Trailer protection method and device of vehicle
By establishing a mapping relationship between fault scenarios and trailer protection strategies, real-time diagnosis and dynamic strategy selection solve the applicability problem of trailer protection for new energy commercial vehicles, and achieve automatic adaptation and safety improvement for all platform models.
Patent Information
- Application Number
- CN202511410715.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-09-29
- Publication Date
- 2025-11-14
AI Technical Summary
Existing methods for protecting new energy commercial vehicles from trailers are not applicable to all models, especially vehicles without a neutral gear, which poses a risk of back EMF damage to the motor controller and high-voltage system. Furthermore, existing methods require manual operation or have limited resources.
Establish a mapping relationship between vehicle fault scenarios, configuration information and towing protection strategies. The vehicle controller diagnoses faults in real time and dynamically selects the optimal strategy to control the status of the drive system, transmission system and hydraulic system, thereby achieving automatic adaptation and protection.
It enables automatic adaptation to all vehicle models across the platform, reduces maintenance costs, improves the safety, reliability, and efficiency of towing operations, and prevents secondary damage.
Smart Images
Figure CN120942332A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of new energy vehicle technology, specifically to a method, device, equipment, and medium for trailer protection of a vehicle. Background Technology
[0002] New energy commercial vehicles, due to their reliance on batteries, motors, and complex electronic control systems, exhibit more complex failure modes and are more difficult to diagnose and repair on-site compared to traditional fuel vehicles, often requiring towing to service stations. Currently, the mainstream drive motor is the permanent magnet synchronous motor, which generates back electromotive force (EMF) during rotation. This back EMF is proportional to the rotational speed. When the speed is too high and the motor controller fails to suppress the back EMF, it can potentially cause irreversible damage to the power devices and bus capacitors of the motor controller, and even conversely damage the vehicle's high-voltage system.
[0003] Currently, trailer protection functions limit back electromotive force by restricting motor speed, primarily through two methods: one is to use a dedicated trailer to lift the drive wheels, preventing the transmission system from being dragged and rotated backwards; however, dedicated trailers are scarce and have limited applicability. The other method is to put the vehicle's gearbox in neutral, separating the transmission system from the motor; this requires manual operation by the driver and is only applicable to configurations with neutral. Therefore, there is an urgent need for a trailer protection solution applicable to all new energy commercial vehicles currently on the market. Summary of the Invention
[0004] This application provides a method, device, equipment, and medium for trailer protection of vehicles, which can solve the problem that existing trailer protection methods cannot be applied to all new energy commercial vehicle technologies.
[0005] In a first aspect, embodiments of this application provide a method for protecting a vehicle by trailer loading, the method comprising: Establish a mapping relationship between vehicle failure scenarios, vehicle configuration information, and towing protection strategies; In response to the trailer mode activation signal, obtain the current vehicle's fault information and configuration information to obtain the vehicle fault scenario and vehicle configuration information; Based on the mapping relationship and the obtained vehicle fault scenarios and vehicle configuration information, the target towing protection strategy is determined; The trailer protection strategy is a strategy that controls at least one of the following states: drive system enable state, transmission system gear state, hydraulic system enable state, and prompt system display state.
[0006] In conjunction with the first aspect, in one implementation, the trailer protection strategy includes a first trailer protection strategy, a second trailer protection strategy, a third trailer protection strategy, a fourth trailer protection strategy, a fifth trailer protection strategy, and a sixth trailer protection strategy. The first trailer protection strategy is used to control the drive system to be disabled, the transmission system to be put into neutral, the hydraulic system to be disabled, and the prompting system to display the first state; The second trailer protection strategy is used to control the drive system to be disabled, the transmission system to be put into neutral, the hydraulic system to be enabled and to perform adaptive speed adjustment, and the prompting system to display the first state; The third trailer protection strategy is used to control the drive system to enable and perform magnetic weakening, the hydraulic system to enable and perform adaptive speed adjustment, and the prompting system to display the second status. The fourth trailer protection strategy is used to control the drive system to be disabled, the hydraulic system to be enabled and perform adaptive speed adjustment, and the prompting system to display the second status. The fifth trailer protection strategy is used to control the drive system to enable and perform magnetic weakening, the transmission system to be engaged in the highest gear, the hydraulic system to enable and perform adaptive speed adjustment, and the prompting system to display the second status. The sixth trailer protection strategy is used to disable the drive system, disable the hydraulic system, and display the third state in the prompting system.
[0007] In conjunction with the first aspect, in one implementation, determining the target towing protection strategy based on the mapping relationship and the obtained vehicle fault scenario and vehicle configuration information includes: Based on the described vehicle malfunction scenario, determine the faulty system; If the faulty system is the battery or motor controller, the fault type is determined according to the vehicle fault scenario, the drive type is determined according to the vehicle configuration information, and the target towing protection strategy is determined based on the fault type and drive type. If the faulty system is the transmission, the fault type is determined based on the vehicle fault scenario, and a target towing protection strategy is determined based on the fault type.
