenario. It can reasonably determine whether there is a torque fault in the current driving scenario. When a torque fault exists, the vehicle is controlled to operate based on a second torque value corresponding to the current driving scenario within a fault-tolerant time interval corresponding to the current driving scenario. The method can flexibly adjust the vehicle torque in a targeted manner, thereby improving the safety performance of the vehicle and having high application value. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative labor.

[0017] Figure 1 is a flow chart of a vehicle control method in one embodiment of the present invention; Figure 2 is another flow chart of a vehicle control method according to an embodiment of the present invention; Figure 3 is another flow chart of a vehicle control method according to an embodiment of the present invention; Figure 4 is another flow chart of a vehicle control method according to an embodiment of the present invention; Figure 5 is another flow chart of a vehicle control method according to an embodiment of the present invention; Figure 6 is another flow chart of a vehicle control method according to an embodiment of the present invention; Figure 7 is another flow chart of a vehicle control method according to an embodiment of the present invention; Figure 8is another flow chart of a vehicle control method according to an embodiment of the present invention; Fig. 9 is a monitoring and correction diagram of wheel end request torque in one embodiment of the present invention; Fig.10 is a monitoring and correction diagram of the actual torque at the wheel end in one embodiment of the present invention; Fig.11 Schematic diagram of a vehicle control system in one embodiment of the present invention. DETAILED DESCRIPTION

[0018] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0019] The vehicle control method provided by the embodiment of the present invention can be applied to an on-board controller installed on a vehicle to achieve more reasonable torque monitoring of the vehicle and improve the safety performance of the vehicle.

[0020] In one embodiment, if Figure 1 As shown, a vehicle control method is provided, which is described by taking the method applied to a vehicle-mounted controller mounted on a vehicle as an example, and includes the following steps: S101: Determine a current driving scene based on first vehicle data; S102: Determine, based on the current driving scenario, a fault tolerance time interval, a first torque value, and a second torque value corresponding to the current driving scenario; S103: acquiring a wheel end request torque and a wheel end actual torque based on the second vehicle data; S104: performing torque monitoring based on the wheel end requested torque, the wheel end actual torque and the first torque value, and determining a torque monitoring result; S105: When the torque monitoring result indicates that a torque fault exists, the vehicle is controlled to operate based on a second torque value within a fault-tolerant time interval.

[0021] The first vehicle data refers to vehicle data used to determine the current driving scene. The current driving scene refers to a scene composed of driving scene features that the vehicle is in. The driving scene features include, but are not limited to, features such as the distance between the vehicle and surrounding objects and the road conditions.

[0022] As an example, in step S101, the on-board controller acquires the first vehicle data during the operation of the vehicle in real time, and processes the first vehicle data acquired in real time to obtain the current driving scene that the vehicle is currently in. Understandably, the criteria for judging whether there is a torque fault are different in different current driving scenes, and different current driving scenes are identified to facilitate reasonable monitoring of whether the torque of the vehicle is abnormal in different current driving scenes. In this example, the current driving scene is determined based on the first vehicle data, so that when performing torque monitoring, monitoring is performed based on relevant information corresponding to the current driving scene, which helps to improve the accuracy and rationality of torque monitoring and meet the safety performance requirements of the vehicle.

[0023] The fault tolerance time interval refers to the time interval from the occurrence of a torque fault to the possible occurrence of a hazardous event. A hazardous event refers to an event that affects the safety performance of the vehicle, such as a collision. The first torque value refers to a torque value used to determine whether the wheel-end request torque and the wheel-end actual torque are normal. The second torque value refers to a safe torque value required to control the operation of the vehicle when a torque fault occurs.

[0024] As an example, in step S102, after determining the current driving scene, the on-board controller determines the fault-tolerant time interval, the first torque value, and the second torque value corresponding to the current driving scene according to the current driving scene. For example, the on-board controller can query the mapping relationship table corresponding to the driving scene and the fault-tolerant time interval, the first torque value, and the second torque value pre-stored in the system database according to the current driving scene, and determine the fault-tolerant time interval, the first torque value, and the second torque value corresponding to the current driving scene. Among them, the first torque value is used to determine whether the vehicle has a torque fault. The fault-tolerant time interval refers to a specific time interval from the occurrence of a fault to the collection of corresponding measures. Within this fault-tolerant time interval, taking corresponding measures on the vehicle can effectively avoid the occurrence of hazardous events. The second torque value is a safe torque value for controlling the operation of the vehicle. When the vehicle is working at the second torque value corresponding to the current driving scene, the probability of a hazardous event occurring is extremely low. In this example, the corresponding fault-tolerant time interval, the first torque value, and the second torque value are determined according to the current driving scenario, so as to monitor in real time whether there is a torque fault in the current driving scenario, and when a torque fault exists, the torque value output in the current driving scenario is corrected in a targeted manner, so as to flexibly and reasonably monitor the torque and improve the safety and reliability of the vehicle.

[0025] The second vehicle data refers to vehicle data used to determine the wheel end request torque and the wheel end actual torque. The wheel end request torque refers to the torque required by the wheel end in the current driving scenario. The wheel end actual torque refers to the torque actually received by the wheel end in the current driving scenario.

[0026] As an example, in step S103, the on-board controller obtains the second vehicle data under the current driving scenario in real time, processes the second vehicle data, and determines the wheel-end request torque and the wheel-end actual torque under the current driving scenario. It can be understood that the wheel end usually corresponds to the wheel-end request torque and the wheel-end actual torque. The wheel-end request torque represents the torque required by the wheel end when the vehicle is working under the current driving scenario, and the wheel-end actual torque represents the torque actually received by the wheel end when the vehicle is working under the current driving scenario. When at least one of the wheel-end request torque and the wheel-end actual torque is faulty, the probability of a hazardous event will increase. Therefore, when the torque of the wheel end is monitored in real time, the wheel-end request torque and the wheel-end actual torque are monitored simultaneously, so that when at least one of the wheel-end request torque and the wheel-end actual torque is abnormal, it is determined that there is a torque fault, and the occurrence of a hazardous event is avoided more reasonably and effectively, so as to achieve the purpose of reasonably and effectively monitoring the torque and improve the safety performance of the vehicle.

