Method, device, vehicle and medium for hybrid vehicle fault identification and post-processing
By acquiring the status data of torque-related components in hybrid vehicles, triggering fault flags and performing post-processing operations, the problem of failure to comprehensively detect and handle faults in torque-related components of hybrid vehicles in existing technologies is solved, thereby improving the drivability and reliability of the vehicle.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- NINGBO GEELY ROYAL ENGINE COMPONENTS CO LTD
- Filing Date
- 2026-02-11
- Publication Date
- 2026-06-05
Smart Images
Figure CN122143864A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle control technology, specifically to methods, devices, vehicles, and media for fault identification and post-processing of hybrid vehicles. Background Technology
[0002] With increasingly stringent market requirements for fuel efficiency and emissions, and the development of electrification systems, hybrid technology is key to achieving energy conservation and emission reduction. To meet market demands, both OEMs and component suppliers are seeking solutions for energy conservation and emission reduction. However, current pure electric vehicle battery technology is complex and costly, thus hybrid systems are receiving strong promotion.
[0003] The operational status of torque-related components in a vehicle (including the internal combustion engine, transmission, rear axle motor, front axle motor, high-voltage battery, torque monitoring module, state of charge, etc.) is crucial. Failure to identify and address faults in these components could compromise vehicle safety. However, current technology lacks comprehensive fault detection capabilities for all torque-related components, and it also fails to disclose how to perform subsequent post-processing procedures for all detected component faults. Summary of the Invention
[0004] In view of this, this application provides a method, apparatus, vehicle, and medium for fault identification and post-processing of hybrid vehicles, in order to solve the problem that there is currently no relevant technology to perform comprehensive fault detection on all the aforementioned torque-related components, and that the relevant technology also does not disclose how to perform subsequent post-processing operations for all component faults after detecting component faults.
[0005] In a first aspect, this application provides a method for fault identification and post-processing of hybrid vehicles, the method comprising:
[0006] Obtain the current status data of the components associated with torque when the hybrid vehicle is driving or powered on; Based on the status data, trigger the target fault flag bit; Based on the target fault flag bit, the target fault type is determined, wherein the target fault flag bit corresponds to the target fault type; Based on the target fault type, the current hybrid vehicle control unit performs a target post-processing operation, where the target fault type and the target post-processing operation correspond to each other.
[0007] Furthermore, the method also includes: Before the current hybrid vehicle control unit performs the target post-processing operation based on the target fault type, obtain the fault level corresponding to each fault type; Based on the fault level and fault type, the post-processing operations required to be performed by the current hybrid vehicle control components are generated, including the target post-processing operation.
[0008] Furthermore, the after-processing operations include torque adjustment operations; based on the target fault type, the current hybrid vehicle control unit performs the target after-processing operations, including: Determine the torque adjustment strategy based on the fault level and fault type; Based on the torque adjustment strategy, the torque adjustment operation is determined.
[0009] Furthermore, based on the torque adjustment strategy, the torque adjustment operation is determined, including: Based on the torque adjustment strategy, determine the target torque value to be adjusted to and the torque adjustment time limit; Based on the target torque value and the torque adjustment time limit, perform the torque adjustment operation.
[0010] Furthermore, based on the target torque value and the torque adjustment time limit, a torque adjustment operation is performed, including: Obtain torque feedback value and torque adjustment feedback duration; The torque feedback value and the torque target value are compared. If the deviation is greater than the first deviation threshold, the numerical correction of the torque feedback value is triggered. The torque adjustment feedback time and torque adjustment time limit are compared. If the deviation is greater than the second deviation threshold, the torque speed adjustment is triggered.
[0011] Furthermore, the method also includes: After determining the torque adjustment operation based on the torque adjustment strategy, the torque adjustment strategy is maintained and the torque adjustment operation is continuously executed while error messages are continuously received.
[0012] Furthermore, the method also includes: After determining the torque adjustment operation based on the torque adjustment strategy, and upon receiving information that the fault has been cleared, the output torque value is adjusted based on the torque recovery gradient value until the torque reaches the rated value.
[0013] Secondly, this application provides a device for fault identification and post-processing of hybrid vehicles, the device comprising: The first acquisition module is used to acquire the current status data of the components associated with torque when the hybrid vehicle is driving or powered on. The trigger module is used to trigger the target fault flag bit based on status data; The first determining module is used to determine the target fault type based on the target fault flag bit, wherein the target fault flag bit corresponds to the target fault type; The control module is used to cause the current hybrid vehicle control components to perform target post-processing operations based on the target fault type, wherein the target fault type and the target post-processing operation correspond to each other.
[0014] Thirdly, this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to perform the hybrid vehicle fault identification and post-processing method of the first aspect or any corresponding embodiment described above.