[0008] In conjunction with the first aspect, in one implementation, if the faulty system is a battery or motor controller, then the drive type is determined based on the vehicle configuration information, and the fault type is determined based on the vehicle fault scenario. A target towing protection strategy is then determined based on the fault type and drive type, including: If the fault type is low battery remaining power, low battery insulation, battery main contactor fault, motor controller power module fault, motor controller current sensor open circuit or short circuit, or motor controller phase loss fault, and the drive type is an electric drive axle with neutral, then the first trailer protection strategy is confirmed as the target trailer protection strategy. If the fault type is low battery remaining power, open circuit or short circuit of motor controller current sensor, and the drive type is electric drive axle without neutral, then the third trailer protection strategy or the fifth trailer protection strategy is confirmed as the target trailer protection strategy. If the fault type is low battery insulation, main contactor fault of battery, power module fault of motor controller, or phase loss fault of motor controller, and the drive type is electric drive axle without neutral or electric drive transmission without neutral, then the sixth trailer protection strategy is confirmed as the target trailer protection strategy. If the fault type is low battery remaining power, low battery insulation, battery main contactor fault, motor controller power module fault, motor controller current sensor open circuit or short circuit, or motor controller phase loss fault, and the drive type is an electric drive transmission with neutral gear, then the second trailer protection strategy is confirmed as the target trailer protection strategy. If the fault type is low battery charge and the drive type is an electric drive transmission with no neutral gear, then the fifth trailer protection strategy is confirmed as the target trailer protection strategy. If the fault type is an open circuit or short circuit in the current sensor of the motor controller, and the drive type is an electric drive axle without neutral, then the third trailer protection strategy or the fifth trailer protection strategy is confirmed as the target trailer protection strategy.
[0009] In conjunction with the first aspect, in one implementation, if the faulty system is a transmission, then the fault type is determined based on the vehicle fault scenario, and a target towing protection strategy is determined based on the fault type, including: If the fault type is a stuck shift mechanism in the transmission or a failure to disengage the transmission, then the fourth towing protection strategy is confirmed as the target towing protection strategy. If the fault type is transmission system jam of the gearbox, then the sixth trailer protection strategy is confirmed as the target trailer protection strategy.
[0010] In conjunction with the first aspect, in one implementation, before obtaining the current vehicle's fault information and configuration information in response to the trailer mode activation signal, and thus obtaining the vehicle fault scenario and vehicle configuration information, the following steps are included: Determine whether the vehicle is in a low-voltage power-on or low-voltage power-off state; If the vehicle is in a low-voltage power-on state, the rotational speed of each tire of the vehicle is measured. When the rotational speed of the non-drive wheel is less than the first threshold and the rotational speed of the drive wheel is greater than the second threshold, a trailer mode activation signal is generated, or the trailer mode activation signal is input through the vehicle human-machine interface. If the vehicle is in a low-voltage power-off state, the electric drive controller is woken up by the back electromotive force generated by the vehicle sampling motor and a trailer mode activation signal is generated. The first threshold is less than the second threshold.
[0011] In conjunction with the first aspect, in one implementation, before obtaining the current vehicle's fault information and configuration information in response to the trailer mode activation signal, and thus obtaining the vehicle fault scenario and vehicle configuration information, the following steps are included: Real-time reading of active diagnostic fault message information of the entire vehicle; Determine whether the proactive fault diagnosis message includes fault occurrence information; If yes, determine whether the vehicle has stopped. If yes, terminate the process; otherwise, generate a trailer mode activation signal. If not, continue reading the active diagnostic fault message information of the whole vehicle.
[0012] In conjunction with the first aspect, in one implementation, after determining the target towing protection strategy based on the mapping relationship and the obtained vehicle fault scenario and vehicle configuration information, the following is included: Implement tow truck protection strategies and monitor vehicle speed; If the detected vehicle speed continues to exceed the preset speed, an overspeed warning will be sent to the user through the remote information platform, and / or the drive system will be controlled to perform active short-circuit braking to force deceleration.
[0013] In conjunction with the first aspect, in one implementation, after determining the target towing protection strategy based on the mapping relationship and the obtained vehicle fault scenario and vehicle configuration information, the following is included: Implement trailer protection strategies and monitor the temperature of the drive and transmission systems; If the detected temperature exceeds the preset temperature, the thermal management system will be activated to perform active cooling at maximum power.
