Control method and device of transportation tool and computer program product

Abstract

The invention provides a control method and device of a transportation tool and a computer program product. In the method, the transportation tool comprises a driving device and a power supply device; the method comprises the following steps: identifying a fault source of the transportation tool; wherein the fault comes from at least one of the driving device and the power supply device; under the condition that the fault source is part of the driving devices, the driving devices without faults are used for carrying out speed-limiting driving on the transportation tool; and under the condition that the fault source is the power supply device, all the driving devices carry out speed-limiting driving on the transportation tool. According to the method, the driving device for continuously driving the transportation tool and the driving strategy are determined according to the specific fault source, so that the residual driving capability of the driving device is fully utilized under the condition of avoiding fault aggravation or derivation, and the balance degree between the safety and the availability of the transportation tool in the fault scene is improved.

Description

Technical Field

[0001] This application relates to the field of transportation vehicle control technology, and more specifically, to a transportation vehicle control method, device, and computer program product. Background Technology

[0002] With the evolution of transportation vehicles towards electrification and hybrid power, current vehicles typically rely on the coordinated operation of various drive units (such as internal combustion engines and drive motors). In the event of a failure in the drive unit or related devices, the usual approach is to either stop the vehicle abruptly, fail to fully utilize the vehicle's remaining drive capacity, or over-utilize it.

[0003] Stopping operations and failing to fully utilize the remaining driving capacity of a vehicle typically affect its availability. Overutilizing the remaining driving capacity of a vehicle usually exacerbates malfunctions and can even compromise driving safety.

[0004] In other words, because the current control strategies for transportation vehicles are relatively simple, there is not enough balance between the safety and availability of transportation vehicles in failure scenarios. Summary of the Invention

[0005] The purpose of this application is to provide a control method, device, and computer program product for a transportation vehicle. By determining the drive device and drive strategy for continuing to drive the transportation vehicle based on the specific source of the fault, the remaining drive capacity of the drive device can be fully utilized without aggravating or causing the fault, thereby improving the balance between the safety and availability of the transportation vehicle in fault scenarios.

[0006] In a first aspect, this application provides a method for controlling a transportation vehicle, wherein the transportation vehicle includes a drive unit and a power supply unit; the method includes: identifying a source of failure in the transportation vehicle; wherein the failure originates from at least one of the drive unit and the power supply unit; if the source of failure is some of the drive units, the transportation vehicle is driven at a limited speed by the drive units that have not experienced failure; if the source of failure is the power supply unit, the transportation vehicle is driven at a limited speed by all the drive units.

[0007] The aforementioned control method for transportation vehicles determines the drive device and drive strategy for continuing to drive the transportation vehicle based on the specific source of the fault. This fully utilizes the remaining drive capacity of the drive device while avoiding the aggravation or proliferation of the fault, thereby improving the balance between the safety and availability of the transportation vehicle in fault scenarios.

[0008] In conjunction with the first aspect, optionally, the drive unit includes an internal combustion engine and a drive motor; the step of using the non-faulty drive unit to drive the vehicle at a limited speed when the source of the fault is part of the drive unit includes: when the source of the fault is the internal combustion engine, disconnecting the transmission mechanism of the internal combustion engine and driving the vehicle by the drive motor.

[0009] The aforementioned control method for the transportation vehicle, when the source of the failure is the internal combustion engine, means that the drive motor and power supply can remain functional, allowing the drive motor to continue powering the vehicle. Furthermore, there is no need to limit the vehicle's speed. This allows for more efficient utilization of the vehicle's remaining driving capacity in the event of a failure, thereby further improving the balance between safety and availability in fault scenarios.

[0010] In conjunction with the first aspect, optionally, the step of driving the vehicle at a limited speed by the drive unit that has not experienced a fault when the source of the fault is part of the drive unit further includes: when the source of the fault is part of the drive motor, starting the internal combustion engine and driving the vehicle together by the internal combustion engine and the drive motor that has not experienced a fault.

[0011] The aforementioned control method for the transportation vehicle, when the fault originates from only some of the drive motors, means that the remaining unfaulty drive motors, internal combustion engines, and power supply units can function normally. Therefore, the remaining unfaulty drive motors and internal combustion engines can continue to drive the transportation vehicle. This ensures that even when the transportation vehicle malfunctions, its remaining driving capacity is utilized more fully, thereby further improving the balance between safety and availability in fault scenarios.

[0012] In conjunction with the first aspect, optionally, starting the internal combustion engine and having the internal combustion engine and the drive motor that has not malfunctioned jointly drive the vehicle includes: in the event of a first type of malfunction in the drive motor, having the internal combustion engine and the drive motor that has not malfunctioned drive the vehicle at a speed limited according to a preset speed limiting strategy; wherein the first type of malfunction is that the operating parameters of the drive motor exceed a threshold; and in the event of a second type of malfunction in the drive motor, controlling the vehicle to stop driving; wherein the second type of malfunction is that components of the drive motor lose their working capability.