[0027] The torque monitoring result refers to the monitoring result of determining whether a torque fault exists. The torque monitoring result includes the existence of a torque fault and the absence of a torque fault.

[0028] As an example, in step S104, the on-board controller performs numerical processing on the wheel-end request torque, the wheel-end actual torque and the first torque value to determine whether the wheel-end request torque and the wheel-end actual torque are abnormal. When it is determined that at least one of the wheel-end request torque and the wheel-end actual torque is abnormal, the torque monitoring result is determined to be a torque fault. When it is determined that the wheel-end request torque and the wheel-end actual torque are both normal, the torque monitoring result is determined to be a torque fault. For example, the on-board controller compares the wheel-end request torque and the wheel-end actual torque with the first torque value respectively. When it is determined that the difference between the wheel-end request torque and the first torque value is large, it is determined that the wheel-end request torque is abnormal. When it is determined that the difference between the wheel-end actual torque and the first torque value is large, it is determined that the wheel-end request torque is abnormal.

[0029] For example, Fig. 9 As shown in FIG. 1 , it is a monitoring and correction diagram of the wheel end request torque, as shown in FIG. Fig.10 As shown in the figure, it is the monitoring and correction diagram of the actual torque at the wheel end. FTTI represents the fault tolerance time interval. Represents the second torque value. Fig. 9 and Fig.10 It can be seen that at the time point Determine that there is a torque fault, within the fault tolerance time interval FTTI, the vehicle enters a safe state and outputs a second torque value , in order to improve the safety performance of the vehicle.

[0030] In this example, based on the first torque value for torque fault monitoring specifically determined under different current driving scenarios, the wheel-end requested torque and the wheel-end actual torque under the current driving scenario, it is determined whether the torque monitoring result indicates that a torque fault exists. Taking the current driving scenario into consideration, torque monitoring can be performed reasonably to improve the safety performance of the vehicle.

[0031] As an example, in step S105, when the onboard controller determines that the torque monitoring result indicates that there is a torque fault, within the fault tolerance time interval corresponding to the current driving scenario, the vehicle is controlled to enter a safe state corresponding to the current driving scenario, and a second torque value corresponding to the current driving scenario is output, and the vehicle is controlled to work based on the second torque value in the current driving scenario. It can be understood that the second torque value in the current driving scenario is a safe torque value required to control the vehicle to work, and controlling the vehicle to work based on the second torque value in the current driving scenario within the fault tolerance time interval corresponding to the current driving scenario can effectively avoid the occurrence of hazardous events and improve the safety performance of the vehicle.

[0032] In this embodiment, the current driving data is determined based on the first vehicle data, and then the fault tolerance time interval, the first torque value and the second torque value under the current driving scenario are determined, so as to flexibly and reasonably monitor the torque under the current driving scenario in a targeted manner, thereby improving the safety and reliability of the vehicle. The wheel-end request torque and the wheel-end actual torque are monitored simultaneously, so that more accurate monitoring of the torque can be achieved. According to the first torque value, the wheel-end request torque and the wheel-end actual torque under the current driving scenario, it is judged whether the torque monitoring result indicates that there is a torque fault, and the current driving scenario is taken into consideration, which helps to improve the accuracy and rationality of the torque monitoring result. When it is determined that there is a torque fault, the vehicle is controlled to work within the fault tolerance time interval corresponding to the current driving scenario based on the second torque value under the current driving scenario, which can effectively avoid the occurrence of hazardous events and improve the safety performance of the vehicle. The method takes the current driving scenario into consideration and performs torque monitoring in the current driving scenario. It can reasonably determine whether there is a torque fault in the current driving scenario. When a torque fault exists, the vehicle is controlled to operate based on a second torque value corresponding to the current driving scenario within a fault-tolerant time interval corresponding to the current driving scenario. The method can flexibly adjust the vehicle torque in a targeted manner, thereby improving the safety performance of the vehicle and having high application value.

[0033] In one embodiment, after step S104, that is, after determining the torque monitoring result, the vehicle control method further includes: When the torque monitoring result shows that there is no torque fault, the vehicle is controlled to operate based on the wheel-end requested torque.

[0034] As an example, when the on-board controller determines that the torque monitoring result in the current driving scenario is that there is no torque fault, the vehicle controls the vehicle to work based on the wheel-end request torque in the current driving scenario. Understandably, if the torque monitoring result is that there is no torque fault, it indicates that the wheel-end request torque and the wheel-end actual torque are both normal. In this case, the difference between the wheel-end request torque and the wheel-end actual torque is small, and the wheel-end request torque is the torque required by the wheel end in the current driving scenario. The closer the wheel-end actual torque is to the wheel-end request torque, the higher the safety performance of the vehicle. In this example, when the on-board controller determines that there is no torque fault, it controls the vehicle to work based on the wheel-end request torque, realizes reasonable monitoring of the torque, can effectively ensure the normal torque, and improve the safety and reliability of the vehicle.

[0035] In one embodiment, if Figure 2 As shown, step S101, i.e. determining the current driving scene based on the first vehicle data, includes: S201: Determine current road scene features based on current vehicle state and current road feature information; S202: Determine current surrounding scene features based on current surrounding scene information; S203: Determine a current driving scene based on current road scene features and current surrounding scene features.

[0036] The current vehicle state refers to the current working state of the vehicle, including but not limited to the stopped state, accelerated driving state, decelerated driving state and constant speed driving state. The road feature information refers to information composed of road features, such as whether the road state is a straight road and the road slope. The current road scene feature refers to the feature used to characterize the current road scene.

