A vehicle control method and system

Abstract

The application discloses a kind of vehicle control method and system.Vehicle includes main controller and auxiliary controller, main controller is connected with auxiliary controller, this method is executed by main controller;The method comprises: periodically or real-time acquisition and the first state information of the detection device connected with main controller;Periodically send first communication information to auxiliary controller;First communication information includes communication bus baud rate, calibration parameter, activation instruction and the second state information of main controller;Second communication information sent by auxiliary controller is obtained;Second communication information includes the third state information of detection device obtained by auxiliary controller and the fourth state information of auxiliary controller;When determining acquisition fault according to first state information and third state information, stop driving motor operation of vehicle, and send fault prompt information;When communication failure with auxiliary controller, send fault prompt information, and control the speed of vehicle reduces to zero.The technical scheme of the application improves the safety of vehicle operation.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a vehicle control method and system. Background Technology

[0002] With the rapid development of vehicle technology and battery energy storage technology, the driving safety of electric vehicles is receiving increasing attention.

[0003] The vehicle includes a controller. When the driver depresses the accelerator, the controller captures this information and issues a speed command based on the depth of the accelerator's depress, keeping the vehicle running. If the driver releases the accelerator, the vehicle should decelerate and stop. However, if the controller detects a channel fault in the analog feedback signal from the accelerator, it may mistakenly interpret the accelerator as continuously depressed, preventing the vehicle from stopping and posing a significant safety hazard, thus compromising the vehicle's operational safety. Summary of the Invention

[0004] This invention provides a vehicle control method and system to solve the problem of poor vehicle operation safety.

[0005] According to one aspect of the present invention, a vehicle control method is provided, wherein the vehicle includes a main controller and an auxiliary controller, the main controller being connected to the auxiliary controller, and the vehicle control method being executed by the main controller;

[0006] The vehicle control method includes:

[0007] The first status information of the detection device connected to the main controller is acquired periodically or in real time.

[0008] The main controller periodically sends first communication information to the auxiliary controller via a serial port; wherein, the first communication information includes the communication bus baud rate, calibration parameters, activation command, and the second status information of the main controller;

[0009] The auxiliary controller receives second communication information; wherein the second communication information includes third status information of the detection device and fourth status information of the auxiliary controller.

[0010] When a fault is determined based on the first state information and the third state information, the motor driving the vehicle is stopped, and a fault warning message is issued.

[0011] When a communication failure occurs with the auxiliary controller, a fault warning message is issued, and the vehicle's speed is reduced to zero.

[0012] Optionally, the vehicle control method further includes:

[0013] When the main controller performs a firmware upgrade and the auxiliary controller issues a fault warning, a power-on prompt is issued.

[0014] Optionally, the first state information includes a first sub-information and a second sub-information; the third state information includes a third sub-information and a fourth sub-information.

[0015] When a fault is determined based on the first state information and the third state information, the motor driving the vehicle is stopped, and a fault warning message is issued, including:

[0016] When the first sub-information obtained for a first preset number of consecutive times differs from the third sub-information, the motor driving the vehicle is stopped and a fault warning message is issued; wherein, the first sub-information and the third sub-information are used to indicate whether the detection device is turned on;

[0017] When the difference between the second sub-information and the fourth sub-information obtained in a second preset number of consecutive iterations exceeds a preset difference threshold, the motor driving the vehicle is stopped and a fault warning message is issued; wherein, the second sub-information and the fourth sub-information are used to characterize the degree of activation of the detection device.

[0018] Optionally, the step of periodically sending the first communication information to the auxiliary controller via the serial port includes:

[0019] After a first preset duration following the start of the power-on self-test phase, the first communication information is periodically sent to the auxiliary controller via a serial port; wherein, the first preset duration is longer than the power-on self-test duration of the main controller and the power-on self-test duration of the auxiliary controller;

[0020] When a communication failure occurs with the auxiliary controller, issuing a fault warning message and controlling the vehicle's speed to decrease to zero includes:

[0021] If, after each transmission of the first communication information, the second communication information sent by the auxiliary controller is not received after a second preset time period, a communication failure with the auxiliary controller is determined, a fault warning message is issued, and the vehicle speed is reduced to zero.

[0022] Alternatively, the port status of the heartbeat port connecting the auxiliary controller and the main controller can be periodically acquired. If the port status remains unchanged for the third consecutive preset number of acquisitions, a fault warning message will be issued, and the speed of the vehicle will be reduced to zero.

[0023] Optionally, the vehicle control method further includes:

[0024] When the first target speed received from the vehicle's electronic control unit is different from the second target speed sent by the auxiliary controller, and the motor speeds corresponding to the first and second target speeds are in the same direction, if the absolute value of the first target speed is greater than the absolute value of the second target speed, then the motor is controlled to operate according to the second target speed.

[0025] If the absolute value of the first target speed is less than the absolute value of the second target speed, then the motor is controlled to operate according to the first target speed;

[0026] When the first target speed received from the vehicle's electronic control unit differs from the second target speed sent by the auxiliary controller, and the motor speed directions corresponding to the first and second target speeds are different, a fault warning message is issued, and the vehicle is controlled to stop running.

[0027] Optionally, the vehicle control method further includes:

[0028] When a fault message or a limiting command is received from any of the vehicle's electronic control unit, battery management system, or auxiliary controller, the vehicle is controlled to stop operating.

