DCDC converter fault diagnosis method and device, and program product

Abstract

The invention provides a DCDC converter fault diagnosis method, a DCDC converter fault diagnosis device and a program product. Relates to the technical field of automation control. The method comprises the steps that the fault state of the DCDC converter of the vehicle is detected, and the fault state is used for indicating the fault degree of the DCDC converter; when the fault state indicates that the low-voltage power supply is abnormal, a response strategy corresponding to the fault state is determined, and the vehicle is controlled; wherein the response strategy comprises turning on double flash of the vehicle lamp and reducing the vehicle speed. According to the invention, the effect of timely and accurate fault diagnosis of the DCDC converter is achieved.

Description

Technical Field

[0001] This application relates to the field of automation control technology, and in particular to a method, device and program product for diagnosing faults in DC-DC converters. Background Technology

[0002] A DC-to-DC converter (DCDC) converts the DC power from a high-voltage battery into low-voltage electricity to replenish the battery. It also provides stable power to critical controllers in autonomous vehicles, such as the onboard charging control unit (CCU), electro-hydraulic brake (EHB), electronic parking brake (EPB), and electric power steering (EPS). A DCDC converter failure results in an unstable power supply to the vehicle's electrical system, posing a serious safety hazard. Therefore, fault diagnosis of the DCDC converter and the implementation of safety protection strategies can effectively ensure the continuous and reliable operation of autonomous vehicles.

[0003] In related technologies, key controllers such as batteries, CCU, EHB, EPB and EPS are autonomously tested. When a fault is detected, the fault information is reported to achieve fault diagnosis of DC-DC converter. However, there are problems with response delay and / or missed reporting of faults, resulting in low reliability and safety of unmanned vehicles.

[0004] Based on this, a timely and accurate fault diagnosis scheme for DC-DC converters is proposed. Summary of the Invention

[0005] This application provides a method, device, and program for diagnosing DC-DC converter faults, in order to achieve timely and accurate fault diagnosis of DC-DC converters.

[0006] Firstly, this application provides a method for diagnosing faults in a DC-DC converter, including:

[0007] Detect the fault status of the vehicle's DC-DC converter; the fault status is used to indicate the degree of failure of the DC-DC converter.

[0008] When the fault status indicates a low-voltage power supply abnormality, determine the corresponding response strategy for the fault status and control the vehicle.

[0009] The response strategies include turning on the hazard lights and reducing vehicle speed.

[0010] In one possible implementation, the fault conditions include: a primary low-voltage power supply failure or a secondary low-voltage power supply failure. A primary low-voltage power supply failure indicates that the output voltage of the DC-DC converter is less than the rated operating voltage, and a secondary low-voltage power supply failure indicates that the output voltage of the DC-DC converter is less than the minimum operating voltage.

[0011] In one possible implementation, when a fault state indicates a low-voltage power supply abnormality, a response strategy corresponding to the fault state is determined, including:

[0012] When the fault status indicates a Level 1 low-voltage power supply anomaly, the corresponding response strategy for determining the fault status includes turning on the hazard lights and reducing the vehicle speed to less than or equal to a speed threshold; the speed threshold is used to indicate the maximum vehicle speed when the Level 1 low-voltage power supply anomaly occurs.

[0013] When the fault status indicates a secondary low-voltage power supply abnormality, the corresponding response strategy for determining the fault status includes turning on the hazard lights and reducing the vehicle speed to 0.

[0014] In one possible implementation, detecting the fault condition of the vehicle's DC-DC converter includes:

[0015] Acquire multiple output voltages of the vehicle's DC-DC converter within a first preset time period; the first preset time period is used to indicate the specific time period before detecting a fault state of the vehicle's DC-DC converter.

[0016] The fault status of the vehicle's DC-DC converter is detected based on multiple output voltages within a first preset time period.

[0017] In one possible implementation, the fault state of the vehicle's DC-DC converter is detected based on multiple output voltages within a first preset time period, including:

[0018] When all output voltages within the first preset time period are less than the rated operating voltage, and there is an output voltage greater than or equal to the minimum operating voltage, the fault status of the vehicle's DC-DC converter is determined to be a first-level low-voltage power supply abnormality.

[0019] When all output voltages within the first preset time period are less than the minimum operating voltage, the fault status of the vehicle's DC-DC converter is determined to be a secondary low-voltage power supply abnormality.

[0020] In one possible implementation, after controlling the vehicle, the process further includes:

[0021] Acquire multiple output voltages of the DC-DC converter within a second preset time period, where the second preset time period indicates the specific time period after the vehicle is controlled.

[0022] When all output voltages within the second preset time period are greater than or equal to the rated operating voltage, the fault status of the DC-DC converter is marked as no low-voltage power supply abnormality.

[0023] In one possible implementation, the fault state further includes: communication and module anomalies; the method further includes:

[0024] The first communication status of the DC-DC converter is acquired in real time. The first communication status is used to indicate the communication status of the DC-DC converter in interacting with other components in the vehicle.

[0025] When the first communication status indicates that the communication status of the DC-DC converter is timed out or lost, the fault status of the DC-DC converter is determined to include communication and module abnormalities.