[0013] The aforementioned control method for transportation vehicles determines whether the vehicle is traveling at a limited speed or stopping based on the specific fault type of the drive motor. This allows for more precise control over the vehicle's remaining driving capacity, enabling fuller utilization of that capacity and ultimately improving the balance between safety and availability in fault scenarios.

[0014] In conjunction with the first aspect, optionally, the step of limiting the speed of the vehicle by all the drive devices when the source of the fault is the power supply device includes: when the source of the fault is the power supply device, the vehicle is driven by the drive motor and the internal combustion engine together.

[0015] The aforementioned control method for the transportation vehicle, when the source of the failure is the power supply, means that the drive motor and internal combustion engine can remain operational, allowing the vehicle to continue being driven by the drive motor and internal combustion engine. This more fully utilizes the vehicle's remaining driving capacity in the event of a failure, thereby further improving the balance between safety and availability in fault scenarios.

[0016] In conjunction with the first aspect, optionally, the transport vehicle further includes an energy storage device configured to store the energy supplied by the power supply device; the driving of the transport vehicle by the drive motor and the internal combustion engine includes: controlling the transport vehicle to stop driving when the remaining energy of the energy storage device is lower than a first threshold.

[0017] The aforementioned control method for transportation vehicles stops the vehicle when the remaining energy in the energy storage device is low, thus avoiding capacity reduction caused by over-discharge of energy storage devices such as power batteries. Furthermore, it avoids the insufficient driving economy resulting from relying on an internal combustion engine to drive the vehicle.

[0018] In conjunction with the first aspect, optionally, the step of driving the vehicle by the drive motor and the internal combustion engine together further includes: when the remaining energy of the energy storage device is higher than a first threshold and lower than a second threshold, the internal combustion engine and the drive motor drive the vehicle at a speed-limited rate according to a preset speed-limiting strategy; wherein the first threshold is less than the second threshold.

[0019] The aforementioned control method for transportation vehicles, by limiting the speed of the transportation vehicle when the energy storage device has relatively abundant remaining energy, not only makes fuller use of the remaining driving capacity of the transportation vehicle, but also increases the driving range of the transportation vehicle by limiting the speed.

[0020] In conjunction with the first aspect, optionally, the step of driving the vehicle by the drive motor and the internal combustion engine together further includes: when the remaining energy of the energy storage device is higher than a second threshold, controlling the speed limit of the vehicle to be 0, and driving the vehicle by the internal combustion engine and the drive motor with the speed limit set to 0.

[0021] The aforementioned control method for transportation vehicles, when the energy storage device has relatively more remaining energy, means that the remaining energy of the energy storage device is sufficient. Therefore, by controlling the transportation vehicle to travel at an unlimited speed, the remaining driving capacity of the vehicle is utilized more fully, thereby further improving the balance between safety and availability in fault scenarios and better meeting the user's needs for transportation.

[0022] In conjunction with the first aspect, optionally, the preset speed limit strategy is as follows: calculating a first upper limit speed of the transport vehicle based on the maximum operating parameters of the transport vehicle; calculating a second upper limit speed of the transport vehicle based on the electrical stress tolerance parameters of the transport vehicle; calculating a third upper limit speed of the transport vehicle based on the state parameters of the transport vehicle; determining a fourth upper limit speed of the transport vehicle based on safety regulations and the fault type of the transport vehicle; and taking the smallest of the first upper limit speed, the second upper limit speed, the third upper limit speed, and the fourth upper limit speed as the upper limit speed for the transport vehicle to operate at a limited speed.

[0023] The aforementioned control method for transportation vehicles determines the upper limit speed of the vehicle under a corresponding fault based on various parameters of the vehicle, and combines this with the upper limit speed specified in the safety regulations for the corresponding fault type, selecting the smallest one as the upper limit speed for the current speed limit of the vehicle. This more accurately controls the remaining driving capacity of the vehicle, thereby further improving the balance between safety and availability of the vehicle in fault scenarios.

[0024] In conjunction with the first aspect, optionally, the maximum operating parameter includes the maximum operating voltage; and / or the electrical stress withstand parameter includes the withstand voltage; and / or the state parameter includes the temperature parameter.

[0025] The aforementioned control method for the transportation vehicle calculates the upper limit speed of the vehicle using voltage and temperature parameters. Compared to using current and power parameters, this method eliminates the need to convert the more intuitive voltage parameters, thus simplifying the algorithm for calculating the upper limit speed.

[0026] Please refer to the figure. Based on the same concept, this application provides a control device for a transportation vehicle. In this control device, the transportation vehicle includes a drive unit and a power supply unit.