[0029] According to another aspect of the present invention, a vehicle control method is provided, wherein the vehicle includes a main controller and an auxiliary controller, the main controller being connected to the auxiliary controller, and the vehicle control method being executed by the auxiliary controller;

[0030] The vehicle control method includes:

[0031] The third state information of the detection device is acquired periodically or in real time;

[0032] After the vehicle is powered on, if it does not receive the first communication information sent by the main controller, it is in a silent state; wherein, the first communication information includes the communication bus baud rate, calibration parameters, activation command and the second status information of the main controller;

[0033] After receiving the first communication information each time, a second communication information is sent to the main controller; wherein, the second communication information includes the third status information of the detection device acquired by the auxiliary controller and the fourth status information of the auxiliary controller;

[0034] When a communication failure occurs with the main controller, a main controller fault message is sent through the communication bus, and the vehicle is stopped; wherein, the main controller fault message includes the fault time, fault type and fault level of the main controller.

[0035] Optionally, sending second communication information to the main controller after each receipt of the first communication information includes:

[0036] After receiving the first communication information sent by the main controller, the third status information is calibrated according to the calibration parameters, and the calibrated third status information and the fourth status information are sent to the main controller.

[0037] Optionally, in the event of a communication failure with the main controller, a main controller fault message is sent via the communication bus, and the vehicle is controlled to stop, including:

[0038] If the first communication information sent by the main controller is not received after a second preset time period after each transmission of the second communication information, the main controller is determined to be faulty. A main controller fault message is sent through the communication bus, and the vehicle is stopped.

[0039] Alternatively, the port status of the heartbeat port connecting the main controller and the auxiliary controller can be periodically acquired. If the port status remains unchanged for the third consecutive preset number of acquisitions, the main controller is determined to be faulty, a main controller fault message is sent, and the vehicle is controlled to stop.

[0040] According to another aspect of the present invention, a vehicle control system is provided, comprising: a main controller and an auxiliary controller, wherein the main controller is connected to the auxiliary controller;

[0041] The main controller is used to periodically or in real-time acquire first status information of the detection device connected to it; periodically send first communication information to the auxiliary controller via a serial port; acquire second communication information sent by the auxiliary controller; when a fault is determined based on the first and third status information, stop driving the vehicle's motor and issue a fault warning message; when a communication fault occurs with the auxiliary controller, issue a fault warning message and control the vehicle's speed to decrease to zero; wherein, the first communication information includes the communication bus baud rate, calibration parameters, activation command, and the second status information of the main controller; the second communication information includes the third status information of the detection device acquired by the auxiliary controller and the fourth status information of the auxiliary controller;

[0042] The auxiliary controller is used to periodically or in real time acquire the third status information of the detection device; when the vehicle is powered on and no first communication information is received from the main controller, it is in a silent state; after each receipt of the first communication information, it sends a second communication information to the main controller; when there is a communication failure with the main controller, it sends a main controller fault message through the communication bus and controls the vehicle to stop; wherein, the main controller fault message includes the fault time, fault type and fault level of the main controller.

[0043] The technical solution of this invention involves setting up a main controller and an auxiliary controller in the vehicle. The main controller periodically or in real-time acquires first status information of the detection devices connected to it, periodically sends first communication information to the auxiliary controller via a serial port, and acquires second communication information sent by the auxiliary controller. The second communication information includes third status information of the detection devices acquired by the auxiliary controller. The main controller compares the first status information acquired by the main controller with the third status information sent by the auxiliary controller. If the difference between the first and third status information is significant, the main controller determines a fault, stops the motor driving the vehicle, and controls the electromagnetic brake to bring the vehicle to a stop. Furthermore, a fault warning message is issued to facilitate timely vehicle maintenance. This avoids the problem of the main controller controlling the motor based on incorrect first status information, resulting in a significant difference between the vehicle speed and the driver's desired speed, and also avoids the problem of the main controller continuing to accelerate the motor after the driver releases the accelerator, causing significant safety hazards, thereby improving vehicle operating safety. Furthermore, when a communication fault occurs between the main controller and the auxiliary controller, the main controller issues a fault warning message and controls the motor to decelerate until the vehicle speed reaches zero, bringing the vehicle to a stop. This allows the vehicle to stop when the main controller is unable to compare the first and third state information in the event of a communication failure between the main and auxiliary controllers. This further enhances the safety of vehicle operation.

[0044] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0045] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0046] Figure 1 This is a flowchart of a vehicle control method provided in an embodiment of the present invention;

[0047] Figure 2 This is a flowchart of another vehicle control method provided in an embodiment of the present invention;

[0048] Figure 3 This is a flowchart of another vehicle control method provided in an embodiment of the present invention;

[0049] Figure 4This is a flowchart of another vehicle control method provided in an embodiment of the present invention;

[0050] Figure 5 This is a schematic diagram of the circuit structure of a vehicle control system provided in an embodiment of the present invention. Detailed Implementation

[0051] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0052] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0053] This invention provides a vehicle control method. The vehicle includes a main controller and an auxiliary controller, which are connected. The vehicle control method is executed by the main controller.

[0054] Figure 1 This is a flowchart of a vehicle control method provided in an embodiment of the present invention, see reference. Figure 1 Vehicle control methods include:

[0055] S101. Periodically or in real time acquire the first status information of the detection device connected to the main controller.

[0056] The main controller controls the operation of the motor. The vehicle's battery is connected to the power conversion circuit via a main contactor, and the power conversion circuit is connected to the motor to provide voltage. The main controller controls the power conversion circuit and the main contactor, thereby controlling the motor's operation. The main controller is also connected to the vehicle's battery management system, as well as to the Electronic Control Unit (ECU) or Vehicle Control Unit (VCU). Furthermore, the main controller is connected to the vehicle's detection devices, which acquire or reflect the vehicle's status; these devices may include accelerometers and brake pedals. The main controller is connected to an auxiliary controller, which in turn is connected to the vehicle's detection devices.