[0026] When communication or module malfunctions, a non-zero level fault message is generated based on the first communication state;

[0027] Non-zero level fault information is displayed through human-machine interaction within the vehicle.

[0028] In one possible implementation, after displaying the non-zero level fault information via human-machine interaction within the vehicle, the process further includes:

[0029] The second communication status of the DC-DC converter is acquired in real time; wherein the second communication status is used to indicate the communication status of the DC-DC converter interacting with other components in the vehicle after displaying non-zero level fault information.

[0030] If the second communication status indicates that the communication status of the DC-DC converter is normal, the fault status of the DC-DC converter is marked as no communication and module abnormality.

[0031] Secondly, this application provides a DC-DC converter fault diagnosis device, comprising:

[0032] The detection module is used to detect the fault status of the vehicle's DC-DC converter, and the fault status is used to indicate the degree of fault of the DC-DC converter.

[0033] The processing module is used to determine the corresponding response strategy when the fault status indicates a low-voltage power supply abnormality, and to control the vehicle. The response strategy includes turning on the hazard lights and reducing the vehicle speed.

[0034] In one possible implementation, the fault conditions include: a primary low-voltage power supply failure or a secondary low-voltage power supply failure. A primary low-voltage power supply failure indicates that the output voltage of the DC-DC converter is less than the rated operating voltage, and a secondary low-voltage power supply failure indicates that the output voltage of the DC-DC converter is less than the minimum operating voltage.

[0035] In one possible implementation, the processing module is specifically used for:

[0036] When the fault status indicates a Level 1 low-voltage power supply anomaly, the corresponding response strategy for determining the fault status includes turning on the hazard lights and reducing the vehicle speed to less than or equal to a speed threshold; the speed threshold is used to indicate the maximum vehicle speed when the Level 1 low-voltage power supply anomaly occurs.

[0037] When the fault status indicates a secondary low-voltage power supply abnormality, the corresponding response strategy for determining the fault status includes turning on the hazard lights and reducing the vehicle speed to 0.

[0038] In one possible implementation, the detection module is specifically used for:

[0039] Acquire multiple output voltages of the vehicle's DC-DC converter within a first preset time period; the first preset time period is used to indicate the specific time period before detecting a fault state of the vehicle's DC-DC converter.

[0040] The fault status of the vehicle's DC-DC converter is detected based on multiple output voltages within a first preset time period.

[0041] In one possible implementation, the detection module is further configured to:

[0042] When all output voltages within the first preset time period are less than the rated operating voltage, and there is an output voltage greater than or equal to the minimum operating voltage, the fault status of the vehicle's DC-DC converter is determined to be a first-level low-voltage power supply abnormality.

[0043] When all output voltages within the first preset time period are less than the minimum operating voltage, the fault status of the vehicle's DC-DC converter is determined to be a secondary low-voltage power supply abnormality.

[0044] In one possible implementation, after the vehicle is controlled, the detection module is further configured to:

[0045] Acquire multiple output voltages of the DC-DC converter within a second preset time period, where the second preset time period indicates the specific time period after the vehicle is controlled.

[0046] When all output voltages within the second preset time period are greater than or equal to the rated operating voltage, the fault status of the DC-DC converter is marked as no low-voltage power supply abnormality.

[0047] In one possible implementation, the fault state further includes: communication and module anomaly; the processing module is also used for:

[0048] The first communication status of the DC-DC converter is acquired in real time. The first communication status is used to indicate the communication status of the DC-DC converter in interacting with other components in the vehicle.

[0049] When the first communication status indicates that the communication status of the DC-DC converter is timed out or lost, the fault status of the DC-DC converter is determined to include communication and module abnormalities.

[0050] When communication or module malfunctions, a non-zero level fault message is generated based on the first communication state;

[0051] Non-zero level fault information is displayed through human-machine interaction within the vehicle.

[0052] In one possible implementation, after displaying non-zero level fault information via human-machine interaction within the vehicle, the processing module is further configured to:

[0053] The second communication status of the DC-DC converter is acquired in real time; wherein the second communication status is used to indicate the communication status of the DC-DC converter interacting with other components in the vehicle after displaying non-zero level fault information.

[0054] If the second communication status indicates that the communication status of the DC-DC converter is normal, the fault status of the DC-DC converter is marked as no communication and module abnormality.

[0055] Thirdly, this application provides an electronic device, including: a memory and a processor;

[0056] The memory stores instructions that the computer executes;

[0057] The processor executes computer execution instructions stored in memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0058] Fourthly, this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible embodiments of the first aspect.