[0027] Secondly, this application provides a control device for a transportation vehicle, wherein the transportation vehicle includes a drive device and a power supply device; the device includes: an identification module for identifying the source of a malfunction in the transportation vehicle; wherein the malfunction originates from at least one of the drive device and the power supply device; a drive module for speed-limiting the transportation vehicle by the drive devices that are not malfunctioning when the source of the malfunction is some of the drive devices; the drive module is further configured to speed-limit the transportation vehicle by all the drive devices when the source of the malfunction is the power supply device.

[0028] The control device for the aforementioned means of transport has the same beneficial effects as the control method for the aforementioned means of transport provided in the first aspect or any optional embodiment of the first aspect, and will not be elaborated here.

[0029] Thirdly, this application provides a computer program product, including a computer program / instructions that, when executed by a processor, implement the method described in the first aspect.

[0030] The computer program product described above has the same beneficial effects as the control method of the transportation vehicle provided in the first aspect or any optional embodiment of the first aspect, and will not be elaborated here. Attached Figure Description

[0031] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0032] Figure 1 Configuration diagram of the transportation vehicle provided in the embodiments of this application; Figure 2 A flowchart illustrating the control method for a means of transport provided in the embodiments of this application; Figure 3 A flowchart of step S142 in the control method for a means of transport provided in the embodiments of this application; Figure 4 A flowchart of a preset speed limit strategy in a transportation vehicle control method provided in an embodiment of this application; Figure 5A functional block diagram of the control device for a transportation vehicle provided in an embodiment of this application. Detailed Implementation

[0033] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0034] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this application.

[0035] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0036] The control method for a transportation vehicle provided in this application embodiment may include a drive unit and a power supply unit. For ease of understanding, please refer to... Figure 1 , Figure 1 This is a configuration diagram of the transportation vehicle provided in the embodiments of this application. The methods provided in the embodiments of this application can be applied to, but are not limited to, specific applications. Figure 1 The means of transport shown. Figure 1 In this system, front-drive motors, rear-drive motors, and engines can serve as the drive units for the vehicle. Generators and power batteries can serve as the power supply units for the vehicle. The front-drive motor transmits torque to the front wheels via a clutch, differential, etc., thus driving the front wheels. The rear-drive motor transmits torque to the rear wheels to drive them. The engine can... Figure 1 The two clutches and differential shown transmit torque to the front wheels to drive them.

[0037] Please refer to Figure 2 , Figure 2 This is a flowchart of a control method for a transportation vehicle provided in an embodiment of this application. The control method for a transportation vehicle provided in this application can be executed by a controller on the transportation vehicle, such as an MCU (Microcontroller Unit). The method may include: Step S120: Identify the source of the malfunction in the transport vehicle.

[0038] In step S120 above, the fault originates from at least one of the drive unit and the power supply unit. That is, the fault source can be solely the power supply unit, such as a generator failure. The fault source can also be solely the drive unit, such as an internal combustion engine (or engine) failure, a drive motor failure, or a simultaneous failure of both the internal combustion engine and the drive motor. Of course, the fault in the transport vehicle can also originate from both the drive unit and the power supply unit simultaneously, and may even include other devices or components configured on the transport vehicle.

[0039] Step S140: If the source of the fault is a partial drive unit, the vehicle is driven at a limited speed by the drive unit that has not experienced the fault.

[0040] In step S140 above, "partial drive unit failure" can refer to either a failure of only the internal combustion engine or a failure of only the drive motor. In the case of a failure of only the internal combustion engine, the vehicle can be driven by the drive motor. In the case of a failure of only the drive motor, since a partially configured vehicle may have multiple drive motors, the failure of the drive motors can be divided into partial drive motor failure and complete drive motor failure. In the case of a complete drive motor failure, the vehicle can be driven by the internal combustion engine. In the case of a partial drive motor failure, the vehicle can be driven by the remaining unfailed drive motors together with the internal combustion engine. During the process of driving the vehicle by the unfailed drive units, the speed of driving the vehicle can be limited according to the specific failure type and the state of the vehicle. Specifically, the upper limit of the vehicle's speed can be set to 0-100% of the speed under the condition of no failure. It should be understood that when the upper limit of the speed is limited to 0%, it is equivalent to stopping the vehicle. When the upper limit of the speed is limited to 100%, it is equivalent to the upper limit of the vehicle's speed being 100% of the upper limit speed under the condition of no failure.

[0041] Step S160: If the source of the fault is the power supply device, the vehicle shall be driven at a limited speed by all drive devices.

[0042] In step S160 above, the source of the fault could be the generator in the power supply unit, while the drive motor and internal combustion engine, or other drive devices, might not be malfunctioning. In this case, the drive motor and internal combustion engine can be used to limit the speed of the transport vehicle. The upper speed limit for the transport vehicle can be determined based on the specific type of fault and the condition of the transport vehicle.

[0043] In the above implementation process, by determining the drive device and drive strategy to continue driving the vehicle based on the specific source of the fault, the remaining drive capacity of the drive device is fully utilized while avoiding the aggravation or proliferation of the fault, thereby improving the balance between the safety and availability of the vehicle in fault scenarios.

