A bus fault hierarchical linkage control method for full liquid crystal instrument of a passenger car

Abstract

The application relates to the technical field of linkage control and discloses a passenger car full-liquid crystal instrument multi-bus fault hierarchical linkage control method, which comprises the following steps: collecting fault data of each bus of a target object in real time, analyzing the fault data, and generating a linkage influence weight value representing the influence of the bus fault on the cooperative operation of the target object, wherein the target object is a passenger car; through the generation of the linkage influence weight value, the comprehensive influence of a single fault on the cooperative operation of the whole vehicle is accurately reflected; then, according to a dynamic hierarchical reference value, the fault is divided into an emergency linkage level, a medium-priority linkage level and a low-priority linkage level, the adaptive grading of the fault processing sequence is realized, a linkage risk comprehensive value is calculated, the dynamic threat degree of concurrent faults to the stability of the vehicle is quantified, and finally, the differentiated linkage control is executed according to the linkage risk comprehensive value, so that the accurate and efficient linkage control under the concurrent fault of the passenger car is realized, and the safety and control cooperativity of the whole vehicle under the multi-bus concurrent fault scene are improved.

Description

Technical Field

[0001] This invention relates to the field of linkage control technology, specifically to a multi-bus fault hierarchical linkage control method for a full LCD instrument panel in a passenger bus. Background Technology

[0002] Currently, existing buses handle multi-bus concurrent faults by responding one by one and independently classifying them. That is, when the CAN bus (power-related), LIN bus (light-related), and Ethernet bus (instrument display-related) fail at the same time, each bus fault is given an independent warning, which is to flash the corresponding fault light on the full LCD instrument panel.

[0003] However, the above control method still has the following defects: In the case of multiple bus concurrent faults in a bus, the existing technology judges and responds to faults of CAN bus, LIN bus and Ethernet bus independently, and does not perform timely correlation analysis of concurrent faults, resulting in a lack of linkage in the actual control response, which further aggravates the safety hazards caused by the fault. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention provides a multi-bus fault hierarchical linkage control method for a full LCD instrument panel in a passenger vehicle, which solves the aforementioned problems.

[0005] The above-mentioned technical objective of the present invention is achieved through the following technical solution:

[0006] A multi-bus fault hierarchical linkage control method for a full LCD instrument panel in a passenger bus includes:

[0007] Step S1: Collect fault data of each bus of the target object in real time, analyze the fault data, and generate a linkage impact weight value representing the impact of the bus fault on the coordinated operation of the target object. The target object is a bus.

[0008] Step S2: Based on the linkage impact weight value, classify each bus fault into different levels and generate a linkage priority that represents the linkage processing order of each bus fault.

[0009] Step S3: Based on the linkage priority of each bus, analyze the correlation of different bus failures and generate a comprehensive linkage risk value that represents the degree of threat of concurrent failures to the stability of the target object.

[0010] Step S4: Determine the linkage control strategy for concurrent faults of multiple buses based on the comprehensive value of linkage risk.

[0011] Furthermore, each bus includes:

[0012] The buses are CAN bus, LIN bus and Ethernet bus.

[0013] Furthermore, fault data includes:

[0014] The fault data includes fault type, fault start and end time, number of fault occurrences, data packet loss rate, and transmission delay.

[0015] Fault types include: power fault codes, lighting fault codes, and display fault codes.

[0016] Furthermore, the fault data is analyzed to generate a linkage impact weight value representing the impact of the bus fault on the coordinated operation of the target objects, including:

[0017] Real-time acquisition of the target object's operational data, including vehicle speed, motor torque, and braking pressure;

[0018] Based on the fault type in the operating data and fault data, analyze the relationship between the fault and the current operating state of the target object, and obtain the transient operating condition disturbance factor of the fault's interference intensity on the target object's control loop.

[0019] Furthermore, the fault data is analyzed to generate a linkage impact weight value representing the impact of the bus fault on the coordinated operation of the target objects, which also includes:

[0020] Based on fault data, the probability of fault propagation between buses is analyzed to obtain the cross-domain fault penetration index, which represents the risk of a single bus fault spreading to other buses.

[0021] The transient operating condition disturbance factor is correlated with the cross-domain fault penetration index to generate a linkage impact weight value that represents the impact of the bus fault on the coordinated operation of the target object.

[0022] Furthermore, based on the weight values ​​of the linkage impact, each bus fault is classified, and a linkage priority indicating the linkage processing order of each bus fault is generated, including:

[0023] Based on the transient operating condition disturbance factor, the stability of the target object after the fault occurs is analyzed, and combined with the linkage influence weight value, the transient dynamic risk coefficient representing the degree of threat of the current bus fault to the stability of the target object is obtained.

[0024] The transient dynamic risk coefficient is analyzed to generate the linkage priority of the fault linkage processing sequence for each bus.