[0015] Fourthly, this application provides a computer-readable storage medium storing computer instructions for causing a computer to execute the hybrid vehicle fault identification and post-processing method of the first aspect or any corresponding embodiment described above.
[0016] In this embodiment, the current state data of the components associated with torque are acquired when the hybrid vehicle is driving or powered on. Based on the state data, a target fault flag is triggered. Based on the target fault flag, a target fault type is determined, wherein the target fault flag corresponds to the target fault type. Based on the target fault type, the current hybrid vehicle control components perform a target post-processing operation, wherein the target fault type corresponds to the target post-processing operation. In this way, this embodiment can perform state analysis on all components associated with torque, activate the corresponding fault flag, obtain the corresponding target fault type, and then perform the corresponding target post-processing operation according to the current target fault type, thereby improving vehicle drivability and reliability. Attached Figure Description
[0017] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.
[0018] Figure 1 It is a dual-motor hybrid system; Figure 2 This is a flowchart illustrating a method for fault identification and post-processing of hybrid vehicles according to an embodiment of this application. Figure 3 This is a flowchart illustrating another method for fault identification and post-processing of a hybrid vehicle according to an embodiment of this application; Figure 4 This is a structural block diagram of a hybrid vehicle fault identification and post-processing device according to an embodiment of this application; Figure 5This is a structural block diagram of the vehicle according to an embodiment of this application. Detailed Implementation
[0019] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.
[0020] It should be noted that, in the description of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. The terms "first," "second," etc., in this application are used to distinguish similar objects and are not used to describe a specific order or sequence.
[0021] Currently, the battery technology for pure electric vehicles is complex and costly, thus hybrid systems are being widely promoted. To meet current fuel efficiency and emission requirements, OEMs and component suppliers are seeking solutions for energy conservation and emission reduction in hybrid technology. It should be noted that dual-motor hybrid systems have three motor modes: pure electric mode, series mode, and parallel mode. For example... Figure 1 As shown, in series mode, motor P2 drives the wheels, clutch C0 is not engaged, the engine charges the battery through motor P1, and motor P2 drives the wheels. In parallel mode, clutch C0 is engaged, and the engine directly drives the wheels.
[0022] The operating status of torque-related components in a vehicle (including the internal combustion engine, transmission, rear axle motor, front axle motor, high-voltage battery, torque monitoring module, low charge state, etc.) is very important. If faults are not identified and addressed, they may have a significant impact on vehicle safety and reliability.
[0023] However, there is currently no technology to perform comprehensive fault detection on all the torque-related components mentioned above, and the technology also does not disclose how to perform subsequent post-processing operations on all components after a fault is detected.
[0024] To address the aforementioned issues, this application provides an embodiment of a method for identifying and processing faults in hybrid vehicles. It should be noted that the steps shown in the flowcharts in the accompanying drawings can be executed in a computer system, such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowcharts, in some cases, the steps shown or described may be executed in a different order than that shown here.
[0025] This embodiment provides a method for fault identification and post-processing of hybrid vehicles, such as... Figure 2 As shown, Figure 1 This is a flowchart of a method for fault identification and post-processing of a hybrid vehicle according to an embodiment of this application. This method can be applied to the vehicle's ECM (Engine Control Module), and the method includes the following steps: Step S201: Obtain the current status data of the components associated with torque when the hybrid vehicle is driving or powered on.
[0026] Optionally, during normal vehicle operation or power-on, the vehicle's ECM can acquire the torque-related components and their current status data in real time. These torque-related components may include the internal combustion engine, transmission, rear axle motor, front axle motor, high-voltage battery, etc. During actual vehicle operation, these components will be key information for driving the vehicle forward.
[0027] In addition, the status data of these components mainly refers to data that characterizes whether there is a fault during the operation of the component. For example, status data that characterizes whether the internal combustion engine is faulty includes: the operating status of the internal combustion engine, whether there is a torque request, whether the safe start mode can be activated, and whether the P1 motor can be activated.
[0028] Step S202: Based on the status data, trigger the target fault flag bit.
[0029] Optionally, in this embodiment, fault identification can be performed on multiple components. Taking the fault identification of 9 components as an example, the following description will elaborate on the following: The nine component fault detection functions include: internal combustion engine fault identification, transmission fault identification, electronic stability system failure identification, rear axle motor fault identification, front axle motor fault identification, P1 motor fault identification, high-voltage system fault identification, DC-DC switching power supply circuit fault identification, and low battery fault identification. Each component is assigned a unique fault flag code: 01 for internal combustion engine fault, 02 for transmission fault, 03 for electronic stability system fault, 04 for rear axle motor fault, 05 for front axle motor fault, 06 for P1 motor fault, 07 for high-voltage system fault, 08 for DC-DC switching power supply circuit fault, and 09 for low battery fault. Upon triggering of any fault flag, the corresponding fault flag is simultaneously uploaded to the ECM.