[0037] As an example, in step S201, the on-board controller obtains the current vehicle state and current road feature information in the current driving scenario in real time, and performs a fusion analysis on the current vehicle state and current road feature information in the current driving scenario to obtain the current road scene features. For example, the current vehicle state includes an accelerated driving state, and the current road information features include the road type being a highway, the road state being a straight road, the lane slope being in the range of 0° to 5°, the lane straightness being less than 10°, the road speed limit being 120km / h, and the road having no zebra crossings. The on-board controller performs a fusion analysis on the current vehicle state and the current road feature information to determine that the current road scene features include: the vehicle is in an accelerated driving state, the road type is a highway, the road state is a straight road, the lane slope is in the range of 0° to 5°, the lane straightness being less than 10°, the road speed limit being 120km / h, and the road having no zebra crossings, etc.

[0038] The current surrounding scene information refers to the information corresponding to the scene around the vehicle, including but not limited to information corresponding to objects such as pedestrians, obstacles and surrounding vehicles, for example, the walking direction of pedestrians, whether the obstacle is stationary, the driving direction of surrounding vehicles and the distance between surrounding vehicles and the currently controlled vehicle. The current surrounding scene features refer to the features extracted from the current surrounding scene information, including but not limited to the distance between pedestrians, obstacles and surrounding vehicles and the currently driven vehicle.

[0039] As an example, in step S202, the vehicle controller obtains the current surrounding scene information in real time, identifies, analyzes and extracts the current surrounding scene information, and determines the current surrounding scene features. In this example, the on-board controller will identify and analyze the information corresponding to objects such as pedestrians, obstacles and surrounding vehicles, determine the walking direction of pedestrians, whether the state of obstacles is stationary and the driving direction of surrounding vehicles, and determine the current surrounding scene information such as the distance between the surrounding vehicles and the currently controlled vehicle, the pedestrian distance between the pedestrian and the currently controlled vehicle, and the distance between the lane lines on the left and right sides and the currently controlled vehicle. According to the preset extraction rules, the current surrounding scene information corresponding to objects such as surrounding vehicles, pedestrians, obstacles, lane lines, etc. is extracted to determine the current surrounding scene features of the controlled vehicle. For example, the current surrounding scene features of the controlled vehicle include the front vehicle distance between the front vehicle, the rear vehicle distance between the rear vehicle, the left vehicle distance between the left vehicle, the right vehicle distance between the right vehicle, the front pedestrian distance between the front pedestrian, the rear pedestrian distance between the rear pedestrian, the left lane distance between the left lane and the right lane.

[0040] As an example, in step S203, the on-board controller performs a fusion analysis on the current road scene features and the current surrounding scene features to determine the current driving scene. For example, the current road scene features include road type, road state, lane slope, lane, road speed limit, and whether there is a zebra crossing on the road. The current surrounding scene features include the front vehicle distance, rear vehicle distance, left vehicle distance, right vehicle distance, front pedestrian distance, rear pedestrian distance, and left lane distance. In this example, the road type, road state, lane slope, lane, road speed limit, and whether there is a zebra crossing on the road are fused with the front vehicle distance, rear vehicle distance, left vehicle distance, right vehicle distance, front pedestrian distance, rear pedestrian distance, and left lane distance to form a current driving scene formed by the fusion of the road type, road state, lane slope, lane, road speed limit, and whether there is a zebra crossing on the road, the front vehicle distance, the rear vehicle distance, the front pedestrian distance, the rear pedestrian distance, and the left lane distance, so that the fused current driving scene can fully reflect the specific situation of the current driving environment of the vehicle, and provide guarantee for subsequent accurate wheel-end monitoring based on the current driving scene.

[0041] In one embodiment, if Figure 3 As shown, step S102, i.e., determining the fault tolerance time interval, the first torque value and the second torque value corresponding to the current driving scene based on the current driving scene, includes: S301: Determine a torque fault type and a maximum torque based on a current driving scenario and a current vehicle speed; S302: Determine the fault tolerance time interval, the first torque value, and the second torque value corresponding to the current driving scenario based on the torque fault type and the maximum torque.

[0042] Among them, the current vehicle speed refers to the vehicle speed in the current driving scenario. The torque fault type refers to the type of torque fault generated. The torque fault type includes but is not limited to unexpected acceleration fault, unexpected deceleration fault and unexpected lateral movement fault. Unexpected acceleration fault is a fault type that may cause a dangerous event of a forward collision, unexpected deceleration fault is a fault type that may cause a dangerous event of a rear collision, and unexpected lateral movement fault is a fault type that may cause a dangerous event of a lateral collision. The maximum torque refers to the maximum torque value of the torque that avoids the occurrence of the torque fault corresponding to the torque fault type in the current driving scenario. It can be understood that if the torque in the current driving scenario is greater than the maximum torque, it will cause a torque fault corresponding to the torque fault type, thereby increasing the probability of the occurrence of a dangerous event. If the torque in the current driving scenario is not greater than the maximum torque, the torque fault corresponding to the torque fault type can be avoided, and the maximum torque is determined to monitor and control the torque of the vehicle when it is working, so as to avoid the occurrence of the torque fault corresponding to the torque fault type, thereby avoiding the occurrence of a dangerous event.

[0043] As an example, in step S301, after determining the current driving scene, the on-board controller obtains the current vehicle speed corresponding to the current driving scene, processes the current driving scene and the current vehicle speed, and determines the torque fault type of the torque fault that may occur in the current driving scene and the maximum torque to avoid the torque fault. For example, the on-board controller can query the first mapping table pre-stored in the system database to determine the torque fault type and the maximum torque corresponding to the current vehicle speed in the current driving scene. Among them, the first mapping table includes at least one driving scene, and the torque fault type and the maximum torque corresponding to each driving scene. For example, the on-board controller can query the first MAP map pre-stored in the system database to determine the torque fault type and the maximum torque corresponding to the current driving scene and the current vehicle speed. Among them, the first MAP map refers to a MAP map that stores the mapping relationship between the combination of the driving scene and the vehicle speed and the torque fault type and the maximum torque. For another example, the on-board controller processes the current driving scene and the current vehicle speed according to the pre-set mapping function relationship, and determines the torque fault type and the maximum torque corresponding to the current driving scene and the current vehicle speed.