[0059] Fifthly, this application provides a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0060] The DC-DC converter fault diagnosis method, device, and program product provided in this application can detect the fault status of the vehicle's DC-DC converter, analyze the converter's status in real time, detect faults in the DC-DC converter at the first time, reduce response delay, and thus effectively improve the vehicle's reliability and safety. Subsequently, when the fault status indicates a low-voltage power supply abnormality, the corresponding response strategy is determined, and the vehicle is controlled accordingly. When the DC-DC converter exhibits a low-voltage power supply abnormality fault status, the most appropriate response strategy is determined, and the vehicle operates accordingly based on the determined response strategy. This allows for timely and effective countermeasures when a fault occurs, preventing further deterioration of the DC-DC converter fault, improving fault response speed, ensuring stable vehicle operation under complex conditions, and enhancing vehicle reliability and safety. Attached Figure Description

[0061] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0062] Figure 1 A schematic diagram of a scenario for the DC-DC converter fault diagnosis method provided in the embodiments of this application;

[0063] Figure 2 A flowchart illustrating the DC-DC converter fault diagnosis method provided in this application embodiment. Figure 1 ;

[0064] Figure 3 A flowchart illustrating the DC-DC converter fault diagnosis method provided in this application embodiment. Figure 2 ;

[0065] Figure 4 A flowchart illustrating the DC-DC converter fault diagnosis method provided in this application embodiment. Figure 3 ;

[0066] Figure 5 This is a schematic diagram of the structure of the DC-DC converter fault diagnosis device provided in the embodiments of this application;

[0067] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0068] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0069] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0070] In related technologies, the DC-DC converter starts working after the vehicle is powered on. If the DC-DC converter detects that the battery voltage remains below its rated output voltage for a certain period, it will report a fault, thus performing fault diagnosis. This results in a delay in the DC-DC converter's response to faults. Furthermore, due to algorithmic or hardware issues, the DC-DC converter may miss or falsely report existing faults, preventing the vehicle from responding promptly to the impact of DC-DC converter malfunctions, ultimately leading to lower reliability and safety for the autonomous vehicle.

[0071] The DC-DC converter fault diagnosis method provided in this application detects the fault state of the vehicle's DC-DC converter, enabling real-time analysis of the converter's status and immediate fault detection. This reduces response delay and effectively improves vehicle reliability and safety. Subsequently, when a fault state indicates a low-voltage power supply abnormality, a corresponding response strategy is determined, and the vehicle is controlled. When a low-voltage power supply abnormality is detected in the DC-DC converter, the most suitable response strategy is determined, and the vehicle operates accordingly. This allows for timely and effective countermeasures when a fault occurs, preventing further deterioration of the DC-DC converter fault, improving fault response speed, ensuring stable vehicle operation under complex conditions, and enhancing vehicle reliability and safety.

[0072] Figure 1 This is a schematic diagram illustrating a scenario for the DC-DC converter fault diagnosis method provided in an embodiment of this application. Figure 1 As shown, the specific application scenario of this application includes: vehicle 10, wherein:

[0073] The vehicle 10 also includes a DC-DC converter 11 and a chassis controller 12. The chassis controller 12 is capable of acquiring the output voltage and communication status of the DC-DC converter 11. Then, based on the acquired output voltage and communication status, the chassis controller 12 executes a DC-DC converter fault diagnosis method as described in the following embodiment.

[0074] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0075] Figure 2 A flowchart illustrating the DC-DC converter fault diagnosis method provided in this application embodiment. Figure 1 .like Figure 2 As shown, the method includes:

[0076] S201. Detect the fault status of the vehicle's DC-DC converter. The fault status is used to indicate the degree of fault of the DC-DC converter.

[0077] Specific detection methods are used to determine the fault status of a vehicle's DC-DC converter. A DC-DC converter converts direct current (DC) from one voltage level to another. In a vehicle, the DC-DC converter converts the DC power from the high-voltage battery to low-voltage DC power, supplying the vehicle's low-voltage electrical systems. Optionally, these low-voltage electrical systems include headlights, instrument panel, audio system, and other electrical components. The fault status describes whether the DC-DC converter is currently malfunctioning and the degree of malfunction. The fault status ranges from minor performance degradation to severe functional failure of the DC-DC converter.

[0078] By detecting the fault status of the vehicle's DC-DC converter, we can understand its working condition in a timely and accurate manner, discover potential faults in advance, provide a basis for subsequent DC-DC converter fault diagnosis, and improve the safety and reliability of the vehicle.

[0079] Optionally, voltage and current sensors are installed at the input and output terminals of the DC-DC converter, respectively, and a temperature sensor is installed inside the DC-DC converter. These sensors collect the input voltage, output voltage, current, and internal temperature of the DC-DC converter in real time. Then, these data are transmitted to the vehicle's chassis controller. The chassis controller compares the collected data with preset ranges to determine whether the vehicle's DC-DC converter is faulty and the corresponding fault state, thus obtaining the fault status of the vehicle's DC-DC converter.

[0080] Optionally, the DC-DC converter has a periodic self-test function. At regular intervals and / or after certain mileages, the DC-DC converter automatically runs a self-test program. This program simulates different workloads to test the DC-DC converter's performance under various operating conditions. If an anomaly is detected, the DC-DC converter stores the fault information as fault codes in its internal memory. Other components of the vehicle can obtain these fault codes through communication with the DC-DC converter, thus determining the fault status of the converter.

[0081] S202. When the fault status indicates a low-voltage power supply abnormality, determine the corresponding response strategy for the fault status and control the vehicle; the response strategy includes turning on the hazard lights and reducing the vehicle speed.

[0082] When a vehicle experiences a low-voltage power supply anomaly, it indicates that the voltage received by the vehicle's low-voltage electrical system does not meet the normal operating requirements of the low-voltage electrical system. When a low-voltage power supply anomaly caused by a DC-DC converter fault is detected, a corresponding response strategy is determined to minimize the impact on occupants of the vehicle. This response strategy includes activating the hazard lights and reducing vehicle speed.