[0057] Specifically, when the main controller is working, it can periodically or in real time acquire the first state information of the detection device. The first state information includes whether the detection device is turned on and the degree to which the detection device is turned on, and may also include parameter information detected by the detection device. For example, if the detection device is an accelerometer, the first state information may include whether the accelerometer is pressed down, i.e., whether it is turned on, and may also include the depth to which the accelerometer is pressed down, i.e., the degree to which the accelerometer is turned on.

[0058] S102. Periodically send first communication information to the auxiliary controller via serial port; wherein, the first communication information includes communication bus baud rate, calibration parameters, activation command and second status information of the main controller.

[0059] The main controller is connected to the auxiliary controller via a serial port.

[0060] Specifically, when the main controller is operating, it can acquire the communication bus baud rate transmitted from the vehicle controller, etc. Since the auxiliary controller may not be connected to the vehicle controller, the main controller sends the baud rate to the auxiliary controller. If the auxiliary controller does not receive the first communication information sent by the main controller, the auxiliary controller can remain silent, that is, it will not communicate with the main controller, nor will it receive or send information through the communication bus, so as to avoid affecting the bus communication.

[0061] For the same detection device, the connection method between the main controller and the detection device may differ from that between the auxiliary controller and the detection device. For example, the number or value of the resistors used in the connection may differ. By sending calibration parameters to the auxiliary controller, the auxiliary controller can calibrate the parameters of the detection device collected by the auxiliary controller according to the calibration parameters, and then send them to the main controller. This can avoid large errors between the parameters of the detection device obtained by the main controller from the auxiliary controller and the parameters of the detection device collected by the main controller itself, which would affect the control of the vehicle and thus improve the accuracy of vehicle control.

[0062] The main controller can send an activation command to the auxiliary controller, which will then begin normal operation upon receiving the command. Before receiving the activation command, the auxiliary controller can remain silent, meaning it will not communicate with the main controller to avoid interfering with its operation.

[0063] The second state information of the main controller is used to characterize whether the main controller is ready, that is, whether it is ready to communicate with the auxiliary controller. In this way, the auxiliary controller can determine whether to communicate with the main controller based on the second state information.

[0064] S103. Obtain the second communication information sent by the auxiliary controller; wherein the second communication information includes the third status information of the detection device and the fourth status information of the auxiliary controller obtained by the auxiliary controller.

[0065] After the auxiliary controller is powered on, it periodically or in real-time acquires the third state information of the detection device. The third state information includes whether the detection device is turned on and the degree to which it is turned on, and may also include parameter information detected by the detection device. For example, if the detection device is an accelerometer, the third state information may include whether the accelerometer is pressed down, i.e., whether it is turned on, and may also include the depth to which the accelerometer is pressed down, i.e., the degree to which the accelerometer is turned on.

[0066] Specifically, after the main controller sends the first communication information to the auxiliary controller, and the auxiliary controller determines that the main controller is ready based on the second status information in the first communication information, the auxiliary controller sends the second communication information to the main controller. The main controller, upon receiving the second communication information, can obtain the third status information of the detection device acquired by the auxiliary controller. This allows the main controller to compare the first status information of the detection device acquired by the main controller with the third status information sent by the auxiliary controller, determining whether the first status information acquired by the main controller is correct. This verification of the acquired information allows for better control of the motor based on the first status information, thereby improving the accuracy of motor control.

[0067] The fourth state information is used to characterize whether the auxiliary controller is ready, that is, whether it is ready to communicate with the main controller. In this way, the main controller can determine whether to continue communicating with the auxiliary controller based on the fourth state information.

[0068] S104. When a fault is determined based on the first state information and the third state information, the motor driving the vehicle is stopped and a fault prompt message is issued.

[0069] Specifically, the main controller compares the first state information collected by the detection device with the third state information sent by the auxiliary controller. If the difference between the first and third state information is significant, the main controller determines a fault and stops the vehicle's motor. This involves disconnecting the main contactor between the battery and the power conversion circuit, ceasing the output of pulse width modulation signals to the power conversion circuit, causing the motor to stop, and controlling the electromagnetic brake to apply pressure, bringing the vehicle to a stop. Furthermore, a fault warning message is issued to facilitate timely vehicle maintenance. This avoids the problem of the main controller controlling the motor based on incorrect first state information, resulting in a significant difference between the vehicle's speed and the driver's desired speed, and also prevents the main controller from continuing to accelerate the motor after the driver releases the accelerator, which could cause significant safety hazards, thus improving vehicle operating safety.

[0070] S105. When communication with the auxiliary controller fails, issue a fault warning message and control the vehicle speed to reduce to zero.

[0071] Specifically, when a communication failure occurs between the main controller and the auxiliary controller—that is, when they cannot communicate or the communication is incorrect—a fault message is issued, and the motor is controlled to decelerate until the vehicle's speed reaches zero, at which point the vehicle stops. This ensures that when a communication failure occurs between the main controller and the auxiliary controller, and the main controller cannot compare the first and third state information, it can still control the vehicle to stop. This avoids the problem of the main controller controlling the motor to operate based on incorrect first state information when it cannot compare the first and third state information, resulting in a significant difference between the vehicle's speed and the driver's desired speed. It also prevents the main controller from continuing to accelerate the motor after the driver releases the accelerator, which could cause significant safety hazards, thus improving vehicle operating safety.

[0072] It should be noted that this embodiment does not limit the execution order of step S105. Step S105 can be executed as long as the main controller determines that there is a communication failure with the auxiliary controller. Figure 1 The diagram shows the case where step S105 is executed after step S104, but it is not limited to this case.