[0044] As an example, in step S302, the on-board controller uses a preset torque optimization algorithm to optimize the torque fault type and maximum torque in the current driving scenario, determine the fault-tolerant time interval for avoiding hazardous events in the current driving scenario, the first torque value for fault monitoring, and the second torque value for controlling the vehicle operation when a torque fault occurs.

[0045] In this embodiment, according to the torque fault type and maximum torque optimization processing corresponding to the current driving scene and the current vehicle speed, the fault tolerance time interval, the first torque value and the second torque value corresponding to the current driving scene can be reasonably determined.

[0046] In one embodiment, if Figure 4 As shown, step S302, i.e., determining the fault tolerance time interval, the first torque value and the second torque value corresponding to the current driving scenario based on the torque fault type and the maximum torque, includes: S401: Obtaining a target vehicle distance corresponding to a torque fault type; S402: Determine the hazard occurrence time based on the target vehicle distance and the current vehicle speed; S403: using a time mapping function to process the target vehicle distance, the maximum torque and the hazard occurrence time, and determining a fault tolerance time interval corresponding to the current driving scenario; S404: Two torque mapping functions are used to process the target vehicle distance, the maximum torque and the hazard occurrence time respectively, to determine a first torque value and a second torque value corresponding to the current driving scenario.

[0047] The target vehicle distance refers to the vehicle distance between the surrounding vehicles and the controlled vehicle determined according to the torque fault type.

[0048] As an example, in step S401, the on-board controller determines the corresponding target vehicle distance according to the torque fault type in the current driving scenario. It is understandable that different torque fault types may cause different harmful events, and the target vehicle distances to be obtained for determining the fault tolerance time interval, the first torque value and the second torque value are also different. For example, if the torque fault type is unexpected acceleration, the possible harmful event is a forward collision, and the forward vehicle distance between the controlled vehicle and the forward vehicle should be obtained, that is, the target vehicle distance is the forward vehicle distance. For example, if the torque fault type is unexpected deceleration, the possible harmful event is a rearward collision, and the rearward vehicle distance between the controlled vehicle and the rearward vehicle should be obtained, that is, the target vehicle distance is the rearward vehicle distance. For another example, if the torque fault type is unexpected lateral movement, the possible harmful event is a lateral collision, and the left vehicle distance between the controlled vehicle and the left vehicle and the right vehicle distance between the controlled vehicle and the right vehicle should be obtained, that is, the target vehicle distance is the left vehicle distance and the right vehicle distance.

[0049] As an example, in step S402, the on-board controller determines the hazard occurrence time between the moment when the torque fault occurs and the moment when the hazardous event may occur based on the target vehicle distance and the current vehicle speed. For example, the on-board controller queries the second MAP diagram pre-stored in the system database based on the target vehicle distance and the current vehicle speed corresponding to the torque fault type, and determines the hazard occurrence time corresponding to the target vehicle distance and the current vehicle speed. For another example, the on-board controller obtains the current acceleration corresponding to the current vehicle speed, and uses a preset algorithm to process the target vehicle distance, the current vehicle speed and the current acceleration to determine the hazard occurrence time corresponding to the target vehicle distance and the current vehicle speed. Among them, the preset algorithm is , is the time when the hazard occurred, is the target vehicle distance, is the current vehicle speed, is the current acceleration.

[0050] The time mapping function refers to a preset function used to determine the fault-tolerant time interval.

[0051] As an example, in step S403, the vehicle controller uses a preset time mapping function to process the target vehicle distance, maximum torque and hazard occurrence time to determine the fault tolerance time interval corresponding to the current driving scenario. The preset time mapping function is ,in, is the fault tolerance time interval, is the maximum torque, () is the mapping relationship corresponding to the time mapping function.

[0052] The torque mapping function refers to a pre-set function for determining the first torque value and the second torque value.

[0053] As an example, in step S404, the vehicle controller uses two different preset torque mapping functions to process the target vehicle distance, the maximum torque and the hazard occurrence time respectively, and determines the first torque value and the second torque value corresponding to the current driving scene. Among them, the torque mapping function for determining the first torque value is , determine the second torque value , ()and () is the mapping relationship corresponding to the torque mapping function, is the first torque value, is the second torque value.

[0054] In this embodiment, according to the torque fault type in the current driving scene, the possible hazardous event corresponding to the torque fault type is determined, and the target vehicle distance is further reasonably determined according to the hazardous event. According to the preset time mapping function and the preset torque mapping function, the fault-tolerant time interval, the first torque value and the second torque value in the current driving scene are determined, so that the torque of the current driving scene can be reasonably monitored according to the fault-tolerant time interval, the first torque value and the second torque value.

[0055] In one embodiment, if Figure 5 As shown, before step S101, that is, before determining the current driving scene based on the first vehicle data, the vehicle control method further includes: S501: Construct at least one initial driving scenario; S502: performing simulation analysis on each initial driving scenario according to multiple torque fault types and multiple preset vehicle speeds, and obtaining a maximum torque corresponding to a scenario combination formed by the torque fault type and the preset vehicle speed in each initial driving scenario; S503: Constructing a first mapping table according to an initial driving scenario, a torque fault type, a scenario combination formed by a preset vehicle speed, and a maximum torque.

[0056] Among them, the initial driving scenario refers to a pre-built driving scenario.