[0083] Turning on the hazard lights activates the vehicle's left and right turn signals, causing them to flash simultaneously. This alerts other road users to an abnormal situation, increasing the vehicle's visibility and reducing the risk of a collision. Reducing vehicle speed minimizes the risks associated with driving under low-voltage power supply conditions and also reduces the risk of further damage to other vehicle components caused by the power outage.

[0084] The DC-DC converter fault diagnosis method provided in this application detects the fault state of the vehicle's DC-DC converter, enabling real-time analysis of the converter's status and immediate fault detection. This reduces response delay and effectively improves vehicle reliability and safety. Subsequently, when a fault state indicates a low-voltage power supply abnormality, a corresponding response strategy is determined, and the vehicle is controlled. When a low-voltage power supply abnormality is detected in the DC-DC converter, the most suitable response strategy is determined, and the vehicle operates accordingly. This allows for timely and effective countermeasures when a fault occurs, preventing further deterioration of the DC-DC converter fault, improving fault response speed, ensuring stable vehicle operation under complex conditions, and enhancing vehicle reliability and safety.

[0085] In one possible implementation, the fault conditions include: a primary low-voltage power supply abnormality or a secondary low-voltage power supply abnormality. A primary low-voltage power supply abnormality indicates that the output voltage of the DC-DC converter is less than the rated operating voltage, and a secondary low-voltage power supply abnormality indicates that the output voltage of the DC-DC converter is less than the minimum operating voltage.

[0086] Both primary and secondary low-voltage power supply anomalies are indicators describing the fault state of a DC-DC converter. A primary low-voltage power supply anomaly indicates that the output voltage of the DC-DC converter is lower than its rated operating voltage; a secondary low-voltage power supply anomaly indicates that the output voltage of the DC-DC converter is lower than its minimum operating voltage. The minimum operating voltage is the lowest voltage limit required to maintain the basic functions of other components in a vehicle powered by a DC-DC converter. Optionally, the rated operating voltage is the standard voltage value designed for the DC-DC converter's output under normal and stable operating conditions. Optionally, the operating voltage of the DC-DC converter can be set based on the operating voltage of other components in the vehicle powered by the DC-DC converter. Therefore, the rated operating voltage here can also be the rated operating voltage of other components in the vehicle powered by the DC-DC converter.

[0087] When a vehicle experiences a Level 1 low-voltage power supply anomaly, the performance of some of its low-voltage electrical systems will be affected to some extent, but it can still function with minimal disruption. For example, when a vehicle experiences a Level 1 low-voltage power supply anomaly, its headlights may dim. When a vehicle experiences a Level 2 low-voltage power supply anomaly, some of its low-voltage electrical systems may fail to function properly, leading to a serious risk of malfunction in the vehicle control system and severely impacting the vehicle's safety and reliability.

[0088] By further subdividing low-voltage power supply anomalies into primary and secondary low-voltage power supply anomalies, the fault status of the DC-DC converter can be more accurately reflected. This allows for the development of targeted response strategies, improving the efficiency and accuracy of handling different fault states and effectively enhancing the overall reliability and safety of the vehicle.

[0089] Figure 3 A flowchart illustrating the DC-DC converter fault diagnosis method provided in this application embodiment. Figure 2 .like Figure 3 As shown, in this embodiment... Figure 2 Based on the embodiments, a fault diagnosis method for DC-DC converters is described in detail, which includes:

[0090] In one possible implementation, step S201 may further include:

[0091] S2011. Obtain multiple output voltages of the vehicle's DC-DC converter within a first preset time period; the first preset time period is used to indicate the specific time period before detecting the fault state of the vehicle's DC-DC converter.

[0092] The first preset time period is a pre-defined time interval before detecting a fault in the vehicle's DC-DC converter. The length of the first preset time period can be flexibly set according to actual needs and vehicle operating characteristics. For example, the first preset time period can be a few seconds, tens of seconds, or even several minutes. By setting the first preset time period, a clear time range is provided for obtaining the DC-DC converter output voltage data, making the collected multiple output voltages more representative and valuable for reference, and ensuring that the collected multiple output voltages can reflect the stable operating state or potential changing trend of the DC-DC converter over a period of time.

[0093] Multiple output voltages are the output voltage values ​​of the DC-DC converter collected at different times within a first preset time period. Since the output voltage of the DC-DC converter may fluctuate due to various factors such as load changes and ambient temperature changes, collecting multiple output voltage data within the first preset time period can provide a more comprehensive and accurate understanding of the DC-DC converter's operation and avoid misjudgments caused by the randomness of a single data point.

[0094] S2012. Based on multiple output voltages within a first preset time period, detect the fault status of the vehicle's DC-DC converter.

[0095] By analyzing and processing multiple output voltages within a first preset time period, the fault status of the vehicle's DC-DC converter is detected.

[0096] Optionally, the average value of multiple output voltages within a first preset time period is calculated. Then, the average value is compared with the rated operating voltage and the minimum operating voltage. If the average value is less than the rated operating voltage but greater than or equal to the minimum operating voltage, the fault condition of the vehicle's DC-DC converter is determined to be a primary low-voltage power supply abnormality; if the average value is less than the minimum operating voltage, the fault condition of the vehicle's DC-DC converter is determined to be a secondary low-voltage power supply abnormality.