[0073] The technical solution of this embodiment involves setting up a main controller and an auxiliary controller in the vehicle. The main controller periodically or in real-time acquires the first status information of the detection devices connected to it, periodically sends first communication information to the auxiliary controller via a serial port, and acquires second communication information sent by the auxiliary controller. The second communication information includes the third status information of the detection devices acquired by the auxiliary controller. The main controller compares the first status information acquired by the main controller with the third status information sent by the auxiliary controller. If the difference between the first and third status information is significant, the main controller determines a fault, stops the motor driving the vehicle, and controls the electromagnetic brake to bring the vehicle to a stop. Furthermore, a fault warning message is issued to facilitate timely vehicle maintenance. This avoids the problem of the main controller controlling the motor based on incorrect first status information, resulting in a significant difference between the vehicle speed and the driver's desired speed, and also avoids the problem of the main controller continuing to accelerate the motor after the driver releases the accelerator, causing significant safety hazards, thereby improving vehicle operating safety. Furthermore, when a communication failure occurs between the main controller and the auxiliary controller, the main controller issues a fault warning message and controls the motor to decelerate until the vehicle speed reaches zero, bringing the vehicle to a stop. This allows the vehicle to stop when the main controller is unable to compare the first and third state information in the event of a communication failure between the main and auxiliary controllers. This further enhances the safety of vehicle operation.

[0074] Based on the above technical solutions, Figure 2 This is a flowchart of another vehicle control method provided in an embodiment of the present invention. Optionally, refer to... Figure 2 Vehicle control methods include:

[0075] S201. Periodically or in real time acquire the first status information of the detection device connected to the main controller.

[0076] S202. Periodically send first communication information to the auxiliary controller via serial port; wherein, the first communication information includes communication bus baud rate, calibration parameters, activation command and second status information of the main controller.

[0077] S203. Obtain the second communication information sent by the auxiliary controller; wherein the second communication information includes the third status information of the detection device and the fourth status information of the auxiliary controller obtained by the auxiliary controller.

[0078] S204. When a fault is determined based on the first state information and the third state information, the motor driving the vehicle is stopped and a fault warning message is issued.

[0079] S205. When communication with the auxiliary controller fails, a fault warning message is issued, and the vehicle speed is reduced to zero.

[0080] S206. When the main controller is performing a firmware upgrade and the auxiliary controller issues a fault message, a power-on prompt message will be issued.

[0081] Specifically, when the main controller is undergoing a firmware upgrade, it cannot continue communicating with the auxiliary controller. The auxiliary controller will determine that the main controller is faulty, issue a false fault warning, and disconnect the main contactor between the battery and the power conversion circuit, causing the motor to stop. It will also activate the electromagnetic brake to bring the vehicle to a stop. The main controller then issues a power-on prompt, restoring power to the vehicle. After power-on, the main controller can continue its firmware upgrade without sending initial communication messages to the auxiliary controller. The auxiliary controller remains silent and will not issue false fault warnings again. This allows the driver to clearly understand the reason for the vehicle stopping and the appropriate action when the vehicle is parked, improving the user experience.

[0082] Optionally, when the main controller is upgrading its firmware and the auxiliary controller issues a fault warning, the main controller can also issue a warning message indicating that the auxiliary controller has malfunctioned, so that the driver can understand the reason why the vehicle stopped.

[0083] Based on the above technical solutions, optionally, the first state information includes first sub-information and second sub-information; the third state information includes third sub-information and fourth sub-information.

[0084] Optionally, when a fault is determined based on the first state information and the third state information, the motor driving the vehicle is stopped, and a fault warning message is issued, including:

[0085] Step a1: When the first sub-information and the third sub-information obtained in the first preset number of consecutive steps are different, stop the motor driving the vehicle and issue a fault prompt message; wherein, the first sub-information and the third sub-information are used to characterize whether the detection device is turned on.

[0086] In this context, the first and third sub-information are both digital quantities, such as 1 indicating the detection device is on and 0 indicating it is not on; or 1 indicating the detection device is not on and 0 indicating it is on. The first preset count is greater than or equal to 2. For example, if the detection device is an accelerometer, when both the first and third sub-information received by the main controller indicate that the accelerometer is pressed, the main controller controls the motor to run. When both the first and third sub-information received by the main controller indicate that the accelerometer is not pressed, the main controller controls the motor to not run.

[0087] Specifically, if the first sub-information obtained after a first preset number of consecutive iterations differs from the third sub-information, it indicates a fault in the main controller and / or auxiliary controller. In this case, the motor driving the vehicle is stopped, and a fault warning message is issued to prevent the main controller from controlling the motor based on erroneous first sub-information. By setting a first preset number of iterations, judgment errors can be reduced, and misjudgments can be avoided.

[0088] Step a2: When the difference between the second sub-information and the fourth sub-information obtained in the second preset number of consecutive steps is greater than the preset difference threshold, stop the motor driving the vehicle and issue a fault prompt message; wherein, the second sub-information and the fourth sub-information are used to characterize the degree of activation of the detection device.

[0089] Among them, the second and fourth sub-information are analog quantities, such as voltage values. The second and fourth sub-information are used to characterize the degree of activation of the detection device. For example, if the detection device is an accelerometer, the second and fourth sub-information represent the depth to which the accelerometer is depressed. The main controller can control the motor speed based on the second sub-information.

[0090] Specifically, the acquisition channels of the main controller and the auxiliary controller are independent, making it impossible to guarantee that the analog quantities acquired by the two acquisition channels are completely identical. Furthermore, there may be a time difference between the second sub-information acquired by the main controller from the detection device and the fourth sub-information received from the detection device by the auxiliary controller. By setting a preset difference threshold, errors in the second and fourth sub-information caused by the acquisition channel or acquisition time can be avoided, preventing misjudgments. If the difference between the second and fourth sub-information acquired for a second consecutive preset number of times exceeds the preset difference threshold, it indicates a significant difference between the second and fourth sub-information, suggesting a fault in the main controller and / or the auxiliary controller. In this case, the motor driving the vehicle will stop operating, and a fault warning message will be issued to prevent the main controller from controlling the motor based on erroneous second sub-information.

