Vehicle failure processing method and vehicle control apparatus

Abstract

The application provides a vehicle fault processing method and a vehicle control device, and relates to the technical field of vehicles. The method is applied to a vehicle control device of a vehicle provided with a double electric drive axle system, and comprises the following steps: obtaining a single axle fault level of a first electric drive axle and a single axle fault level of a second electric drive axle in the double electric drive axle system; determining a whole vehicle fault level of the vehicle according to the single axle fault level of the first electric drive axle and the single axle fault level of the second electric drive axle; and performing corresponding fault processing operations on the first electric drive axle and the second electric drive axle according to the single axle fault level of the first electric drive axle, the single axle fault level of the second electric drive axle and the whole vehicle fault level. The application establishes a bridge between the single axle fault and the whole vehicle fault, ensures that the fault processing takes into account the single axle difference and can comprehensively determine the level from the perspective of the whole vehicle safety, and guarantees the accuracy and safety of the fault processing operation.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a vehicle fault handling method and a vehicle control device. Background Technology

[0002] In the field of new energy vehicles, dual-electric drive axle models are gradually becoming the mainstream configuration for high-end new energy commercial vehicles and passenger cars due to their excellent power performance, range, and transmission efficiency. A dual-electric drive axle system typically includes two independent electric drive axles, each integrating multiple core controllers. These controllers work together to ensure the stability of the vehicle's power output and driving safety.

[0003] However, the multi-controller architecture of dual electric drive axle systems also brings more complex fault management challenges. In existing technologies, some solutions only determine vehicle-level fault data by integrating the overall fault detection results of the two electric drive axles and issue vehicle control commands accordingly, without providing refined classification and targeted handling for the fault status of each electric drive axle's individual controller. This crude fault management model has significant drawbacks: on the one hand, when a single controller of a certain electric drive axle experiences a minor fault, it is easy to trigger strong intervention measures at the vehicle level due to the lack of differentiated handling, affecting the normal driving experience; on the other hand, when a single axle experiences a serious fault, existing solutions cannot accurately distinguish the working status of the faulty axle from the normal axle. It is difficult to perform precise fault isolation operations on the faulty axle, nor can it rely on the normal axle to achieve limp-riding range, which can easily lead to the entire vehicle losing power and being forced to stop. This not only significantly reduces the reliability of vehicle operation but may also cause traffic safety hazards in complex road conditions such as highways and mountainous areas.

[0004] Therefore, there is an urgent need for a dual electric drive axle fault redundancy processing control scheme that can achieve fine classification of single-axle multi-controller faults, collaborative judgment of dual-axle fault states, and ensure the vehicle's limp-walking capability when a single axle has a serious fault, in order to solve the problems of insufficient fault control accuracy and low vehicle reliability in the existing technology. Summary of the Invention

[0005] This application addresses the shortcomings of the prior art by providing a vehicle fault handling method and a vehicle control device to solve the problems existing in the prior art.

[0006] The technical solution adopted in the embodiments of this application is as follows: In a first aspect, embodiments of this application provide a vehicle fault handling method, applied to a vehicle control device in a vehicle equipped with a dual electric drive axle system, the method comprising: Obtain the single-bridge fault level of the first electric drive bridge and the single-bridge fault level of the second electric drive bridge in the dual electric drive bridge system. The overall vehicle fault level is determined based on the single-axle fault level of the first electric drive axle and the single-axle fault level of the second electric drive axle. Based on the single-axle fault level of the first electric drive axle, the single-axle fault level of the second electric drive axle, and the overall vehicle fault level, corresponding fault handling operations are performed on the first electric drive axle and the second electric drive axle.

[0007] In one embodiment, obtaining the single-bridge fault level of the first electric drive bridge and the single-bridge fault level of the second electric drive bridge in the dual electric drive bridge system includes: Based on the fault status data of the motor controller and gearbox controller in the first electric drive axle, the fault level of the first electric drive axle is obtained using the fault level table of the first electric drive axle. Based on the fault status data of the motor controller and gearbox controller in the second electric drive axle, the single-axle fault level of the second electric drive axle is obtained using the fault level table of the second electric drive axle.

[0008] In one embodiment, determining the overall vehicle fault level based on the single-axle fault level of the first electric drive axle and the single-axle fault level of the second electric drive axle includes: Based on the single-bridge fault level of the first electric drive bridge and the single-bridge fault level of the second electric drive bridge, the fault level of the dual electric drive bridge system is obtained using the fault level table of the dual electric drive bridge system. The overall vehicle fault level is determined based on the fault level of the dual electric drive axle system.

[0009] In one embodiment, performing corresponding fault handling operations on the first electric drive axle and the second electric drive axle based on the single-axle fault level of the first electric drive axle, the single-axle fault level of the second electric drive axle, and the overall vehicle fault level includes: If the vehicle fault level is the first fault level, the electric drive axle with the first fault level is determined as the faulty electric drive axle based on the single-axle fault levels of the first electric drive axle and the second electric drive axle. Displays fault indication information for the faulty electric drive bridge.

