Fault determination method, system and device, equipment, storage medium and program product

Abstract

The invention relates to a fault determination method, system and device, equipment, a storage medium and a program product, and the method comprises the steps: determining a target control unit from at least one control unit of a target vehicle based on a current function fault phenomenon of the target vehicle; a target fault model corresponding to the current function fault phenomenon is determined, the target vehicle comprises at least one function fault phenomenon, each function fault phenomenon corresponds to one fault model, and the fault model is generated by reversely injecting at least one abnormal logic; and determining a target fault result corresponding to the current function fault phenomenon by using the target fault model based on the operation information of the target control unit. The target fault result is quickly positioned through the target fault model, the positioning efficiency is improved, the positioning duration is shortened, the cost is reduced, meanwhile, the fault model is generated by reversely injecting each abnormal logic, and the accuracy and pertinence of the fault model are improved.

Description

Technical Field

[0001] The present application relates to the technical field of batteries, and specifically relates to a fault determination method, system, device, equipment, storage medium and program product. Background Art

[0002] With the rapid development of intelligence and informatization, the number of electronic control units (ECUs, Electronic Control Units), domain control units (DCUs, Domain Control Units), etc. integrated on vehicles is increasing. In related technologies, basically, a diagnostic device is used to read fault codes of the control unit (such as ECU, DCU, etc.) indicated by the fault phenomenon, and the fault result (that is, the cause of the fault phenomenon) is located according to the fault codes. For some complex fault phenomena, such as fault codes of multiple control units, multiple associated fault codes, etc., it is necessary to manually check one by one to locate the fault result, which has problems such as low efficiency, long time consumption, and high cost. Summary of the Invention

[0003] One of the purposes of the present application is to provide a fault determination method to solve the problems of low efficiency, long time consumption, high cost, etc. in locating the fault result of complex fault phenomena in related technologies; the second purpose is to provide a fault determination system; the third purpose is to provide a fault determination device; the fourth purpose is to provide an electronic device; the fifth purpose is to provide a computer-readable storage medium; the sixth purpose is to provide a computer program product.

[0004] To achieve the above purposes, the present application provides a fault determination method, and the technical solution adopted is as follows: Based on the current functional fault phenomenon of the target vehicle, determine a target control unit from at least one control unit of the target vehicle; Determine a target fault model corresponding to the current functional fault phenomenon. The target vehicle includes at least one functional fault phenomenon, and each functional fault phenomenon corresponds to a fault model respectively. The fault model is generated by reverse-injecting at least one abnormal logic, and the at least one abnormal logic is determined from multiple logics defined in the definition document of the target vehicle based on the corresponding functional fault phenomenon. The multiple logics include at least one of the following: at least one implementation logic of multiple functions of the target vehicle, the diagnostic logic of each control unit of the target vehicle; Using the target fault model, based on the operation information of the target control unit, determine the target fault result corresponding to the current functional fault phenomenon.

[0005] According to the above technical means, first, the target control unit is dynamically determined according to the current functional failure phenomenon to narrow the positioning range and reduce misjudgment, thereby improving the efficiency and accuracy of positioning; second, reverse injection is performed on each abnormal logic corresponding to the functional failure phenomenon determined according to the definition document of the target vehicle to generate a failure model corresponding to the functional failure phenomenon, improving the accuracy and pertinence of the failure model. At the same time, since corresponding failure models are established for different functional failure phenomena respectively, it not only helps to target the subsequent failure phenomena and improve the accuracy of failure positioning, but also, because the failure models are independent of each other, greatly reduces the complexity and cost of subsequent maintenance; third, through the target failure model, the target failure result can be quickly located according to the operation information of the target control unit, realizing automatic and one-key positioning of the failure result. It not only improves the positioning efficiency while ensuring the accuracy of the target failure result, but also shortens the positioning time and reduces the cost; finally, since the failure result of the current functional failure phenomenon can be accurately located according to the target failure model, it enables the staff to only master simple electrical function principles without designing complex positioning algorithms according to each vehicle and each control unit, reducing the usage threshold and difficulty of failure positioning, breaking through the technical barrier limitations, thereby reducing the debugging threshold of vehicle electrical functions and saving manpower. In addition, since this failure determination method can be compatible with the failure positioning of different architectures, different types of control units, etc., it has high versatility.

[0006] Further, determining the target failure model corresponding to the current functional failure phenomenon includes: obtaining the operation information of the target control unit; based on the operation information of the target control unit, determining the failure type corresponding to the current functional failure phenomenon; in the case where the failure type corresponding to the current functional failure phenomenon is the first type of failure type, determining the target failure model corresponding to the current functional failure phenomenon.

[0007] According to the above technical means, on the one hand, the failure type corresponding to the current functional failure phenomenon is determined in real time according to the operation information of the target control unit, improving the accuracy and flexibility of the failure type; on the other hand, when the failure type is a specific first type of failure type, the target failure model corresponding to the current functional failure phenomenon is determined to improve the pertinence and accuracy of failure result positioning.

[0008] Further, determining the target failure model corresponding to the current functional failure phenomenon includes: obtaining the basic attributes of the target vehicle; wherein, different basic attributes respectively correspond to at least one failure model; determining the target failure model corresponding to the current functional failure phenomenon from at least one failure model corresponding to the basic attributes of the target vehicle.

[0009] According to the above technical means, on the one hand, a variety of corresponding fault models are established respectively according to the basic attributes of the vehicle, which not only helps to target the fault phenomenon of the vehicle subsequently and improve the accuracy of fault location, but also greatly reduces the complexity and cost of subsequent maintenance because the fault models of various basic attributes are independent of each other; on the other hand, the corresponding target fault model is dynamically determined according to the basic attributes of the target vehicle and the current functional fault phenomenon, which improves the accuracy of the target fault model.

[0010] Further, the obtaining of the operation information of the target control unit includes: obtaining the operation information of the target control unit from the acquisition device; wherein, the acquisition device is communicatively connected to the target control unit through a polling device to obtain the operation information of at least one control unit of the target vehicle, and the operation information of the target control unit includes at least one of the following: the operation state of the target control unit, the operation state of at least one actuator corresponding to the target control unit.

[0011] According to the above technical means, on the one hand, a specific acquisition device is used to obtain the operation information of the target control unit to improve the accuracy of the operation information. At the same time, since the acquisition device can be adapted to different vehicles to meet the acquisition requirements of different vehicles, the application scenario of the fault determination method is broadened; on the other hand, the operation state of the target control unit and / or the operation states of each actuator are obtained according to the acquisition device to ensure the accuracy and comprehensiveness of the operation information, providing a strong guarantee for the efficient and accurate location of the subsequent fault result.

[0012] Further, the using of the target fault model to determine the target fault result corresponding to the current functional fault phenomenon based on the operation information of the target control unit includes: analyzing the operation information of the target control unit to obtain at least one target abnormal logic corresponding to the current functional fault phenomenon; using the target fault model, based on the at least one target abnormal logic, to determine the first fault result corresponding to the current functional fault phenomenon; wherein, the first fault result includes one of the following: the first target abnormal logic, the causal relationship between the at least two target abnormal logics, and the first target abnormal logic is determined from the at least one target abnormal logic; based on the first fault result, determining the target fault result corresponding to the current functional fault phenomenon.

[0013] According to the above technical means, on the one hand, by parsing the operation information to determine each target abnormal logic, the accuracy of the target abnormal logic is improved; on the other hand, using the target fault model to analyze each target abnormal logic, taking the causal relationship between a certain target abnormal logic or each target abnormal logic as the first fault result, the accuracy of the first fault result is improved and the determination duration of the first fault result is shortened. At the same time, the hierarchical relationship between each target abnormal logic is clarified to further assist in fault troubleshooting; on the other hand, according to the first fault result, the target fault result is further determined to improve the rationality and accuracy of the target fault result.

[0014] Further, determining the target fault result corresponding to the current functional fault phenomenon based on the first fault result includes: determining a second fault result corresponding to the current functional fault phenomenon based on the current functional fault phenomenon and the in-vehicle fault database; determining the target fault result based on the first fault result and the second fault result.

[0015] According to the above technical means, on the one hand, by integrating the in-vehicle fault database, the fault characteristics corresponding to the current functional fault phenomenon are quickly matched to improve the accuracy and confidence level of the second fault result and reduce the risk of misjudgment; on the other hand, the first fault result is corrected according to the second fault result to obtain the target fault result, improving the accuracy of the target fault result and making the target fault result closer to the actual situation, achieving a systematic improvement in terms of accuracy, economy, positioning efficiency, etc.

[0016] Further, the fault determination method further includes: for each functional fault phenomenon among at least one functional fault phenomenon of the vehicle, determining at least one abnormal logic corresponding to the functional fault phenomenon from multiple logics defined in the definition document of the vehicle, and performing reverse injection on the at least one abnormal logic corresponding to the functional fault phenomenon to generate a fault model corresponding to the functional fault phenomenon.

[0017] According to the above technical means, on the one hand, by independently modeling each functional fault phenomenon of each vehicle in advance to obtain fault models corresponding to each functional fault phenomenon of different vehicles, different vehicles and different functional fault phenomena can be covered, not only improving diversity and comprehensiveness, but also reducing the coupling degree between each vehicle and each fault model, thus greatly reducing the complexity and cost of subsequent maintenance; on the other hand, by generating the fault model by reverse injection of each abnormal logic, not only the safety of the vehicle is ensured, but also the accuracy and optimality of the fault model are improved, achieving an optimal balance in terms of accuracy, applicability, safety, etc.

[0018] Further, the fault determination method further includes at least one of the following: displaying the target fault result corresponding to the current functional fault phenomenon in a preset display manner in the configuration interface; acquiring the configured current functional fault phenomenon in response to an operation of configuring the functional fault phenomenon in the configuration interface; acquiring the basic attributes of the target vehicle in response to an operation of configuring attributes in the configuration interface; acquiring a target channel in response to an operation of configuring a channel in the configuration interface; wherein the target channel includes a channel for acquiring the operation information of the target vehicle.

[0019] According to the above technical means, on the one hand, the target fault result is displayed through a preset display manner, enabling the operator to obtain the target fault result more directly and quickly, and realizing the visualization of fault location; on the other hand, the information such as functional fault phenomena, basic attributes of the vehicle, channels, etc. are dynamically configured online through a visual configuration interface, which simplifies the operation steps while improving the accuracy of information, can better meet the configuration requirements of users, and provides data support for subsequent fault location.

[0020] A fault determination system includes a fault determination device, wherein: The fault determination device is configured to determine a target control unit from at least one control unit of the target vehicle based on the current functional fault phenomenon of the target vehicle; determine a target fault model corresponding to the current functional fault phenomenon, the vehicle includes at least one functional fault phenomenon, and each functional fault phenomenon corresponds to a fault model respectively, the fault model is generated by reverse injecting at least one abnormal logic, and the at least one abnormal logic is determined from a plurality of logics defined in the definition document of the target vehicle based on the corresponding functional fault phenomenon, and the plurality of logics include at least one of the following: at least one implementation logic of multiple functions of the target vehicle, diagnostic logic of each control unit of the target vehicle; use the target fault model to determine the target fault result corresponding to the current functional fault phenomenon based on the operation information of the target control unit.