[0025] Furthermore, based on the linkage priority of each bus, the correlation between different bus failures is analyzed to generate a comprehensive linkage risk value representing the degree of threat posed by concurrent failures to the stability of the target object, including:

[0026] Based on the transient dynamic risk coefficient and fault type, combined with the target object's operating data, the impact of each fault on the target object's velocity is analyzed, and a multi-source dynamic impact vector representing the amplitude of the disturbance to the target object's motion state caused by concurrent faults is generated.

[0027] By analyzing the correlation between fault types and control resources, an execution coefficient reflecting the intensity of resource conflicts during concurrent fault execution is obtained.

[0028] Furthermore, based on the linkage priority of each bus, the correlation between different bus failures is analyzed to generate a comprehensive linkage risk value representing the degree of threat posed by concurrent failures to the stability of the target object. This also includes:

[0029] Based on the multi-source dynamic impact vector and execution coefficient, the state trajectory deviation of the target object after the occurrence of concurrent faults is analyzed, and the transient instability propagation potential energy representing the instability of the target object caused by fault coupling is generated.

[0030] Furthermore, based on the linkage priority of each bus, the correlation between different bus failures is analyzed to generate a comprehensive linkage risk value representing the degree of threat posed by concurrent failures to the stability of the target object. This also includes:

[0031] The transient instability propagation potential energy and linkage priority are calculated together to generate a comprehensive linkage risk value that represents the degree of threat posed by concurrent failures to the stability of the target object.

[0032] Furthermore, based on the comprehensive risk value of the linkage, a linkage control strategy for concurrent faults in multiple buses is determined, including:

[0033] When 0.7 < Comprehensive Risk Value ≤ 1, it indicates that the correlation of concurrent faults is high and high linkage control is required. The linkage control strategy is to issue a full-screen warning on the LCD instrument panel and trigger an audible and visual alarm as well as a power adjustment reminder.

[0034] When 0.3≤Comprehensive Value of Linkage Risk≤0.7, it indicates that the correlation of concurrent faults is moderate and medium linkage control is required. The linkage control strategy is to display each fault code normally on the LCD instrument and trigger the audible and visual alarms.

[0035] When 0 ≤ the comprehensive value of linkage risk < 0.3, it indicates that the correlation of concurrent faults is low, and low linkage control is required. The linkage control strategy is for the LCD instrument to display each fault code normally.

[0036] In summary, the present invention has the following main beneficial effects:

[0037] In step S1, based on real-time collected operating data such as vehicle speed, motor torque, and braking pressure, and fault types such as power fault codes, lighting fault codes, and display fault codes, a transient operating condition disturbance factor is calculated that dynamically reflects the intensity of the interference of the fault on the control loop under the current operating conditions. At the same time, by analyzing the propagation probability of the fault between various buses, a cross-domain fault penetration index is generated, and then the two are correlated to generate a linkage influence weight value, which accurately reflects the comprehensive impact of a single fault on the coordinated operation of the entire vehicle. Subsequently, in step S2, a transient power risk coefficient is constructed by combining the vehicle speed coefficient and the linkage influence weight value, and the fault is divided into emergency linkage level, medium priority linkage level, and low priority linkage level according to the dynamic classification benchmark value, realizing adaptive classification of the fault handling order and ensuring that high-threat faults are handled first.

[0038] In step S3, for concurrent faults, by analyzing the coupling relationship of fault types and the degree of resource conflict, a multi-source power impact vector containing the total intensity of acceleration disturbance, the total intensity of deceleration disturbance, and the total intensity of operation delay is generated, and the execution coefficient is calculated. Based on this, a comprehensive value of linkage risk is obtained, which comprehensively represents the dynamic threat level of concurrent faults to vehicle stability. Finally, in step S4, differentiated high, medium, and low linkage control strategies are executed according to the comprehensive value of linkage risk, realizing precise coordinated intervention from full-screen warning to power adjustment. This upgrades the control response from independent warning to linkage control based on the global risk level, improving the vehicle safety and control coordination in multi-bus concurrent fault scenarios. Attached Figure Description

[0039] Figure 1 This is a flowchart illustrating the steps of a multi-bus fault hierarchical linkage control method for a full LCD instrument panel in a passenger vehicle according to the present invention. Detailed Implementation

[0040] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0041] refer to Figure 1 A multi-bus fault hierarchical linkage control method for a full LCD instrument panel in a passenger bus, comprising:

[0042] Step S1: Collect fault data of each bus of the target object in real time, analyze the fault data, and generate a linkage impact weight value representing the impact of the bus fault on the coordinated operation of the target object. The target object is a bus.

[0043] Step S2: Based on the linkage impact weight value, classify each bus fault into different levels and generate a linkage priority that represents the linkage processing order of each bus fault.

[0044] Step S3: Based on the linkage priority of each bus, analyze the correlation of different bus failures and generate a comprehensive linkage risk value that represents the degree of threat of concurrent failures to the stability of the target object.

[0045] Step S4: Determine the linkage control strategy for concurrent faults of multiple buses based on the comprehensive value of linkage risk.