[0044] In some alternative implementations, the drive unit may include an internal combustion engine and a drive motor.

[0045] Step S140 may include: Step S141: If the source of the fault is the internal combustion engine, disconnect the transmission mechanism of the internal combustion engine and drive the vehicle by the drive motor.

[0046] In step S141 above, the transmission mechanism of the internal combustion engine may include Figure 1 The clutch shown is an example of a system where, in the event of an internal combustion engine failure, the drive motor and power supply can remain operational. Therefore, the vehicle can be driven by the drive motor. Furthermore, the maximum speed limit for the vehicle can be set to 100%, effectively making it unrestricted.

[0047] In the above implementation process, when the source of the failure is the internal combustion engine, it means that the drive motor and power supply can be normal, and therefore the drive motor can continue to drive the vehicle. Furthermore, there is no need to limit the vehicle's speed. Thus, in the event of a vehicle failure, the remaining driving capacity of the vehicle is utilized more fully, thereby further improving the balance between safety and availability in failure scenarios.

[0048] In some alternative implementations, step S140 may further include: Step S142: If the fault is caused by a partial drive motor, start the internal combustion engine and use the internal combustion engine and the non-faulty drive motor to drive the vehicle.

[0049] In step S142 above, taking a vehicle's drive motor, which includes a front drive motor and a rear drive motor, as an example, the source of the fault is either a front drive motor or a rear drive motor. If the fault originates from the front drive motor, the vehicle can be driven by both the rear drive motor and the internal combustion engine. If the fault originates from the rear drive motor, the vehicle can be driven by both the front drive motor and the internal combustion engine.

[0050] When a vehicle is powered by both a working drive motor and an internal combustion engine, the faulty drive motor is often dragged in reverse, generating a back electromotive force (EMF). Excessive back EMF can damage the drive motor. Therefore, when the vehicle is powered by both a working drive motor and an internal combustion engine, the vehicle's speed can be limited. Alternatively, if the faulty drive motor is equipped with a clutch or similar disengagement device, the clutch can be controlled to separate the faulty drive motor from the corresponding drive wheel. This prevents the faulty drive motor from being dragged in reverse.

[0051] In the above implementation process, when the fault originates from some drive motors, it means that the remaining unfaulted drive motors, internal combustion engines, and power supply units can function normally. Therefore, the remaining unfaulted drive motors and internal combustion engines can continue to drive the vehicle. This ensures that even when the vehicle malfunctions, its remaining driving capacity is utilized more fully, further improving the balance between safety and availability in fault scenarios.

[0052] Please refer to Figure 3 , Figure 3 This is a flowchart of step S142 in the control method for a means of transport provided in this application embodiment. In some optional embodiments, step S142 may include: Step S1421: In the event of a first-type fault in the drive motor, the internal combustion engine and the drive motor that has not experienced a fault shall drive the vehicle at a limited speed according to a preset speed limiting strategy.

[0053] In step S1421 above, the first type of fault is when the operating parameters of the drive motor exceed the threshold. Examples include overheating, overspeeding, and abnormal inverter voltage monitoring. In this case, the vehicle can be driven at a limited speed based on a preset speed-limiting strategy. The fault can be alerted to the driver via sound and light using instruments and the central control screen; and / or fault codes can be stored; and / or fault information can be pushed to a remote terminal.

[0054] Step S1422: In the event of a second type of fault in the drive motor, control the transport vehicle to stop moving.

[0055] In step S1422 above, the second type of fault is the loss of operational capability of components in the drive motor. Examples include faults such as abnormal power supply to the motor controller, three-phase overcurrent, IGBT (Insulated Gate Bipolar Transistor) faults, resolver faults, and abnormal torque monitoring. In this case, the vehicle can be stopped, effectively limiting its speed to 0%. The fault can be alerted to the driver via audio and visual means using instruments and the central control screen; and / or fault codes can be stored; and / or fault information can be pushed to a remote terminal.

[0056] In the above implementation process, by determining whether the vehicle is driving at a limited speed or stopped based on the specific fault type of the drive motor, the remaining driving capability of the vehicle is more accurately controlled, thereby making fuller use of the remaining driving capability of the vehicle and ultimately further improving the balance between safety and availability of the vehicle in fault scenarios.

[0057] In some alternative implementations, step S160 may include: Step S161: When the source of the fault is the power supply device, the vehicle is driven by both the drive motor and the internal combustion engine.

[0058] In step S161 above, the source of the fault could specifically be the generator in the power supply unit. That is, the generator has essentially lost its power source. In this case, both the internal combustion engine and the drive motor usually have normal driving capabilities, so the vehicle can be driven jointly by the drive motor and the internal combustion engine.