[0021] According to the above technical means, first, the fault determination device dynamically determines the target control unit according to the current functional fault phenomenon to narrow the positioning range and reduce misjudgment, thereby improving the efficiency and accuracy of positioning; second, the fault determination device reversely injects each abnormal logic corresponding to the functional fault phenomenon determined according to the definition document of the target vehicle to generate a fault model corresponding to the functional fault phenomenon, improving the accuracy and pertinence of the fault model. At the same time, since corresponding fault models are established for different functional fault phenomena respectively, it not only helps the subsequent targeted positioning of fault phenomena and improves the accuracy of fault positioning, but also, because the fault models are independent of each other, greatly reduces the complexity and cost of subsequent maintenance; third, the fault determination device can quickly locate the target fault result according to the operation information of the target control unit through the target fault model, realizing automatic and one-key positioning of the fault result. It not only improves the positioning efficiency while ensuring the accuracy of the target fault result, but also shortens the positioning time and reduces the cost; finally, since the fault result of the current functional fault phenomenon can be accurately located according to the target fault model, it enables the staff to only master simple electrical function principles and does not need to design complex positioning algorithms according to each vehicle and each control unit, reducing the usage threshold and difficulty of fault positioning, breaking through the technical barrier limitations, thereby reducing the debugging threshold of vehicle electrical functions and saving manpower. In addition, since the fault determination system can be compatible with the fault positioning of different architectures, different types of control units, etc., it has high versatility.

[0022] Furthermore, the fault determination system further includes a collection device and a polling device. The polling device is respectively communicatively connected to the target vehicle and the collection device, and is used to obtain the operation information of the target control unit; transfer the operation information of the target control unit to the collection device; the collection device is respectively communicatively connected to the polling device and the fault determination device, and is used to transfer the operation information of the target control unit to the fault determination device.

[0023] According to the above technical means, on the one hand, by integrating the collection device and the polling device in the fault determination system, the comprehensiveness and versatility of the fault determination system are improved; on the other hand, a connection between the fault determination device and the vehicle is established through the collection device and the polling device to accurately and efficiently obtain the actual signals of the vehicle, thereby helping to accurately locate the real causes corresponding to each functional fault phenomenon.

[0024] Further, the acquisition device includes a transceiver, a main control unit, a terminal resistor, a clock unit, an interface unit, and a power supply module. The interface unit is respectively connected to the main control unit and the power supply module and is used to establish a communication connection between the acquisition device and the fault determination device; the clock unit is respectively connected to the main control unit and the transceiver and is used to provide a reference clock for the acquisition device; the power supply module is used to supply power to the main control unit according to the target acquisition scenario, where the target acquisition scenario is determined based on the network segment to which the target control unit belongs; the terminal resistor is adapted to the bus communication rate of the target vehicle and is coupled between the transceiver and the polling device; the main control unit is used to configure the resistance value of the terminal resistor based on the target channel; the transceiver is used to transmit the acquisition instruction sent by the fault determination device to the polling device; and the interface unit is used to transmit the operation information of the target control unit received by the transceiver to the fault determination device.

[0025] According to the above technical means, by integrating a transceiver, a main control unit, a terminal resistor, a clock unit, an interface unit, a power supply module, etc. in the acquisition device, while ensuring that the acquisition device can accurately and efficiently collect vehicle data, a low-cost combination is achieved, which can meet the data acquisition requirements of high and low bus communication rates. It can not only cooperate and adapt with the fault determination device, but also be compatible with mainstream bus acquisition devices in the automotive industry, covering a large number of application scenarios such as production, debugging, R & D, and testing.

[0026] A fault determination device includes: A first determination module, configured to determine a target control unit from at least one control unit of the target vehicle based on the current functional fault phenomenon of the target vehicle; A second determination module, configured to determine a target fault model corresponding to the current functional fault phenomenon. The target vehicle includes at least one functional fault phenomenon, and each functional fault phenomenon corresponds to a fault model respectively. The fault model is generated by reverse-injecting at least one abnormal logic, and the at least one abnormal logic is determined from a plurality of logics defined in the definition document of the target vehicle based on the corresponding functional fault phenomenon. The plurality of logics includes at least one of the following: at least one implementation logic of multiple functions of the target vehicle, and the diagnostic logic of each control unit of the target vehicle; A third determination module, configured to use the target fault model to determine a target fault result corresponding to the current functional fault phenomenon based on the operation information of the target control unit.

[0027] An electronic device includes a processor and a memory. The memory stores a computer program that can run on the processor. When the processor executes the computer program, the method described in any one of the above is implemented.

[0028] A computer-readable storage medium stores a computer program thereon. When the computer program is executed by a processor, the method described in any one of the above is implemented.

[0029] A computer program product includes a computer program or instructions. When the computer program or instructions are executed by a processor, the method described in any one of the above is implemented.

[0030] Advantages of the present application: (1) By independently modeling each functional failure phenomenon of each vehicle in advance to obtain a failure model corresponding to each functional failure phenomenon of different vehicles, different vehicles and different functional failure phenomena can be covered, which not only improves diversity and comprehensiveness, but also reduces the coupling degree between each vehicle and each failure model, thus greatly reducing the complexity and cost of subsequent maintenance; (2) By injecting each abnormal logic in reverse to generate a failure model, not only the safety of the vehicle is ensured, but also the accuracy and optimality of the failure model are improved, achieving an optimal balance in terms of accuracy, applicability, safety, etc.; (3) Dynamically determine the target control unit according to the current functional failure phenomenon to narrow the positioning range and reduce misjudgment, thereby improving the accuracy of positioning; (4) By integrating a transceiver, a main control unit, a terminal resistor, a clock unit, an interface unit, a power supply module, etc. in the acquisition device, while ensuring that the acquisition device can accurately and efficiently acquire vehicle data, a low-cost combination is achieved, which can meet the data acquisition requirements of high and low communication rates of the bus. It can not only cooperate and adapt with the fault determination device, but also be compatible with mainstream bus acquisition devices in the automotive industry, covering a large number of application scenarios such as production, debugging, R & D, and testing; (5) Obtain the operating state of the target control unit and / or the operating state of each actuator according to the acquisition device to ensure the accuracy and comprehensiveness of the operating information, providing a strong guarantee for the efficient and accurate positioning of subsequent fault results; (6) According to the operating information of the target control unit, the target fault result can be quickly located through the target fault model, realizing automatic and one-key positioning of the fault result. Not only is the accuracy of the target fault result ensured while improving the positioning efficiency, but also the cost is reduced; (7) Since the fault result of the current functional fault phenomenon can be accurately located according to the target fault model, it enables the staff to only master simple electrical function principles, without the need to design complex location algorithms for each vehicle and each control unit, reducing the usage threshold and difficulty of fault location, breaking through the technical barrier limitations, thereby reducing the debugging threshold of vehicle electrical functions and saving manpower. (8) By integrating the in-vehicle fault database, quickly match the fault characteristics corresponding to the current functional fault phenomenon to improve the accuracy and confidence level of the second fault result and reduce the risk of misjudgment; correct the first fault result according to the second fault result to obtain the target fault result, improving the accuracy of the target fault result and making the target fault result closer to the actual situation, achieving systematic improvement in terms of accuracy, economy, location efficiency, etc. (9) Dynamically configure information such as functional fault phenomena, basic attributes of the vehicle, channels, etc. online through a visual configuration interface, which simplifies the operation steps while improving the accuracy of information, can better meet the configuration needs of users, and provides data support for subsequent fault location; display the fault result through this configuration interface, enabling the operator to obtain the target fault result more directly and quickly, realizing the visualization of fault location. Description of the Drawings

[0031] Figure 1 Schematic diagram of the implementation process of a fault determination method provided by an embodiment of the present application Figure 1 ; Figure 2 Schematic diagram of the determination process of the fault result corresponding to a functional fault phenomenon provided by an embodiment of the present application; Figure 3 Schematic diagram of a configuration interface provided by an embodiment of the present application; Figure 4 Schematic diagram of the implementation process of a fault determination method provided by an embodiment of the present application Figure 2 ; Figure 5 Schematic diagram of the establishment process of a fault model provided by an embodiment of the present application; Figure 6 Schematic diagram of the composition structure of a fault determination system provided by an embodiment of the present application Figure 1 ; Figure 7 Schematic diagram of the composition structure of a collection device provided by an embodiment of the present application; Figure 8 Schematic diagram of the composition structure of a fault determination system provided by an embodiment of the present application Figure 2 ; Figure 9 Schematic diagram of the implementation process of a fault determination method provided by an embodiment of the present application Figure 3; Figure 10 Schematic diagram of the composition structure of a fault determination device provided by an embodiment of the present application; Figure 11 Schematic diagram of the hardware entity of an electronic device provided by an embodiment of the present application. Detailed implementation manners

[0032] The following will describe the implementation manners of the present application with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present application from the content disclosed in this specification. The present application can also be implemented or applied through other different specific implementation manners. The details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present application. It should be understood that the preferred embodiments are only for explaining the present application and not for limiting the protection scope of the present application.

[0033] It should be noted that the diagrams provided in the following embodiments only illustrate the basic concept of the present application in a schematic manner. Therefore, only the components related to the present application are shown in the diagrams, rather than being drawn according to the number, shape, and size of the components in actual implementation. The type, quantity, and ratio of each component in actual implementation can be arbitrarily changed, and the component layout type may also be more complex.

[0034] In the following description, "some embodiments" are involved, which describe a subset of all possible embodiments. However, it can be understood that "some embodiments" can be the same subset or different subsets of all possible embodiments, and can be combined with each other without conflict.

[0035] In the following description, the terms "first / second / third" only distinguish similar objects and do not represent a specific order for the objects. It can be understood that "first / second / third" can be interchanged with a specific order or sequence when allowed, so that the embodiments of the present application described here can be implemented in an order other than that shown or described here.

[0036] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the technical field to which the present application belongs. The terms used herein are only for the purpose of describing the embodiments of the present application and are not intended to limit the present application.

[0037] With the rapid development of intelligence and informatization, the number of ECUs in vehicles is increasing. In addition to traditional engine control systems, airbags, anti-lock braking systems, electric power steering, electronic stability control, headlight control, air conditioning, water pumps, oil pumps, instrument panels, entertainment audio and video systems, etc. Advanced Driver Assistance Systems (ADAS) are used to achieve various functions such as parking assistance, lane departure warning, night vision assistance, adaptive cruise control, collision warning and emergency braking, blind spot detection, driver fatigue detection, etc. It is difficult to meet the development needs if these functions adopt the traditional distributed architecture. In the traditional automotive electronic and electrical distributed architecture, small control units (ECUs) distributed throughout the vehicle body are connected together through CAN and LIN buses. The number of ECUs in the vehicle has rapidly increased to dozens or even hundreds, and the complexity of the entire system is increasing. This poses a challenge to the traditional distributed architecture and is gradually moving towards a centralized architecture. Therefore, the automotive architecture has gradually evolved from distributed - domain centralized - central computing, with control functions rapidly concentrating, and the DCU integrated architecture based on domains has emerged accordingly.