[0010] In one embodiment, performing corresponding fault handling operations on the first electric drive axle and the second electric drive axle based on the single-axle fault level of the first electric drive axle, the single-axle fault level of the second electric drive axle, and the overall vehicle fault level includes: If the vehicle fault level is the second fault level, the electric drive axle with the second fault level is determined as the faulty electric drive axle based on the single axle fault levels of the first electric drive axle and the second electric drive axle. Gear control is applied to the faulty electric drive axle and the normal electric drive axle to limit the vehicle's speed.

[0011] In one embodiment, the step of controlling the gear position of the faulty electric drive axle and the normal electric drive axle to limit the vehicle's speed includes: If the faulty electric drive bridge is any electric drive bridge, determine whether the actual gear positions of the faulty electric drive bridge and the normal electric drive bridge are consistent; If the gears are the same, the faulty electric drive axle and the normal electric drive axle are controlled to maintain the actual gear, so that the vehicle travels at a limited speed in the actual gear. If the gears are inconsistent, the normal electric drive axle is controlled to switch to the target gear using the actual gear of the faulty electric drive axle. Once the gears of the normal electric drive axle and the faulty electric drive axle are consistent, the vehicle is made to travel at a speed limit in the target gear. If the faulty electric drive axle consists of two electric drive axles, then the faulty electric drive axle and the normal electric drive axle are controlled to maintain the current gear, so that the vehicle travels at a limited speed in the current gear.

[0012] In one embodiment, performing corresponding fault handling operations on the first electric drive axle and the second electric drive axle based on the single-axle fault level of the first electric drive axle, the single-axle fault level of the second electric drive axle, and the overall vehicle fault level includes: If the vehicle fault level is the third fault level, the electric drive bridge with the third fault level is determined as the faulty electric drive bridge based on the single-bridge fault levels of the first electric drive bridge and the second electric drive bridge. The shift function of the faulty electric drive bridge and the normal electric drive bridge is enabled, and power-limited operation is performed.

[0013] In one embodiment, performing corresponding fault handling operations on the first electric drive axle and the second electric drive axle based on the single-axle fault level of the first electric drive axle, the single-axle fault level of the second electric drive axle, and the overall vehicle fault level includes: If the vehicle fault level is the fourth fault level, the electric drive bridge with the fourth fault level is determined as the faulty electric drive bridge based on the single-bridge fault levels of the first electric drive bridge and the second electric drive bridge. Gear control is applied to the faulty electric drive axle and the normal electric drive axle to limit the vehicle's speed. Control the faulty electric drive bridge and the normal electric drive bridge to operate with limited power.

[0014] In one embodiment, the step of performing corresponding fault handling operations on the first electric drive axle and the second electric drive axle based on the single-axle fault level of the first electric drive axle, the single-axle fault level of the second electric drive axle, and the vehicle fault level further includes: If the vehicle fault level is the fifth fault level, control the faulty electric drive axle and the normal electric drive axle to stop operating, so that the vehicle stops.

[0015] Secondly, embodiments of this application provide a vehicle control device, including: a processor, a storage medium, and a bus. The storage medium stores program instructions executable by the processor. When the vehicle control device is running, the processor communicates with the storage medium via the bus, and the processor executes the program instructions to implement the vehicle fault handling method described in any of the above embodiments.

[0016] The beneficial effects of this application are: it provides a vehicle fault handling method, including obtaining the single-axle fault level of the first electric drive axle and the single-axle fault level of the second electric drive axle in the dual electric drive axle system; determining the overall vehicle fault level based on the single-axle fault level of the first electric drive axle and the single-axle fault level of the second electric drive axle; and performing corresponding fault handling operations on the first electric drive axle and the second electric drive axle based on the single-axle fault level of the first electric drive axle, the single-axle fault level of the second electric drive axle, and the overall vehicle fault level.

[0017] Specifically, based on the single-axle fault level of the first electric drive axle, the single-axle fault level of the second electric drive axle, and the overall vehicle fault level, corresponding fault handling operations are performed on the first and second electric drive axles. This achieves refined detection at the single-axle level, clarifies the "data input source" for fault handling, establishes a link between "single-axle faults and overall vehicle faults," and ensures that fault handling takes into account both the differences between single axles and the overall vehicle safety perspective in terms of level determination, thereby guaranteeing the accuracy and safety of fault handling operations. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments 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.

[0019] Figure 1 This is one of the flowcharts illustrating the vehicle fault handling method provided in the embodiments of this application; Figure 2 This is a second schematic flowchart of a vehicle fault handling method provided in an embodiment of this application. Figure 3 The third schematic flowchart of the vehicle fault handling method provided in the embodiments of this application; Figure 4 The fourth flowchart illustrates the vehicle fault handling method provided in this application embodiment; Figure 5 Fifth of the flowcharts illustrating the vehicle fault handling method provided in the embodiments of this application; Figure 6 Sixth schematic flowchart of the vehicle fault handling method provided in the embodiments of this application; Figure 7 Seventh schematic flowchart of the vehicle fault handling method provided in the embodiments of this application; Figure 8 Eighth schematic flowchart of the vehicle fault handling method provided in the embodiments of this application; Figure 9 This is a schematic diagram of the vehicle fault handling device provided in the embodiments of this application; Figure 10 This is a schematic diagram of the structure of the vehicle control device provided in the embodiments of this application. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are some embodiments of this application, but not all embodiments.