[0059] The specific driving strategies are as follows: the first is to drive the vehicle at an unlimited speed, and the second is to drive the vehicle at a limited speed. Regarding the first strategy, since the drive motor is normally engaged in driving, it will not generate a back electromotive force. Furthermore, because the internal combustion engine is involved in driving, and refueling the internal combustion engine is usually quick and convenient, there is no need to worry about the vehicle's range. Therefore, the vehicle can be driven at full speed. Regarding the second strategy, since the generator has essentially lost its generating capacity, the electrical energy stored in the drive system will gradually decrease as the vehicle travels. Considering that the cost of fuel is higher than the cost of electricity, if the internal combustion engine is involved in driving the vehicle for an extended period, the driving economy of the vehicle will not be high. Therefore, the second driving strategy can be used to drive the vehicle.

[0060] In the above implementation process, when the source of the fault is the power supply device, it means that the drive motor and internal combustion engine can be functioning normally, thus allowing the vehicle to continue to be driven by the drive motor and internal combustion engine. This makes fuller use of the vehicle's remaining driving capacity in the event of a fault, thereby further improving the balance between safety and availability in fault scenarios.

[0061] In some alternative embodiments, the transport vehicle may also include an energy storage device configured to store energy supplied by the power supply device. Specifically, the energy storage device may be a power battery mounted on the transport vehicle.

[0062] Accordingly, step S161 may include: Step S1611: When the remaining energy of the energy storage device is lower than the first threshold, control the vehicle to stop moving.

[0063] In step S1611 above, the first threshold can be 5%, 10%, etc. That is, when the remaining energy stored in the energy storage device is low, the vehicle can be stopped. The reason for adopting this strategy may be related to the aforementioned considerations of driving economy. Furthermore, faults can be alerted to the driver via sound and light using instruments, central control screens, etc.; and / or fault codes can be stored; and / or fault alert information can be pushed to remote terminals.

[0064] It is worth mentioning that those skilled in the art can also determine other specific values ​​as the first threshold.

[0065] In the aforementioned process, by controlling the vehicle to stop when the remaining energy of the energy storage device is low, the capacity reduction caused by over-discharge of energy storage devices such as power batteries is avoided. Furthermore, it avoids the insufficient driving economy that would result from relying on an internal combustion engine to drive the vehicle.

[0066] In some alternative implementations, step S161 may further include: Step S1612: When the remaining energy of the energy storage device is higher than the first threshold and lower than the second threshold, the internal combustion engine and the drive motor drive the vehicle at a limited speed according to a preset speed limiting strategy.

[0067] In step S1612 above, the first threshold is less than the second threshold, and the first threshold can be 60%, 70%, etc. That is to say, when the energy storage device has relatively more remaining energy, it can control the vehicle to travel at a limited speed. Furthermore, it can use instruments, central control screens, etc., to alert the driver to faults via sound and light; and / or store fault codes; and / or push fault alert information to remote terminals.

[0068] It is worth mentioning that those skilled in the art can also determine other specific values ​​as the first threshold.

[0069] In the above process, by controlling the speed limit of the vehicle when the energy storage device has relatively more remaining energy, the remaining driving capacity of the vehicle is made fuller, and the driving range of the vehicle is also increased by limiting the speed.

[0070] In some alternative implementations, step S161 may further include: Step S1613: When the remaining energy of the energy storage device is higher than the second threshold, the speed limit of the vehicle is controlled to be 0, and the vehicle is driven by the internal combustion engine and the drive motor with the speed limit set to 0.

[0071] In step S1613 above, that is, when the energy storage device has relatively more remaining energy, the vehicle can be controlled to travel at an unlimited speed. Furthermore, faults can be alerted to the driver via sound and light using instruments, central control screens, etc.; and / or fault codes can be stored; and / or fault alert information can be pushed to remote terminals.

[0072] In the aforementioned implementation process, when the energy storage device has relatively more remaining energy, it means that the remaining energy of the energy storage device is relatively abundant. Therefore, by controlling the transportation vehicle to travel at an unlimited speed, the remaining driving capacity of the vehicle is utilized more fully, thereby further improving the balance between safety and availability of the transportation vehicle in failure scenarios. This also better meets the user's needs for the transportation vehicle.

[0073] Please refer to Figure 4 , Figure 4 This is a flowchart illustrating a preset speed limit strategy in the transportation control method provided in this application embodiment. In some optional embodiments, the preset speed limit strategy is: Step S210: Calculate the first upper limit speed of the transportation vehicle based on its maximum operating parameters.

[0074] In step S210 above, exemplarily, the energy storage device currently allows a maximum voltage of 400V, and the drive motor cancels out 0.85V of back electromotive force per revolution. Therefore, a voltage of 400V will allow the motor to rotate at a maximum of 400 ÷ 0.85 ≈ 470 rad / s ≈ 4500 rpm. The vehicle's transmission ratio is 8.5, and the wheel radius is 0.32m. Therefore, the vehicle speed = 4500 rpm ÷ 8.5 × 0.377 ≈ 200 km / h. That is, under the maximum operating parameter limitations in this example, the first upper limit speed of the vehicle is 200 km / h.