[0038] Currently, the fault troubleshooting method mainly involves, based on the fault phenomenon, using diagnostic equipment to read the fault codes of the control unit (ECU or DCU) indicated by the fault phenomenon and performing fault troubleshooting according to the fault codes. When there are multiple fault codes in the control unit or multiple related system fault codes, multiple fault combinations will occur, including not only the fault codes from the source fault phenomenon but also the fault lights displayed on the vehicle. At the same time, the meaning indicated by the fault codes may differ from the actual vehicle fault, further leading to the ambiguity of the fault problem for the staff. Also, since the diagnostic equipment can only read the fault codes of a single control unit, when there are several faulty control units, it is difficult to locate the entire fault phenomenon through the fault codes and indicator lights of a single control unit. Generally speaking, the traditional fault troubleshooting mode can only screen the fault codes of a single control unit, unable to directly determine the causal relationship, hierarchical relationship, etc. between the fault codes of different control units, and can only manually check one by one to determine the fault causes of the fault codes and fault lights, resulting in problems such as low efficiency, long time consumption, and high cost.

[0039] The embodiment of the present application provides a fault determination method. First, the target control unit is dynamically determined according to the current functional fault phenomenon to narrow the positioning range and reduce misjudgment, thereby improving the efficiency and accuracy of positioning. Secondly, reverse injection is performed on each abnormal logic corresponding to the functional fault phenomenon determined according to the definition document of the target vehicle to generate a fault model corresponding to the functional fault phenomenon, which improves the accuracy and pertinence of the fault model. At the same time, since corresponding fault models are established for different functional fault phenomena respectively, it not only helps the subsequent targeted positioning of the fault phenomenon and improves the accuracy of fault positioning, but also, since the fault models are independent of each other, greatly reduces the complexity and cost of subsequent maintenance. Thirdly, according to the target fault model and the operation information of the target control unit, the target fault result can be quickly located, realizing automatic and one-key positioning of the fault result. This not only improves the positioning efficiency while ensuring the accuracy of the target fault result, but also shortens the positioning time and reduces the cost. Finally, since the fault result of the current functional fault phenomenon can be accurately located according to the target fault model, it enables the staff to only master simple electrical function principles without designing complex positioning algorithms according to each vehicle and each control unit, reducing the usage threshold and difficulty of fault positioning, breaking through the technical barrier limitations, thereby reducing the debugging threshold of vehicle electrical functions and saving manpower. In addition, since this fault determination method can be compatible with the fault positioning of different architectures and different types of control units, etc., it has high generality.

[0040] The method provided by the embodiment of the present application can be executed by an electronic device. The electronic device can be various types of terminals such as a laptop computer, a tablet computer, a desktop computer, a vehicle terminal, a set-top box, a mobile device (for example, a mobile phone, a portable music player, a personal digital assistant, a dedicated messaging device, a portable game device), etc., or can also be implemented as a server. The server can be an independent physical server, or a server cluster or distributed system composed of multiple physical servers, or can also be a cloud server providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communications, middleware services, domain name services, security services, Content Delivery Network (CDN), and big data and artificial intelligence platforms.

[0041] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application.

[0042] Figure 1 Schematic diagram of the implementation process of a fault determination method provided by an embodiment of the present application Figure 1 As Figure 1 shown, the fault determination method includes steps S11 to S13, where: Step S11: Based on the current functional fault phenomenon of the target vehicle, determine the target control unit from at least one control unit of the target vehicle.

[0043] Here, the target vehicle can be any suitable vehicle with a fault. The current functional fault phenomenon can be any suitable phenomenon such as the function becoming unavailable or reporting an abnormal error after a fault occurs in a function. The functions of the vehicle can include but are not limited to cruise control, entertainment, windows, etc. It can be understood that since the target vehicle can include multiple functions, different functions may all have faults. Therefore, the phenomenon when a function has a fault is called a functional fault phenomenon.

[0044] The control unit can be any suitable unit, such as an ECU, a DCU, etc.

[0045] The target control unit is adapted to the current functional fault phenomenon. It can be understood that different functions can correspond to at least one control unit. Then, when a certain function has a fault, at least one control unit corresponding to the function can be used as the target control unit. The number of target control units can be at least one. In some embodiments, a corresponding relationship between each function and each control unit can be established in advance. According to this corresponding relationship, at least one control unit corresponding to the function adapted to the current functional fault phenomenon can be used as the target control unit. In some embodiments, it is also possible to dynamically determine the target control unit based on the actual vehicle circuit according to the current functional fault phenomenon. In some embodiments, the current functional fault phenomenon can also be input into the established control unit recognition model to obtain the target control unit. The control unit recognition model can be any suitable neural network model, mathematical model, etc. that can implement this function.

[0046] Step S12: Determine the target fault model corresponding to the current functional fault phenomenon. The target vehicle includes at least one functional fault phenomenon, and each functional fault phenomenon corresponds to a fault model respectively. The fault model is generated by reverse injecting at least one abnormal logic. The at least one abnormal logic is determined from multiple logics defined in the definition document of the target vehicle based on the corresponding functional fault phenomenon. The multiple logics include at least one of the following: at least one implementation logic of multiple functions of the target vehicle, the diagnostic logic of each control unit of the target vehicle.

[0047] Here, the target fault model can be one of the multiple fault models included in the target vehicle. It can be understood that different functional fault phenomena can correspond to different fault models. In some embodiments, multiple functional fault phenomena can also correspond to the same fault model, so as to improve the integration level and intelligence level. The fault model can be any suitable model that can diagnose the functional fault phenomenon, such as a neural network model, a mathematical model, etc.

[0048] The definition document of the vehicle (including the target vehicle) is mainly used to define the implementation logic of each function of the vehicle and the diagnostic logic of each control unit. In some embodiments, the definition document may include a function definition document and a diagnostic definition document. The function definition document is mainly used to define the implementation logic of each function of the vehicle. The diagnostic definition document is mainly used to define the diagnostic logic of each control unit of the vehicle. According to the implementation logic of the function, it is determined whether there is an abnormal logic in the function. The number of diagnostic logics of the control unit can be at least one. The diagnostic logic is a signal sent by the control unit when the information sent by the diagnostic interaction object is abnormal. The interaction object may include, but is not limited to, other control units, at least one actuator corresponding to the control unit, etc. The abnormal logic may be a certain implementation logic or a certain diagnostic logic among multiple logics, and the number of abnormal logics can be at least one. During implementation, the fault model can be generated by reverse-injecting each abnormal logic. It can be understood that the generation method of each fault model is the same.

[0049] The determination method of the target fault model can be any suitable method. In some embodiments, the corresponding relationship between each functional fault phenomenon and each fault model established in advance can be used. According to this corresponding relationship, the target fault model corresponding to the current functional fault phenomenon can be obtained. In some embodiments, the fault model selected by the user can also be used as the target fault model.

[0050] Step S13: Use the target fault model and based on the operation information of the target control unit, determine the target fault result corresponding to the current functional fault phenomenon.

[0051] Here, the operation information of the vehicle (including the target vehicle) can be any suitable in-vehicle information of the vehicle. The operation information of the vehicle may include, but is not limited to, at least one of the operation state of the target control unit, the operation state of at least one actuator corresponding to the target control unit, etc. The operation state may include, but is not limited to, the communication state with other units, the working state, etc. The communication state may include, but is not limited to, an abnormal communication state, a normal communication state, etc. The working state may include, but is not limited to, a normal state, an abnormal state, etc. The acquisition method of the operation information can be any suitable method. In some embodiments, the operation information of the target control unit sent by other devices is received. In some embodiments, a communication connection is established with the target vehicle to obtain the operation information of the target control unit.

[0052] In some embodiments, the operation information can be pre - processed to provide high - quality data support for the determination of subsequent target fault results. The pre - processing can include, but is not limited to, filtering, calibration, fitting, etc. Filtering is mainly used to remove noise in the operation information. When implemented, the operation information can be filtered through a preset filtering algorithm. The filtering algorithm can include, but is not limited to, clipping filter, average filter, median filter, sliding filter, jitter filter, etc. Calibration is mainly used to eliminate the errors and drifts of acquisition devices such as sensors. When implemented, the operation information can be calibrated through a preset calibration algorithm. The calibration algorithm can include, but is not limited to, zero - offset calibration, scale calibration, temperature compensation, linearity correction, etc. Fitting is mainly used to reduce errors, smooth data, etc. In some embodiments, the data collected by sensors may be affected by various factors. For example, the errors of the sensors themselves, changes in environmental conditions, etc. Thus, through fitting, the errors in the data collected by sensors can be corrected to improve the measurement accuracy. In some embodiments, in certain cases, sensors may not be able to obtain complete data, resulting in missing values. Thus, through fitting, the missing values can be predicted based on the existing data points to make the data more complete. In some embodiments, sensor data may have noise or sudden fluctuations. Thus, through fitting, the data can be smoothed to remove the noise, making the data more stable and reliable.

[0053] The actuator can include, but is not limited to, any suitable hardware such as cameras, radars, lights, car doors, windows, etc. The actuator is communicatively connected to the target control unit. It can be understood that different control units can correspond to different actuators, or can also correspond to at least partially the same actuators. The number of actuators corresponding to each control unit can be at least one.

[0054] The fault result (including the target fault result and other fault results mentioned later) is used to characterize the fault cause of the vehicle's functional fault phenomenon. The fault cause can include a certain abnormal logic, or can also include the causal relationship between various abnormal logics.

[0055] In some embodiments, the fault causes corresponding to different functional fault phenomena can be the same or different. For example, for the functional fault phenomenon A1, its fault cause is the abnormal logic a2; for the functional fault phenomenon A2, its fault cause is that d3 causes a2 and c1 faults, and a2 and c1 will affect f1 to generate faults.

[0056] In some embodiments, the fault types corresponding to different functional fault phenomena may be the same or different. The fault types may include, but are not limited to, a first type of fault type, a second type of fault type, etc. The first type of fault type may be a multi-source fault, and the second type of fault type may be a single-source fault. For a fault with a fault type of the first type of fault type, its fault cause may include the causal relationship between each abnormal logic, or may only include a certain abnormal logic (i.e., the fault source). For example, for the functional fault phenomenon A3, its fault cause is that d2 causes a2 and c2 to fail, and c2 will affect f1 to fail. Then, the fault cause may be the fault source: abnormal logic d2. For a fault with a fault type of the second type of fault type, its fault cause may include a certain abnormal logic.

[0057] The determination method of the target fault result can be any suitable method.

[0058] In some embodiments, the operation information can be input into the target fault model, and then the target fault result can be obtained.

[0059] In some embodiments, the operation information can be parsed first to obtain at least one target abnormal logic corresponding to the current functional fault phenomenon, and then the target fault model can be used to analyze each target abnormal logic to obtain the target fault result.

[0060] In some embodiments, the target fault result can be determined according to the first fault result determined by the target fault model. For example, the first fault result is used as the target fault result. Another example is to correct the first fault result according to the second fault result to obtain the target fault result, where the second fault result is based on the current functional fault phenomenon and the in-vehicle fault database, and the in-vehicle fault database integrates the functional fault phenomena and their fault results of each vehicle model over the years.