[0057] As an example, in step S501, the onboard controller sets a plurality of initial vehicle states and a plurality of initial road feature information, combines each initial vehicle state with each initial road feature information to obtain a plurality of combination results, performs fusion analysis on each combination result, and determines the initial road scene feature corresponding to each combination result. The onboard controller sets a plurality of initial surrounding environment information, identifies, analyzes and extracts each initial surrounding environment information, determines the initial driving scene feature corresponding to each initial surrounding environment information, and combines each initial road scene feature with each initial driving scene feature to obtain a plurality of feature combinations, performs fusion analysis on the initial road scene feature and the initial driving scene feature in each feature combination, and determines at least one initial driving scene. Among them, the initial vehicle state refers to a preset vehicle state. The initial road feature information refers to a preset road feature information. The initial road scene feature refers to a road scene feature obtained by fusion analysis of the initial vehicle state and the initial road feature information. The initial surrounding environment information refers to the preset surrounding environment information. The initial driving scene feature refers to a driving scene feature obtained by identifying and extracting the initial surrounding environment information.

[0058] As shown in Table 1 below, it is a table of some initial road scene features. As can be seen from Table 1, the initial road scene features include but are not limited to road type, road state, lane slope, lane straightness, road speed limit, and whether there is a zebra crossing on the road. As shown in Table 2 below, it is a table of some initial driving scenes. As can be seen from Table 2, different combinations of initial road scene features and initial driving scene features are fused and analyzed to obtain different initial driving scenes. The initial driving scenes include but are not limited to initial road scene features, front vehicle distance, rear vehicle distance, left vehicle distance, right vehicle distance, front pedestrian distance, rear pedestrian distance, and left lane distance.

[0059] Table 1 Table 2 As an example, in step S502, the vehicle controller sets multiple different torque fault types and multiple different preset vehicle speeds for each initial driving scenario, and combines the multiple different torque fault types and multiple different preset vehicle speeds under each initial driving scenario to form multiple different scenario combinations. Through the preset simulation software, each initial driving scenario is simulated and analyzed under each scenario combination to obtain the maximum torque corresponding to each initial driving scenario under different scenario combinations.

[0060] As an example, in step S503, the vehicle controller maps the scene combination formed by the initial driving scene, the torque fault type and the preset vehicle speed, and the maximum torque to construct a first mapping table. As shown in Table 3 below, it is a partial table of the first mapping table. As can be seen from Table 3, the first mapping table includes multiple initial driving scenes, and the torque fault type, vehicle speed and maximum torque corresponding to each initial driving scene.

[0061] Table 3 In this embodiment, a scene combination formed by multiple initial driving scenes, torque fault types and preset vehicle speeds is constructed, and a first mapping table is formed according to each scene combination and the maximum torque obtained by simulating each scene combination, so as to query the first mapping table in real time according to the current driving scene to determine the torque fault type and the maximum torque. The method for determining the first mapping table does not require manual labeling of the initial driving scene and the torque fault type, preset vehicle speed and maximum torque corresponding to each initial driving scene, saving manpower and material resources, and being relatively efficient and convenient. In addition, if the initial driving scene needs to be updated, the method can optimize and update the first mapping table in the system database at any time to obtain the optimized and updated first mapping table, without manual participation, saving software update costs and improving update efficiency.

[0062] In one embodiment, step S301, i.e. determining the torque fault type and the maximum torque based on the current driving scenario and the current vehicle speed, includes: querying a first mapping table based on the current driving scenario and the current vehicle speed to determine the torque fault type and the maximum torque.

[0063] As an example, the vehicle controller queries the first mapping table pre-stored in the system database to determine the torque fault type and the maximum torque corresponding to the current vehicle speed in the current driving scenario. The method for determining the torque fault type and the maximum torque in the current driving scenario does not require complex data processing and is relatively efficient and convenient.

[0064] In one embodiment, the second vehicle data includes a current driving style, a current pedal depth, a current driving mode and current signal data; the wheel-end requested torque includes a first requested torque and a second requested torque; and the wheel-end actual torque includes a first actual torque and a second actual torque.

[0065] Among them, the current driving style refers to the driving style of the vehicle required by the user. The current driving style is set in real time according to user needs. For example, an aggressive driving style and a gentle driving style. Understandably, the torque required for the vehicle to work is not the same under different current driving styles. The current driving style of the vehicle is obtained so as to reasonably determine the first requested torque and the second requested torque. The current driving mode refers to the driving mode currently adopted by the vehicle, including but not limited to pure electric mode and hybrid mode. Understandably, different driving modes require different vehicle components to work. For example, in a pure electric mode with sufficient battery power, only the generator and the drive motor are required to work. In a hybrid mode, the engine, the drive motor and the generator all need to work. Different driving modes have different ways of determining the actual torque. Therefore, obtaining the current driving mode can reasonably determine the first actual torque and the second actual torque actually obtained during the operation of the vehicle. The current signal data refers to the signal data used to determine the actual torque at the wheel end. It is understandable that the signal data used to determine the actual torque at the wheel end are not the same for different current driving modes. For example, in the pure electric mode with sufficient battery power, only the generator and the drive motor are working. At this time, it is only necessary to obtain the actual torque at the motor end and the actual torque of the drive motor. That is, in the pure electric mode with sufficient battery power, the current signal data only includes the actual torque at the motor end and the actual torque of the drive motor.

[0066] The first requested torque and the second requested torque refer to wheel end requested torques determined in different ways. The first actual torque and the second actual torque refer to wheel end actual torques determined in different ways.

[0067] In one embodiment, if Figure 6 As shown, step S103, i.e., obtaining the wheel end request torque and the wheel end actual torque based on the second vehicle data, includes: S601: using two requested torque strategies to process the current driving style and the current pedal depth respectively, and determining a first requested torque and a second requested torque; S602: Two actual torque strategies are used to process the current driving mode and the current signal data respectively to determine a first actual torque and a second actual torque.

[0068] The requested torque strategy refers to a strategy for determining the requested torque at the wheel end.

[0069] As an example, in step S601, the on-board controller uses two request torque strategies of different dimensions to process the current driving style and the current pedal depth corresponding to the current driving style respectively, and determines the first request torque and the second request torque corresponding to the request torque strategy. In this example, the request torque strategy for determining the first request torque is a strategy for calculating the wheel-end request torque in the functional layer of the on-board controller. The request torque strategy for determining the second request torque is a strategy for calculating the wheel-end request torque in the monitoring layer of the on-board controller. The second request torque is used to monitor the first request torque, determine whether the first request torque is abnormal, realize reasonable monitoring of the first request torque, and improve the safety performance of the vehicle.