[0075] Step S220: Calculate the second upper limit speed of the vehicle based on the electrical stress tolerance parameters of the vehicle.

[0076] In step S220 above, for example, the inverter in the vehicle has a withstand voltage of 420V. 420 ÷ 0.85 ≈ 4950 rpm. Combining this with the same conversion method in step S210, we can get: vehicle speed ≈ 220 km / h. That is to say, under the limitation of the maximum operating parameters in this example, the second upper limit speed of the vehicle is 220 km / h.

[0077] Step S230: Calculate the third upper limit speed of the transport vehicle based on the state parameters of the transport vehicle.

[0078] In step S230 above, for example, the maximum allowable temperature of the drive motor windings is 180°C, and the current measured temperature is 160°C, leaving a 20°C margin. Experiments show that for every 1°C exceeding the limit, the maximum speed drops by 0.8%; at 20°C, it drops by 16%. The rated maximum speed of the drive motor is 12000 rpm. Therefore, the actual maximum allowable speed of the drive motor is: 12000 rpm × (1 - 0.16) = 10080 rpm. Using the same conversion method as in step S210, we can obtain: vehicle speed ≈ 170 km / h. That is to say, under the constraints of the state parameters in this example, the third maximum speed limit for the vehicle is 170 km / h.

[0079] Step S240: Determine the fourth upper limit speed of the vehicle based on safety regulations and the type of malfunction of the vehicle.

[0080] In step S240 above, for example, the safety regulations directly state that the maximum speed limit under the relevant fault is 80 km / h. Therefore, the fourth maximum speed limit for the means of transport is 80 km / h.

[0081] Step S250: The lowest of the first, second, third, and fourth maximum speed limits shall be used as the maximum speed limit for the vehicle to travel at.

[0082] In step S250 above, in conjunction with the previous example, among 200km / h, 220km / h, 170km / h, and 80km / h, the smallest is 80km / h, which is the fourth upper limit speed. Therefore, the upper limit speed of the transportation vehicle is 80km / h.

[0083] In the above implementation process, by determining the upper limit speed of the transportation vehicle under a corresponding fault based on various parameters of the transportation vehicle, and combining the upper limit speeds specified in the safety regulations for the corresponding fault type, the smallest one is selected as the upper limit speed for the current speed limit driving of the transportation vehicle. This allows for more precise control over the remaining driving capability of the transportation vehicle, thereby further improving the balance between safety and availability of the transportation vehicle in fault scenarios.

[0084] In some alternative implementations, the maximum operating parameter may include the maximum operating voltage; and / or the electrical stress withstand parameter may include the withstand voltage; and / or the condition parameter may include the temperature parameter.

[0085] In the above implementation process, the upper limit speed of the transportation vehicle is calculated by voltage and temperature parameters. Compared with using current and power parameters, there is no need to convert the more intuitive voltage parameters, which simplifies the algorithm for calculating the upper limit speed.

[0086] Please refer to Figure 5 , Figure 5 This is a functional block diagram of the control device for a transportation vehicle provided in an embodiment of this application. Based on the same concept, an embodiment of this application provides a control device for a transportation vehicle. In this control device, the transportation vehicle includes a drive unit 500 and a power supply unit.

[0087] The control device for this vehicle includes: The identification module 510 is used to identify the source of a malfunction in the transport vehicle. The malfunction originates from at least one of the drive unit and the power supply unit. Drive module 520 is used to limit the speed of the vehicle by the drive unit that has not failed when the fault originates from a part of the drive unit. Drive module 520 is also used to limit the speed of the vehicle by all drive units in the event that the source of the failure is the power supply device.

[0088] As some alternative implementations, the drive unit includes an internal combustion engine and a drive motor.

[0089] In cases where the fault originates from a portion of the drive unit, during the process of speed-limited driving of the vehicle by the drive unit that has not experienced a fault, the drive module 520 is specifically used to disconnect the transmission mechanism of the internal combustion engine and drive the vehicle by the drive motor when the fault originates from the internal combustion engine.

[0090] As some alternative implementations, when the source of the fault is a partial drive unit, during the process of speed-limited driving of the vehicle by the drive unit that has not experienced the fault, the drive module 520 is further configured to start the internal combustion engine when the source of the fault is a partial drive motor, and drive the vehicle together by the internal combustion engine and the drive motor that has not experienced the fault.

[0091] As some optional implementations, during the process of starting the internal combustion engine and driving the vehicle together with the undamaged drive motor, the drive module 520 is more specifically used to, in the event of a first type of fault in the drive motor, have the internal combustion engine and the undamaged drive motor drive the vehicle at a speed-limited rate according to a preset speed-limiting strategy. The first type of fault is when the operating parameters of the drive motor exceed a threshold. In the event of a second type of fault in the drive motor, the vehicle is controlled to stop moving. The second type of fault is when components of the drive motor lose their operational capability.