[0061] Figure 2 The figure is a schematic diagram of the determination process of the fault result corresponding to a functional fault phenomenon provided by an embodiment of the present application. As Figure 2 shown, the target vehicle 110 includes m (a positive integer) control units, namely: control unit 1 to control unit m. Each control unit includes a plurality of diagnostic logics. Each function may correspond to at least one control unit, and each function includes at least one implementation logic, where: When the functional fault phenomenon 100 that occurs in the target vehicle 110 is "function A11 is unavailable", since the function A11 corresponds to control unit 1, control unit 1 can be used as the target control unit; Obtain the operation information 120 of control unit 1; Analyze the operation information 120. Its abnormal logic 130 includes: the implementation logic a1 of function A11, the implementation logic a2 of function A11, and the diagnostic logic d1 of control unit 1. Therefore, the fault type corresponding to this functional fault phenomenon is a multi-source fault; Invoke the fault model 140 corresponding to the functional fault phenomenon 100; According to the fault model 140 and the abnormal logic 130, determine and output the fault result 150 as: the implementation logic a1 of function A11 is abnormal, or, the implementation logic a1 of function A11 is abnormal → the implementation logic a2 of function A11 is abnormal → the diagnostic logic d1 of control unit 1 is abnormal.

[0062] In the embodiment of the present application, first, dynamically determine the target control unit according to the current functional fault phenomenon to narrow the positioning range and reduce misjudgment, thereby improving the efficiency and accuracy of positioning; second, perform reverse injection on each abnormal logic corresponding to the functional fault phenomenon determined according to the definition document of the target vehicle to generate a fault model corresponding to the functional fault phenomenon, improving the accuracy and pertinence of the fault model. At the same time, since different functional fault phenomena establish corresponding fault models respectively, it not only helps the subsequent targeted positioning of fault phenomena and improves the accuracy of fault positioning, but also, because each fault model is independent of each other, greatly reduces the complexity and cost of subsequent maintenance; third, through the target fault model, the target fault result can be quickly located according to the operation information of the target control unit, realizing automatic and one-key positioning of the fault result. It not only improves the positioning efficiency while ensuring the accuracy of the target fault result, but also shortens the positioning time and reduces the cost; finally, since the fault result of the current functional fault phenomenon can be accurately located according to the target fault model, it enables the staff to only master simple electrical function principles and does not need to design complex positioning algorithms according to each vehicle and each control unit, reducing the usage threshold and difficulty of fault positioning, breaking through the technical barrier restrictions, thereby reducing the debugging threshold of vehicle electrical functions and saving manpower. In addition, since this fault determination method can be compatible with the fault positioning of different architectures, different types of control units, etc., it has high generality.

[0063] In some embodiments, this step S12 includes steps S121 to S123, where: Step S121, obtain the operation information of the target control unit; Step S122, based on the operation information of the target control unit, determine the fault type corresponding to the current functional fault phenomenon; Step S123, in the case where the fault type corresponding to the current functional fault phenomenon is the first type of fault type, determine the target fault model corresponding to the current functional fault phenomenon.

[0064] Here, the operation information can be the actual vehicle information of any suitable target vehicle. The operation information can include, but is not limited to, at least one of the operation status of the target control unit, the operation status of at least one actuator corresponding to the target control unit, etc. The manner of obtaining the operation information can be any suitable manner. In some embodiments, the operation information of the target control unit sent by other devices is received. In some embodiments, a communication connection is established with the target control unit to obtain the operation information of the target control unit.

[0065] The fault types can include, but are not limited to, the first type of fault type, the second type of fault type, etc. The first type of fault type can be a multi-source fault, and the second type of fault type can be a single-source fault. The fault types corresponding to different operation information can be the same or different.

[0066] The manner of determining the fault type can be any suitable manner. In some embodiments, a corresponding relationship between each operation information and each fault type can be established in advance. According to this corresponding relationship, the fault type corresponding to the operation information can be obtained. In some embodiments, a type recognition model can be established in advance. When the operation information is input into the type recognition model, the fault type corresponding to the current functional fault phenomenon can be obtained. The type recognition model can be any suitable neural network model, mathematical model, etc. that can implement this function. In some embodiments, the operation information can also be parsed first to obtain at least one abnormal logic, and the fault type corresponding to the functional fault phenomenon is determined according to the number of abnormal logics. It can be understood that when the number of abnormal logics is one, the fault type corresponding to the functional fault phenomenon may be a single-source fault; when the number of abnormal logics is multiple, the fault type corresponding to the functional fault phenomenon may be a multi-source fault.

[0067] For a fault with the fault type of the first type of fault type, the target fault model can be determined first. The manner of determining the target fault model can refer to the specific implementation manner of the foregoing step S12. In some embodiments, for a fault with the fault type of the second type of fault type, it may not be necessary to determine the target fault model, and the abnormal logic is directly used as the target fault result corresponding to the current functional fault phenomenon. In some embodiments, in order to improve the accuracy of the target fault result, in the case where the fault type is the second type of fault type, the target fault model can also be determined, and then the target fault result corresponding to the current functional fault phenomenon is determined according to the target fault model.

[0068] In an embodiment of the present application, on the one hand, the fault type corresponding to the current functional fault phenomenon is determined in real time according to the operation information of the target control unit, which improves the accuracy and flexibility of the fault type; on the other hand, when the fault type is a specific first type of fault type, the target fault model corresponding to the current functional fault phenomenon is determined to improve the pertinence and accuracy of the fault result positioning.

[0069] In some embodiments, step S121 includes step S1211, where: Step S1211: Obtain the operation information of the target control unit from the acquisition device; wherein, the acquisition device is communicatively connected to the target control unit through a polling device to obtain the operation information of at least one control unit of the target vehicle, and the operation information of the target control unit includes at least one of the following: the operation state of the target control unit, the operation state of at least one actuator corresponding to the target control unit.

[0070] Here, the acquisition device can be any suitable device capable of obtaining operation information. It can be understood that the acquisition device is universal and can be compatible with various existing vehicle models, vehicle models to be mass-produced, etc. In implementation, the electronic device (i.e., the device executing the fault determination method) can actively read the operation information from the acquisition device, or the acquisition device can transfer the operation information to the electronic device after obtaining the operation information.

[0071] It can be understood that the electronic device and the acquisition device can be communicatively connected or not. In the case where a communication connection is established between the electronic device and the acquisition device, an instruction for the electronic device to obtain operation information can be sent to the acquisition device, and the acquisition device returns the operation information to the electronic device after obtaining the operation information; in the case where no communication connection is established between the electronic device and the acquisition device, the acquisition device can collect the operation information at a certain moment, collect the operation information at multiple moments at fixed time intervals, etc., and store the collected operation information in a file, database, etc., and the electronic device can read the operation information from the file, database, etc.

[0072] The polling device is used to transfer commands, data, etc. between the acquisition device and the target vehicle. The polling device is connected to the acquisition device and the target vehicle respectively, and is used to forward the instruction of the acquisition device to the target vehicle and forward the operation information of the target control unit to the acquisition device. The polling device can be any suitable device capable of implementing this function.

[0073] In an embodiment of the present application, on the one hand, a specific acquisition device is used to obtain the operation information of the target control unit to improve the accuracy of the operation information. At the same time, since the acquisition device can be adapted to different vehicles to meet the acquisition requirements of different vehicles, the application scenario of the fault determination method is broadened. On the other hand, according to the operation state of the target control unit and / or the operation states of each actuator obtained by the acquisition device, the accuracy and comprehensiveness of the operation information are ensured, providing a strong guarantee for the efficient and accurate positioning of the subsequent fault results.

[0074] In some embodiments, this step S123 includes step S1231 and step S1232, where: Step S1231: Obtain the basic attributes of the target vehicle; among them, different basic attributes respectively correspond to at least one fault model; Step S1232: Determine the target fault model corresponding to the current functional fault phenomenon from at least one fault model corresponding to the basic attributes of the target vehicle.

[0075] Here, the basic attributes may include, but are not limited to, vehicle models, electrical architectures, etc. The vehicle model refers to the model of the vehicle. The electrical architecture may include, but is not limited to, a distributed electrical architecture, a domain control electrical architecture, a centralized electrical architecture, etc. In a distributed electrical architecture, each electronic function (for example, engine control, lighting) is equipped with an independent ECU. The domain control electrical architecture divides the domains according to functions (for example, the power domain, the chassis domain, the cockpit domain, etc.), and each domain is centrally managed by a single DCU. The centralized electrical architecture integrates multiple domain functions into a central computing platform. It can be understood that the number of fault models included in different vehicles and each fault model may be different. For example, for vehicle A and vehicle B, vehicle A may include four fault models, and vehicle B may include three fault models. Another example is that both vehicle A and vehicle B include fault model C, and fault model C of vehicle A is different from fault model C of vehicle B.

[0076] The acquisition method of the basic attributes can be any suitable method. For example, reading the basic attributes from the configuration file corresponding to the target vehicle, it can be understood that the configuration file at least includes the basic attributes of the target vehicle. Another example is receiving the basic attributes sent by other devices. Still another example is using the basic attributes selected by the user as the basic attributes of the target vehicle.

[0077] The determination method of the target fault model can be any suitable method.

[0078] In some embodiments, the corresponding relationships among all basic attributes, all functional fault phenomena, and all fault models can be established in advance. According to this corresponding relationship, the target fault model that is adapted to both the basic attributes and the current functional fault phenomenon can be determined.

[0079] In some embodiments, a first correspondence between the basic attributes of each vehicle and each fault model may be established in advance. According to this first correspondence, at least one fault model adapted to the basic attributes of the target vehicle can be obtained; and then, according to the second correspondence between each functional fault phenomenon and each fault model, the target fault model corresponding to the current functional fault phenomenon can be obtained.

[0080] In the embodiments of the present application, on the one hand, establishing corresponding multiple fault models according to the basic attributes of the vehicle not only helps to target the subsequent fault phenomena of the vehicle and improve the accuracy of fault location, but also, since the fault models of various basic attributes are independent of each other, greatly reduces the complexity and cost of subsequent maintenance; on the other hand, dynamically determining the corresponding target fault model according to the basic attributes of the target vehicle and the current functional fault phenomenon improves the accuracy of the target fault model.

[0081] In some embodiments, step S13 includes steps S131 to S133, where: Step S131: Analyze the operation information of the target control unit to obtain at least one target abnormal logic corresponding to the current functional fault phenomenon; Step S132: Use the target fault model to determine a first fault result corresponding to the current functional fault phenomenon based on at least one target abnormal logic; where the first fault result includes one of the following: the first target abnormal logic, the causal relationship between at least two target abnormal logics, and the first target abnormal logic is determined from at least one target abnormal logic; Step S133: Determine the target fault result corresponding to the current functional fault phenomenon based on the first fault result.

[0082] Here, the number of target abnormal logics can be at least one. During implementation, each target abnormal logic can be input into the target fault model, and the target fault model compares each target abnormal logic with each abnormal logic respectively to obtain the first fault result. The first fault result is used to represent the fault cause of the vehicle's functional fault phenomenon. The fault cause can include the first target abnormal logic or the causal relationship between at least two target abnormal logics. It can be understood that when the number of target abnormal logics is one, this target abnormal logic is used as the first target abnormal logic; when the number of target abnormal logics is at least two, the target abnormal logic corresponding to the fault source is used as the first target abnormal logic.

[0083] For example, the target abnormal logic includes x2, x3, and y3. Input x2, x3, and y3 into the target fault model. The target fault model compares x2, x3, and y3 with each abnormal logic respectively, and obtains that x2 causes the x3 fault, and x3 will affect y3 to generate a fault. Therefore, the first fault result can be x2, or the causal or hierarchical relationship of x2, x3, and y3, that is: x2 causes the x3 fault, and x3 will affect y3 to generate a fault.