[0021] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0022] Furthermore, the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Additionally, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0023] It should be noted that, where there is no conflict, the features in the embodiments of this application can be combined with each other.

[0024] This application provides a dual-electric drive axle vehicle, including a vehicle body, a dual-electric drive axle system mounted on the vehicle body, and a vehicle control device. The dual-electric drive axle system is connected to the vehicle control device, which is used to execute the vehicle fault handling method described below.

[0025] The following examples, in conjunction with the accompanying drawings, provide specific illustrations of the vehicle fault handling method provided in this application.

[0026] Figure 1 This is one of the flowcharts illustrating the vehicle fault handling method provided in the embodiments of this application, such as... Figure 1 As shown, the method includes: S101. Obtain the single-bridge fault level of the first electric drive bridge and the single-bridge fault level of the second electric drive bridge in the dual electric drive bridge system.

[0027] During vehicle operation, the fault status data of the motor controller and transmission controller of the first and second electric drive axles are collected in real time. Based on the fault level table of the corresponding electric drive axles, the fault level of each electric drive axle is determined, providing basic data for the subsequent determination of the fault level of the whole vehicle.

[0028] S102. Determine the overall vehicle fault level based on the single-axle fault level of the first electric drive axle and the single-axle fault level of the second electric drive axle.

[0029] The single-axle fault levels of the first and second electric drive axles obtained in S101 are substituted into the fault level table corresponding to the dual electric drive axle system to first obtain the fault level of the electric drive axle system. Then, combined with the preset vehicle fault level mapping rules, the vehicle's overall fault level is finally determined.

[0030] S103. Based on the single-axle fault level of the first electric drive axle, the single-axle fault level of the second electric drive axle, and the overall vehicle fault level, perform corresponding fault handling operations on the first electric drive axle and the second electric drive axle.

[0031] Based on the determined single-axle fault level of the first electric drive axle, the single-axle fault level of the second electric drive axle, and the overall vehicle fault level, a corresponding fault handling mechanism is matched to implement operations such as gear control, power limitation, and torque control on the first and second electric drive axles respectively. At the same time, driving restrictions or parking commands are executed at the vehicle level to achieve precise control under fault conditions.

[0032] In summary, this embodiment performs corresponding fault handling operations on the first and second electric drive axles based on their single-axle fault levels, the second electric drive axle fault levels, and the overall vehicle fault level. This achieves refined single-axle level detection, clarifies the "data input source" for fault handling, establishes a link between "single-axle faults and overall vehicle faults," and ensures that fault handling takes into account both the differences between single axles and the overall vehicle safety perspective in level determination, thereby guaranteeing the accuracy and safety of fault handling operations.

[0033] Figure 2 This is a second schematic flowchart of the vehicle fault handling method provided in the embodiments of this application, as shown below. Figure 2 As shown, step S101, obtaining the single-bridge fault level of the first electric drive bridge and the single-bridge fault level of the second electric drive bridge in the dual electric drive bridge system, includes: S201. Based on the fault status data of the motor controller and gearbox controller in the first electric drive axle, the fault level table of the first electric drive axle is used to obtain the single-axle fault level of the first electric drive axle.

[0034] As shown in Table 1, the fault level table of the first electric drive axle is generated by cross-judging the fault status of its motor controller and gearbox controller. The fault status of the motor controller is divided into 6 categories: 0 (no fault), 1 (minor fault), 2 (power limiting state), 3 (zero torque state), 4 (shutdown state), and communication loss fault. The fault status of the gearbox controller is divided into 5 categories: 0 (no fault), 1 (minor fault), 2 (shifting prohibited), 3 (return to neutral), and communication loss fault.

[0035] For example, when the motor controller of the first electric drive axle is 1 (minor fault) and the gearbox controller is 0 (no fault), the fault level table shows that the single-axle fault level of the first electric drive axle is 1 (minor fault); when the motor controller is in communication loss fault and the gearbox controller is 2, the corresponding single-axle fault level is 5.

[0036] Table 1 Fault Level Table for the First Electric Drive Axle

[0037] S202. Based on the fault status data of the motor controller and gearbox controller in the second electric drive axle, the fault level table of the second electric drive axle is used to obtain the single-axle fault level of the second electric drive axle.

[0038] As shown in Table 2, the fault level table of the second electric drive axle is generated by cross-judgment of the fault status of its motor controller and gearbox controller. The fault status of the motor controller is divided into 6 categories: 0 (no fault), 1 (minor fault), 2 (power limiting state), 3 (zero torque state), 4 (shutdown state), and communication loss fault. The fault status of the gearbox controller is divided into 5 categories: 0 (no fault), 1 (minor fault), 2 (prohibited from shifting), 3 (return to neutral), and communication loss fault.