[0014] Secondly, embodiments of this application provide a trailer protection device for a vehicle, the trailer protection device comprising: A module is established to create a mapping relationship between vehicle fault scenarios, vehicle configuration information, and towing protection strategies. The response module is used to respond to the trailer mode activation signal, obtain the current vehicle's fault information and configuration information, and obtain the vehicle fault scenario and vehicle configuration information. The mapping module is used to determine the target trailer protection strategy based on the mapping relationship and the obtained vehicle fault scenario and vehicle configuration information. The trailer protection strategy is a strategy that controls at least one of the following states: drive system enable state, transmission system gear state, hydraulic system enable state, and prompt system display state.
[0015] The beneficial effects of the technical solutions provided in this application include: This application embodiment establishes a mapping relationship between fault scenarios, vehicle configuration, and various towing protection strategies, achieving automatic adaptation for all platform models and eliminating the limitations imposed by vehicle neutral configuration on towing protection strategies. This application embodiment also precisely prevents secondary damage when a vehicle needs to be towed due to a fault by dynamically selecting the optimal strategy based on real-time fault diagnosis during towing. This significantly improves the safety, reliability, and efficiency of towing operations while reducing maintenance costs. Attached Figure Description
[0016] Figure 1 This is a schematic flowchart illustrating an embodiment of the towing protection method for the vehicle described in this application. Figure 2 This is a schematic diagram of the functional modules of an embodiment of the trailer protection device for the vehicle of this application; Figure 3 This is a schematic diagram of the hardware structure of the trailer protection device for the vehicle involved in the embodiments of this application. Detailed Implementation
[0017] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.
[0018] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.
[0019] In a first aspect, embodiments of this application provide a method for protecting a vehicle by trailer.
[0020] Reference Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the towing protection method for the vehicle described in this application. Figure 1 As shown, the vehicle towing protection method includes the following steps: Step S1: Establish the mapping relationship between vehicle fault scenarios, vehicle configuration information and towing protection strategies.
[0021] The trailer protection strategy is a strategy that controls at least one of the following states: drive system enable state, transmission system gear state, hydraulic system enable state, and prompt system display state.
[0022] Specifically, the drive system enable status indicates the power supply and operating authority of the control motor, that is, controlling whether the motor starts or stops working. The transmission system gear position status indicates the control of the transmission to perform gear shifting actions, controlling the transmission to "disengage to neutral" or "engage to the highest gear" to match towing conditions. The hydraulic system enable status indicates the operating status of the oil pump that provides lubrication and cooling to the transmission system. Controlling the oil pump enable during vehicle towing can prevent damage to the transmission system due to lack of lubrication caused by high-speed rotation. The warning system display status indicates the control of the instrument panel to display different warning messages to the user to guide the user in safe operation.
[0023] This application embodiment establishes a mapping relationship between fault scenarios, vehicle configuration, and various towing protection strategies, thereby achieving automatic adaptation to all platform models and eliminating the limitation of vehicle neutral configuration on towing protection strategies.
[0024] Step S2: In response to the trailer mode activation signal, obtain the current vehicle's fault information and configuration information to obtain the vehicle fault scenario and vehicle configuration information.
[0025] Specifically, once the Vehicle Control Unit (VCU) receives the trailer mode activation signal, it immediately collects DM1 message information and pre-defined vehicle configuration information from across the vehicle via networks such as the CAN bus. Based on the DM1 message information, it identifies the faulty system, such as the battery source address (F4x), the motor controller source address (EFx), and the transmission source address (03x). Furthermore, it identifies the fault type and severity based on the DM1 message information. If no fault type from the pre-defined fault scenarios is identified, the vehicle can operate normally.
[0026] The trailer protection method provided in this application supports all vehicle platforms. Only the following vehicle configurations and functional adaptations need to be calibrated at the end of line (EOL) when the vehicle rolls off the production line. Calibration items include drive type, motor type, motor peak speed, presence of neutral gear, gear ratios, transmission system cooling method, and rear axle ratio. Through this calibration system, the same control software can be applied to all new energy commercial vehicles without modification. Developers do not need to repeatedly develop software for different models; they only need to inject different parameter packages at the time of production, reducing R&D costs and shortening the development cycle.
[0027] The embodiments of this application can activate the trailer mode in various ways. Among them, the method of activating the trailer mode by using the vehicle being in a low-voltage power-on state or a low-voltage power-off state as a judgment condition includes the following steps: Step S201: Determine whether the vehicle is in a low-voltage power-on state or a low-voltage power-off state.
[0028] Specifically, the low-voltage power-on state refers to the vehicle's low-voltage battery providing power to the vehicle's control system and some electrical equipment, while the low-voltage power-off state refers to the low-voltage battery not providing power or the power supply being interrupted.
[0029] Step S202: If the vehicle is in a low-voltage power-on state, measure the rotational speed of each tire of the vehicle. When the measured rotational speed of the non-drive wheels is less than the first threshold and the rotational speed of the drive wheels is greater than the second threshold, generate a trailer mode activation signal, or input the trailer mode activation signal through the vehicle human-machine interface.