[0084] The determination method of the target fault result can be any suitable method. In some embodiments, the first fault result can be used as the target fault result. In some embodiments, the first fault result is corrected according to the second fault result to obtain the target fault result, where the second fault result is determined based on the current functional fault phenomenon and the in-vehicle fault database.

[0085] In the embodiments of the present application, on the one hand, by parsing the operation information to determine each target abnormal logic, the accuracy of the target abnormal logic is improved; on the other hand, the target fault model is used to analyze each target abnormal logic, and the causal relationship between a certain target abnormal logic or each target abnormal logic is used as the first fault result, which improves the accuracy of the first fault result and shortens the determination time of the first fault result. At the same time, the hierarchical relationship between each target abnormal logic is also clarified to further assist in fault troubleshooting; on the other hand, the target fault result is further determined according to the first fault result to improve the rationality and accuracy of the target fault result.

[0086] In some embodiments, the step S133 includes step S1331 and step S1332, where: Step S1331: Based on the current functional fault phenomenon and the in-vehicle fault database, determine the second fault result corresponding to the current functional fault phenomenon; Step S1332: Based on the first fault result and the second fault result, determine the target fault result.

[0087] Here, the in-vehicle fault database integrates the functional fault phenomena and their fault results of various vehicle models over the years. During implementation, the in-vehicle fault database can be retrieved according to the current functional fault phenomenon of the target vehicle, and the second fault result corresponding to the current functional fault phenomenon of the target vehicle can be obtained. In some embodiments, the in-vehicle fault database can also include the correspondence table between each vehicle, each functional fault phenomenon, and each fault result. According to this correspondence table, the second fault result corresponding to the current functional fault phenomenon of the target vehicle can be quickly obtained to shorten the determination time of the second fault result.

[0088] The target fault result may include, but is not limited to, the first fault result, the second fault result, the corrected first fault result, etc. The determination method of the target fault result may be any suitable method. In some embodiments, the similarity between the first fault result and the second fault result may be determined first. When the similarity is greater than the set similarity threshold, the first fault result or the second fault result may be used as the target fault result; when the similarity is not greater than the similarity threshold, the first fault result may be corrected according to the second fault result to obtain the corrected first fault result, and the corrected first fault result may be used as the target fault result. The similarity threshold may be any suitable threshold, for example, 90%, 93%, etc. In practice, those skilled in the art may independently determine the similarity threshold according to actual needs, and the embodiments of the present application do not limit it.

[0089] In the embodiments of the present application, on the one hand, by integrating the real vehicle fault database, the fault characteristics corresponding to the current functional fault phenomenon are quickly matched to improve the accuracy and confidence of the second fault result and reduce the risk of misjudgment; on the other hand, the first fault result is corrected according to the second fault result to obtain the target fault result, which improves the accuracy of the target fault result, makes the target fault result closer to the actual situation, and realizes a systematic improvement in terms of accuracy, economy, positioning efficiency, etc.

[0090] In some embodiments, the fault determination method further includes at least one of steps S141 to S144: Step S141: Display the target fault result corresponding to the current functional fault phenomenon in a preset display manner in the configuration interface; Step S142: In response to an operation of configuring the functional fault phenomenon in the configuration interface, obtain the configured current functional fault phenomenon; Step S143: In response to an operation of configuring the attribute in the configuration interface, obtain the basic attribute of the target vehicle; Step S144: In response to an operation of configuring the channel in the configuration interface, obtain the target channel; where the target channel includes a channel for obtaining the running information of the target vehicle.

[0091] Here, the configuration interface is an interactive interface for configuration operations and information display. The configuration interface may include, but is not limited to, an area where configuration operations can be performed, a display area, etc. The configuration interface may be displayed on any suitable electronic device with interface interaction functions. In practice, the electronic device for displaying the configuration interface and the electronic device for executing the fault determination method may be the same or different, and the embodiments of the present application do not limit it.

[0092] The display area is mainly used to display the target fault result. The display method can be any suitable display method, such as tables, graphs, text, etc. The number of such display areas can be at least one. Different display areas can display different contents, or display the same content in different display ways. In some embodiments, when the target fault result includes the causal relationships of various target abnormal logics, the hierarchical relationships between the various target abnormal logics can be displayed in the form of a tree, linked list, etc.

[0093] The area where configuration operations can be performed may include, but is not limited to, at least one of the first configuration area, the second configuration area, the third configuration area, etc. The first configuration area is an area for configuring functional fault phenomena, the second configuration area is an area for configuring basic attributes, and the third configuration area is an area for configuring channels. In implementation, those skilled in the art can determine the number of areas where configuration operations can be performed in the configuration interface and the specific layout of each area where configuration operations can be performed in the configuration interface according to the actual situation. The embodiments of the present application do not make limitations.

[0094] In some embodiments, the area where configuration operations can be performed includes at least operation controls. It can be understood that the number of such operation controls can be at least one. The operation controls included in different areas where configuration operations can be performed may be different. In implementation, those skilled in the art can determine the number of operation controls in the area where configuration operations can be performed and the position of each operation control in the configuration interface according to the actual situation. The embodiments of the present application do not make limitations.

[0095] For example, for the first configuration area, the operation controls it includes can be fault operation controls. The fault operation controls can be any suitable controls that can implement the input of functional fault phenomena, such as buttons, check boxes, input boxes, etc. In implementation, the trigger operation on the fault operation control can be used as the operation for configuring the functional fault phenomenon, and the current functional fault phenomenon can be determined according to this trigger operation. This trigger operation can be any suitable operation, such as gestures, voice, etc.

[0096] Again, for example, for the second configuration area, the operation controls it includes can be attribute operation controls. The attribute operation controls can be any suitable controls that can implement the input of basic attributes, such as buttons, check boxes, input boxes, etc. In implementation, the trigger operation on the attribute operation control can be used as the operation for configuring the basic attributes, and the basic attributes of the target vehicle can be determined according to this trigger operation. This trigger operation can be any suitable operation, such as gestures, voice, etc.

[0097] For another example, for the third configuration area, the operation controls it contains can be channel operation controls. The channel operation controls can be any suitable controls that can implement channel input. For example, buttons, check boxes, input boxes, etc. During implementation, the triggering operation on the channel operation control can be used as the operation for configuring the channel, and the target channel can be determined based on this triggering operation. The triggering operation can be any suitable operation, such as gestures, voice, etc. It can be understood that the target channel can include a target sending channel and / or a target receiving channel. The target sending channel refers to the channel for data sending, and the target receiving channel refers to the channel for receiving data. The target sending channel and the target receiving channel can be the same or different. In some implementation manners, multiple sending channels and multiple receiving channels can be configured, and data is sent according to the target sending channel and received according to the target receiving channel.

[0098] Figure 3 Schematic diagram of a configuration interface provided by an embodiment of the present application, as Figure 3 shown, the configuration interface 200 includes a first configuration area 201, a second configuration area 202, a third configuration area 203, and a display area 204. Among them, the first configuration area 201 is an area for configuring functional fault phenomena, the second configuration area 202 is an area for configuring basic attributes, the third configuration area 203 is an area for configuring channels, and the display area 204 is used to display the target fault result.

[0099] In some implementation manners, the configuration interface is only open or used to some personnel (such as managers, developers, etc.).

[0100] In the implementation manner of the present application, on the one hand, the target fault result is displayed through a preset display method, enabling the operator to obtain the target fault result more directly and quickly, realizing the visualization of fault location; on the other hand, information such as functional fault phenomena, basic attributes of the vehicle, channels, etc. are dynamically configured online through a visual configuration interface, simplifying the operation steps while improving the accuracy of the information, being able to better meet the configuration requirements of users, and providing data support for subsequent fault location.

[0101] Figure 4 Schematic diagram of the implementation process of a fault determination method provided by an embodiment of the present application Figure 2 ,as Figure 4 shown, the fault determination method includes steps S31 to S34, where: Step S31: For each functional fault phenomenon among at least one functional fault phenomenon of the vehicle, determine at least one abnormal logic corresponding to the functional fault phenomenon from multiple logics defined in the vehicle's definition document, and perform reverse injection on the at least one abnormal logic corresponding to the functional fault phenomenon to generate a fault model corresponding to the functional fault phenomenon.

[0102] Here, the vehicle can be any suitable vehicle. In some embodiments, the vehicle can refer to any model of vehicle. For each vehicle model, the fault model corresponding to each of its functional fault phenomena can be constructed in the same way. It can be understood that the vehicle includes at least a vehicle having the same basic attributes as the target vehicle.

[0103] The vehicle's definition document is mainly used to define the implementation logic of each function of the vehicle and the diagnostic logic of each control unit of the vehicle. In some embodiments, the definition document can include a function definition document and a diagnostic definition document. The function definition document is mainly used to define the implementation logic of each function of the vehicle, and the diagnostic definition document is mainly used to define the diagnostic logic of each control unit of the vehicle. In some embodiments, the definition documents of vehicles of the same category can be the same, and the definition documents of vehicles of different categories can be different. Vehicles of the same category refer to vehicles having the same basic attributes, and vehicles of different categories refer to vehicles having different basic attributes.

[0104] Since the vehicle has multiple functions and different functions may all have faults, the phenomenon when a function has a fault is called a functional fault phenomenon. The abnormal logic corresponding to each functional fault phenomenon can be a certain implementation logic or a certain diagnostic logic among multiple logics, and the number of abnormal logics can be at least one. In implementation, the corresponding fault model is dynamically generated by reverse injecting each abnormal logic. It can be understood that the functional fault phenomenon can be caused by a single-source fault or a multi-source fault. In implementation, reverse injection can include but is not limited to the abnormal logic of a single-source fault, each abnormal logic of a multi-source fault, etc. A multi-source fault is obtained by combining multiple abnormal logics.

[0105] Such as Figure 5 As shown, the establishment of the fault model corresponding to the fault phenomenon that the cruise control system function of the vehicle is unavailable mainly includes the following process: According to the vehicle function definition document 301 and the diagnosis definition document 302, there are 23 abnormal logics 303 deduced forward that cause the cruise control system function to be unavailable, namely: a1, a2, a3, a4, b1, b2, b3, c1, c2, d1, d2, d3, e1, e2, e3, e4, e5, f1, f2, f3, g1, g2, g3; among them, a1, a2, a3, a4, b1, b2, b3, c1, c2, d1, d2, d3, e1, e2, e3, e4, and e5 are all implementation logics, and f1, f2, f3, g1, g2, and g3 are all diagnosis logics; When the fault type corresponding to the fault phenomenon is a single-source fault, 23 abnormal logics can be separately identified, and each abnormal logic is used as the fault result corresponding to the single-source fault; When the fault type corresponding to the fault phenomenon is a multi-source fault and it is a difficult fault involving multiple control units, reverse injection verification can be used, that is: reverse inject each abnormal logic in the multi-source fault respectively to obtain the output result corresponding to each abnormal logic, and according to the output results of each abnormal logic, determine the causal relationship or hierarchical relationship between each abnormal logic, and use this causal relationship or hierarchical relationship as the fault result corresponding to the multi-source fault. For example, when the multi-source fault includes a2, c1, d3, and f1, reverse injection verification 304 is used, that is: Inject a2, and get a2-nok, and the rest are ok; Inject c1, and get that c1 causes a2-nok, and the rest are ok; Inject d3, and get that d3 causes a2, c1-nok, and c1 causes f1-nok, and the rest are ok; …… Verify by analogy, and the causal relationship 305 between a2, c1, d3, and f1 is thus solved as: d3 causes a2, c1 faults, and c1 will affect f1 to generate faults.