[0046] In one embodiment, each bus includes:

[0047] The buses are CAN bus, LIN bus and Ethernet bus;

[0048] Among them, the CAN bus is used to transmit key control signals such as bus power and braking, and is the core control bus to ensure the safe operation of the vehicle;

[0049] The LIN bus is used to transmit signals from auxiliary devices such as lights and windows, and mainly undertakes the control and communication tasks of vehicle auxiliary electrical appliances;

[0050] The Ethernet bus is used to transmit high-speed data such as video and images from the bus's full LCD instrument panel, enabling high-definition display and fast interactive communication.

[0051] In one embodiment, the fault data includes:

[0052] The fault data includes fault type, fault start and end time, number of fault occurrences, data packet loss rate, transmission delay, etc.

[0053] Fault types include: power fault codes, lighting fault codes, display fault codes, etc.

[0054] In one embodiment, the fault data is analyzed to generate a linkage impact weight value representing the impact of the bus fault on the coordinated operation of the target object, including:

[0055] Real-time acquisition of target object's operational data, including vehicle speed, motor torque, braking pressure, etc.

[0056] Based on the fault type in the operational and fault data, the relationship between the fault and the current operating state of the target object is analyzed to obtain the transient operating condition disturbance factor of the fault's interference intensity on the target object's control loop. Specifically, this includes: real-time acquisition of the target object's current operating data, including vehicle speed, motor torque, and braking pressure; dividing the current vehicle speed by the target object's designed maximum vehicle speed to obtain the vehicle speed coefficient; dividing the current motor torque by the target object's maximum motor torque to obtain the torque coefficient; and dividing the current braking pressure by the target object's maximum braking pressure to obtain the pressure coefficient. All three coefficients are between 0 and 1 and are used to represent the relative intensity of the current operating condition.

[0057] When the fault type is a power fault code, because power fault codes usually involve faults related to the engine, transmission, or vehicle controller, these faults directly interfere with power output. Therefore, they have the strongest correlation with vehicle speed (indicating vehicle motion) and motor torque (indicating power output intensity). Thus, the correlation strength with vehicle speed is 0.8, and the correlation strength with torque is 0.9, indicating that the response fluctuations of vehicle speed and torque are most sensitive when a power fault occurs. At the same time, power system faults may also indirectly affect the power assist source or energy recovery function of the braking system. Therefore, there is still a certain correlation with braking pressure, but the strength is relatively low. Thus, the correlation strength with braking pressure is 0.3, indicating an indirect but not negligible effect.

[0058] When the fault type is a lighting fault code, since the lighting system is an auxiliary electrical control system, its working state is not directly related to the vehicle's power performance. Therefore, its correlation with vehicle speed and torque is extremely weak, with a correlation strength of 0.1 and a correlation strength with torque of 0.1. However, the brake lights in the lighting signals are directly related to braking operations. When the braking pressure changes, the brake light status will respond synchronously. Therefore, the lighting fault code has a high correlation with braking pressure, with a correlation strength of 0.6.

[0059] When the fault type is a displayed fault code, the display fault of the full LCD instrument mainly involves video data transmission and human-machine interaction, and has no direct connection with the vehicle's underlying dynamic control circuit. Therefore, the correlation with vehicle speed, torque, and braking pressure is low. Thus, the correlation strength with vehicle speed is 0.2, the correlation strength with torque is 0.2, and the correlation strength with braking pressure is 0.1, which reflects its weak but existing linkage possibility.

[0060] Multiply the vehicle speed coefficient by the speed correlation strength corresponding to the fault, the torque coefficient by the torque correlation strength, and the pressure coefficient by the pressure correlation strength, and add these three products together to obtain the basic disturbance strength value. The basic disturbance strength value reflects the basic interference degree of the fault on the core control circuit of the bus under the current operating conditions.

[0061] The attenuation coefficient is set to the natural constant e raised to the power of -0.1 times the fault duration. That is, the longer the fault duration, the smaller the attenuation coefficient. The value range decreases from 1 to close to 0. The attenuation coefficient reflects the characteristic that the fault impact gradually weakens over time.

[0062] Multiply the basic disturbance intensity by the attenuation coefficient and normalize the calculation result to the 0-1 range to obtain the transient operating condition disturbance factor of the fault's interference intensity on the target object's control loop. The larger the transient operating condition disturbance factor, the greater the interference intensity of the fault on the control loop under the current transient operating condition.

[0063] In one embodiment, analyzing the fault data to generate a linkage impact weight value representing the impact of the bus fault on the coordinated operation of the target object further includes:

[0064] Based on fault data, the probability of fault propagation between buses is analyzed to obtain a cross-domain fault penetration index, which represents the risk of a single bus fault spreading to other buses. Specifically, this includes: using a one-hour statistical window, recording in real time the occurrence time, end time, packet loss rate, and transmission delay of each bus fault within the statistical window; for any two buses, such as bus A and bus B, extracting the time interval between all bus A faults and the subsequent bus B faults within the statistical window, calculating the average of all time intervals, and using this as the typical time range for judging whether a fault in A leads to a fault in B. The typical time range will change dynamically as the window data is updated.