[0030] Specifically, under low-voltage power-on conditions, the trailer mode can be activated not only by automatically detecting tire speed differences, but also manually through the in-vehicle human-machine interface, increasing operational flexibility and emergency response capabilities. Users can manually activate the trailer mode via physical buttons on the center console, the smart screen, or the car's app. Once activated, the instrument panel will provide feedback on the activation status and trailer precautions, while the vehicle's hazard warning lights will automatically turn on.
[0031] Step S203: If the vehicle is in a low-voltage power-off state, the electric drive controller is woken up and a trailer mode activation signal is generated based on the back electromotive force generated by the vehicle sampling motor.
[0032] Specifically, the power module circuit of the electric drive controller (Motor Transmission Control Unit, MTCU) is equipped with a step-down module. The input voltage of the step-down module is high at the lower bridge arm and low at the upper bridge arm. This enables the identification of motor reverse-dragging conditions when the low voltage is not powered on, and uses the low voltage output voltage of the step-down circuit as the power supply for the control board. It automatically enters the trailer protection mode and wakes up the vehicle controller and other key controllers by network message wake-up.
[0033] The first threshold is less than the second threshold. In a specific embodiment, the first threshold can be 10 rpm and the second threshold can be 100 rpm. This ensures that the trailer mode will not be accidentally triggered when the speeds of the non-drive wheels and drive wheels are not significantly different during normal driving. However, in the case of trailer driving, the drive wheels are being dragged and rotating faster, while the non-drive wheels may rotate at a lower speed due to braking or trailer driving. This ensures that the trailer mode can be activated in a timely manner.
[0034] Activating trailer mode based on proactive prevention strategies includes the following steps: Step S211: Read the active diagnostic fault message information of the whole vehicle in real time.
[0035] Step S212: Determine whether the active diagnostic fault message includes fault occurrence information.
[0036] Specifically, by reading the active diagnostic fault message information of the whole vehicle (i.e., DM1 message information), the SPN (Fault Parameter Number) and FMI (Fault Mode Identifier) in the active diagnostic fault message information are analyzed to identify the fault type and severity. The SPN is used to identify the specific faulty system, and the FMI describes the specific fault type.
[0037] Step S213: If yes, determine whether the vehicle has stopped. If yes, terminate; otherwise, generate a trailer mode activation signal. Step S214: If not, continue reading the active diagnostic fault message information of the whole vehicle.
[0038] When a specific SPN-FMI combination is detected, it is determined that the vehicle may require towing, and a towing mode activation signal is generated. This application embodiment, through predictive protection, reduces secondary damage caused by towing malfunctions, lowers maintenance costs, and reduces vehicle downtime.
[0039] Step S3: Determine the target trailer protection strategy based on the mapping relationship and the obtained vehicle fault scenarios and vehicle configuration information.
[0040] In the embodiments of this application, the trailer protection strategy includes a first trailer protection strategy, a second trailer protection strategy, a third trailer protection strategy, a fourth trailer protection strategy, a fifth trailer protection strategy, and a sixth trailer protection strategy.
[0041] The first trailer protection strategy disables the drive system, shifts the transmission to neutral, disables the hydraulic system, and displays the first status on the warning system. This strategy applies when the transmission system is intact and the vehicle has a mechanical neutral function.
[0042] The second trailer protection strategy disables the drive system, shifts the transmission system to neutral, enables the hydraulic system and performs adaptive speed adjustment, and displays the first status in the alert system. This strategy is suitable for long-distance towing or high-temperature environments. It actively activates the oil pump, adaptively adjusting according to the trailer speed to provide forced lubrication and cooling to the transmission system.
[0043] The third trailer protection strategy is used to enable the drive system and perform field weakening, enable the hydraulic system and perform adaptive speed adjustment, and display a second status in the prompting system. This third trailer protection strategy is designed to protect vehicles without neutral gear. It actively injects a direct-axis demagnetizing current to weaken the permanent magnetic field of the motor, thereby actively suppressing the amplitude of the back electromotive force and keeping it below a safe voltage, while ensuring the normal operation of the hydraulic system. Simultaneously, due to the limited field weakening control capability, the prompting system displays a second status to remind the user to limit the speed.
[0044] The fourth trailer protection strategy is used to disable the drive system, enable the hydraulic system and perform adaptive speed adjustment, and display the second status in the prompting system. This strategy is used in scenarios where the transmission system itself fails and cannot be shifted into neutral, but the motor and battery are functioning normally. Since the vehicle cannot be mechanically or electronically isolated, the only thing that can be done is to ensure that the transmission system receives sufficient lubrication and cooling during towing to prevent overheating from exacerbating the fault.