[0091] When the values ​​of the second and fourth sub-information are large, the preset difference threshold can be set to a larger value; when the values ​​of the second and fourth sub-information are small, the preset difference threshold can be set to a smaller value.

[0092] Based on the above technical solutions, Figure 3 This is a flowchart of another vehicle control method provided in an embodiment of the present invention. Optionally, refer to... Figure 3 Vehicle control methods include:

[0093] S301. After a first preset time following the start of the power-on self-test phase, the first communication information is periodically sent to the auxiliary controller via the serial port; wherein the first preset time is longer than the power-on self-test time of the main controller and the power-on self-test time of the auxiliary controller.

[0094] When the vehicle is first powered on, the main controller and auxiliary controller perform a power-on self-test.

[0095] Specifically, by sending the first communication information to the auxiliary controller only after a first preset time following the start of the power-on self-test phase, the situation where the main controller mistakenly determines a communication failure with the auxiliary controller can be avoided if the auxiliary controller is not ready and cannot provide the second communication information. Furthermore, the first preset time is longer than the power-on self-test durations of both the main and auxiliary controllers, ensuring that communication begins only after both controllers are ready, guaranteeing their synchronization and improving control accuracy.

[0096] S302. Periodically send first communication information to the auxiliary controller via serial port; wherein, the first communication information includes communication bus baud rate, calibration parameters, activation command and second status information of the main controller.

[0097] S303. Obtain the second communication information sent by the auxiliary controller; wherein the second communication information includes the third status information of the detection device and the fourth status information of the auxiliary controller obtained by the auxiliary controller.

[0098] S304. When a fault is determined based on the first state information and the third state information, the motor driving the vehicle is stopped and a fault warning message is issued.

[0099] S305. After each transmission of the first communication information, if the second communication information sent by the auxiliary controller is not received after a second preset time period, a communication failure with the auxiliary controller is determined, a fault prompt message is issued, and the vehicle speed is reduced to zero.

[0100] Alternatively, the port status of the heartbeat port connecting the auxiliary controller and the main controller can be periodically acquired. If the port status remains unchanged after the third preset number of acquisitions, a fault warning message will be issued, and the vehicle speed will be reduced to zero.

[0101] Specifically, after each transmission of the first communication information, if the second communication information sent by the auxiliary controller is not received after a second preset time period, it is determined that the communication is lost or the communication timeout has occurred, and a communication failure with the auxiliary controller is determined. Then, a fault prompt message is issued, and the vehicle speed is reduced to zero.

[0102] The main controller is also connected to the auxiliary controller's heartbeat port via its own heartbeat port. The main controller controls the voltage of its heartbeat port to periodically toggle, and the auxiliary controller controls the voltage of its heartbeat port to periodically toggle. In other words, the heartbeat port voltage is a high-low level switching output. The port state includes both high and low levels. The third preset number of times is an integer greater than 1.

[0103] The main controller can monitor the port status of the auxiliary controller's heartbeat port. If the port status remains unchanged for the third consecutive preset number of times, it is determined that the port level has not flipped. In this case, a fault prompt message is issued, and the vehicle speed is reduced to zero.

[0104] For example, during the power-on self-test of the main controller, the main controller obtains the port status of the auxiliary controller's heartbeat port as the first port status of the auxiliary controller's heartbeat port. When the main controller is working normally, the main controller continues to obtain the port status of the auxiliary controller's heartbeat port. If the port status obtained for the third consecutive preset number of times remains unchanged, it is determined that the port level has not flipped, and a fault prompt message is issued, and the vehicle speed is reduced to zero.

[0105] Optionally, the step of the main controller controlling the port level toggling of the heartbeat port is the lowest priority step among all the steps executed by the main controller, which can avoid the main controller controlling the port level toggling of the heartbeat port from affecting the control of the motor.

[0106] Optionally, the step of the auxiliary controller controlling the port level flipping of the heartbeat port is the lowest priority step among all the steps executed by the auxiliary controller, which can avoid the auxiliary controller controlling the port level flipping of the heartbeat port from affecting the parameter acquisition of the detection device and communication with the main controller.

[0107] S306. When the main controller is performing a firmware upgrade and the auxiliary controller issues a fault message, a power-on prompt message will be issued.

[0108] Based on the above technical solutions, the vehicle control method may optionally include:

[0109] Step b1: When the first target speed received from the vehicle's electronic control unit is different from the second target speed sent by the auxiliary controller, and the motor speeds corresponding to the first and second target speeds are in the same direction, if the absolute value of the first target speed is greater than the absolute value of the second target speed, then the motor is controlled to run according to the second target speed.

[0110] Step b2: If the absolute value of the first target speed is less than the absolute value of the second target speed, then control the motor to run according to the first target speed.

[0111] Specifically, in some implementations, the vehicle's electronic control unit (ECU) can also be connected to an auxiliary controller. The ECU sends speed commands to both the main and auxiliary controllers. The main controller receives a first target speed, and the auxiliary controller receives a second target speed, which it then sends back to the main controller. The main controller compares the received first and second target speeds. If the first and second target speeds are in the same direction, the motor is controlled to operate based on the target speed with the smaller absolute value. This allows for the use of a speed command with less impact on the powertrain when there are errors in the speed commands received by the main and auxiliary controllers, thus improving the accuracy of vehicle control.

[0112] Step b3: When the first target speed received from the vehicle's electronic control unit is different from the second target speed sent by the auxiliary controller, and the motor speed directions corresponding to the first target speed and the second target speed are different, a fault warning message is issued and the vehicle is stopped.