[0065] Find the number of events in the statistical window where bus B also fails within the corresponding typical time range after bus A fails. At the same time, count the total number of failures of bus A in the statistical window. Divide the number of events by the total number of failures to obtain the probability of bus A failure propagating to bus B. This propagation probability reflects the trend of failure propagation between the two buses in the current time period.

[0066] For bus A, which is currently experiencing a fault, extract its real-time data packet loss rate and transmission delay. Normalize the data packet loss rate and transmission delay to the 0-1 range, add them together and calculate the mean to obtain the instantaneous propagation risk factor of the current fault. The instantaneous propagation risk factor represents the immediate amplification effect of the severity of the current fault in bus A on the propagation risk.

[0067] The propagation probabilities of bus A to all other buses are added together to obtain the total propagation probabilities. The instantaneous propagation risk factor is added to 1 to obtain the risk amplification factor. The total propagation probabilities are multiplied by the risk amplification factor, and the calculation result is normalized to the 0-1 range to obtain the cross-domain fault penetration index, which represents the risk of a single bus fault spreading to other buses.

[0068] The transient operating condition disturbance factor and the cross-domain fault penetration index are correlated and calculated to generate a linkage impact weight value representing the impact of the bus fault on the coordinated operation of the target object. Specifically, the transient operating condition disturbance factor and the cross-domain fault penetration index are added together, divided by the product of the transient operating condition disturbance factor and the cross-domain fault penetration index, and the calculation result is normalized to the 0-1 range to generate a linkage impact weight value representing the impact of the bus fault on the coordinated operation of the target object. Through this calculation method, when either the transient operating condition disturbance factor or the cross-domain fault penetration index is large, the linkage impact weight value increases accordingly; when both are large, the linkage impact weight value increases significantly and approaches 1, fully reflecting the superposition effect of the fault on the coordinated operation of the target object.

[0069] By collecting real-time operating data such as vehicle speed, motor torque, and braking pressure, a transient condition disturbance factor is calculated that dynamically reflects the intensity of the interference of the fault on the control loop under the current transient conditions. This makes the evaluation of power fault codes, lighting fault codes, and display fault codes no longer isolated, but deeply integrated with the real-time motion state of the vehicle. At the same time, based on the cross-domain fault penetration index, the risk of a single bus fault spreading to other buses is accurately reflected. The resulting linkage impact weight value can comprehensively represent the overall impact of the fault on the coordinated operation of the entire vehicle, improving the effectiveness of linkage control under multi-bus concurrent faults.

[0070] In one embodiment, based on the linkage impact weight value, each bus fault is classified into different levels, and a linkage priority representing the linkage processing order of each bus fault is generated, including:

[0071] Based on transient operating condition disturbance factors, the stability of the target object after the fault occurs is analyzed, and combined with the linkage influence weight value, a transient dynamic risk coefficient representing the degree of threat of the current bus fault to the stability of the target object is obtained. Specifically, this includes: obtaining the calculated vehicle speed coefficient, where the larger the vehicle speed coefficient, the higher the vehicle speed is, indicating that the vehicle is in a high-speed driving state, and the vehicle is more sensitive to disturbances in the control loop. The smaller the vehicle speed coefficient, the lower the vehicle speed is, indicating that the vehicle is in a low-speed or stationary state, and the potential threat of fault propagation risk to subsequent stability is more prominent.

[0072] Multiply the vehicle speed coefficient by the transient condition disturbance factor to obtain the first product result. Then subtract the vehicle speed coefficient from 1 and multiply by the linkage influence weight value to obtain the second product result. Add the two product results and normalize the calculation result to the 0-1 range to obtain the transient dynamic risk coefficient, which represents the degree of threat of the current bus fault to the stability of the target object.

[0073] When the vehicle speed is high, the speed coefficient approaches 1, and the transient dynamic risk coefficient is mainly determined by the transient operating condition disturbance factor. At this time, the direct interference of the fault on the current control loop becomes the dominant factor threatening vehicle stability. When the vehicle speed is low, the speed coefficient approaches 0, and the transient dynamic risk coefficient is mainly determined by the linkage effect weight value. At this time, the potential risk of the fault spreading to other buses becomes the key to threatening subsequent stability. Through this calculation method, the transient dynamic risk coefficient can adaptively reflect the actual threat level of the fault to vehicle stability under different operating conditions.

[0074] The transient dynamic risk coefficients are analyzed to generate the linkage priority of each bus fault linkage processing sequence. Specifically, this includes: obtaining all transient dynamic risk coefficients within the statistical window, calculating the average value of all transient dynamic risk coefficients, and using the average value as the dynamic grading benchmark value.

[0075] If the current transient dynamic risk coefficient is greater than 1.5 times the dynamic grading benchmark value, it is judged as an emergency linkage level, indicating that the threat of the fault to vehicle stability is significantly higher than the recent average level, and immediate linkage is required.