[0070] For example, the functional layer of the on-board controller queries the second mapping table pre-stored in the system database according to the current driving style and the current pedal depth to determine the first requested torque, and the monitoring layer of the on-board controller queries the third mapping table according to the current driving style and the current pedal depth to determine the second requested torque. Among them, the second mapping table refers to a mapping table used to determine the first requested torque. The third mapping table refers to a mapping table used to determine the second requested torque. For another example, the functional layer of the on-board controller uses a preset first-dimensional request torque mapping relationship function to process the current driving style and the current pedal depth to determine the first requested torque, and the monitoring layer of the on-board controller uses a preset second-dimensional request torque mapping relationship function to process the current driving style and the current pedal depth to determine the second requested torque.

[0071] The actual torque strategy refers to a strategy for determining the actual torque at the wheel end.

[0072] As an example, in step S602, the on-board controller uses two actual torque strategies of different dimensions to process the current driving mode and the current signal data respectively, and determine the first actual torque and the second actual torque. For example, when the current driving mode is a pure electric mode with sufficient battery power, the current signal data includes the actual torque of the first motor and the second motor, wherein one of the first motor and the second motor is a generator and the other is a drive motor. In this example, the actual torque strategy used to determine the first actual torque is a strategy used by the on-board controller, in which the functional layer is used to calculate the actual torque of the wheel end. The request torque strategy used to determine the second actual torque is a strategy used by the on-board controller, in which the monitoring layer is used to calculate the actual torque of the wheel end. The second actual torque is used to monitor the first actual torque, determine whether the first actual torque is abnormal, realize reasonable monitoring of the first actual torque, and improve the safety performance of the vehicle.

[0073] For example, the functional layer of the vehicle controller queries the fourth mapping table pre-stored in the system database according to the current driving mode and the current signal data to determine the first actual torque, and the monitoring layer of the vehicle controller queries the fifth mapping table pre-stored in the system database according to the current driving mode and the current signal data to determine the second actual torque. Among them, the fourth mapping table refers to a mapping table used to determine the first actual torque. The fifth mapping table refers to a mapping table used to determine the second actual torque. For another example, the functional layer of the vehicle controller uses a preset first-dimensional actual torque mapping relationship function to process the current driving mode and the current signal data to determine the first actual torque, and the monitoring layer of the vehicle controller uses a preset second-dimensional actual torque mapping relationship function to process the current driving mode and the current signal data to determine the second actual torque.

[0074] In this embodiment, strategies of different dimensions are adopted to determine the first requested torque, the second requested torque, the first actual torque and the second actual torque, so as to subsequently determine whether there is a torque fault based on the first requested torque, the second requested torque, the first actual torque and the second actual torque.

[0075] In one embodiment, if Figure 7 As shown, step S104, i.e., performing torque monitoring based on the wheel end requested torque, the wheel end actual torque and the first torque value to determine the torque monitoring result, includes: S701: determining a first torque difference based on a first requested torque and a second requested torque; S702: determining a second torque difference based on the first actual torque and the second actual torque; S703: If at least one of the first torque difference value and the second torque difference value is greater than the first torque value, determining that the torque monitoring result is a torque fault; S704: If the first torque difference value and the second torque difference value are both smaller than the first torque value, it is determined that the torque monitoring result is that there is no torque fault.

[0076] The first torque difference refers to a torque difference between the first requested torque and the second requested torque.

[0077] As an example, in step S701, the onboard controller performs difference processing on the first requested torque and the second requested torque to obtain a first difference, and determines a first torque difference by using the absolute value of the first difference.

[0078] The second torque difference refers to the difference between the first actual torque and the second actual torque.

[0079] As an example, in step S702, the onboard controller performs difference processing on the first actual torque and the second actual torque to obtain a second difference, and determines the second torque difference by the absolute value of the second difference.

[0080] As an example, in step S703, the on-board controller compares the first torque difference value and the second torque difference value with the first torque value, respectively, and determines that the torque monitoring result is a torque fault when it is determined that at least one of the first torque difference value and the second torque difference value is greater than the first torque value. In this example, the on-board controller determines that the torque monitoring result is a torque fault when it is determined that the first torque difference value is greater than the first torque value, or the second torque difference value is greater than the first torque value, or the first torque difference value is greater than the first torque value and the second torque difference value is greater than the first torque value.

[0081] As an example, in step S704, when the onboard controller determines that the first torque difference and the second torque difference are both smaller than the first torque value, it determines that the torque monitoring result is that there is no torque fault. Understandably, if the first torque difference and the second torque difference are both smaller than the first torque value, it indicates that the difference between the second requested torque and the first requested torque is small, the difference between the second actual torque and the first actual torque is small, and there is no torque fault in both the first requested torque and the first actual torque.

[0082] In this embodiment, the first torque difference and the second torque difference in the current driving scenario are compared with the first torque value in the current driving scenario to determine whether there is a torque fault in the current driving scenario. This method performs torque fault monitoring according to the first torque value corresponding to the current driving scenario setting, which is more flexible and more reasonable than the existing method of using a fixed threshold for torque fault monitoring.

[0083] In one embodiment, if Figure 8As shown, step S104, i.e., performing torque monitoring based on the wheel end request torque, the wheel end actual torque and the first torque value to determine the torque monitoring result, also includes: S801: determining a target torque threshold based on the second requested torque, the second actual torque and the first torque value; S802: If at least one of the first torque difference and the second torque difference is greater than the target torque threshold, determining that the torque monitoring result is a torque fault; S803: If the first torque difference and the second torque difference are both smaller than the target torque threshold, it is determined that the torque monitoring result is that there is no torque fault.

[0084] The target torque threshold refers to a torque threshold used to determine whether there is a torque failure in the current driving scenario.