[0113] Specifically, the main controller compares the received first target speed and second target speed. If the directions of the first target speed and the second target speed are different, it cannot determine which target speed to use to control the motor. In this case, a fault warning message is issued and the vehicle is stopped. This can avoid the problem of using a target speed with a large error to control the motor, which could lead to a significant safety hazard.

[0114] Based on the above technical solutions, the vehicle control method may optionally include:

[0115] When a fault message or a limiting command is received from any of the vehicle's electronic control unit, battery management system, or auxiliary controller, the vehicle is controlled to stop operating.

[0116] Specifically, when a vehicle malfunctions, the electronic control unit or battery management system may send fault information or operation-limiting commands to the main controller or the auxiliary controller. The auxiliary controller can then forward the fault information or operation-limiting commands to the main controller or directly stop the vehicle. Regardless of where the main controller receives the fault information or operation-limiting commands, it will stop the vehicle. Thus, the vehicle can be stopped when either the main controller or the auxiliary controller receives a fault information or operation-limiting command, thereby improving vehicle safety.

[0117] This invention also provides a vehicle control method, which is executed by an auxiliary controller. Figure 4 This is a flowchart of another vehicle control method provided in an embodiment of the present invention, see reference. Figure 4 Vehicle control methods include:

[0118] S401. Periodically or in real time acquire the third state information of the detection device.

[0119] Specifically, after the auxiliary controller is powered on, it periodically or in real time acquires the third state information of the detection device. The third state information includes whether the detection device is turned on and the degree to which it is turned on, and may also include parameter information detected by the detection device. For example, if the detection device is an accelerometer, the third state information may include whether the accelerometer is depressed, i.e., whether it is turned on, and may also include the depth to which the accelerometer is depressed, i.e., the degree to which the accelerometer is turned on.

[0120] S402. When the vehicle is powered on and no first communication information is received from the main controller, it is in a silent state; wherein, the first communication information includes the communication bus baud rate, calibration parameters, activation command and the second status information of the main controller.

[0121] Specifically, when the auxiliary controller does not receive the first communication information from the main controller, it remains in a silent state. The auxiliary controller will not communicate with the main controller, but it can still perform fault diagnosis and handling; that is, it will not control the vehicle to stop. This avoids the auxiliary controller communicating with the main controller when the main controller is not ready, and prevents the auxiliary controller from mistakenly judging a communication failure with the main controller when the main controller is not ready and unable to communicate. This prevents the auxiliary controller from erroneously controlling the vehicle to stop, thus improving the reliability and accuracy of vehicle control.

[0122] S403. After receiving the first communication information each time, send the second communication information to the main controller; wherein, the second communication information includes the third status information of the detection device acquired by the auxiliary controller and the fourth status information of the auxiliary controller.

[0123] Specifically, after the main controller sends the first communication information to the auxiliary controller, and the auxiliary controller determines that the main controller is ready based on the second status information in the first communication information, the auxiliary controller sends the second communication information to the main controller. The main controller, upon receiving the second communication information, can obtain the third status information of the detection device acquired by the auxiliary controller. This allows the main controller to compare the first status information of the detection device acquired by the main controller with the third status information sent by the auxiliary controller, determining whether the first status information acquired by the main controller is correct. This verification of the acquired information allows for better control of the motor based on the first status information, thereby improving the accuracy of motor control.

[0124] The fourth state information is used to characterize whether the auxiliary controller is ready, that is, whether it is ready to communicate with the main controller. In this way, the main controller can determine whether to continue communicating with the auxiliary controller based on the fourth state information.

[0125] The second communication information may further include the status of the port connecting the auxiliary controller and the main contactor, so that the main controller can obtain the control status of the auxiliary controller on the main contactor. The second communication information may also include the status of the port connecting the auxiliary controller and the electromagnetic brake, so that the main controller can obtain the control status of the auxiliary controller on the electromagnetic brake.

[0126] S404. When communication with the main controller fails, a main controller fault message is sent through the communication bus, and the vehicle is stopped. The main controller fault message includes the fault time, fault type, and fault level of the main controller.

[0127] Specifically, when a communication failure occurs between the auxiliary controller and the main controller—that is, when communication between the two controllers is impossible or incorrect—the auxiliary controller sends a fault message to the main controller via the communication bus and stops the vehicle. Furthermore, the auxiliary controller can determine the fault time and type of the main controller, which may include communication loss or timeout. Since there is a one-to-one correspondence between fault type and fault level, the auxiliary controller can determine the fault level based on the fault type. This allows the vehicle's electronic control unit and other components to determine the fault time, fault type, and fault level of the main controller based on the fault message.

[0128] In this way, when the auxiliary controller fails to communicate with the main controller and the main controller cannot compare the first and third state information, it can control the vehicle to stop. For example, it can control the main contactor between the battery and the power conversion circuit to disconnect, causing the motor to lose power, and it can also control the electromagnetic brake to apply braking force. This avoids the problem of the main controller controlling the motor to run according to the incorrect first state information when it cannot compare the first and third state information, resulting in a large difference between the vehicle speed and the driver's expected speed. It also avoids the problem of the main controller continuing to control the motor to accelerate after the driver releases the accelerator, causing significant safety hazards, thereby improving the safety of vehicle operation.

[0129] Based on the above technical solutions, optionally, after receiving the first communication information each time, a second communication information is sent to the main controller, including:

[0130] After receiving the first communication information sent by the main controller, the third status information is calibrated according to the calibration parameters, and the calibrated third and fourth status information are sent to the main controller.