[0039] The principle of obtaining the single-bridge fault level of the second electric drive bridge using the fault level table of the second electric drive bridge is the same as that of S201, and will not be repeated here.

[0040] Table 2 Fault Level Table for the Second Electric Drive Axle

[0041] It should also be noted that the handling methods corresponding to the single bridge fault levels are shown in Table 3. After determining the single bridge fault levels of the first electric drive bridge and the second electric drive bridge according to the single bridge fault level tables in Tables 1 and 2, the corresponding single bridge fault handling methods can also be determined according to Table 3.

[0042] Table 3 Single-bridge fault handling methods

[0043] Figure 3 This is the third flowchart illustrating the vehicle fault handling method provided in the embodiments of this application, as shown below. Figure 3 As shown, S102, determining the vehicle's overall fault level based on the single-axle fault level of the first electric drive axle and the single-axle fault level of the second electric drive axle, includes: S301. Based on the single-bridge fault level of the first electric drive bridge and the single-bridge fault level of the second electric drive bridge, the fault level table of the dual electric drive bridge system is used to obtain the fault level of the dual electric drive bridge system.

[0044] As shown in Table 4, the fault level table of the dual electric drive axle system is determined by cross-judgment of the single-axle fault levels of the first electric drive axle and the second electric drive axle. The single-axle fault levels include types such as 0 (no fault), 1 (minor fault), 2 (vehicle speed limit), 3 (vehicle power limit), 4 (vehicle speed and power limit), and 5 (single axle stop).

[0045] For example, when the fault level of the first electric drive axle is 1 (minor fault) and the fault level of the second electric drive axle is 2 (vehicle speed limit), the system fault level of the dual electric drive axle system can be found to be 2 (vehicle speed limit) by referring to the system fault level table shown in Table 4; when the fault level of the first electric drive axle is 5 (single axle stop) and the fault level of the second electric drive axle is 3 (vehicle power limit), the system fault level is 5 (vehicle stop).

[0046] Table 4 Fault Level Table for Dual Electric Drive Axle System

[0047] S302. Determine the overall vehicle fault level based on the fault level of the dual electric drive axle system.

[0048] There is a corresponding mapping relationship between the vehicle fault level and the fault level of the dual electric drive axle system. Specifically: Dual electric drive axle system fault level 0 corresponds to vehicle fault level 0 (no fault); Dual electric drive axle system fault level 1 corresponds to vehicle fault level 1 (minor fault, instrument lights on); Dual electric drive axle system fault level 2 corresponds to vehicle fault level 2 (vehicle speed limited); Dual electric drive axle system fault level 3 corresponds to vehicle fault level 3 (vehicle power limited); Dual electric drive axle system fault level 4 corresponds to vehicle fault level 4 (vehicle speed and power limited); Dual electric drive axle system fault level 5 corresponds to vehicle fault level 5 (vehicle stopped).

[0049] Using the above mapping rules, the fault level of the dual electric drive axle system obtained from S301 is converted into the final vehicle fault level, providing a core basis for subsequent fault handling. For example, the handling methods corresponding to the vehicle fault levels are shown in Table 5. After determining the vehicle fault level, the corresponding vehicle fault handling method can also be determined according to Table 5.

[0050] Table 5. Mapping Relationship between Vehicle Fault Levels and Dual Electric Drive Axle System Fault Levels

[0051] Optionally, in another embodiment, as shown in Table 6, the mapping relationship between the vehicle fault level and the dual electric drive axle system fault level can also be: dual electric drive axle system fault level 0 corresponds to vehicle fault level 0 (no fault); dual electric drive axle system fault level 1 corresponds to vehicle fault level 1 (minor fault, instrument lights on); dual electric drive axle system fault levels 2, 3, and 4 correspond to vehicle fault level 2 (vehicle speed and power limited); dual electric drive axle system fault level 5 corresponds to vehicle fault level 3 (vehicle stopped).

[0052] Table 6. Mapping Relationship between Vehicle Fault Levels and Dual Electric Drive Axle System Fault Levels (Part 2)

[0053] Figure 4 This is the fourth flowchart illustrating the vehicle fault handling method provided in the embodiments of this application. Figure 4 As shown, step S103 describes performing corresponding fault handling operations on the first and second electric drive axles based on the single-axle fault level of the first electric drive axle, the single-axle fault level of the second electric drive axle, and the overall vehicle fault level. This includes: S401. If the overall vehicle fault level is the first fault level, the electric drive axle with the first fault level is determined as the faulty electric drive axle based on the single-axle fault levels of the first and second electric drive axles.

[0054] Referring to Table 4, the first fault level of the whole vehicle corresponds to a single axle level 1 fault (minor fault). When the fault level of the whole vehicle is determined to be the first fault level, the single axle fault levels of the two electric drive axles recorded in S101 are retrieved, and the electric drive axle with a single axle fault level of 1 (minor fault) is marked as a faulty electric drive axle; if the single axle fault levels of both electric drive axles are 1, then both are determined to be faulty electric drive axles.