[0097] Optionally, the maximum value of multiple output voltages within a first preset time period is obtained. Then, the maximum value is compared with the rated operating voltage and the minimum operating voltage. If the maximum value is less than the rated operating voltage but greater than or equal to the minimum operating voltage, the fault state of the vehicle's DC-DC converter is determined to be a primary low-voltage power supply abnormality; if the maximum value is less than the minimum operating voltage, the fault state of the vehicle's DC-DC converter is determined to be a secondary low-voltage power supply abnormality.

[0098] In one possible implementation, step S202 may further include:

[0099] S2021. When the fault status indicates a first-level low-voltage power supply abnormality, the corresponding response strategy for the fault status is determined to include turning on the hazard lights and reducing the vehicle speed to less than or equal to a speed threshold; the speed threshold is used to indicate the maximum vehicle speed when the first-level low-voltage power supply is abnormal.

[0100] The speed threshold is a pre-set maximum permissible vehicle speed under a Level 1 low-voltage power supply anomaly. The speed threshold is determined based on factors such as vehicle performance and the power supply capacity of the low-voltage electrical system under fault conditions. Optionally, the speed threshold can be 30 km / h or 40 km / h.

[0101] When a low-voltage power supply anomaly is detected in the DC-DC converter, the system interacts with the vehicle's lighting control system to activate the vehicle's hazard lights, alerting surrounding vehicles and pedestrians to the abnormal situation. Simultaneously, it interacts with the engine control module to adjust the engine's output power or the electric motor's speed, gradually reducing the vehicle's speed to a level below or equal to a speed threshold.

[0102] S2022. When the fault status indication shows a secondary low-voltage power supply abnormality, the corresponding response strategy for the fault status is determined to include turning on the hazard lights and reducing the vehicle speed to 0.

[0103] When the fault status indicates a secondary low-voltage power supply abnormality, the system will also interact with the vehicle's lighting control system to activate the vehicle's hazard lights. Simultaneously, through interaction with the engine control module, appropriate braking force will be automatically applied based on the vehicle's driving status and safety requirements to reduce the vehicle speed to 0 and bring it to a smooth stop as quickly as possible.

[0104] Optionally, if the vehicle is equipped with an automatic emergency braking system, the automatic emergency braking system can be activated to ensure that the vehicle can come to a safe stop.

[0105] The DC-DC converter fault diagnosis method provided in this application acquires multiple output voltages of a vehicle's DC-DC converter within a first preset time period. Based on these multiple output voltages, the fault state of the vehicle's DC-DC converter is detected. Since individual output voltages may be random and prone to error, analyzing a DC-DC converter fault using a single output voltage may lead to missed or incorrect fault detections. Acquiring multiple output voltages within the first preset time period comprehensively and accurately reflects the stability of the DC-DC converter's output voltages during this period. Detecting the fault state of the DC-DC converter using these multiple output voltages allows for the timely discovery of potential fault hazards, avoiding misjudgments of fault states due to individual abnormal output voltages, and improving the accuracy and reliability of fault state detection. When the fault state indicates a primary low-voltage power supply abnormality, the corresponding response strategy includes activating the hazard lights and reducing the vehicle speed to less than or equal to a speed threshold. Activating the hazard lights improves vehicle visibility and reduces the risk of collisions. Reducing vehicle speed to below or equal to a speed threshold reduces the load on the vehicle's electrical equipment and powertrain, thereby reducing the vehicle's consumption of low-voltage power. This helps alleviate the power supply pressure on the DC-DC converter and prevents further deterioration of the fault. When the fault status indicates a secondary low-voltage power supply anomaly, the corresponding response strategy includes activating the hazard lights and reducing the vehicle speed to 0. When a secondary low-voltage power supply anomaly is present, components such as the vehicle's steering and braking systems may malfunction, and continued driving significantly increases the risk of an accident. Reducing the vehicle speed to 0 puts the vehicle in a relatively safe state, allowing the driver to troubleshoot the fault or await rescue, maximizing the safety of the vehicle and its occupants. Different response strategies are developed for primary and secondary low-voltage power supply anomalies to avoid unnecessary accidents caused by DC-DC converter failures, while minimizing the impact of DC-DC converter failures on normal vehicle operation, thus improving the vehicle's safety and reliability under DC-DC converter failure conditions.

[0106] In one possible implementation, step S2012 may further include:

[0107] Step A: When all output voltages within the first preset time period are less than the rated operating voltage, and there is an output voltage greater than or equal to the minimum operating voltage, the fault status of the vehicle's DC-DC converter is determined to be a first-level low-voltage power supply abnormality.

[0108] All output voltages within the first preset time period are compared with the rated operating voltage and the minimum operating voltage, respectively. If all output voltages are less than the rated operating voltage, but at least one output voltage is greater than or equal to the minimum operating voltage, the fault condition of the vehicle's DC-DC converter is determined to be a primary low-voltage power supply abnormality.

[0109] Step B: When all output voltages within the first preset time period are less than the minimum operating voltage, the fault status of the vehicle's DC-DC converter is determined to be a secondary low-voltage power supply abnormality.