[0131] Specifically, for the same detection device, the connection method between the main controller and the detection device may differ from that between the auxiliary controller and the detection device. For example, the number or value of resistors used in the connection may differ. By calibrating the third state information according to the calibration parameters in the first communication information, and then sending the calibrated third state information to the main controller, it is possible to avoid significant errors between the parameters of the detection device obtained by the main controller from the auxiliary controller and the parameters collected by the main controller itself, which could affect the control of the vehicle. In this way, the accuracy of vehicle control can be further improved, thereby enhancing the safety and reliability of the vehicle.

[0132] Based on the above technical solutions, optionally, in the event of a communication failure with the main controller, a main controller fault message is sent via the communication bus, and the vehicle is stopped, including:

[0133] If the first communication information sent by the main controller is not received after a second preset time period after each second communication information is sent, the main controller is determined to be faulty. A main controller fault message is sent through the communication bus, and the vehicle is stopped.

[0134] Alternatively, the port status of the heartbeat port connecting the main controller and the auxiliary controller can be periodically obtained. If the port status remains unchanged for the third consecutive preset number of times, the main controller is determined to be faulty, a main controller fault message is sent, and the vehicle is stopped.

[0135] Specifically, if the auxiliary controller does not receive the first communication information from the main controller after the second preset time period after each second communication information is sent, it determines that the communication has been lost or timed out, and determines that there is a communication failure with the main controller. Then, it sends a main controller fault message through the communication bus and controls the vehicle to stop.

[0136] The heartbeat port of the main controller is connected to the heartbeat port of the auxiliary controller. The main controller controls the voltage of its heartbeat port to periodically toggle, and the auxiliary controller controls the voltage of its heartbeat port to periodically toggle. In other words, the heartbeat port voltage is a high-low level switching output. The port state includes both high and low levels. The third preset number of times is an integer greater than 1.

[0137] The auxiliary controller monitors the port status of the main controller's heartbeat port. If the port status remains unchanged for the third consecutive preset number of acquisitions, it indicates that the port level has not flipped, thus confirming a main controller fault. The auxiliary controller then issues a fault message and stops the vehicle. This allows for timely detection of main controller faults, preventing the main controller from continuing to accelerate the motor after the driver releases the accelerator, which could pose a significant safety hazard and improve vehicle operating safety.

[0138] Based on the above technical solutions, the vehicle control method may optionally include:

[0139] When a fault message or a limiting command is received from any of the vehicle's electronic control unit, battery management system, or main controller, the vehicle is controlled to stop operating.

[0140] Specifically, when a vehicle malfunctions, the electronic control unit or battery management system may send fault information or operation-limiting commands to the main controller or the auxiliary controller. The auxiliary controller can then forward the fault information or operation-limiting commands to the main controller or directly stop the vehicle. Alternatively, the main controller can also send fault information or operation-limiting commands to the auxiliary controller, ensuring that the vehicle stops regardless of where the auxiliary controller receives the fault information or operation-limiting commands. In this way, the vehicle can be stopped when either the main controller or the auxiliary controller receives a fault information or operation-limiting command, thereby improving vehicle safety.

[0141] This invention also provides a vehicle control system. Figure 5 This is a schematic diagram of the circuit structure of a vehicle control system provided in an embodiment of the present invention, for reference. Figure 5 The vehicle control system includes a main controller 110 and an auxiliary controller 120, with the main controller 110 connected to the auxiliary controller 120.

[0142] The main controller 110 is used to periodically or in real-time acquire the first status information of the detection device 210 connected to the main controller 110; periodically send the first communication information to the auxiliary controller 120 via the serial port; acquire the second communication information sent by the auxiliary controller 120; when a fault is determined based on the first and third status information, stop the motor driving the vehicle and issue a fault prompt message; when a communication fault occurs with the auxiliary controller 120, issue a fault prompt message and control the vehicle speed to be reduced to zero; wherein, the first communication information includes the communication bus baud rate, calibration parameters, activation command and the second status information of the main controller; the second communication information includes the third status information of the detection device acquired by the auxiliary controller and the fourth status information of the auxiliary controller;

[0143] The auxiliary controller 120 is used to periodically or in real time acquire the third status information of the detection device 210; when the vehicle is powered on, it is in a silent state if it does not receive the first communication information sent by the main controller; after receiving the first communication information each time, it sends the second communication information to the main controller 110; when there is a communication failure with the main controller, it sends a main controller fault message through the communication bus and controls the vehicle to stop; wherein, the main controller fault message includes the fault time, fault type and fault level of the main controller 110.

[0144] The vehicle control system has the same beneficial effects as the vehicle control method provided in any embodiment of the present invention, and will not be described again here.

[0145] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0146] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A vehicle control method, characterized in that, The vehicle includes a main controller and an auxiliary controller, the main controller being connected to the auxiliary controller; The vehicle control method includes: The main controller periodically or in real time acquires the first status information of the detection device connected to the main controller; The main controller periodically sends first communication information to the auxiliary controller via a serial port; wherein, the first communication information includes the communication bus baud rate, calibration parameters, activation command, and the second status information of the main controller; The auxiliary controller receives second communication information; wherein the second communication information includes third status information of the detection device and fourth status information of the auxiliary controller. When a fault is determined based on the first state information and the third state information, the motor driving the vehicle is stopped, and a fault warning message is issued. When a communication failure occurs with the auxiliary controller, a fault warning message is issued, and the vehicle's speed is reduced to zero. The first state information includes a first sub-information and a second sub-information; the third state information includes a third sub-information and a fourth sub-information. When a fault is determined based on the first state information and the third state information, the motor driving the vehicle is stopped, and a fault warning message is issued, including: When the first sub-information obtained for a first preset number of consecutive times differs from the third sub-information, the motor driving the vehicle is stopped and a fault warning message is issued; wherein, the first sub-information and the third sub-information are used to indicate whether the detection device is turned on; When the difference between the second sub-information and the fourth sub-information obtained in a second preset number of consecutive iterations exceeds a preset difference threshold, the motor driving the vehicle is stopped and a fault warning message is issued; wherein, the second sub-information and the fourth sub-information are used to characterize the degree of activation of the detection device.