[0085] As an example, in step S801, the vehicle controller uses the second requested torque and the second actual torque in the current driving scenario to correct the first torque value in the current driving scenario, and determines the target torque threshold for torque monitoring in the current driving scenario. In this example, the target torque threshold for torque monitoring is different in different current driving scenarios, so that the torque can be flexibly and reasonably monitored according to different current driving scenarios, which is more reasonable than the existing method of using a fixed threshold for torque monitoring.

[0086] As an example, in step S802, the onboard controller compares the first torque difference and the second torque difference with the target torque threshold, and when it is determined that at least one of the first torque difference and the second torque difference is greater than the target torque threshold, it is determined that the torque monitoring result is a torque fault. In this example, the onboard controller determines that the torque monitoring result is a torque fault when it is determined that the first torque difference is greater than the target torque threshold, or the second torque difference is greater than the target torque threshold, or the first torque difference is greater than the target torque threshold and the second torque difference is greater than the target torque threshold. Fig. 9 middle, represents the first requested torque, represents the second requested torque, represents the target torque threshold, + express The maximum value that can be achieved without failure, Represents the second torque value, Fig. 9 It is known that in Greater than + When the first torque difference between the first request torque and the second request torque is greater than When a torque fault occurs, the vehicle is controlled to enter a safe state FTTI within the fault tolerance time interval and a second torque value is output. .exist Fig.10 middle, represents the first actual torque, represents the second actual torque, represents the target torque threshold, + express The maximum value that can be achieved without failure, Represents the second torque value, Fig.10 It is known that in Greater than + When the second torque difference between the first actual torque and the second actual torque is greater than When there is a torque fault, the vehicle is controlled to enter the safe state FTTI within the fault tolerance time interval and output the second torque value .

[0087] As an example, in step S803, when the onboard controller determines that both the first torque difference and the second torque difference are less than the target torque threshold, it determines that the torque monitoring result is that there is no torque fault. It can be understood that if both the first torque difference and the second torque difference are less than the target torque threshold, it indicates that the difference between the second requested torque and the first requested torque is small, the difference between the second actual torque and the first actual torque is small, and there is no torque fault between the first requested torque and the first actual torque. Fig. 9 and Fig.10 As shown, in No more than + When the first torque difference between the first request torque and the second request torque is not greater than When there is no torque fault, the first requested torque is output. ,exist No more than + When the second torque difference between the first actual torque and the second actual torque is not greater than When it is determined that there is no torque fault, the first actual torque is output .

[0088] In this embodiment, the first torque difference and the second torque difference in the current driving scenario are compared with the target torque threshold in the current driving scenario to determine whether there is a torque fault in the current driving scenario. This method performs torque fault monitoring according to the target torque threshold set corresponding to the current driving scenario, which is more flexible and more reasonable than the existing method of using a fixed threshold for torque fault monitoring.

[0089] It should be understood that the order of execution of the steps in the above embodiment does not necessarily mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present invention.

[0090] In one embodiment, a vehicle controller is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the vehicle control method in the above embodiment is implemented, for example Figure 1 S101-S105 as shown, or Figures 3 to 8 To avoid repetition, it will not be described here.

[0091] In one embodiment, the vehicle controller includes: a user driving behavior analysis module, a system database module, a torque determination module, a torque monitoring module and a safety status monitoring module.

[0092] In one embodiment, a vehicle control system is provided, comprising the above-mentioned vehicle controller and an intelligent driving system module.

[0093] As an example, Fig.11 As shown, a schematic diagram of a vehicle control system is provided. Fig.11 It can be seen that the vehicle control system includes a control module, a user driving behavior analysis module, an intelligent driving system module, a system database module, a torque determination module, a torque monitoring module, a safety status monitoring module and an intelligent driving system module. The control module is respectively connected to the user driving behavior analysis module, the intelligent driving system module, the system database module, the torque determination module, the torque monitoring module and the safety status monitoring module. The control module of the vehicle controller controls the user driving behavior analysis module and the intelligent driving system module to obtain the first vehicle data, determine the current driving scene, query the system database module according to the current driving scene, and determine the fault tolerance time interval, the first torque value and the second torque value corresponding to the current driving scene. The control module of the on-board controller controls the torque determination module to obtain the second vehicle data, and determines the wheel-end requested torque and the wheel-end actual torque through the torque determination module. The control module of the on-board controller controls the torque determination module, inputs the wheel-end requested torque and the wheel-end actual torque into the torque monitoring module, and inputs the first torque value into the torque monitoring module to determine the torque monitoring result. When the torque monitoring module determines that the torque monitoring result is a torque fault, the control module of the on-board controller inputs the fault-tolerant time interval and the second torque value into the safety status monitoring module, and controls the vehicle to enter a safe state within the fault-tolerant time interval through the safety status monitoring module, and operates based on the second torque value.

[0094] In this embodiment, the current driving scenario is taken into consideration and torque monitoring is performed under the current driving scenario. It is possible to reasonably determine whether there is a torque fault in the current driving scenario. When a torque fault exists, the vehicle is controlled to operate based on the second torque value corresponding to the current driving scenario within the fault-tolerant time interval corresponding to the current driving scenario. The vehicle torque can be flexibly adjusted in a targeted manner, thereby improving the safety performance of the vehicle and having high application value.

[0095] In one embodiment, the first vehicle data includes the current vehicle status, current road feature information and current surrounding scene information. The control module of the vehicle controller obtains the current vehicle status and current road feature information through the user driving behavior analysis module, and determines the current road scene features based on the current vehicle status and current road feature information. The radar and camera device in the intelligent driving system module are controlled to obtain the current surrounding scene information, and determine the current surrounding scene features based on the current surrounding scene information.

[0096] In this embodiment, the current road scene features and the current surrounding scene features are integrated and analyzed to achieve full coverage of the driving scene, so that torque monitoring can be performed more efficiently in each current driving scene later.