[0092] As some alternative implementations, in the case where the source of the fault is the power supply device, during the process of speed-limited driving of the vehicle by all drive devices, the drive module 520 is specifically used to drive the vehicle by the drive motor and the internal combustion engine together when the source of the fault is the power supply device.

[0093] As some alternative implementations, the vehicle also includes an energy storage device configured to store energy supplied by the power supply device. During the operation of the vehicle by the drive motor and internal combustion engine, the drive module 520 is more specifically configured to control the vehicle to stop moving when the remaining energy in the energy storage device falls below a first threshold.

[0094] As some optional implementations, during the process of the vehicle being driven by both the drive motor and the internal combustion engine, the drive module 520 is further configured to, when the remaining energy of the energy storage device is higher than a first threshold but lower than a second threshold, drive the vehicle at a speed limited by the internal combustion engine and the drive motor according to a preset speed-limiting strategy. The first threshold is less than the second threshold.

[0095] As some alternative implementations, during the process of driving the vehicle by the drive motor and the internal combustion engine, the drive module 520 is further configured to control the speed limit of the vehicle to 0 when the remaining energy of the energy storage device is higher than the second threshold, and drive the vehicle by the internal combustion engine and the drive motor with the speed limit set to 0.

[0096] As some optional implementation methods, the preset speed limit strategy is as follows: A first upper limit speed of the vehicle is calculated based on its maximum operating parameters. A second upper limit speed is calculated based on the vehicle's electrical stress tolerance parameters. A third upper limit speed is calculated based on the vehicle's state parameters. A fourth upper limit speed is determined based on safety regulations and the vehicle's fault type. The lowest of the first, second, third, and fourth upper limit speeds is taken as the upper speed limit for the vehicle to operate under speed restrictions.

[0097] As some optional implementations, the maximum operating parameter includes the maximum operating voltage. And / or the electrical stress withstand parameter includes the withstand voltage. And / or the condition parameter includes the temperature parameter.

[0098] It should be understood that this device corresponds to the control method embodiment of the transportation vehicle described above, and is capable of performing the various steps involved in the above method embodiment. The specific functions of this device can be found in the description above, and detailed descriptions are omitted here to avoid repetition. The device includes at least one software functional module that can be stored in memory or embedded in the device's operating system (OS) in the form of software or firmware.

[0099] Based on the same concept, embodiments of this application provide a computer program product. This computer program product includes a computer program or instructions. When the computer program or instructions are executed by a processor, they can implement the methods described in any embodiment of this application.

[0100] The computer program product may be embodied on one or more computer-readable media. The computer-readable media may be, but is not limited to, volatile memory (such as random access memory RAM), non-volatile memory (such as read-only memory ROM, programmable read-only memory PROM, erasable programmable read-only memory EPROM, electrically erasable programmable read-only memory EEPROM, flash memory), magnetic storage devices (such as hard disk drives, magnetic tapes), optical storage devices (such as optical disc CD-ROM, digital versatile optical disc DVD), or any suitable combination of the above.

[0101] Specifically, the computer program or instructions may be stored in the computer-readable medium. When the computer-readable medium containing the computer program or instructions is loaded into an electronic device with processing capabilities (such as the aforementioned...), Figure 1 When the electronic device 100 shown is used (or any computing device including a processor and memory), the processor of the electronic device is capable of reading and executing the computer program or instructions. The processor's execution of the instructions causes the electronic device to perform the method steps described in the embodiments of this application.

[0102] Those skilled in the art will understand that the computer program product can exist in various forms, including but not limited to: Standalone packaged software: Software packages that are stored on physical media (such as optical discs, USB flash drives, and memory cards) and sold or distributed independently.

[0103] Pre-installed software: Firmware or part of the system / application software that has been pre-programmed or installed in the device's memory (such as ROM, Flash) at the factory.

[0104] Network distribution: Software installation packages, update packages, or applications downloaded or streamed from servers, app stores (such as Apple App Store, Google Play), software repositories, etc. via the Internet, mobile networks, etc.

[0105] Embedded software: As part of the control system of specialized equipment (such as medical imaging equipment, industrial testing equipment), it is stored in the internal memory of the device.

[0106] Cloud Service / SaaS: Deployed in a cloud computing environment, users remotely access and invoke the program's functions through client software, web browsers, or application programming interfaces (APIs) (i.e., the "Software as a Service" model). In this case, the program's execution occurs on a cloud server, but the instructions themselves and the core logic for implementing their functions still fall under the category of the computer program product.

[0107] License key / activation code: A digital key separate from the main program but used to unlock or activate the program to enable the functions of the method, and is considered part of or an accessory to the product.

[0108] Regardless of the specific form in which the computer program product is provided or distributed, as long as the computer program or instructions contained therein can implement the methods described in the embodiments of this application when executed by a processor, they fall within the protection scope of the computer program product described in this embodiment.