[0045] The fifth trailer protection strategy controls the drive system to enable and perform field weakening, the transmission system to be engaged in the highest gear, the hydraulic system to enable and perform adaptive speed adjustment, and the prompting system to display a second status. By engaging the transmission system in the highest gear, the fifth trailer protection strategy limits the speed ratio between the drive wheels and the motor. At the same trailer speed, the motor speed is maintained at a lower level, directly reducing the amplitude of the back electromotive force, alleviating the burden on field weakening control, and making it easier to implement and more efficient and safer.
[0046] The sixth trailer protection strategy is used to disable the drive system and hydraulic system, and to display a third-state warning system. This strategy addresses the highest-risk faults, as any form of electronic control or towing could trigger high-voltage safety risks or serious mechanical damage. Therefore, the warning system indicates that towing requires physical disassembly of the transmission components.
[0047] The first state is indicated by the instrument displaying "Tow protection function is activated, please keep the current key state". The second state is indicated by the instrument displaying "Tow protection function is activated, please keep the current key state and control the tow vehicle speed to be less than 30km / h". The third state is indicated by the instrument displaying "Current state requires disassembly of the drive shaft or half shaft for towing".
[0048] The six towing protection strategies provided in this application cover vehicles ranging from those with full neutral functionality to those without, and are applicable to different drive types, transmission types, and hydraulic system configurations, ensuring effective towing protection under various conditions. Furthermore, by dynamically selecting the optimal strategy based on real-time fault diagnosis during towing, secondary damage is precisely prevented when a vehicle needs to be towed due to a breakdown. These embodiments significantly improve the safety, reliability, and efficiency of towing operations, while reducing maintenance costs.
[0049] In this embodiment of the application, step S3 specifically includes the following steps: Identify the faulty system based on the vehicle malfunction scenario; If the faulty system is the battery or motor controller, the fault type is determined based on the vehicle fault scenario, and the drive type is determined based on the vehicle configuration information. The target towing protection strategy is then determined based on the fault type and drive type. If the faulty system is the transmission, the fault type is determined based on the vehicle fault scenario, and the target towing protection strategy is determined based on the fault type.
[0050] Specifically, the fault system in this embodiment includes a battery, a motor controller, and a transmission. Taking into account both the fault type and the drive configuration, and based on a pre-established mapping relationship, the final target trailer protection strategy is determined. For faults in the transmission system itself, the fault type alone can determine the target trailer protection strategy.
[0051]
[0052] Table 1. Mapping Relationship between Fault Scenarios, Drive Types, and Trailer Protection Strategies Table 1 shows the mapping relationship between fault scenarios, drive type, and trailer protection strategies. Refer to the table above to determine the target trailer protection strategy based on the fault scenario and drive type. In the table, ① represents the first trailer protection strategy, ② represents the second trailer protection strategy, ③ represents the third trailer protection strategy, ④ represents the fourth trailer protection strategy, ⑤ represents the fifth trailer protection strategy, and ⑥ represents the sixth trailer protection strategy.
[0053] In this embodiment, if the faulty system is the battery or motor controller, the fault type is determined based on the vehicle fault scenario, and the drive type is determined based on the vehicle configuration information. A target towing protection strategy is then determined based on the fault type and drive type, specifically including the following scenarios: If the fault type is low battery remaining power, low battery insulation, battery main contactor fault, motor controller power module fault, motor controller current sensor open circuit or short circuit, or motor controller phase loss fault, and the drive type is an electric drive axle with neutral, then the first trailer protection strategy is confirmed as the target trailer protection strategy.
[0054] Specifically, when a vehicle has a mechanical isolation mechanism in neutral, as long as the fault itself does not prevent high voltage from being applied, neutral should be used first.
[0055] If the fault type is low battery charge, open circuit or short circuit of motor controller current sensor, and the drive type is electric drive axle without neutral, then the third trailer protection strategy or the fifth trailer protection strategy is confirmed as the target trailer protection strategy.
[0056] Specifically, when the vehicle is not in neutral, physical isolation cannot be activated, so an active field weakening control electronic control method is used to suppress back electromotive force.
[0057] If the fault type is low battery insulation, main contactor fault of battery, power module fault of motor controller, or phase loss fault of motor controller, and the drive type is electric drive axle without neutral or electric drive transmission without neutral, then the sixth trailer protection strategy is confirmed as the target trailer protection strategy.
[0058] Specifically, for high-risk fault types, any form of high-voltage energization may lead to more serious consequences. Therefore, the safest strategy is to prohibit any form of electrical control intervention and mandate mechanical disassembly to ensure absolute physical safety.
[0059] If the fault type is low battery remaining power, low battery insulation, battery main contactor fault, motor controller power module fault, motor controller current sensor open circuit or short circuit, or motor controller phase loss fault, and the drive type is an electric drive transmission with neutral gear, then the second trailer protection strategy is confirmed as the target trailer protection strategy.
[0060] Specifically, for electric drive transmissions with a neutral gear, even if neutral is successfully engaged, continuous lubrication is still required during high-speed towing due to the more complex transmission mechanism. Therefore, in addition to physical isolation, a hydraulic system is used to provide protection.