[0076] If the current transient dynamic risk coefficient is between 0.5 and 1.5 times the dynamic grading benchmark value, it is judged as medium priority linkage level, indicating that the threat level is comparable to the recent average level and can be handled in the usual order;

[0077] If the current transient dynamic risk coefficient is less than 0.5 times the dynamic grading benchmark value, it is judged as a low priority linkage level, indicating that the threat level is low and can be delayed. Therefore, the linkage priority of each bus fault linkage processing order includes emergency linkage level, medium priority linkage level and low priority linkage level.

[0078] By combining transient operating condition disturbance factors and linkage impact weights with real-time vehicle speed coefficients, a transient dynamic risk coefficient that dynamically reflects the actual threat of a fault to vehicle stability is calculated. This directly reflects the interference intensity of the fault on the current control loop, achieving an adaptive and accurate assessment of the threat level. Then, the average value of all transient dynamic risk coefficients within the statistical window is used as the dynamic grading benchmark value to classify the current fault into emergency linkage level, medium priority linkage level, or low priority linkage level. This grading mechanism ensures that high-threat faults receive the highest priority linkage processing, while low-risk faults are orderly delayed, thereby greatly improving the coordination of control response in multi-bus concurrent scenarios.

[0079] In one embodiment, based on the linkage priority of each bus, the correlation between different bus failures is analyzed to generate a comprehensive linkage risk value representing the degree of threat posed by concurrent failures to the stability of the target object, including:

[0080] Based on the transient dynamic risk coefficient and fault type, combined with the target object's operational data, the impact of each fault on the target object's speed is analyzed. A multi-source dynamic impact vector representing the amplitude of disturbances to the target object's motion state caused by concurrent faults is generated. Specifically, for any concurrent fault, the combination relationship of its fault types is analyzed. When both faults are power fault codes, the superimposed effect of the two on power has a nonlinear amplification effect, so the coupling coefficient is 1.5. When one is a power fault code and the other is a lighting fault code, the two affect the target object's power and braking respectively, and there is a certain interactive effect, so the coupling coefficient is 1.2. When both faults include display fault codes, the display fault mainly indirectly amplifies the impact of other faults by affecting driver information, so the coupling coefficient is 1.1. When both faults are lighting fault codes or both are display fault codes, the functional overlap between the two is low, and the superimposed effect is basically linear, so the coupling coefficient is 1.

[0081] For power fault codes, the transient power risk coefficient is multiplied by the current torque coefficient to obtain the acceleration disturbance contribution value; for lighting fault codes, the transient power risk coefficient is multiplied by the current pressure coefficient to obtain the deceleration disturbance contribution value; for display fault codes, the instantaneous propagation risk factor is multiplied by the transient power risk coefficient to obtain the delay disturbance contribution value. These are all disturbance contribution values ​​between 0 and 1, representing the contribution intensity of the fault alone in the dimensions of acceleration disturbance, deceleration disturbance, or operation delay.

[0082] Since there is a coupling effect between faults, for each pair of concurrent faults, the disturbance contribution values ​​of each fault are multiplied together and then multiplied by the corresponding coupling coefficient. The calculation result is then normalized to the 0-1 interval to obtain the coupling contribution value of the pair of faults.

[0083] Finally, the disturbance contribution values ​​of all concurrent faults are summed to obtain the total intensity of acceleration disturbance; the deceleration disturbance contribution values ​​of all concurrent faults are summed to obtain the total intensity of deceleration disturbance; and the operation delay contribution values ​​of all concurrent faults are summed to obtain the total intensity of operation delay.

[0084] For each pair of concurrent faults, the coupling contribution value is allocated according to the two fault types in the pair: if the two fault types are the same, the entire coupling contribution is added to the total intensity of the corresponding dimension; if the two fault types are different, 50% of the coupling contribution value is added to the total intensity of the two corresponding dimensions respectively. The allocated total intensity of acceleration disturbance, total intensity of deceleration disturbance, and total intensity of operation delay are combined to form a multi-source dynamic impact vector representing the amplitude of the disturbance of the motion state of the target object by the concurrent fault.

[0085] Analyze the degree of correlation between fault types and control resources to obtain the execution coefficient, which reflects the intensity of resource conflict during concurrent faults. Specifically, this includes: obtaining the number of times each pair of fault types occurs simultaneously within the statistical window, and simultaneously counting the number of times each fault code occurs individually (excluding concurrency); for each pair of fault types, divide the number of simultaneous occurrences by (the sum of the number of individual occurrences of both + the number of simultaneous occurrences) to obtain the dynamic overlap coefficient of the pair of fault types, which is mainly used to reflect the actual degree of correlation between the two fault types and control resources.

[0086] For the currently occurring concurrent faults, extract all fault pairs involving different buses, obtain the transient dynamic risk coefficient of each fault, multiply the transient dynamic risk coefficients of the two faults in each fault pair, and then multiply by the dynamic overlap coefficient corresponding to the fault pair to obtain the resource conflict contribution value of the fault pair; after adding the resource conflict contribution values ​​of all fault pairs, divide by the total number of concurrent fault pairs, and normalize the calculation result to the 0-1 interval, which is the execution coefficient reflecting the intensity of the concurrent fault execution resource conflict. The larger the execution coefficient, the more severe the conflict of concurrent faults on execution resources.