2. The method according to claim 1, characterized in that, The method further includes: When the main controller performs a firmware upgrade and the auxiliary controller issues a fault warning, a power-on prompt is issued.

3. The method according to claim 1, characterized in that, The step of periodically sending the first communication information to the auxiliary controller via the serial port includes: After a first preset duration following the start of the power-on self-test phase, the first communication information is periodically sent to the auxiliary controller via a serial port; wherein, the first preset duration is longer than the power-on self-test duration of the main controller and the power-on self-test duration of the auxiliary controller; When a communication failure occurs with the auxiliary controller, issuing a fault warning message and controlling the vehicle's speed to decrease to zero includes: If, after each transmission of the first communication information, the second communication information sent by the auxiliary controller is not received after a second preset time period, a communication failure with the auxiliary controller is determined, a fault warning message is issued, and the vehicle speed is reduced to zero. Alternatively, the port status of the heartbeat port connecting the auxiliary controller and the main controller can be periodically acquired. If the port status remains unchanged for the third consecutive preset number of acquisitions, a fault warning message will be issued, and the speed of the vehicle will be reduced to zero.

4. The method according to any one of claims 1-3, characterized in that, The method further includes: When the first target speed received from the vehicle's electronic control unit is different from the second target speed sent by the auxiliary controller, and the motor speeds corresponding to the first and second target speeds are in the same direction, if the absolute value of the first target speed is greater than the absolute value of the second target speed, then the motor is controlled to operate according to the second target speed. If the absolute value of the first target speed is less than the absolute value of the second target speed, then the motor is controlled to operate according to the first target speed; When the first target speed received from the vehicle's electronic control unit differs from the second target speed sent by the auxiliary controller, and the motor speed directions corresponding to the first and second target speeds are different, a fault warning message is issued, and the vehicle is controlled to stop running.

5. The method according to any one of claims 1-3, characterized in that, The method further includes: When a fault message or a limiting command is received from any of the vehicle's electronic control unit, battery management system, or auxiliary controller, the vehicle is controlled to stop operating.

6. The method according to claim 1, characterized in that, The vehicle includes a main controller and an auxiliary controller, the main controller being connected to the auxiliary controller; The vehicle control method further includes: The auxiliary controller periodically or in real time acquires the third state information of the detection device; After the vehicle is powered on, if it does not receive the first communication information sent by the main controller, it is in a silent state; wherein, the first communication information includes the communication bus baud rate, calibration parameters, activation command and the second status information of the main controller; After receiving the first communication information each time, a second communication information is sent to the main controller; wherein, the second communication information includes the third status information of the detection device acquired by the auxiliary controller and the fourth status information of the auxiliary controller; When a communication failure occurs with the main controller, a main controller fault message is sent through the communication bus, and the vehicle is stopped; wherein, the main controller fault message includes the fault time, fault type and fault level of the main controller.

7. The method according to claim 6, characterized in that, The step of sending second communication information to the main controller after each receipt of the first communication information includes: After receiving the first communication information sent by the main controller, the third status information is calibrated according to the calibration parameters, and the calibrated third status information and the fourth status information are sent to the main controller.

8. The method according to claim 6, characterized in that, In the event of a communication failure with the main controller, a main controller fault message is sent via the communication bus, and the vehicle is stopped, including: If the first communication information sent by the main controller is not received after a second preset time period after each transmission of the second communication information, the main controller is determined to be faulty. A main controller fault message is sent through the communication bus, and the vehicle is stopped. Alternatively, the port status of the heartbeat port connecting the main controller and the auxiliary controller can be periodically acquired. If the port status remains unchanged for the third consecutive preset number of acquisitions, the main controller is determined to be faulty, a main controller fault message is sent, and the vehicle is controlled to stop.

9. A vehicle control system, characterized in that, include: A main controller and an auxiliary controller, wherein the main controller is connected to the auxiliary controller; The main controller is used to periodically or in real time acquire the first status information of the detection device connected to the main controller; The first communication information is periodically sent to the auxiliary controller via the serial port; The system acquires the second communication information sent by the auxiliary controller; when a fault is determined based on the first and third status information, it stops the operation of the motor driving the vehicle and issues a fault warning message; when a communication fault occurs with the auxiliary controller, it issues a fault warning message and controls the vehicle speed to be reduced to zero; wherein, the first communication information includes the communication bus baud rate, calibration parameters, activation command, and the second status information of the main controller; the second communication information includes the third status information of the detection device acquired by the auxiliary controller and the fourth status information of the auxiliary controller; The first state information includes a first sub-information and a second sub-information; the third state information includes a third sub-information and a fourth sub-information; the main controller is further configured to stop driving the vehicle's motor and issue a fault warning message when the first sub-information and the third sub-information are different after a first preset number of consecutive acquisitions; wherein, the first sub-information and the third sub-information are used to characterize whether the detection device is turned on; and to stop driving the vehicle's motor and issue a fault warning message when the difference between the second sub-information and the fourth sub-information is greater than a preset difference threshold after a second preset number of consecutive acquisitions; wherein, the second sub-information and the fourth sub-information are used to characterize the degree to which the detection device is turned on. The auxiliary controller is used to periodically or in real time acquire the third status information of the detection device; when the vehicle is powered on and no first communication information is received from the main controller, it is in a silent state; after each receipt of the first communication information, it sends a second communication information to the main controller; when there is a communication failure with the main controller, it sends a main controller fault message through the communication bus and controls the vehicle to stop; wherein, the main controller fault message includes the fault time, fault type and fault level of the main controller.

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