[0110] All output voltages within the first preset time period are compared with the minimum operating voltage. If all collected output voltages are less than the minimum operating voltage, the fault condition of the vehicle's DC-DC converter is determined to be a secondary low-voltage power supply abnormality.

[0111] In one possible implementation, after controlling the vehicle, the following steps are also included:

[0112] Step A: Obtain multiple output voltages of the DC-DC converter within a second preset time period. The second preset time period is used to indicate the specific time period after the vehicle is controlled.

[0113] The second preset time period is the time period used to further monitor the output voltage of the DC-DC converter after the vehicle is controlled. Similar to the first preset time period, the second preset time period can be set according to actual operational needs. Optionally, the second preset time period can be 1 minute after the vehicle is controlled; it can be 2 minutes after the vehicle is controlled; or it can be 30 seconds after the vehicle is controlled.

[0114] By controlling the vehicle and monitoring the output voltage of the DC-DC converter, the recovery status and / or fault status of the DC-DC converter can be monitored in real time. This helps to assess the effectiveness of the previously adopted response strategies and improves the accuracy and timeliness of fault handling.

[0115] Step B: When all output voltages within the second preset time period are greater than or equal to the rated operating voltage, mark the fault status of the DC-DC converter as no low-voltage power supply abnormality.

[0116] All output voltages within the second preset time period are compared with the rated operating voltage. If all output voltages are greater than or equal to the rated operating voltage, it indicates that the output voltage of the DC-DC converter has returned to normal, and the fault status of the DC-DC converter is marked as no low-voltage power supply abnormality. By updating the fault status information of the DC-DC converter in a timely manner, unnecessary measures can be avoided due to the failure to update the fault status of the DC-DC converter in a timely manner, enabling the vehicle to resume normal operation as soon as possible and improving the vehicle's operating efficiency and reliability.

[0117] Figure 4 A flowchart illustrating the DC-DC converter fault diagnosis method provided in this application embodiment. Figure 3 .like Figure 4 As shown, in this embodiment... Figure 2 Based on the embodiments, the fault diagnosis method for DC-DC converters is described in detail. The fault states also include: communication and module abnormalities. The method also includes:

[0118] S401. Real-time acquisition of the first communication status of the DC-DC converter, the first communication status being used to indicate the communication status of the DC-DC converter interacting with other components in the vehicle.

[0119] The first communication status reflects the current status of data transmission and interaction between the DC-DC converter and other components within the vehicle. This status includes information such as whether communication is normal, whether there is a delay, and whether the data is accurate. By acquiring the first communication status in real time, communication problems between the DC-DC converter and other components within the vehicle can be detected promptly.

[0120] S402. When the first communication status indicates that the communication status of the DC-DC converter is timeout or lost, determine the fault status of the DC-DC converter, including communication and module abnormalities.

[0121] When the first communication status indicates that the communication status of the DC-DC converter is timed out or lost, it means that the DC-DC converter cannot communicate normally with other components. The fault status of the DC-DC converter includes communication and module abnormalities.

[0122] S403. When communication and module malfunctions, generate non-zero level fault information based on the first communication state.

[0123] Once a communication and module malfunction is determined in the DC-DC converter, non-zero level fault information is generated based on the specific communication details in the first communication state. Optionally, the specific communication details include information such as the number of timeouts and the duration of communication loss.

[0124] Optionally, the severity of the fault can be assessed based on factors such as the number of timeouts and the duration of communication loss in the first communication state. Then, based on the severity of the fault, non-zero level fault information is generated according to pre-defined fault information coding rules.

[0125] By generating non-zero level fault information, detailed and accurate fault diagnosis information can be provided for people inside the vehicle and / or the driver of the vehicle.

[0126] S404. Display non-zero level fault information through human-machine interaction in the vehicle.

[0127] Human-machine interaction (HMI) refers to any method of information exchange and interaction between a person and a vehicle. Optionally, HMI may include one or more methods such as instrument panel display, central control screen display, and voice prompts. Through these HMI methods, the vehicle can convey non-zero-level fault information to the occupants and driver, prompting the driver to take appropriate measures to ensure driving safety.

[0128] Optionally, the vehicle can be an autonomous vehicle, in which case non-zero level fault information can be displayed to the autonomous vehicle administrator through human-machine interaction within the vehicle.

[0129] The DC-DC converter fault diagnosis method provided in this application obtains the data interaction between the DC-DC converter and other components in the vehicle by acquiring the first communication state of the DC-DC converter in real time. When the first communication state indicates that the communication state of the DC-DC converter is timed out or lost, the fault state of the DC-DC converter is determined to include communication and module abnormalities. Determining the fault state as communication and module abnormalities allows for the simultaneous consideration of communication line faults and internal module faults of the DC-DC converter, thus alerting occupants to the fault state of the DC-DC converter. When communication and module abnormalities occur, non-zero level fault information is generated based on the first communication state; this non-zero level fault information is displayed through human-machine interaction within the vehicle. Timely and conspicuous display of non-zero level fault information through human-machine interaction can attract sufficient attention from occupants, preventing loss of vehicle control or more serious accidents due to faults. In summary, by diagnosing the first communication state of the DC-DC converter, the normal collaborative operation of the vehicle's electrical system is ensured, improving vehicle safety and reliability.