[0061] If the fault type is low battery charge and the drive type is an electric drive transmission with no neutral, then the fifth trailer protection strategy is confirmed as the target trailer protection strategy.
[0062] Specifically, since mechanical isolation is not possible, an electronic control protection scheme must be used to suppress back electromotive force. Shifting to the highest gear can significantly reduce the transmission ratio between the motor speed and the wheel speed.
[0063] If the fault type is an open circuit or short circuit in the current sensor of the motor controller, and the drive type is an electric drive axle without neutral, then the third trailer protection strategy or the fifth trailer protection strategy is confirmed as the target trailer protection strategy.
[0064] Specifically, it accurately identifies the remaining usable safety features, preventing a large number of vehicles that could have been towed from being deemed to require waiting for a dedicated tow truck or dismantling due to non-core malfunctions.
[0065] In this embodiment of the application, if the faulty system is the transmission, the fault type is determined based on the vehicle fault scenario, and the target towing protection strategy is determined based on the fault type, specifically including the following situations: If the fault type is a stuck shift mechanism in the transmission or a failure to disengage the transmission, then the fourth towing protection strategy is confirmed as the target towing protection strategy.
[0066] Specifically, the above-mentioned fault types mean that the transmission cannot shift gears, but its drivetrain may not be stuck. Therefore, ensure that it is cooled and lubricated to prevent the fault from worsening during towing.
[0067] If the fault type is transmission system jam, then the sixth trailer protection strategy is confirmed as the target trailer protection strategy.
[0068] Specifically, the above-mentioned fault type means that the mechanical parts of the transmission are physically fixed. Forcibly dragging the vehicle will cause the tires to wear down or the drive chain to break. Therefore, the system prompts the user to perform mechanical disassembly.
[0069] This application embodiment combines specific fault types with drive type to accurately determine the most suitable target trailer protection strategy, ensuring that the vehicle receives the most appropriate protection under various fault scenarios.
[0070] In this embodiment of the application, after step S3, the method further includes: Implement tow truck protection strategies and monitor vehicle speed; If the detected vehicle speed continues to exceed the preset speed, an overspeed warning will be sent to the user through the remote information platform, and / or the drive system will be controlled to perform active short-circuit braking to force deceleration.
[0071] Specifically, after activating the trailer mode, the VCU collects information such as vehicle speed and motor speed in real time. If the vehicle speed exceeds 35 km / h for more than 1 minute, the user is reminded via the APP to slow down due to speeding. If the vehicle speed exceeds 35 km / h for more than 1 minute after the reminder, the MTCU is controlled to short-circuit the lower three transistors of the power module, and the vehicle is actively slowed down via ASC (Auto Stability Control). When ASC is activated, the maximum power cooling of the thermal management system is triggered by the message flag bit to prevent heat accumulation from shortening the lifespan or damaging the power module. Each ASC lasts for 30 seconds. During the activation process, the user is continuously notified via the mobile APP, and the headlights are flashed to remind the trailer driver that the vehicle speed is too high, thereby ensuring safety after activating the trailer mode.
[0072] In this embodiment of the application, after step S3, the method further includes: Implement trailer protection strategies and monitor the temperature of the drive and transmission systems; If the detected temperature exceeds the preset temperature, the thermal management system will be activated to perform active cooling at maximum power.
[0073] Specifically, after activating trailer mode, the VCU collects information such as motor temperature, motor controller temperature signal, and transmission oil temperature in real time. If the motor temperature, motor controller temperature signal, or transmission oil temperature exceeds the preset temperature, the VCU wakes up the TMS (Thermal Management System) through a message to start active cooling, thereby ensuring safety after activating trailer mode.
[0074] This application embodiment establishes a mapping relationship between fault scenarios, vehicle configuration, and various towing protection strategies, achieving automatic adaptation for all platform models and eliminating the limitations imposed by vehicle neutral configuration on towing protection strategies. This application embodiment also precisely prevents secondary damage when a vehicle needs to be towed due to a fault by dynamically selecting the optimal strategy based on real-time fault diagnosis during towing. This significantly improves the safety, reliability, and efficiency of towing operations while reducing maintenance costs.
[0075] Secondly, embodiments of this application also provide a trailer protection device for a vehicle.
[0076] Reference Figure 2 , Figure 2 This is a functional module diagram of an embodiment of the trailer protection device for the vehicle described in this application. Figure 2 As shown, the vehicle's trailer protection device includes: A module is established to create a mapping relationship between vehicle fault scenarios, vehicle configuration information, and towing protection strategies. The response module is used to respond to the trailer mode activation signal, obtain the current vehicle's fault information and configuration information, and obtain the vehicle fault scenario and vehicle configuration information. The mapping module is used to determine the target trailer protection strategy based on the mapping relationship and the obtained vehicle fault scenario and vehicle configuration information. The trailer protection strategy is a strategy that controls at least one of the following states: drive system enable state, transmission system gear state, hydraulic system enable state, and prompt system display state.