[0087] In one embodiment, based on the linkage priority of each bus, the correlation between different bus failures is analyzed to generate a comprehensive linkage risk value representing the degree of threat posed by concurrent failures to the stability of the target object. This also includes:

[0088] Based on the multi-source dynamic impact vector and execution coefficient, the state trajectory deviation of the target object after the occurrence of concurrent faults is analyzed, and the transient instability propagation potential energy representing the instability of the target object caused by fault coupling is generated. Specifically, this includes: calculating the Euclidean norm of the total intensity of acceleration disturbance, total intensity of deceleration disturbance, and total intensity of operation delay in the multi-source dynamic impact vector to obtain the comprehensive magnitude of the multi-source dynamic impact vector. The comprehensive magnitude reflects the overall disturbance amplitude of the concurrent fault on the vehicle's motion state; analyzing the dispersion of each total intensity of the source dynamic impact vector, that is, calculating the variance among the total intensity of acceleration disturbance, total intensity of deceleration disturbance, and total intensity of operation delay. The larger the variance, the more uneven the distribution of disturbance in different dimensions. The smaller the variance, the more uniform the distribution of disturbance in various dimensions. The variance is multiplied by the execution coefficient, and the calculation result is normalized to the 0-1 interval to obtain the coupling value representing the degree of unevenness of disturbance distribution and the degree of resource conflict.

[0089] Multiplying the combined magnitude of the multi-source dynamic impact vector by 1 and summing it with the coupling value, and normalizing the calculation result to the 0-1 interval, yields the transient instability propagation potential energy representing the instability of the target object caused by fault coupling. This calculation method significantly increases the transient instability propagation potential energy when the disturbance amplitude is large and the disturbance distribution is uneven and the degree of resource conflict is high. The larger the transient instability propagation potential energy, the stronger the driving force of the concurrent fault on the deviation of the vehicle's state trajectory, and the higher the risk of vehicle instability caused by fault coupling. This transient instability propagation potential energy comprehensively reflects the dynamic instability risk of the target object under the action of concurrent fault coupling.

[0090] In one embodiment, based on the linkage priority of each bus, the correlation between different bus failures is analyzed to generate a comprehensive linkage risk value representing the degree of threat posed by concurrent failures to the stability of the target object. This also includes:

[0091] The transient instability propagation potential energy and linkage priority are calculated together to generate a comprehensive linkage risk value that represents the degree of threat of concurrent failures to the stability of the target object. Specifically, this includes: obtaining the number of occurrences of each of the emergency linkage level, medium priority linkage level and low priority linkage level in the linkage priority within the statistical window, and adding the number of occurrences of the three priority linkage levels together as the total number of failures.

[0092] The proportion of emergency linkage occurrences to the total number of failures is used as the dynamic weight benchmark for emergency linkage, the proportion of medium priority linkage occurrences to the total number of failures is used as the dynamic weight benchmark for medium priority linkage, and the proportion of low priority linkage occurrences to the total number of failures is used as the dynamic weight benchmark for low priority linkage. For the current concurrent failures, the dynamic weight benchmark corresponding to the highest priority is extracted and used as the priority weight coefficient.

[0093] For concurrent faults, the transient instability propagation potential energy is multiplied by the priority weight coefficient, and then multiplied again by the transient instability propagation potential energy. The calculation result is normalized to the 0-1 interval to obtain the comprehensive linkage risk value, which represents the degree of threat of concurrent faults to the stability of the target object. By using continuous multiplication, the comprehensive linkage risk value increases significantly when the instability risk of the concurrent fault is high and involves high-priority faults, and decreases accordingly when the instability risk is low or only involves low-priority faults. This allows the comprehensive linkage risk value to adaptively reflect the actual threat of concurrent faults to vehicle stability under different fault levels, which is convenient for subsequent linkage control.

[0094] By combining coupling coefficient, transient dynamic risk coefficient, real-time torque coefficient, pressure coefficient, and instantaneous propagation risk factor, a multi-source dynamic impact vector is generated, which includes the total intensity of acceleration disturbance, the total intensity of deceleration disturbance, and the total intensity of operation delay. This accurately reflects the superimposed disturbance of different dimensions of faults on the vehicle's motion state. Then, the dynamic overlap coefficient of fault type pairs is calculated to obtain the execution coefficient reflecting the intensity of execution resource conflict. Based on this, the comprehensive magnitude and variance of each dimension of the multi-source dynamic impact vector are calculated, and the transient instability propagation potential energy is generated in combination with the execution coefficient. This comprehensively reflects the dynamic instability risk of vehicle state trajectory deviation caused by fault coupling. Finally, a comprehensive value of linkage risk is generated, which can adaptively reflect the actual threat level of different levels of concurrent faults to vehicle stability, providing a precise linkage control basis for vehicle control, thereby achieving collaborative intervention in concurrent fault scenarios.