[0130] In one possible implementation, after displaying non-zero level fault information through human-machine interaction within the vehicle, the method further includes:

[0131] Step A: Real-time acquisition of the second communication status of the DC-DC converter; wherein, the second communication status is used to indicate the communication status of the DC-DC converter interacting with other components in the vehicle after displaying non-zero level fault information.

[0132] The second communication state is the communication status of the DC-DC converter when it interacts with other components in the vehicle, after a non-zero level fault information has been displayed. Unlike the first communication state, which is obtained during fault diagnosis, the second communication state is the communication status of the DC-DC converter monitored after a communication and module anomaly has been detected and a non-zero level fault information has been displayed.

[0133] Step B: If the second communication status indicates that the communication status of the DC-DC converter is normal, mark the fault status of the DC-DC converter as no communication and module abnormal.

[0134] If the second communication status indicates that the communication status of the DC-DC converter is normal, the "communication and module abnormality" mark in the fault status information of the DC-DC converter is cleared or modified to "no communication and module abnormality", thereby updating the fault status record of the DC-DC converter.

[0135] Figure 5 This is a schematic diagram of the structure of the DC-DC converter fault diagnosis device provided in an embodiment of this application. Figure 5 As shown, the DC-DC converter fault diagnosis device 50 provided in this embodiment includes:

[0136] The detection module 501 is used to detect the fault status of the vehicle's DC-DC converter, and the fault status is used to indicate the degree of fault of the DC-DC converter.

[0137] The processing module 502 is used to determine the response strategy corresponding to the fault state when the fault state indicates that there is a low voltage power supply abnormality, and to control the vehicle; the response strategy includes turning on the hazard lights and reducing the vehicle speed.

[0138] In one possible implementation, the fault conditions include: a primary low-voltage power supply failure or a secondary low-voltage power supply failure. A primary low-voltage power supply failure indicates that the output voltage of the DC-DC converter is less than the rated operating voltage, and a secondary low-voltage power supply failure indicates that the output voltage of the DC-DC converter is less than the minimum operating voltage.

[0139] In one possible implementation, the processing module 502 is specifically used for:

[0140] When the fault status indicates a Level 1 low-voltage power supply anomaly, the corresponding response strategy for determining the fault status includes turning on the hazard lights and reducing the vehicle speed to less than or equal to a speed threshold; the speed threshold is used to indicate the maximum vehicle speed when the Level 1 low-voltage power supply anomaly occurs.

[0141] When the fault status indicates a secondary low-voltage power supply abnormality, the corresponding response strategy for determining the fault status includes turning on the hazard lights and reducing the vehicle speed to 0.

[0142] In one possible implementation, the detection module 501 is specifically used for:

[0143] Acquire multiple output voltages of the vehicle's DC-DC converter within a first preset time period; the first preset time period is used to indicate the specific time period before detecting a fault state of the vehicle's DC-DC converter.

[0144] The fault status of the vehicle's DC-DC converter is detected based on multiple output voltages within a first preset time period.

[0145] In one possible implementation, the detection module 501 is further configured to:

[0146] When all output voltages within the first preset time period are less than the rated operating voltage, and there is an output voltage greater than or equal to the minimum operating voltage, the fault status of the vehicle's DC-DC converter is determined to be a first-level low-voltage power supply abnormality.

[0147] When all output voltages within the first preset time period are less than the minimum operating voltage, the fault status of the vehicle's DC-DC converter is determined to be a secondary low-voltage power supply abnormality.

[0148] In one possible implementation, after controlling the vehicle, the detection module 501 is further configured to:

[0149] Acquire multiple output voltages of the DC-DC converter within a second preset time period, where the second preset time period indicates the specific time period after the vehicle is controlled.

[0150] When all output voltages within the second preset time period are greater than or equal to the rated operating voltage, the fault status of the DC-DC converter is marked as no low-voltage power supply abnormality.

[0151] In one possible implementation, the fault state further includes: communication and module abnormality; the processing module 502 is further configured to:

[0152] The first communication status of the DC-DC converter is acquired in real time. The first communication status is used to indicate the communication status of the DC-DC converter in interacting with other components in the vehicle.

[0153] When the first communication status indicates that the communication status of the DC-DC converter is timed out or lost, the fault status of the DC-DC converter is determined to include communication and module abnormalities.

[0154] When communication or module malfunctions, a non-zero level fault message is generated based on the first communication state;

[0155] Non-zero level fault information is displayed through human-machine interaction within the vehicle.

[0156] In one possible implementation, after displaying the non-zero level fault information via human-machine interaction within the vehicle, the processing module 502 is further configured to:

[0157] The second communication status of the DC-DC converter is acquired in real time; wherein the second communication status is used to indicate the communication status of the DC-DC converter interacting with other components in the vehicle after displaying non-zero level fault information.

[0158] If the second communication status indicates that the communication status of the DC-DC converter is normal, the fault status of the DC-DC converter is marked as no communication and module abnormality.

[0159] The DC-DC converter fault diagnosis device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0160] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 6 As shown, the electronic device 60 provided in this embodiment includes at least one processor 601 and a memory 602. Optionally, the device 60 further includes a communication component 603. The processor 601, memory 602, and communication component 603 are connected via a bus 604.