[0106] During implementation, each abnormal logic can be first combined separately to obtain various multi-source faults, and then reverse injection verification is performed on each multi-source fault respectively to obtain the fault result corresponding to each multi-source fault, so that the fault model is established. At this time, the fault model includes not only the fault results corresponding to single-source faults but also the fault results corresponding to multi-source faults. Therefore, the fault model can not only identify the fault results corresponding to single-source faults but also the fault results corresponding to multi-source faults.

[0107] In some implementation manners, in order to improve the accuracy of the fault model, the fault model can be optimized or double-determined according to the in-vehicle fault database to optimize the fault results corresponding to each fault (including various single-source faults and various multi-source faults).

[0108] Step S32: determining a target control unit from at least one control unit of the target vehicle based on the current functional failure phenomenon of the target vehicle.

[0109] Step S33, determine the target fault model corresponding to the current functional fault phenomenon, the target vehicle includes at least one functional fault phenomenon, each functional fault phenomenon corresponds to a fault model, the fault model is generated by reverse injecting at least one abnormal logic, the at least one abnormal logic is based on the corresponding functional fault phenomenon, and is determined from multiple logics defined in the definition document of the target vehicle. The multiple logics include at least one of the following: at least one implementation logic of multiple functions of the target vehicle, and a diagnostic logic of each control unit of the target vehicle.

[0110] Step S34: using the target fault model and based on the operation information of the target control unit, determine the target fault result corresponding to the current functional fault phenomenon.

[0111] Here, the above steps S32 to S34 correspond to the above steps S11 to S13 respectively. When implementing, reference may be made to the specific implementation of the above steps S11 to S13.

[0112] In the embodiments of the present application, on the one hand, by pre-modeling each functional failure phenomenon of each vehicle independently to obtain the fault model corresponding to each functional failure phenomenon of different vehicles, different vehicles and different functional failure phenomena can be covered, which not only improves the diversity and comprehensiveness, but also reduces the degree of coupling between each vehicle and each fault model, thereby greatly reducing the complexity and cost of subsequent maintenance; on the other hand, by generating a fault model by reversely injecting each abnormal logic, not only the safety of the vehicle is ensured, but also the accuracy and optimality of the fault model are improved, achieving an optimized balance in terms of accuracy, applicability, and safety.

[0113] Based on the above embodiments, the present application also provides a fault determination system. Figure 6 A schematic diagram of the structure of a fault determination system provided in an embodiment of the present application Figure 1 ,like Figure 6 As shown, the fault determination system 40 includes a fault determination device 41, wherein: A fault determination device 41 is configured to determine a target control unit from at least one control unit of a target vehicle based on the current functional fault phenomenon of the target vehicle; determine a target fault model corresponding to the current functional fault phenomenon. The vehicle includes at least one functional fault phenomenon, and each functional fault phenomenon corresponds to a fault model respectively. The fault model is generated by reverse injection of at least one abnormal logic, and the at least one abnormal logic is determined from a plurality of logics defined in the definition document of the target vehicle based on the corresponding functional fault phenomenon. The plurality of logics includes at least one of the following: at least one implementation logic of multiple functions of the target vehicle, and the diagnostic logic of each control unit of the target vehicle. Using the target fault model, based on the operation information of the target control unit, determine the target fault result corresponding to the current functional fault phenomenon.

[0114] Here, the fault determination device 41 can be any suitable device capable of implementing this function. For example, an electronic device that executes the above-mentioned fault determination method.

[0115] The target vehicle can be any suitable vehicle with a fault. The target control unit is adapted to the current functional fault phenomenon. The number of target control units can be at least one. In implementation, the process of the fault determination device 41 determining the target control unit can refer to the specific implementation manner of the foregoing step S11.

[0116] The definition document of the target vehicle is mainly used to define the implementation logics of various functions of the target vehicle and the diagnostic logics of various functions. The abnormal logic can be a certain implementation logic or a certain diagnostic logic among the multiple logics, and the number of abnormal logics can be at least one. The target fault model can be one of the multiple fault models included in the target vehicle. The fault model can be any suitable model capable of diagnosing functional fault phenomena, such as a neural network model, a mathematical model, etc. In implementation, the process of the fault determination device 41 determining the target fault model can refer to the specific implementation manner of the foregoing step S12.

[0117] The operation information of the target vehicle can include but is not limited to at least one of the operation state of the target control unit, the operation state of at least one actuator corresponding to the target control unit, etc. The acquisition method of the operation information of the target vehicle can be any suitable method. In some implementation manners, receive the operation information of the target control unit sent by other devices. In some implementation manners, establish a communication connection with the target vehicle to acquire the operation information of the target control unit.

[0118] In some embodiments, the fault determination system 40 further includes an acquisition device and a polling device. The polling device is communicatively connected to the target vehicle and the acquisition device respectively, and is configured to obtain the operation information of the target control unit; and transfer the operation information of the target control unit to the acquisition device. The acquisition device is communicatively connected to the polling device and the fault determination device 41 respectively, and is configured to transfer the operation information of the target control unit to the fault determination device 41.

[0119] Here, the acquisition device can be any suitable device capable of obtaining operation information. It can be understood that the acquisition device is universal and can be compatible with various existing vehicle models, vehicle models to be mass-produced, etc. In implementation, the fault determination device 41 can actively read the operation information from the acquisition device, or the acquisition device can transfer the operation information to the fault determination device 41 after obtaining the operation information.

[0120] The communication method between the acquisition device and the fault determination device 41 can be any suitable method, such as a serial port, a network port, a CAN (Controller Area Network) port, etc. The serial port can include, but is not limited to, a USB (Universal Serial Bus) port, RS485, RS232, I2C, Type-C, a UART (Universal Asynchronous Receiver / Transmitter), etc.

[0121] In some embodiments, the acquisition device can obtain the operation information of the target control unit upon receiving the acquisition instruction sent by the fault determination device 41, or can obtain the operation information of each control unit of the target vehicle regularly, in real time, etc.

[0122] In some embodiments, when obtaining the operation information of the target control unit in the target vehicle, the fault determination device 41 can send the acquisition instruction to the acquisition device, and the acquisition device transfers the acquisition instruction to the target control unit through the polling device, and the target control unit obtains the operation information according to the acquisition instruction. The acquisition instruction can include any suitable content for collecting operation information, and the embodiments of the present application do not limit this.

[0123] In some embodiments, the acquisition device includes a transceiver, a main control unit, a termination resistor, a clock unit, an interface unit, and a power supply module. The interface unit is respectively connected to the main control unit and the power supply module and is used to establish a communication connection between the acquisition device and the fault determination device 41. The clock unit is respectively connected to the main control unit and the transceiver and is used to provide a reference clock for the acquisition device. The power supply module is used to supply power to the main control unit according to the target acquisition scenario, and the target acquisition scenario is determined based on the network segment to which the target control unit belongs. The termination resistor is adapted to the bus communication rate of the target vehicle and is coupled between the transceiver and the polling device. The main control unit is used to configure the resistance value of the termination resistor based on the target channel, transmit the acquisition instruction sent by the fault determination device 41 to the polling device through the transceiver, and transmit the operation information of the target control unit received by the transceiver to the fault determination device 41 through the interface unit.

[0124] Here, the transceiver is mainly a device for realizing data transceiver functions, and this transceiver can be any suitable transceiver. For example, it can be a CAN transceiver. During implementation, the acquisition device can convert the digital signal from the control unit into a differential signal suitable for transmission on the bus, and convert the differential signal on the bus into a digital signal and transmit it to the CAN transceiver so that the fault determination device 41 can obtain the operation information. The termination resistor can have any suitable resistance value. For example, it can be 120 ohms (Ω), 150 Ω, etc. This termination resistor can be adapted to different bus communication rates. It can be understood that different bus communication rates can correspond to different termination resistors. The bus communication rate can include but is not limited to low speed, medium speed, high speed, etc. During implementation, those skilled in the art can independently set more or fewer bus communication rates according to actual needs, and the embodiments of this application do not make limitations.

[0125] The clock unit can be any suitable reference clock that can provide a stable frequency signal. For example, it can be a crystal oscillator cluster. In this way, it can be ensured that the acquisition device can maintain the working frequency in different environments. When a fault occurs in the target vehicle, the acquisition device can handshake with each control unit of the target vehicle to ensure accurate communication quality.

[0126] The interface unit can be any suitable unit that can establish a connection between the acquisition device and the fault determination device 41. For example, it can be a serial port, a network port, etc. In some embodiments, this interface unit includes a USB port, and a connection between the acquisition device and the fault determination unit 41 is established through the USB port. In some embodiments, this interface unit can also include multiple groups of CAN buses and is used to establish a communication connection between the acquisition device and the polling device.

[0127] The power supply module can be any suitable module capable of performing power conversion, regulation, etc. In some embodiments, the power supply module can supply power to the main control units in different acquisition scenarios. The acquisition scenarios can include, but are not limited to, the first acquisition scenario, the second acquisition scenario, etc. The first acquisition scenario refers to the scenario of data acquisition in a single network segment, and the second acquisition scenario refers to the scenario of data acquisition across network segments. In some embodiments, since different faults can correspond to different control units, and each control unit can be located at different network ports of the vehicle, then when the number of target control units is multiple and located in different network segments, at this time, the target acquisition scenario can be the second acquisition scenario; when the number of target control units is one, or multiple and located in the same network segment, at this time, the target acquisition scenario can be the first acquisition scenario. In some embodiments, the bus communication rates corresponding to different network segments can be different.

[0128] The main control unit can be any suitable unit capable of implementing this function. For example, an MCU (Microcontroller Unit, microcontroller), a CPU (Central Processing Unit, central processor), etc. In implementation, the main control unit, as the core control chip of the acquisition device, automatically allocates and makes decisions on the low-speed CAN and high-speed CANFD between different bus network segments of the vehicle, and performs adaptation and compatibility. At the same time, it dynamically adjusts the terminal resistance according to the target channel to adapt to the bus communication rate. In some embodiments, different channels can correspond to the same or different resistance values. In implementation, the resistance value corresponding to the target channel can be used as the resistance value of the terminal resistance.

[0129] Figure 7 The following is a schematic diagram of the composition structure of an acquisition device provided by an embodiment of the present application, as Figure 7 shown, the acquisition device 42 includes a transceiver 421, a main control unit 422, a terminal resistance 423, a clock unit 424, an interface unit 425, and a power supply module 426.

[0130] In this way, by integrating a transceiver, a main control unit, a terminal resistance, a clock unit, an interface unit, a power supply module, etc. in the acquisition device, while ensuring that the acquisition device can accurately and efficiently acquire vehicle data, a low-cost combination is achieved, which can meet the data acquisition requirements of high and low bus communication rates. It can not only cooperate and adapt with the fault determination device, but also be compatible with the mainstream bus acquisition devices in the automotive industry, covering a large number of application scenarios such as production, debugging, research and development, and testing.