[0095] In one embodiment, a linkage control strategy for concurrent multi-bus faults is determined based on the comprehensive linkage risk value, including:

[0096] When 0.7 < Comprehensive Risk Value ≤ 1, it indicates that the correlation of concurrent faults is high and high linkage control is required. The linkage control strategy is to issue a full-screen warning on the LCD instrument panel and trigger an audible and visual alarm as well as a power adjustment reminder.

[0097] When 0.3≤Comprehensive Value of Linkage Risk≤0.7, it indicates that the correlation of concurrent faults is moderate and medium linkage control is required. The linkage control strategy is to display each fault code normally on the LCD instrument and trigger the audible and visual alarms.

[0098] When 0 ≤ the comprehensive value of linkage risk < 0.3, it indicates that the correlation of concurrent faults is low, and low linkage control is required. The linkage control strategy is for the LCD instrument to display each fault code normally.

[0099] In one aspect of this embodiment, to verify the improvement effect of the multi-bus fault hierarchical linkage control method of the present invention on linkage control in the case of concurrent faults in buses, a comparative experiment was conducted on buses in three scenarios.

[0100] I. Experimental subjects, scenarios, and comparative methods are as follows:

[0101] The experimental subject was a commercial bus equipped with a full LCD instrument panel, and the vehicle communication bus included CAN bus, LIN bus and Ethernet bus;

[0102] Scenario 1: Bus traveling at high speed (speed coefficient ≥ 0.8), CAN bus power failure + Ethernet display failure occur concurrently;

[0103] Scenario 2: Bus traveling at low to medium speeds (speed coefficient 0.3~0.8), LIN bus lighting fault + CAN bus braking-related fault occurring concurrently;

[0104] Scenario 3: When the bus is stationary or traveling at low speed (speed coefficient ≤ 0.3), LIN bus door and window faults and Ethernet display faults occur concurrently.

[0105] Method A: This invention is used to perform hierarchical linkage control for concurrent faults in multiple buses;

[0106] Method B: Handle concurrent failures in the order they occur, without any linkage.

[0107] Method C: Independent response to each bus fault.

[0108] II. Evaluation Indicators:

[0109] Fault linkage response delay: reflects the time from the occurrence of a fault to the execution of linkage control by the instrument and the whole vehicle;

[0110] Vehicle stability deviation: reflects the fluctuation range of vehicle speed, torque, and braking pressure during the fault period;

[0111] Instrument warning response time: This reflects the time required for the driver to quickly recognize the fault warning;

[0112] Cross-bus fault propagation suppression rate: reflects the proportion of faults that did not propagate to other buses out of the total number of faults;

[0113] Table 1 is mainly used to compare the indicators of various experimental scenarios under different control methods;

[0114]

[0115] Method A of this invention accurately reflects the linkage risk of concurrent faults and adjusts the linkage control strategy by coordinating calculations of linkage influence weight value, transient dynamic risk coefficient, multi-source dynamic impact vector, and transient instability propagation potential energy.

[0116] Among them, regarding the analysis of fault linkage response efficiency: Method A has the lowest fault linkage response delay, only 48ms in high-speed scenarios, and as low as 38ms and 32ms in medium-low speed and low speed scenarios, respectively. Compared with Methods B and C, this invention is based on linkage priority classification, which can quickly match high, medium and low linkage control strategies without the need for sequential or fixed logic processing, effectively shortening the response time and meeting the real-time control requirements of bus faults.

[0117] Regarding the analysis of vehicle operation stability: Method A has the smallest vehicle stability deviation during the fault, only 3.5% in the high-speed scenario and as low as 2.1% in the low-speed scenario. This invention adaptively matches the vehicle speed conditions by using transient operating condition disturbance factor and cross-domain fault penetration index. It prioritizes the suppression of direct power disturbance at high speed and prioritizes the prevention and control of fault propagation at low speed, effectively reducing the impact of faults on the power and braking systems and further improving the effect of bus linkage control.

[0118] Regarding the analysis of instrument warning response efficiency: Method A has the shortest instrument warning response time in all scenarios, only 260ms in the scenario of concurrent faults. The present invention adopts a three-level linkage warning strategy of high, medium and low to enable drivers to quickly capture fault information and improve drivers' recognition time.

[0119] Regarding the analysis of cross-bus fault propagation suppression: Method A has a cross-bus fault propagation suppression rate of over 90%, which is much higher than other methods. This invention predicts the risk of fault coupling and propagation by using the comprehensive value of linkage risk, and triggers linkage control in advance to cut off the fault propagation path, thereby improving the effect of linkage control for buses.

[0120] III. Experimental Conclusions:

[0121] Experimental results show that the multi-bus fault hierarchical linkage control method proposed in this invention can dynamically adapt to vehicle operating conditions and fault coupling characteristics, improve fault response speed, reduce driver misjudgment rate, and achieve precise hierarchical linkage control. Compared with traditional static sequential processing strategy and independent processing strategy, the method of this invention has better linkage control effect in complex concurrent fault scenarios.