[0161] In a specific implementation, at least one processor 601 executes computer execution instructions stored in memory 602, causing at least one processor 601 to perform the above-described method.

[0162] The specific implementation process of processor 601 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0163] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0164] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0165] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings of this application's embodiments are not limited to only one bus or one type of bus.

[0166] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0167] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed, implement any of the methods described above.

[0168] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random-Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0169] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an application-specific integrated circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0170] The division of units is merely a logical functional division; 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 indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0171] 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.

[0172] In addition, the functional units in the various embodiments of the present invention 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.

[0173] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. 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.

[0174] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0175] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A DCDC converter failure diagnosis method characterized by, The method comprises the following steps: detecting a fault state of a DCDC converter of a vehicle, the fault state being used to indicate a fault degree of the DCDC converter; when the fault state indicates that there is a low-voltage power supply anomaly, determining a response strategy corresponding to the fault state, and controlling the vehicle; wherein the response strategy includes turning on the vehicle's double flashing lights and reducing the vehicle's speed.

2. The method of claim 1, wherein, The fault state includes a first-level low-voltage power supply anomaly or a second-level low-voltage power supply anomaly, the first-level low-voltage power supply anomaly indicating that the output voltage of the DCDC converter is less than the rated working voltage, and the second-level low-voltage power supply anomaly indicating that the output voltage of the DCDC converter is less than the minimum working voltage.

3. The method of claim 2, wherein, When the fault state indicates that there is a low-voltage power supply anomaly, determining a response strategy corresponding to the fault state comprises: When the fault state indicates that there is the first-level low-voltage power supply anomaly, the response strategy corresponding to the fault state includes turning on the vehicle's double flashing lights and reducing the vehicle's speed to less than or equal to a speed threshold; the speed threshold is used to indicate the maximum speed of the vehicle under the first-level low-voltage power supply anomaly; When the fault state indicates that there is the second-level low-voltage power supply anomaly, the response strategy corresponding to the fault state includes turning on the vehicle's double flashing lights and reducing the vehicle's speed to 0.

4. The method of claim 2, wherein, The method comprises the following steps: obtaining a plurality of output voltages of the DCDC converter of the vehicle within a first preset time period; the first preset time period is used to indicate a specific time period before detecting the fault state of the DCDC converter of the vehicle; detecting the fault state of the DCDC converter of the vehicle according to the plurality of output voltages within the first preset time period.

5. The method of claim 4, wherein, The method comprises the following steps: When all the output voltages within the first preset time period are less than the rated working voltage, and there is an output voltage greater than or equal to the minimum working voltage, the fault state of the DCDC converter of the vehicle is obtained as the first-level low-voltage power supply anomaly; When all the output voltages within the first preset time period are less than the minimum working voltage, the fault state of the DCDC converter of the vehicle is obtained as the second-level low-voltage power supply anomaly.

6. The method of claim 2, wherein, After the vehicle is controlled, the method further comprises the following steps: obtaining a plurality of output voltages of the DCDC converter within a second preset time period, the second preset time being used to indicate a specific time period after the vehicle is controlled; When all the output voltages within the second preset time period are greater than or equal to the rated working voltage, the fault state of the DCDC converter is marked as having no low-voltage power supply anomaly.

7. The method of claim 1, wherein, The fault state further includes a communication and module anomaly, and the method further comprises the following steps: real-time obtaining a first communication state of the DCDC converter, the first communication state being used to indicate a communication state of the DCDC converter interacting with other components in the vehicle; When the first communication state indicates that the communication state of the DCDC converter is timeout or lost, determining that the fault state of the DCDC converter includes the communication and module exception; When the communication and module exception occurs, generating non-zero level fault information based on the first communication state; Displaying the non-zero level fault information through human-computer interaction in the vehicle.

8. The method of claim 7, wherein, After the non-zero level fault information is displayed through the human-computer interaction in the vehicle, the method further includes: Real-time acquisition of a second communication state of the DCDC converter; wherein the second communication state is used to indicate the communication state of the DCDC converter interacting with other components in the vehicle after the non-zero level fault information is displayed; If the second communication state indicates that the communication state of the DCDC converter is normal, marking the fault state of the DCDC converter as no communication and module exception.

9. A DCDC converter failure diagnosis device characterized by comprising: Comprise: A detection module is configured to detect a fault state of a DCDC converter of a vehicle, the fault state being used to indicate a fault degree of the DCDC converter; A processing module is configured to determine a response strategy corresponding to the fault state when the fault state indicates that there is a low-voltage power supply exception, and control the vehicle; wherein the response strategy includes turning on the double flash of the vehicle light and reducing the speed of the vehicle.

10. An electronic device, comprising: Comprise: A memory and a processor; The memory stores computer execution instructions; The processor executes the computer execution instructions stored in the memory, so that the processor executes the method of any one of claims 1-8.

11. A computer readable storage medium, characterized in that, The computer readable storage medium stores computer execution instructions, and the computer execution instructions are executed to implement the method of any one of claims 1-8.

12. A computer program product, characterised in that, The computer program is executed to implement the method of any one of claims 1-8.

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