[0097] In one embodiment, the torque determination module includes a functional layer torque calculation submodule and a monitoring layer torque calculation submodule. The control module of the on-board controller controls the functional layer torque calculation submodule and the monitoring layer torque calculation submodule to obtain second vehicle data including current driving style, current pedal depth, and current signal data of vehicle components in the current driving mode through the CAN signal bus. The functional layer torque calculation submodule adopts a request torque strategy to process the current driving style and the current pedal depth to determine the first request torque, and adopts an actual torque strategy to process the current driving mode and the current signal data to determine the first actual torque; the monitoring layer torque calculation submodule adopts another request torque strategy to process the current driving style and the current pedal depth to determine the second request torque, and adopts another actual torque strategy to process the current driving mode and the current signal data to determine the second actual torque; the control module of the on-board controller controls the functional layer torque calculation submodule and the monitoring layer torque calculation submodule to input the first request torque, the first actual torque, the second request torque and the second actual torque into the torque monitoring module.

[0098] In this embodiment, strategies of different dimensions are adopted to determine the first requested torque, the second requested torque, the first actual torque and the second actual torque, so as to reasonably judge whether there is a torque fault based on the first requested torque, the second requested torque, the first actual torque and the second actual torque.

[0099] In one embodiment, a car is provided, comprising the above-mentioned vehicle control system.

[0100] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0101] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included in the protection scope of the present invention.

Claims

1. A vehicle control method, characterized in that: include: Determining a current driving scenario based on the first vehicle data; Based on the current driving scenario, determining a fault tolerance time interval, a first torque value, and a second torque value corresponding to the current driving scenario; Based on the second vehicle data, obtaining a wheel end request torque and a wheel end actual torque; Perform torque monitoring based on the wheel end requested torque, the wheel end actual torque and the first torque value, and determine a torque monitoring result; When the torque monitoring result indicates that a torque fault exists, the vehicle is controlled to operate based on the second torque value within the fault-tolerant time interval.

2. The vehicle control method according to claim 1, characterized in that: The determining the current driving scene based on the first vehicle data includes: Determine the current road scene characteristics based on the current vehicle state and the current road characteristic information; Based on the current surrounding scene information, determine the current surrounding scene characteristics; A current driving scene is determined based on the current road scene features and the current surrounding scene features.

3. The vehicle control method according to claim 1, characterized in that: The determining, based on the current driving scenario, the fault tolerance time interval, the first torque value, and the second torque value corresponding to the current driving scenario includes: Determining a torque fault type and a maximum torque based on the current driving scenario and the current vehicle speed; Based on the torque fault type and the maximum torque, a fault tolerance time interval, a first torque value, and a second torque value corresponding to the current driving scenario are determined.

4. The vehicle control method according to claim 3, characterized in that: The determining, based on the torque fault type and the maximum torque, the fault tolerance time interval, the first torque value and the second torque value corresponding to the current driving scenario includes: Obtaining a target vehicle distance corresponding to the torque fault type; Determining a hazard occurrence time based on the target vehicle distance and the current vehicle speed; Processing the target vehicle distance, the maximum torque and the hazard occurrence time by using a time mapping function to determine a fault-tolerant time interval corresponding to the current driving scenario; Two torque mapping functions are used to process the target vehicle distance, the maximum torque and the hazard occurrence time respectively, so as to determine a first torque value and a second torque value corresponding to the current driving scene.

5. The vehicle control method according to claim 3, characterized in that: Before determining the current driving scene based on the first vehicle data, the vehicle control method further includes: Construct at least one initial driving scenario; Based on a plurality of torque fault types and a plurality of preset vehicle speeds, a simulation analysis is performed on each of the initial driving scenarios to obtain a maximum torque corresponding to a scenario combination formed by the torque fault type and the preset vehicle speed in each of the initial driving scenarios; constructing a first mapping table according to the initial driving scenario, the torque fault type and the scenario combination formed by the preset vehicle speed, and the maximum torque; The determining the torque fault type and the maximum torque based on the current driving scenario and the current vehicle speed includes: querying the first mapping table based on the current driving scenario and the current vehicle speed to determine the torque fault type and the maximum torque.

6. The vehicle control method according to claim 1, characterized in that: The second vehicle data includes current driving style, current pedal depth, current drive mode and current signal data; The obtaining the wheel end requested torque and the wheel end actual torque based on the second vehicle data includes: Using two request torque strategies to process the current driving style and the current pedal depth respectively, to determine a first request torque and a second request torque; Two actual torque strategies are used to process the current driving mode and the current signal data respectively to determine a first actual torque and a second actual torque.

7. The vehicle control method according to claim 1, characterized in that: The wheel end request torque includes a first request torque and a second request torque; the wheel end actual torque includes a first actual torque and a second actual torque; The performing torque monitoring based on the wheel end requested torque, the wheel end actual torque and the first torque value and determining the torque monitoring result comprises: determining a first torque difference based on the first requested torque and the second requested torque; determining a second torque difference based on the first actual torque and the second actual torque; If at least one of the first torque difference value and the second torque difference value is greater than the first torque value, determining that the torque monitoring result is a torque fault; If the first torque difference value and the second torque difference value are both smaller than the first torque value, it is determined that the torque monitoring result is that there is no torque fault.

8. The vehicle control method according to claim 7, characterized in that: The performing torque monitoring based on the wheel end requested torque, the wheel end actual torque and the first torque value and determining the torque monitoring result further includes: determining a target torque threshold based on the second requested torque, the second actual torque, and the first torque value; If at least one of the first torque difference and the second torque difference is greater than the target torque threshold, determining that the torque monitoring result is a torque fault; If the first torque difference and the second torque difference are both smaller than the target torque threshold, it is determined that the torque monitoring result is that there is no torque fault.

9. A vehicle-mounted controller, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the vehicle control method according to any one of claims 1 to 8 is implemented.

10. A vehicle control system, characterized in that: Includes the vehicle-mounted controller as described in claim 9.

11. A car, characterized in that: Includes the vehicle control system as claimed in claim 10.

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