[0055] S402. Displays fault indication information for the faulty electric drive bridge.

[0056] After receiving the faulty electric drive axle determination result, the vehicle's instrument system illuminates the corresponding fault indicator light on the instrument panel. At the same time, the specific number and fault type (minor fault) of the faulty electric drive axle can be displayed on the vehicle's central control screen, reminding the driver that the vehicle has a fault but can continue to drive normally, and requires subsequent on-site inspection.

[0057] In one embodiment, Figure 5 This is the fifth flowchart illustrating the vehicle fault handling method provided in the embodiments of this application, as shown below. Figure 5 As shown, S103 may include: S501. If the vehicle fault level is the second fault level, the electric drive axle with the second fault level is determined as the faulty electric drive axle based on the single-axle fault levels of the first and second electric drive axles.

[0058] The second fault level of the whole vehicle corresponds to a single axle level 2 fault (vehicle speed limit). When the fault level of the whole vehicle is determined to be level 2, the single axle fault levels of the two electric drive axles are checked. The electric drive axle with a single axle fault level of 2 is identified as the faulty electric drive axle, and the other electric drive axles are normal electric drive axles.

[0059] S502. Gear control is applied to the faulty electric drive axle and the normal electric drive axle to limit the vehicle's speed.

[0060] Specifically, Figure 6 This is a flowchart illustrating the vehicle fault handling method provided in the embodiments of this application, as shown in Figure 6. Figure 6 As shown, S502 may include: S601. If the faulty electric drive bridge is any electric drive bridge, determine whether the actual gear positions of the faulty electric drive bridge and the normal electric drive bridge are consistent.

[0061] The current gear position signal of the faulty electric drive bridge and the normal electric drive bridge is collected in real time, and the gear position data of the two are compared to determine whether they are in the same gear.

[0062] S602. If the gears are the same, control the faulty electric drive axle and the normal electric drive axle to maintain the actual gear, so that the vehicle travels at the speed limit in the actual gear.

[0063] When the gears of the two electric drive axles are in the same position, a gear shifting prohibition enable command is sent to the faulty electric drive axle, and at the same time, the power output of the whole vehicle is limited to ensure that the vehicle limps at a limited speed in the current gear.

[0064] S603. If the gears are inconsistent, the normal electric drive axle will switch to the target gear using the actual gear of the faulty electric drive axle. Once the gears of the normal and faulty electric drive axles are consistent, the vehicle will travel at the speed limit in the target gear.

[0065] If there is a difference in gear position between the two electric drive axles, a shift enable and target gear position command is sent to the normal electric drive axle, instructing it to switch to the current gear position of the faulty electric drive axle; once the gears are synchronized, the vehicle speed limiting program is immediately activated to prohibit subsequent gear shifting operations of the two electric drive axles, ensuring stable vehicle operation.

[0066] S604. If the faulty electric drive axle consists of two electric drive axles, control the faulty electric drive axle and the normal electric drive axle to maintain the current gear, so that the vehicle travels at the speed limit in the current gear.

[0067] When the fault level of both electric drive axles is 2, a command to prohibit shifting is issued to both electric drive axles at the same time to maintain the existing gear and activate the vehicle speed limiting mechanism to avoid driving risks caused by gear changes.

[0068] In one embodiment, Figure 7 This is the seventh flowchart illustrating the vehicle fault handling method provided in the embodiments of this application. Figure 7 As shown, S103 may include: S701. If the overall vehicle fault level is the third fault level, the electric drive axle with the third fault level is determined as the faulty electric drive axle based on the single-axle fault levels of the first and second electric drive axles.

[0069] The third fault level of the whole vehicle corresponds to the level 3 fault of a single axle (vehicle power limit). After the fault level of the whole vehicle is determined to be the third level, the electric drive axle with the fault level of 3 is selected and defined as the faulty electric drive axle.

[0070] S702: The shifting function of the faulty electric drive bridge and the normal electric drive bridge is enabled, and power-limited operation is performed.

[0071] The shifting function of the two electric drive axles is not restricted, allowing the vehicle to shift gears normally according to driving conditions; at the same time, power limiting commands are sent to the motor controllers of the two electric drive axles to reduce the output power of the power system, thereby reducing the load on the faulty electric drive axle and preventing the fault from escalating while ensuring the basic driving needs of the vehicle.

[0072] In one embodiment, Figure 8 This is the eighth flowchart illustrating the vehicle fault handling method provided in the embodiments of this application. Figure 8 As shown, S103 may include: S801. If the vehicle fault level is the fourth fault level, the electric drive axle with the fourth fault level is determined as the faulty electric drive axle based on the single-axle fault levels of the first and second electric drive axles.