[0109] The computer program product in this embodiment can be used to cause an electronic device with processing capabilities to perform the steps in the various methods provided in the embodiments of this application.

[0110] It should be understood that the disclosed apparatus and methods can also be implemented in other ways, given the several embodiments provided in this application. The apparatus embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, or they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0111] In addition, the functional modules in the various embodiments of this application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0112] The above description is only an optional implementation of the embodiments of this application, but the protection scope of the embodiments of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the embodiments of this application should be covered within the protection scope of the embodiments of this application.

Claims

1. A method for controlling a means of transport, characterized in that, in, The transportation vehicle includes a drive unit and a power supply unit; The method includes: Identify the source of the malfunction of the transport vehicle; wherein the malfunction originates from at least one of the drive unit and the power supply unit; In the case where the source of the fault is part of the drive unit, the vehicle is driven at a limited speed by the drive unit that has not experienced the fault; In the case where the source of the fault is the power supply device, the vehicle is driven at a limited speed by all the drive devices.

2. The method according to claim 1, characterized in that, in, The drive unit includes an internal combustion engine and a drive motor; In the case where the source of the fault is part of the drive unit, the speed-limited drive of the vehicle by the drive unit that has not experienced the fault includes: If the source of the fault is the internal combustion engine, the transmission mechanism of the internal combustion engine is disconnected, and the vehicle is driven by the drive motor.

3. The method according to claim 2, characterized in that, In the case where the source of the fault is part of the drive unit, the speed-limited drive of the vehicle by the drive unit that has not experienced the fault further includes: If the source of the fault is part of the drive motor, the internal combustion engine is started, and the vehicle is driven by the internal combustion engine and the drive motor that is not faulty.

4. The method according to claim 3, characterized in that, The step of starting the internal combustion engine and having the internal combustion engine and the drive motor (which is not malfunctioning) jointly drive the vehicle includes: In the event of a first type of fault in the drive motor, the internal combustion engine and the drive motor that is not faulty shall drive the vehicle at a limited speed according to a preset speed limiting strategy; wherein, the first type of fault is that the operating parameters of the drive motor exceed a threshold. In the event of a second type of fault in the drive motor, the vehicle shall be stopped; wherein, the second type of fault is the loss of working capability of a component of the drive motor.

5. The method according to claim 2, characterized in that, In the case where the source of the fault is the power supply device, the speed-limited driving of the vehicle by all the drive devices includes: In the case where the source of the fault is the power supply device, the vehicle is driven by both the drive motor and the internal combustion engine.

6. The method according to claim 5, characterized in that, in, The transport vehicle also includes an energy storage device, configured to store the energy supplied by the power supply device; The method of driving the transportation vehicle by the combined power of the drive motor and the internal combustion engine includes: If the remaining energy of the energy storage device is lower than a first threshold, the vehicle is controlled to stop moving.

7. The method according to claim 6, characterized in that, The method of driving the transportation vehicle by the drive motor and the internal combustion engine together also includes: When the remaining energy of the energy storage device is higher than a first threshold and lower than a second threshold, the internal combustion engine and the drive motor drive the vehicle at a limited speed according to a preset speed limiting strategy; wherein the first threshold is less than the second threshold.

8. The method according to claim 7, characterized in that, The method of driving the transportation vehicle by the drive motor and the internal combustion engine together also includes: When the remaining energy of the energy storage device is higher than the second threshold, the speed limit of the vehicle is controlled to be 0, and the vehicle is driven by the internal combustion engine and the drive motor with the speed limit set to 0.

9. The method according to claim 4 or 7, characterized in that, in, The preset speed limiting strategy is as follows: Calculate the first upper limit speed of the transport vehicle based on its maximum operating parameters; Calculate the second upper limit speed of the vehicle based on the electrical stress tolerance parameters of the vehicle; Calculate the third upper limit speed of the vehicle based on its state parameters; Based on safety regulations and the type of malfunction of the vehicle, a fourth upper limit speed for the vehicle is determined; as well as The lowest of the first, second, third, and fourth maximum speeds shall be taken as the maximum speed limit for the vehicle to travel at.

10. The method according to claim 9, characterized in that, The maximum operating parameters include the maximum operating voltage; and / or The electrical stress withstand parameters include withstand voltage; and / or The state parameters include temperature parameters.

11. A control device for a means of transport, characterized in that, in, The transportation vehicle includes a drive unit and a power supply unit; The device includes: An identification module is used to identify the source of the malfunction of the transport vehicle; wherein the malfunction originates from at least one of the drive unit and the power supply unit; A drive module is configured to limit the speed of the vehicle by the drive unit that is not faulty when the source of the fault is part of the drive unit. The drive module is also configured to, in the event that the source of the fault is the power supply device, have all the drive devices drive the vehicle at a limited speed.

12. A computer program product, characterized in that, Includes a computer program / instruction that, when executed by a processor, implements the method as described in any one of claims 1 to 10.

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