[0131] The communication method between the acquisition device and the polling device can be any suitable method, such as a serial port, a network port, etc.

[0132] The polling device can be any suitable device capable of implementing this function. The polling device is mainly used to transmit commands, data, etc. between the acquisition device and the target vehicle. During implementation, the polling device can forward the acquisition instructions sent by the received acquisition device to the target vehicle, or forward the operation information sent by the received target control unit to the acquisition device. The communication method between the polling device and the target vehicle can be any suitable method, such as a CAN port, a network port, etc.

[0133] Figure 8 Schematic diagram of the composition structure of a fault determination system provided by an embodiment of the present application Figure 2 , such as Figure 8 As shown, the fault determination system 40 includes a fault determination device 41, an acquisition device 42, and a polling device 43. Among them, the acquisition device 42 is connected to the polling device 43 through a CAN bus, and the acquisition device 42 is connected to the fault determination device 41 through a USB port.

[0134] In some embodiments, the fault determination device 41 is not only compatible and adapted with the acquisition device 42, but also can be adapted to other mass-produced vehicles.

[0135] In the embodiment of the present application, on the one hand, by integrating the acquisition device and the polling device in the fault determination system, the comprehensiveness and versatility of the fault determination system are improved; on the other hand, a connection is established between the fault determination device and the vehicle through the acquisition device and the polling device to accurately and efficiently obtain the actual signals of the vehicle, thereby helping to accurately locate the real causes corresponding to various functional fault phenomena.

[0136] The target fault result is used to characterize the fault cause of the functional fault phenomenon that occurs in the target vehicle. The fault cause can include a certain abnormal logic, or the causal relationship between various abnormal logics. During implementation, the process of the fault determination device 41 determining the target fault result can refer to the specific implementation manner of the foregoing step S13.

[0137] In some embodiments, the fault determination device 41 is further configured to perform at least one of the following: display the target fault result corresponding to the current functional fault phenomenon in a preset display manner in the configuration interface; obtain the configured current functional fault phenomenon in response to an operation of configuring the functional fault phenomenon in the configuration interface; obtain the basic attributes of the target vehicle in response to an operation of configuring the attributes in the configuration interface; obtain the target channel in response to an operation of configuring the channel in the configuration interface; where the target channel includes a channel for obtaining the operation information of the target vehicle.

[0138] Here, the configuration interface is an interactive interface for performing configuration operations and information display. The configuration interface can include, but is not limited to, an area where configuration operations can be performed, a display area, etc.

[0139] The display area is mainly used to display the target fault result. The display method can be any suitable display method, such as tables, graphs, texts, etc. The area where configuration operations can be performed may include at least one of, but not limited to, the first configuration area, the second configuration area, the third configuration area, etc. The first configuration area is an area for configuring functional fault phenomena, the second configuration area is an area for configuring basic attributes, and the third configuration area is an area for configuring channels. In implementation, the display of the target fault result, the current functional fault phenomena, the configuration processes of basic attributes and channels can refer to the specific implementation manners of the foregoing steps S141 to S144.

[0140] In the embodiments of the present application, on the one hand, the target fault result is displayed through a preset display method, enabling the operator to obtain the target fault result more directly and quickly, and realizing the visualization of fault location; on the other hand, through a visual configuration interface, information such as functional fault phenomena, basic attributes of the vehicle, channels, etc. are dynamically configured online, which simplifies the operation steps while improving the accuracy of information, can better meet the configuration needs of users, and provides data support for subsequent fault location.

[0141] In some embodiments, the fault determination device 41 is further configured to: for each functional fault phenomenon among at least one functional fault phenomenon of the vehicle, determine at least one abnormal logic corresponding to the functional fault phenomenon from multiple logics defined in the definition document of the vehicle, and perform reverse injection on the at least one abnormal logic corresponding to the functional fault phenomenon to generate a fault model corresponding to the functional fault phenomenon.

[0142] Here, the vehicle can be any suitable vehicle. For each vehicle model, the fault model corresponding to each of its functional fault phenomena can be constructed in the same way. In implementation, the process of the fault determination device 41 generating the fault models corresponding to each vehicle can refer to the specific implementation manner of the foregoing step S31.

[0143] In the embodiments of the present application, on the one hand, by independently modeling each functional fault phenomenon of each vehicle in advance to obtain the fault models corresponding to each functional fault phenomenon of different vehicles, different vehicles and different functional fault phenomena can be covered, which not only improves diversity and comprehensiveness, but also reduces the coupling degree between each vehicle and each fault model, thus greatly reducing the complexity and cost of subsequent maintenance; on the other hand, by generating the fault model by means of reverse injection of each abnormal logic, not only the safety of the vehicle is ensured, but also the accuracy and optimality of the fault model are improved, achieving an optimized balance in terms of accuracy, applicability, safety, etc.

[0144] Figure 9Schematic implementation process of a fault determination method provided by an embodiment of the present application Figure 3 , as Figure 9 shown, the fault determination method includes steps S41 to S47, where: Step S41: According to the definition documents of each vehicle, establish fault models corresponding to various functional fault phenomena of each vehicle respectively; Step S42: Display the configuration interface; Step S43: Based on the configuration operations performed in the configuration interface, obtain the basic attributes, current functional fault phenomena, and target channels of the target vehicle; Here, the target channel can be selected according to actual application requirements and the hardware platform. The selection of the channel directly determines the data acquisition. In some embodiments, the baud rate of the channel can also be set, and the maximum supported sampling rate can be determined through the baud rate.

[0145] Step S44: Based on the current functional fault phenomenon, determine the target control unit, and obtain the operation information of the target control unit through the target channel; Here, before obtaining the operation data of the target control unit, the network segment needs to be configured according to the target control unit first; then one end of the high and low CAN twisted pair of the acquisition device is inserted into the polling device, and the other end of the acquisition device is connected to the USB port of the fault determination device 41 through a Type-C to USB-B to ensure stable output of the output interface and continuous output; finally, after the acquisition device is successfully connected and initialized, the fault determination device 41 transmits the acquisition instruction to the target control unit through the acquisition device and the polling device.

[0146] Step S45: Determine the target fault model corresponding to the current functional fault phenomenon; Step S46: Use the target fault model to determine the target fault result based on the operation information of the target control unit; Here, it can be understood that when the user triggers the operation of locating the fault result in the configuration interface, steps S44 or S45 can be executed respectively, or steps S44 and S45 can be executed simultaneously. In implementation, the operation of locating the fault result can be any appropriate operation, such as gestures, voice, etc. For example, the operation of clicking the location button in the configuration interface is used as the operation of locating the fault result, so as to realize one-key identification of the fault cause.

[0147] In some embodiments, the target fault model can be converted into a JSON file to facilitate the recognition by the fault determination device 41 and improve the reading and writing speed of the fault determination device 41 and the security of the target fault model. In some embodiments, the JSON file can also be encrypted to significantly improve the data processing efficiency and security while ensuring data integrity. During implementation, the running information can be parsed through a script to obtain at least one target abnormal logic, and by inputting the at least one target abnormal logic into the target fault model, the first fault result determined by the target fault model can be obtained. In some embodiments, the first fault result can be used as the target fault result, or the second fault result determined by the in-vehicle fault database can be used to correct the first fault result to obtain the target fault result.

[0148] Step S47: Display the target fault result in the configuration interface.

[0149] In the embodiments of the present application, first, the fault determination device is used to dynamically determine the target control unit according to the current functional fault phenomenon to narrow the positioning range and reduce misjudgment, thereby improving the efficiency and accuracy of positioning; second, the fault determination device performs reverse injection on each abnormal logic corresponding to the functional fault phenomenon determined according to the definition document of the target vehicle to generate a fault model corresponding to the functional fault phenomenon, improving the accuracy and pertinence of the fault model. At the same time, since corresponding fault models are established for different functional fault phenomena respectively, it not only helps to target the subsequent fault phenomena and improve the accuracy of fault positioning, but also, because the fault models are independent of each other, greatly reduces the complexity and cost of subsequent maintenance; third, the fault determination device can quickly locate the target fault result according to the running information of the target control unit through the target fault model, realizing automatic and one-key positioning of the fault result, which not only improves the positioning efficiency while ensuring the accuracy of the target fault result, but also shortens the positioning time and reduces the cost; finally, since the fault result of the current functional fault phenomenon can be accurately located according to the target fault model, it enables the staff to only master simple electrical function principles without designing complex positioning algorithms according to each vehicle and each control unit, reducing the usage threshold and difficulty of fault positioning, breaking through the technical barrier limitations, thereby reducing the threshold of vehicle electrical function debugging and saving manpower. In addition, since the fault determination system can be compatible with the fault positioning of different architectures and different types of control units, etc., it has high generality.

[0150] Based on the above embodiments, the embodiments of the present application further provide a fault determination device Figure 10 is a schematic structural diagram of a fault determination device provided by the embodiments of the present application, as Figure 10As shown, the fault determination device 50 includes a first determination module 51, a second determination module 52, and a third determination module 53, where: The first determination module 51 is configured to determine a target control unit from at least one control unit of the target vehicle based on the current functional fault phenomenon of the target vehicle. The second determination module 52 is configured to determine a target fault model corresponding to the current functional fault phenomenon. The target vehicle includes at least one functional fault phenomenon, and each functional fault phenomenon corresponds to a fault model respectively. The fault model is generated by reverse injecting at least one abnormal logic, and the at least one abnormal logic is determined from a plurality of logics defined in the definition document of the target vehicle based on the corresponding functional fault phenomenon. The plurality of logics includes at least one of the following: at least one implementation logic of multiple functions of the target vehicle, and the diagnostic logic of each control unit of the target vehicle. The third determination module 53 is configured to use the target fault model and determine a target fault result corresponding to the current functional fault phenomenon based on the operation information of the target control unit.

[0151] In some embodiments, the second determination module 52 is further configured to: obtain the operation information of the target control unit; determine the fault type corresponding to the current functional fault phenomenon based on the operation information of the target control unit; and determine the target fault model corresponding to the current functional fault phenomenon when the fault type corresponding to the current functional fault phenomenon is the first type of fault type.

[0152] In some embodiments, the second determination module 52 is further configured to: obtain the basic attributes of the target vehicle; where different basic attributes respectively correspond to at least one fault model; and determine the target fault model corresponding to the current functional fault phenomenon from at least one fault model corresponding to the basic attributes of the target vehicle.

[0153] In some embodiments, the second determination module 52 is further configured to: obtain the operation information of the target control unit from the acquisition device; where the acquisition device is communicatively connected to the target control unit through a polling device to obtain the operation information of at least one control unit of the target vehicle, and the operation information of the target control unit includes at least one of the following: the operation state of the target control unit, and the operation state of at least one actuator corresponding to the target control unit.

[0154] In some embodiments, the third determination module 53 is further configured to: analyze the operation information of the target control unit to obtain at least one target abnormal logic corresponding to the current functional fault phenomenon; use the target fault model to determine, based on the at least one target abnormal logic, a first fault result corresponding to the current functional fault phenomenon; wherein the first fault result includes one of the following: the causal relationship between at least two target abnormal logics of the first target abnormal logic, and the first target abnormal logic is determined from the at least one target abnormal logic; based on the first fault result, determine the target fault result corresponding to the current functional fault phenomenon.