[0077] The functions of each module in the above-mentioned vehicle trailer protection device correspond to the steps in the above-mentioned vehicle trailer protection method embodiment, and their functions and implementation processes will not be described in detail here.
[0078] Thirdly, embodiments of this application provide a vehicle trailer protection device, which can be a personal computer (PC), laptop computer, server, or other device with data processing capabilities.
[0079] Reference Figure 3 , Figure 3This is a schematic diagram of the hardware structure of a vehicle trailer protection device involved in an embodiment of this application. In this embodiment, the vehicle trailer protection device may include a processor, a memory, a communication interface, and a communication bus.
[0080] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.
[0081] Communication interfaces include input / output (I / O) interfaces, physical interfaces, and logical interfaces used for interconnecting components within the vehicle's trailer protection equipment, as well as interfaces used for interconnecting the vehicle's trailer protection equipment with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.
[0082] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.
[0083] The processor can be a general-purpose processor, which can call the vehicle trailer protection program stored in the memory and execute the vehicle trailer protection method provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the vehicle trailer protection program is called can be referred to the various embodiments of the vehicle trailer protection method of this application, which will not be repeated here.
[0084] Those skilled in the art will understand that Figure 3 The hardware structure shown does not constitute a limitation of this application and may include more or fewer components than shown, or combine certain components, or have different component arrangements.
[0085] Fourthly, embodiments of this application also provide a computer-readable storage medium.
[0086] The present application provides a computer-readable storage medium storing a vehicle trailer protection program, wherein when the vehicle trailer protection program is executed by a processor, it implements the steps of the vehicle trailer protection method described above.
[0087] The method by which the vehicle trailer protection procedure is executed can be referred to in various embodiments of the vehicle trailer protection method of this application, and will not be repeated here.
[0088] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.
[0089] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.
[0090] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.
[0091] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.
[0092] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.
[0093] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.
[0094] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.
Claims
1. A method for protecting a vehicle by trailer, characterized in that, The vehicle's towing protection method includes: Establish a mapping relationship between vehicle failure scenarios, vehicle configuration information, and towing protection strategies; In response to the trailer mode activation signal, obtain the current vehicle's fault information and configuration information to obtain the vehicle fault scenario and vehicle configuration information; Based on the mapping relationship and the obtained vehicle fault scenarios and vehicle configuration information, the target towing protection strategy is determined; The trailer protection strategy is a strategy that controls at least one of the following states: drive system enable state, transmission system gear state, hydraulic system enable state, and prompt system display state.
2. The vehicle trailer protection method according to claim 1, characterized in that: The trailer protection strategies include a first trailer protection strategy, a second trailer protection strategy, a third trailer protection strategy, a fourth trailer protection strategy, a fifth trailer protection strategy, and a sixth trailer protection strategy. The first trailer protection strategy is used to control the drive system to be disabled, the transmission system to be put into neutral, the hydraulic system to be disabled, and the prompting system to display the first state; The second trailer protection strategy is used to control the drive system to be disabled, the transmission system to be put into neutral, the hydraulic system to be enabled and to perform adaptive speed adjustment, and the prompting system to display the first state; The third trailer protection strategy is used to control the drive system to enable and perform magnetic weakening, the hydraulic system to enable and perform adaptive speed adjustment, and the prompting system to display the second status. The fourth trailer protection strategy is used to control the drive system to be disabled, the hydraulic system to be enabled and perform adaptive speed adjustment, and the prompting system to display the second status. The fifth trailer protection strategy is used to control the drive system to enable and perform magnetic weakening, the transmission system to be engaged in the highest gear, the hydraulic system to enable and perform adaptive speed adjustment, and the prompting system to display the second status. The sixth trailer protection strategy is used to disable the drive system, disable the hydraulic system, and display the third state in the prompting system.
3. The method for protecting a vehicle by trailer according to claim 2, characterized in that, The step of determining the target towing protection strategy based on the mapping relationship and the obtained vehicle fault scenario and vehicle configuration information includes: Based on the described vehicle malfunction scenario, determine the faulty system; If the faulty system is the battery or motor controller, the fault type is determined according to the vehicle fault scenario, the drive type is determined according to the vehicle configuration information, and the target towing protection strategy is determined based on the fault type and drive type. If the faulty system is the transmission, the fault type is determined based on the vehicle fault scenario, and a target towing protection strategy is determined based on the fault type.