[0073] The fourth fault level of the whole vehicle corresponds to the fourth fault level of a single axle (vehicle speed and power limit). When the fault level of the whole vehicle is the fourth level, the electric drive axle with the fault level of 4 of the single axle is identified as the faulty electric drive axle.

[0074] S802. Gear control is applied to the faulty electric drive axle and the normal electric drive axle to limit the vehicle's speed.

[0075] The gear control logic is the same as that of S502. First, it determines whether the gears of the faulty electric drive axle and the normal electric drive axle are the same. If the gears are the same, the current gear is maintained. If the gears are different, the normal electric drive axle is controlled to switch to the gear of the faulty electric drive axle. After the gear synchronization is completed, the vehicle speed limit control is activated, and subsequent gear shifting operations of the faulty electric drive axle are prohibited.

[0076] S803 controls the faulty electric drive bridge and the normal electric drive bridge to operate with limited power.

[0077] Based on gear control and speed limiting, the vehicle controller sends power limiting commands to the two electric drive axles to dual control the power output of the power system, realizing a composite fault handling of "speed limiting + power limiting" to further ensure the driving stability of the vehicle under fault conditions.

[0078] The vehicle's fault level is the fifth fault level (corresponding to a single axle level 5 fault, where the faulty axle stops working). The vehicle controller immediately sends zero torque and neutral shift commands to both electric drive axles, controlling the faulty electric drive axle and the normal electric drive axle to stop power output. At the same time, the vehicle's braking system is triggered, causing the vehicle to stop quickly and preventing the fault from causing a safety accident.

[0079] In summary, the method provided in this application has the following advantages: 1. Fault status is collected separately for the motor controller and transmission controller of each electric drive axle (e.g., "minor fault" for the motor controller, "no fault" for the transmission controller), instead of "packaging" single-axle faults together; single-axle fault levels (0-5) are generated based on the cross-generating of controller fault status, clearly distinguishing different fault degrees such as "minor fault", "speed limit", "power limit", and "stop" to avoid confusion of fault levels; the overall vehicle fault level is determined by combining the single-axle levels of the two electric drive axles, and differentiated processing is carried out according to the single-axle level (e.g., shifting is prohibited on faulty axles, and shifting is enabled on normal axles), which ensures the safety of the whole vehicle and avoids excessive intervention.

[0080] 2. A scheme is adopted to detect the fault status of each controller on a separate electric drive bridge and obtain the fault level of each single bridge. If the number of controllers increases due to the addition of electric drive bridge functions, it is only necessary to add the fault status dimension of the controller (such as adding "temperature controller fault") to the cross table of "controller fault status - single bridge level" (Table 1 and Table 2), without reconstructing the overall logic. This solution will not cause the fault level to become chaotic due to the increase in the number of controllers.

[0081] 3. The scheme adopts the integration of individual electric drive axles to obtain the fault level status of the dual electric drive axle system. If the number of electric drive axles increases in the future, for example, if the vehicle is expanded to three electric drive axles, a cross-determination table of "third electric drive axle single axle level" and the existing dual axle level can be added based on the "single axle level - system level - vehicle level" judgment logic of this scheme. There is no need to redesign the core algorithm, and it will not cause the fault handling confusion caused by the increase in the number of electric drive axles.

[0082] 4. Existing technologies often suffer from unclear fault handling logic (e.g., not clearly defining "how dual-axle gears coordinate when a single axle fails"), leading to repeated debugging during engineering implementation and increasing R&D costs. This application uses tabular judgment and step-by-step processing to make fault handling logic directly implementable. For example, for "single-axle speed limiting faults," the solution clearly states "prohibit gear shifting on the faulty axle, check gear consistency; if consistent, maintain the speed limit at that gear; if inconsistent, synchronize the gear and then limit the speed." Engineers can directly write control programs according to the steps, significantly shortening the R&D cycle.

[0083] The following will continue to explain the apparatus, equipment, and storage medium for implementing the vehicle fault handling method provided in any of the above embodiments of this application. The specific implementation process and the resulting technical effects are the same as those in the corresponding method embodiments. For the sake of brevity, the parts not mentioned in the following embodiments can be referred to the corresponding content in the method embodiments.

[0084] Figure 9 This is a schematic diagram of the vehicle fault handling device provided in the embodiments of this application, as shown below. Figure 9As shown, this application also provides a vehicle fault handling device, applied to vehicle control equipment in a vehicle equipped with a dual electric drive axle system, the device comprising: The acquisition module 10 is used to acquire the single-bridge fault level of the first electric drive bridge and the single-bridge fault level of the second electric drive bridge in the dual electric drive bridge system.

[0085] The determination module 20 is used to determine the overall vehicle fault level of the vehicle based on the single-axle fault level of the first electric drive axle and the single-axle fault level of the second electric drive axle.

[0086] The processing module 30 is used to perform corresponding fault handling operations on the first electric drive axle and the second electric drive axle according to the single-axle fault level of the first electric drive axle, the single-axle fault level of the second electric drive axle, and the vehicle fault level.