[0155] In some embodiments, the third determination module 53 is further configured to: determine a second fault result corresponding to the current functional fault phenomenon based on the current functional fault phenomenon and the in-vehicle fault database; determine the target fault result based on the first fault result and the second fault result.

[0156] In some embodiments, the fault determination device further includes a generation module, and the generation module is configured to: for each functional fault phenomenon among at least one functional fault phenomenon of the vehicle, determine at least one abnormal logic corresponding to the functional fault phenomenon from multiple logics defined in the vehicle definition document, and perform reverse injection on the at least one abnormal logic corresponding to the functional fault phenomenon to generate a fault model corresponding to the functional fault phenomenon.

[0157] In some embodiments, the fault determination device further includes a fourth determination module, and the fourth determination module is configured to perform at least one of the following: display the target fault result corresponding to the current functional fault phenomenon in a preset display manner in the configuration interface; in response to an operation of configuring the functional fault phenomenon in the configuration interface, obtain the configured current functional fault phenomenon; in response to an operation of configuring an attribute in the configuration interface, obtain the basic attribute of the target vehicle; in response to an operation of configuring a channel in the configuration interface, obtain the target channel; wherein the target channel includes a channel for obtaining the operation information of the target vehicle.

[0158] The description of the above device embodiments is similar to the description of the above method embodiments and has similar beneficial effects to the method embodiments. For the technical details not disclosed in the device embodiments of the present application, please refer to the description of the method embodiments of the present application for understanding.

[0159] It should be noted that in the embodiments of the present application, if the above method is implemented in the form of software function modules and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of the embodiments of the present application, in essence or the part that contributes to the related technology, can be embodied in the form of a software product. The software product is stored in a storage medium and includes several instructions for causing an electronic device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the methods described in the various embodiments of the present application. The foregoing storage medium includes: various media such as USB flash drives, mobile hard disks, read-only memories (ROMs), magnetic disks, or optical discs that can store program codes. In this way, the embodiments of the present application are not limited to any specific combination of hardware and software.

[0160] The present application also provides an electronic device, including a memory and a processor. The memory stores a computer program that can run on the processor, and when the processor executes the computer program, it implements any one of the above methods.

[0161] The present application also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by the processor, it implements the above method. The computer-readable storage medium can be transient or non-transient.

[0162] The present application also provides a computer program product. The computer program product includes a computer program or instructions. When the computer program or instructions are executed by the processor, they implement some or all of the steps in any one of the above methods. The computer program product can be specifically implemented in a manner of hardware, software, or a combination thereof. In an optional embodiment, the computer program product is specifically embodied as a computer storage medium. In another optional embodiment, the computer program product is specifically embodied as a software product, such as a software development kit (SDK), etc.

[0163] It should be noted that Figure 11 is a schematic diagram of the hardware entity of an electronic device provided by the embodiments of the present application. As Figure 11 shown, the hardware entity of the electronic device 600 includes: a processor 601, a communication interface 602, and a memory 603, where: The processor 601 generally controls the overall operation of the electronic device 600.

[0164] The communication interface 602 can enable the electronic device to communicate with other terminals or servers through a network.

[0165] The memory 603 is configured to store instructions and applications executable by the processor 601, and can also cache data to be processed or already processed by the processor 601 and each module in the electronic device 600 (such as, image data, audio data, voice communication data, and video communication data), and can be implemented by flash memory (FLASH) or random access memory (Random Access Memory, RAM). Data transmission can be performed between the processor 601, the communication interface 602, and the memory 603 through the bus 604.

[0166] It should be noted here that: the descriptions of the above storage medium and device embodiments are similar to those of the above method embodiments, and have beneficial effects similar to those of the method embodiments. For the technical details not disclosed in the storage medium and device embodiments of the present application, please refer to the description of the method embodiments of the present application for understanding.

[0167] The above embodiments are only preferred embodiments given to fully illustrate the present application, and the protection scope of the present application is not limited thereto. Equivalent substitutions or transformations made by those skilled in the art on the basis of the present application are within the protection scope of the present application.

Claims

1. A fault determination method, characterized in that, Including: Based on the current functional failure phenomenon of the target vehicle, determine the target control unit from at least one control unit of the target vehicle; Determine the target fault model corresponding to the current functional failure phenomenon. The target vehicle includes at least one functional failure phenomenon, and each functional failure phenomenon corresponds to a fault model respectively. The fault model is generated by reverse injecting at least one abnormal logic, and the at least one abnormal logic is determined from a plurality of logics defined in the definition document of the target vehicle based on the corresponding functional failure phenomenon. The plurality of logics includes at least one of the following: at least one implementation logic of multiple functions of the target vehicle, diagnostic logics of each control unit of the target vehicle; Using the target fault model, based on the operation information of the target control unit, determine the target fault result corresponding to the current functional failure phenomenon.

2. The fault determination method according to claim 1, wherein The determination of the target fault model corresponding to the current functional failure phenomenon includes: Obtain the operation information of the target control unit; Based on the operation information of the target control unit, determine the fault type corresponding to the current functional failure phenomenon; When the fault type corresponding to the current functional failure phenomenon is the first type of fault type, determine the target fault model corresponding to the current functional failure phenomenon.

3. The fault determination method according to claim 2, wherein The determination of the target fault model corresponding to the current functional failure phenomenon includes: Obtain the basic attributes of the target vehicle; where different basic attributes respectively correspond to at least one fault model; Determine the target fault model corresponding to the current functional failure phenomenon from at least one fault model corresponding to the basic attributes of the target vehicle.

4. The fault determination method according to claim 2, wherein The obtaining of the operation information of the target control unit includes: Obtain the operation information of the target control unit from the acquisition device; where the acquisition device is communicatively connected to the target control unit through a polling device to obtain the operation information of at least one control unit of the target vehicle, and the operation information of the target control unit includes at least one of the following: the operation state of the target control unit, the operation states of at least one actuator corresponding to the target control unit.

5. The fault determination method according to claim 1, characterized in that, The using of the target fault model, based on the operation information of the target control unit, to determine the target fault result corresponding to the current functional failure phenomenon includes: Analyze the operation information of the target control unit to obtain at least one target abnormal logic corresponding to the current functional failure phenomenon; Using the target fault model, based on the at least one target abnormal logic, determine the first fault result corresponding to the current functional failure phenomenon; where the first fault result includes one of the following: the first target abnormal logic, the causal relationship between at least two target abnormal logics, and the first target abnormal logic is determined from the at least one target abnormal logic; Based on the first fault result, determine the target fault result corresponding to the current functional failure phenomenon.

6. The fault determination method according to claim 5, wherein The determination of the target fault result corresponding to the current functional failure phenomenon based on the first fault result includes: Based on the current functional failure phenomenon and the in-vehicle failure database, determine the second failure result corresponding to the current functional failure phenomenon; Based on the first failure result and the second failure result, determine the target failure result.

7. The fault determination method according to any one of claims 1 to 6, characterized in that, The failure determination method further includes: For each functional failure phenomenon among at least one functional failure phenomenon of the vehicle, determine at least one abnormal logic corresponding to the functional failure phenomenon from multiple logics defined in the definition document of the vehicle, and perform reverse injection on the at least one abnormal logic corresponding to the functional failure phenomenon to generate a failure model corresponding to the functional failure phenomenon.

8. The fault determination method according to any one of claims 1 to 6, characterized in that, The failure determination method further includes at least one of the following: Display the target failure result corresponding to the current functional failure phenomenon in a preset display manner in the configuration interface; In response to an operation of configuring a functional failure phenomenon in the configuration interface, obtain the configured current functional failure phenomenon; In response to an operation of configuring an attribute in the configuration interface, obtain the basic attributes of the target vehicle; In response to an operation of configuring a channel in the configuration interface, obtain a target channel; wherein, the target channel includes a channel for obtaining the operation information of the target vehicle.

9. A fault determination system, characterized in that, Includes a failure determination device, wherein: The failure determination device is configured to determine a target control unit from at least one control unit of the target vehicle based on the current functional failure phenomenon of the target vehicle; determine a target failure model corresponding to the current functional failure phenomenon, the target vehicle includes at least one functional failure phenomenon, and each functional failure phenomenon corresponds to a failure model respectively, the failure model is generated by reverse injecting at least one abnormal logic, and the at least one abnormal logic is determined from multiple logics defined in the definition document of the target vehicle based on the corresponding functional failure phenomenon, and the multiple logics include at least one of the following: at least one implementation logic of multiple functions of the target vehicle, the diagnostic logic of each control unit of the target vehicle; use the target failure model and based on the operation information of the target control unit, determine the target failure result corresponding to the current functional failure phenomenon.

10. The fault determination system according to claim 9, characterized in that, The failure determination system further includes a collection device and a polling device, wherein: The polling device is communicatively connected to the target vehicle and the collection device respectively, and is configured to obtain the operation information of the target control unit; transfer the operation information of the target control unit to the collection device; The collection device is communicatively connected to the polling device and the failure determination device respectively, and is configured to transfer the operation information of the target control unit to the failure determination device.

11. The fault determination system according to claim 10, wherein The collection device includes a transceiver, a main control unit, a terminal resistor, a clock unit, an interface unit and a power supply module, wherein: The interface unit is connected to the main control unit and the power supply module respectively, and is configured to establish a communication connection between the collection device and the failure determination device; The clock unit is connected to the main control unit and the transceiver respectively, and is configured to provide a reference clock for the collection device; The power supply module is used to supply power to the master control unit according to a target acquisition scenario, and the target acquisition scenario is determined based on the network segment to which the target control unit belongs; The terminal resistor is adapted to the bus communication rate of the target vehicle and is coupled between the transceiver and the polling device; The master control unit is used to configure the resistance value of the terminal resistor based on a target channel; transmit the acquisition instruction sent by the fault determination device to the polling device through the transceiver; and transmit the operation information of the target control unit received by the transceiver to the fault determination device through the interface unit.

12. A fault determination device, characterized in that, Comprising: A first determination module, configured to determine a target control unit from at least one control unit of the target vehicle based on the current functional fault phenomenon of the target vehicle; A second determination module, configured to determine a target fault model corresponding to the current functional fault phenomenon, where the target vehicle includes at least one functional fault phenomenon, and each functional fault phenomenon corresponds to a fault model respectively. The fault model is generated by reverse-injecting at least one abnormal logic, and the at least one abnormal logic is determined from a plurality of logics defined in the definition document of the target vehicle based on the corresponding functional fault phenomenon. The plurality of logics includes at least one of the following: at least one implementation logic of multiple functions of the target vehicle, the diagnostic logic of each control unit of the target vehicle; A third determination module, configured to use the target fault model to determine a target fault result corresponding to the current functional fault phenomenon based on the operation information of the target control unit.

13. An electronic device, characterized in that, Comprising a processor and a memory, the memory stores a computer program that can run on the processor, and when the processor executes the computer program, the method according to any one of claims 1 to 8 is implemented.

14. A computer-readable storage medium, characterized in that, Stored thereon is a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 8 is implemented.

15. A computer program product, comprising a computer program or instructions, characterized in that, When the computer program or instruction is executed by a processor, the method according to any one of claims 1 to 8 is implemented.

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