[0122] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A multi-bus fault hierarchical linkage control method for a full LCD instrument panel in a passenger bus, characterized in that, include: Step S1: Real-time acquisition of fault data from each bus of the target object; analysis of the fault data; generation of linkage impact weight values ​​representing the impact of each bus fault on the coordinated operation of the target object, including: Real-time acquisition of the target object's operational data, including vehicle speed, motor torque, and braking pressure; Based on the fault type in the operating data and fault data, analyze the relationship between the fault and the current operating state of the target object, and obtain the transient operating condition disturbance factor of the fault's interference intensity on the target object's control loop. Based on fault data, the probability of fault propagation between buses is analyzed to obtain the cross-domain fault penetration index, which represents the risk of a single bus fault spreading to other buses. The transient operating condition disturbance factor and the cross-domain fault penetration index are correlated and calculated to generate a linkage impact weight value representing the impact of each bus fault on the coordinated operation of the target object; The target is passenger vehicles; Step S2: Based on the linkage impact weight value, classify each bus fault into different levels and generate a linkage priority that represents the linkage processing order of each bus fault. Step S3: Based on the linkage priority of each bus, analyze the correlation of different bus failures and generate a comprehensive linkage risk value that represents the degree of threat of concurrent failures to the stability of the target object. Step S4: Determine the linkage control strategy for concurrent faults of multiple buses based on the comprehensive value of linkage risk.

2. The method for multi-bus fault hierarchical linkage control of a full LCD instrument panel for passenger vehicles according to claim 1, characterized in that, Each bus, including: CAN bus, LIN bus and Ethernet bus.

3. The method for multi-bus fault hierarchical linkage control of a full LCD instrument panel for passenger vehicles according to claim 1, characterized in that, Fault data, including: Fault type, fault start and end time, number of fault occurrences, data packet loss rate, and transmission delay; Fault types include: power fault codes, lighting fault codes, and display fault codes.

4. The method for multi-bus fault hierarchical linkage control of a full LCD instrument panel for passenger vehicles according to claim 1, characterized in that, Based on the impact weight values ​​of the linkage, each bus fault is classified into different levels, and a linkage priority indicating the linkage processing order of each bus fault is generated, including: Based on the transient operating condition disturbance factor, the stability of the target object after the fault occurs is analyzed, and combined with the linkage influence weight value, the transient dynamic risk coefficient representing the degree of threat of the current bus fault to the stability of the target object is obtained. The transient dynamic risk coefficient is analyzed to generate the linkage priority of the fault linkage processing sequence for each bus.

5. The multi-bus fault hierarchical linkage control method for a full LCD instrument panel in a passenger vehicle according to claim 4, characterized in that, Based on the linkage priority of each bus, the correlation between different bus failures is analyzed to generate a comprehensive linkage risk value representing the degree of threat posed by concurrent failures to the stability of the target object, including: Based on the transient dynamic risk coefficient and fault type, combined with the target object's operating data, the impact of each fault on the target object's velocity is analyzed, and a multi-source dynamic impact vector representing the amplitude of the disturbance to the target object's motion state caused by concurrent faults is generated. By analyzing the correlation between fault types and control resources, an execution coefficient reflecting the intensity of resource conflicts during concurrent fault execution is obtained.

6. The multi-bus fault hierarchical linkage control method for a full LCD instrument panel in a passenger vehicle according to claim 5, characterized in that, Based on the linkage priority of each bus, the correlation between different bus failures is analyzed to generate a comprehensive linkage risk value representing the degree of threat posed by concurrent failures to the stability of the target object. This also includes: Based on the multi-source dynamic impact vector and execution coefficient, the state trajectory deviation of the target object after the occurrence of concurrent faults is analyzed, and the transient instability propagation potential energy representing the instability of the target object caused by fault coupling is generated.

7. The multi-bus fault hierarchical linkage control method for a full LCD instrument panel in a passenger vehicle according to claim 6, characterized in that, Based on the linkage priority of each bus, the correlation between different bus failures is analyzed to generate a comprehensive linkage risk value representing the degree of threat posed by concurrent failures to the stability of the target object. This also includes: The transient instability propagation potential energy and linkage priority are calculated together to generate a comprehensive linkage risk value that represents the degree of threat posed by concurrent failures to the stability of the target object.

8. The multi-bus fault hierarchical linkage control method for a full LCD instrument panel in a passenger vehicle according to claim 7, characterized in that, Based on the comprehensive risk value of the linkage, determine the linkage control strategy for concurrent faults in multiple buses, including: When 0.7 < Comprehensive Risk Value ≤ 1, it indicates that the correlation of concurrent faults is high and high linkage control is required. The linkage control strategy is to issue a full-screen warning on the LCD instrument panel and trigger an audible and visual alarm as well as a power adjustment reminder. When 0.3≤Comprehensive Value of Linkage Risk≤0.7, it indicates that the correlation of concurrent faults is moderate and medium linkage control is required. The linkage control strategy is to display each fault code normally on the LCD instrument and trigger the audible and visual alarms. When 0 ≤ the comprehensive value of linkage risk < 0.3, it indicates that the correlation of concurrent faults is low, and low linkage control is required. The linkage control strategy is for the LCD instrument to display each fault code normally.

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