[0087] Optionally, the acquisition module 10 is configured to obtain the single-bridge fault level of the first electric drive bridge based on the fault status data of the motor controller and the gearbox controller in the first electric drive bridge and using the fault level table of the first electric drive bridge; and to obtain the single-bridge fault level of the second electric drive bridge based on the fault status data of the motor controller and the gearbox controller in the second electric drive bridge and using the fault level table of the second electric drive bridge.

[0088] Optionally, the determining module 20 is configured to obtain the fault level of the dual electric drive axle system based on the single-axle fault level of the first electric drive axle and the single-axle fault level of the second electric drive axle using the fault level table of the dual electric drive axle system; and determine the overall vehicle fault level based on the fault level of the dual electric drive axle system.

[0089] Optionally, the processing module 30 is configured to, if the vehicle fault level is the first fault level, determine the electric drive bridge with the single-bridge fault level of the first fault level as the faulty electric drive bridge based on the single-bridge fault levels of the first electric drive bridge and the second electric drive bridge; and display the fault indication information of the faulty electric drive bridge.

[0090] Optionally, the processing module 30 is configured to, if the vehicle fault level is the second fault level, determine the electric drive bridge with a single-bridge fault level of the second fault level as the faulty electric drive bridge based on the single-bridge fault levels of the first electric drive bridge and the second electric drive bridge; and perform gear control on the faulty electric drive bridge and the normal electric drive bridge to limit the speed of the vehicle.

[0091] Optionally, the processing module 30 is configured to, if the faulty electric drive axle is any electric drive axle, determine whether the actual gear positions of the faulty electric drive axle and the normal electric drive axle are consistent; if the gear positions are consistent, control the faulty electric drive axle and the normal electric drive axle to maintain the actual gear positions, so that the vehicle travels at a limited speed in the actual gear positions; if the gear positions are inconsistent, control the normal electric drive axle to switch gears using the actual gear position of the faulty electric drive axle as the target gear position, and after the gear positions of the normal electric drive axle and the faulty electric drive axle are consistent, so that the vehicle travels at a limited speed in the target gear positions; if the faulty electric drive axle is two electric drive axles, control the faulty electric drive axle and the normal electric drive axle to maintain the current gear positions, so that the vehicle travels at a limited speed in the current gear positions.

[0092] Optionally, the processing module 30 is configured to, if the vehicle fault level is the third fault level, determine the electric drive bridge with a single-bridge fault level of the third fault level as the faulty electric drive bridge based on the single-bridge fault levels of the first electric drive bridge and the second electric drive bridge; control the shifting function of the faulty electric drive bridge and the normal electric drive bridge to be enabled, and perform power-limited operation.

[0093] Optionally, the processing module 30 is configured to, if the vehicle fault level is the fourth fault level, determine the electric drive bridge with a single-bridge fault level of the fourth fault level as the faulty electric drive bridge based on the single-bridge fault levels of the first electric drive bridge and the second electric drive bridge; perform gear control on the faulty electric drive bridge and the normal electric drive bridge to limit the vehicle's speed; and control the faulty electric drive bridge and the normal electric drive bridge to operate with limited power.

[0094] Optionally, the processing module 30 is configured to control the faulty electric drive axle and the normal electric drive axle to stop operating if the vehicle fault level is the fifth fault level, thereby stopping the vehicle.

[0095] The above-described device is used to execute the method provided in the foregoing embodiments, and its implementation principle and technical effect are similar, so they will not be described again here.

[0096] These modules can be one or more integrated circuits configured to implement the above methods, such as one or more Application Specific Integrated Circuits (ASICs), one or more microprocessors, or one or more Field Programmable Gate Arrays (FPGAs). Alternatively, when a module is implemented using processing element scheduler code, the processing element can be a general-purpose processor, such as a Central Processing Unit (CPU) or other processor capable of calling program code. Furthermore, these modules can be integrated together as a system-on-a-chip (SOC).

[0097] Figure 10 This is a schematic diagram of the structure of the vehicle control device provided in the embodiments of this application, such as... Figure 10 As shown, this application also provides a vehicle control device, including a processor 100, a storage medium 200 and a bus 300. The storage medium stores program instructions executable by the processor. When the vehicle control device is running, the processor communicates with the storage medium via the bus, and the processor executes the program instructions to implement the vehicle fault handling method described in any of the above embodiments.

[0098] This application also provides a readable storage medium storing program instructions, which, when executed by a processor, implement the vehicle fault handling method described in any of the above embodiments.

[0099] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0100] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0101] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or in a combination of hardware and software functional units.