4. The vehicle trailer protection method according to claim 3, characterized in that, If the faulty system is the battery or motor controller, then the drive type is determined based on the vehicle configuration information, and the fault type is determined based on the vehicle fault scenario. Based on the fault type and drive type, a target towing protection strategy is determined, including: If the fault type is low battery remaining power, low battery insulation, battery main contactor fault, motor controller power module fault, motor controller current sensor open circuit or short circuit, or motor controller phase loss fault, and the drive type is an electric drive axle with neutral, then the first trailer protection strategy is confirmed as the target trailer protection strategy. If the fault type is low battery remaining power, open circuit or short circuit of motor controller current sensor, and the drive type is electric drive axle without neutral, then the third trailer protection strategy or the fifth trailer protection strategy is confirmed as the target trailer protection strategy. If the fault type is low battery insulation, main contactor fault of battery, power module fault of motor controller, or phase loss fault of motor controller, and the drive type is electric drive axle without neutral or electric drive transmission without neutral, then the sixth trailer protection strategy is confirmed as the target trailer protection strategy. If the fault type is low battery remaining power, low battery insulation, battery main contactor fault, motor controller power module fault, motor controller current sensor open circuit or short circuit, or motor controller phase loss fault, and the drive type is an electric drive transmission with neutral gear, then the second trailer protection strategy is confirmed as the target trailer protection strategy. If the fault type is low battery charge and the drive type is an electric drive transmission with no neutral gear, then the fifth trailer protection strategy is confirmed as the target trailer protection strategy. If the fault type is an open circuit or short circuit in the current sensor of the motor controller, and the drive type is an electric drive axle without neutral, then the third trailer protection strategy or the fifth trailer protection strategy is confirmed as the target trailer protection strategy.
5. The method for protecting a vehicle by trailer according to claim 3, characterized in that, If the faulty system is the transmission, then the fault type is determined based on the vehicle fault scenario, and a target towing protection strategy is determined based on the fault type, including: If the fault type is a stuck shift mechanism in the transmission or a failure to disengage the transmission, then the fourth towing protection strategy is confirmed as the target towing protection strategy. If the fault type is transmission system jam of the gearbox, then the sixth trailer protection strategy is confirmed as the target trailer protection strategy.
6. The method for protecting a vehicle by trailer according to claim 1, characterized in that, Before obtaining the vehicle fault information and configuration information in response to the trailer mode activation signal, and thus obtaining the vehicle fault scenario and vehicle configuration information, the following steps are included: Determine whether the vehicle is in a low-voltage power-on or low-voltage power-off state; If the vehicle is in a low-voltage power-on state, the rotational speed of each tire of the vehicle is measured. When the rotational speed of the non-drive wheel is less than the first threshold and the rotational speed of the drive wheel is greater than the second threshold, a trailer mode activation signal is generated, or the trailer mode activation signal is input through the vehicle human-machine interface. If the vehicle is in a low-voltage power-off state, the electric drive controller is woken up by the back electromotive force generated by the vehicle sampling motor and a trailer mode activation signal is generated. The first threshold is less than the second threshold.
7. The method for protecting a vehicle by trailer according to claim 1, characterized in that, Before obtaining the vehicle fault information and configuration information in response to the trailer mode activation signal, and thus obtaining the vehicle fault scenario and vehicle configuration information, the following steps are included: Real-time reading of active diagnostic fault message information of the entire vehicle; Determine whether the proactive fault diagnosis message includes fault occurrence information; If yes, determine whether the vehicle has stopped. If yes, terminate the process; otherwise, generate a trailer mode activation signal. If not, continue reading the active diagnostic fault message information of the whole vehicle.
8. The method for protecting a vehicle by trailer according to claim 1, characterized in that, After determining the target towing protection strategy based on the mapping relationship and the obtained vehicle fault scenario and vehicle configuration information, the process includes: Implement tow truck protection strategies and monitor vehicle speed; If the detected vehicle speed continues to exceed the preset speed, an overspeed warning will be sent to the user through the remote information platform, and / or the drive system will be controlled to perform active short-circuit braking to force deceleration.
9. The method for protecting a vehicle by trailer according to claim 1, characterized in that, After determining the target towing protection strategy based on the mapping relationship and the obtained vehicle fault scenario and vehicle configuration information, the process includes: Implement trailer protection strategies and monitor the temperature of the drive and transmission systems; If the detected temperature exceeds the preset temperature, the thermal management system will be activated to perform active cooling at maximum power.
10. A trailer protection device for a vehicle, characterized in that, The vehicle's trailer protection device includes: A module is established to create a mapping relationship between vehicle fault scenarios, vehicle configuration information, and towing protection strategies. The response module is used to respond to the trailer mode activation signal, obtain the current vehicle's fault information and configuration information, and obtain the vehicle fault scenario and vehicle configuration information. The mapping module is used to determine the target trailer protection strategy based on the mapping relationship and the obtained vehicle fault scenario and vehicle configuration information. The trailer protection strategy is a strategy that controls at least one of the following states: drive system enable state, transmission system gear state, hydraulic system enable state, and prompt system display state.