[0102] The integrated units implemented as software functional units described above can be stored in a computer-readable storage medium. These software functional units, stored in a storage medium, include several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute some steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0103] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle fault handling method, characterized in that, A vehicle control device applied to a vehicle equipped with a dual electric drive axle system, the method comprising: Obtain the single-bridge fault level of the first electric drive bridge and the single-bridge fault level of the second electric drive bridge in the dual electric drive bridge system. The overall vehicle fault level is determined based on the single-axle fault level of the first electric drive axle and the single-axle fault level of the second electric drive axle. Based on the single-bridge fault level of the first electric drive axle, the single-bridge fault level of the second electric drive axle, and the overall vehicle fault level, corresponding fault handling operations are performed on the first electric drive axle and the second electric drive axle. The step of performing corresponding fault handling operations on the first electric drive axle and the second electric drive axle based on the single-axle fault level of the first electric drive axle, the single-axle fault level of the second electric drive axle, and the overall vehicle fault level includes: If the vehicle fault level is the second fault level, the electric drive axle with the second fault level is determined as the faulty electric drive axle based on the single axle fault levels of the first electric drive axle and the second electric drive axle. Gear control is applied to the faulty electric drive axle and the normal electric drive axle to limit the vehicle's speed. The step of controlling the gear positions of the faulty electric drive axle and the normal electric drive axle to limit the vehicle's speed includes: If the faulty electric drive bridge is any electric drive bridge, determine whether the actual gear positions of the faulty electric drive bridge and the normal electric drive bridge are consistent; If the gears are the same, the faulty electric drive axle and the normal electric drive axle are controlled to maintain the actual gear, so that the vehicle travels at a limited speed in the actual gear. If the gears are inconsistent, the normal electric drive axle is controlled to switch to the target gear using the actual gear of the faulty electric drive axle. Once the gears of the normal electric drive axle and the faulty electric drive axle are consistent, the vehicle is made to travel at a speed limit in the target gear. If the faulty electric drive axle consists of two electric drive axles, then the faulty electric drive axle and the normal electric drive axle are controlled to maintain the current gear, so that the vehicle travels at a limited speed in the current gear.

2. The method according to claim 1, characterized in that, The step of obtaining the single-bridge fault level of the first electric drive bridge and the single-bridge fault level of the second electric drive bridge in the dual electric drive bridge system includes: Based on the fault status data of the motor controller and gearbox controller in the first electric drive axle, the fault level of the first electric drive axle is obtained using the fault level table of the first electric drive axle. Based on the fault status data of the motor controller and gearbox controller in the second electric drive axle, the single-axle fault level of the second electric drive axle is obtained using the fault level table of the second electric drive axle.

3. The method according to claim 1, characterized in that, Determining the overall vehicle fault level based on the single-axle fault levels of the first electric drive axle and the second electric drive axle includes: Based on the single-bridge fault level of the first electric drive bridge and the single-bridge fault level of the second electric drive bridge, the fault level of the dual electric drive bridge system is obtained using the fault level table of the dual electric drive bridge system. The overall vehicle fault level is determined based on the fault level of the dual electric drive axle system.

4. The method according to claim 1, characterized in that, The step of performing corresponding fault handling operations on the first electric drive axle and the second electric drive axle based on the single-axle fault level of the first electric drive axle, the single-axle fault level of the second electric drive axle, and the overall vehicle fault level includes: If the vehicle fault level is the first fault level, the electric drive axle with the first fault level is determined as the faulty electric drive axle based on the single-axle fault levels of the first electric drive axle and the second electric drive axle. Displays fault indication information for the faulty electric drive bridge.

5. The method according to claim 1, characterized in that, The step of performing corresponding fault handling operations on the first electric drive axle and the second electric drive axle based on the single-axle fault level of the first electric drive axle, the single-axle fault level of the second electric drive axle, and the overall vehicle fault level includes: If the vehicle fault level is the third fault level, the electric drive bridge with the third fault level is determined as the faulty electric drive bridge based on the single-bridge fault levels of the first electric drive bridge and the second electric drive bridge. The shift function of the faulty electric drive bridge and the normal electric drive bridge is enabled, and power-limited operation is performed.

6. The method according to claim 1, characterized in that, The step of performing corresponding fault handling operations on the first electric drive axle and the second electric drive axle based on the single-axle fault level of the first electric drive axle, the single-axle fault level of the second electric drive axle, and the overall vehicle fault level includes: If the vehicle fault level is the fourth fault level, the electric drive bridge with the fourth fault level is determined as the faulty electric drive bridge based on the single-bridge fault levels of the first electric drive bridge and the second electric drive bridge. Gear control is applied to the faulty electric drive axle and the normal electric drive axle to limit the vehicle's speed. Control the faulty electric drive bridge and the normal electric drive bridge to operate with limited power.

7. The method according to claim 1, characterized in that, The step of performing corresponding fault handling operations on the first electric drive axle and the second electric drive axle based on the single-axle fault level of the first electric drive axle, the single-axle fault level of the second electric drive axle, and the overall vehicle fault level further includes: If the vehicle fault level is the fifth fault level, control the faulty electric drive axle and the normal electric drive axle to stop operating, so that the vehicle stops.

8. A vehicle control device, characterized in that, include: The system includes a processor, a storage medium, and a bus. The storage medium stores program instructions executable by the processor. When the vehicle control device is running, the processor communicates with the storage medium via the bus, and the processor executes the program instructions to implement the vehicle fault handling method according to any one of claims 1 to 7.

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