[0030] In practical applications, it is necessary to analyze the status data of each of the aforementioned related components to determine whether the status data will trigger a component failure. If a component is functioning normally, its corresponding target fault flag will not be triggered; if a component fails, its corresponding target fault flag will be triggered. The target fault flag refers to any one of the nine fault flags mentioned above.
[0031] Step S203: Determine the target fault type based on the target fault flag bit, wherein the target fault flag bit corresponds to the target fault type.
[0032] Optionally, the status data of each component is obtained, and the fault flag bit triggered after a fault occurs. The specific determination process can be referred to the description of the above embodiments. In this embodiment, each fault flag bit is assigned a fault type. That is, this embodiment establishes a mapping relationship between each fault flag bit and the fault type, and stores the mapping relationship in the ECM.
[0033] The mapping relationship between each fault flag and the fault type is as follows: the above 9 fault flags can be divided into three categories: the first fault type (including electronic stability system fault, high voltage system fault, internal combustion engine fault), the second fault type (including rear axle motor fault, front axle motor fault, transmission fault, P1 motor fault), and the third fault type (including DC-DC switching power supply circuit fault, low battery power fault).
[0034] In this way, when a component fails and the target fault flag is triggered, the corresponding target fault type can be determined based on the mapping relationship.
[0035] Step S204: Based on the target fault type, the current hybrid vehicle control unit performs a target post-processing operation, wherein the target fault type and the target post-processing operation correspond to each other.
[0036] Optionally, corresponding post-processing operations need to be set in advance for each type of fault.
[0037] Furthermore, before the current hybrid vehicle control unit performs the target post-processing operation based on the target fault type, it is necessary to obtain the fault level corresponding to each fault type.
[0038] Specifically, the fault level corresponding to each fault type is determined. For example, the first fault type includes electronic stability system faults, high-voltage system faults, and internal combustion engine faults. These require immediate recovery after occurrence, and their fault level can be set to high. The second fault type includes rear axle motor faults, front axle motor faults, transmission faults, and P1 motor faults. These are performance faults, and sufficient time can be allowed for recovery after occurrence, so their fault level can be set to moderate. The third fault type includes DC-DC switching power supply circuit faults and low battery faults. These are other faults, and do not require immediate recovery after occurrence, allowing ample time for recovery, so their fault level can be set to low.
[0039] Based on the fault level and fault type, generate the post-processing operations that the current hybrid vehicle control components need to perform.
[0040] Specifically, after determining the fault type and its corresponding fault level, the post-processing operations required for the hybrid vehicle to control these components can be set accordingly. For example: If the fault type corresponds to a high-level fault, the after-processing operation is based on "instantaneous safety lock + forced power source cut-off / switching". Executions include cutting off the rear axle motor, making the high-voltage battery unusable, forcibly locking the pure electric / all-wheel drive mode, and retaining only engine drive.
[0041] If the fault type corresponds to a general fault level, the after-processing operation is based on "rapid replenishment of backup power + transmission mode adaptation and switching", and performs power compensation measures such as requesting the internal combustion engine to start if the motor fails, while the transmission is switched to neutral or parallel mode.
[0042] For other faults, the main approach is to limit non-core loads and provide precise user prompts, such as shutting down the entertainment system and prompting the user to charge if the DC-DC fault occurs.
[0043] Therefore, in practical applications, once the current target fault type is determined, the fault level to which the target fault type belongs can be determined. Since each fault level has a corresponding post-processing operation, the target post-processing operation that is compatible with the fault level can be executed. Among the post-processing operations mentioned above, the target post-processing operation is included.
[0044] In this embodiment, the current state data of the components associated with torque are acquired when the hybrid vehicle is driving or powered on. Based on the state data, a target fault flag is triggered. Based on the target fault flag, a target fault type is determined, wherein the target fault flag corresponds to the target fault type. Based on the target fault type, the current hybrid vehicle control components perform a target post-processing operation, wherein the target fault type corresponds to the target post-processing operation. In this way, this embodiment can perform state analysis on all components associated with torque, activate the corresponding fault flag, obtain the corresponding target fault type, and then perform the corresponding target post-processing operation according to the current target fault type, thereby improving vehicle drivability and reliability.
[0045] This embodiment provides a method for fault identification and post-processing in hybrid vehicles. Figure 3 This is a schematic flowchart of another method for fault identification and post-processing of hybrid vehicles according to an embodiment of this application, such as... Figure 3 As shown, the process includes the following steps: Step S301: Obtain the current state data of the components related to torque when the hybrid vehicle is driving or powered on. For details, please refer to [link to relevant documentation]. Figure 2 Step S201 of the illustrated embodiment will not be described again here.
[0046] Step S302: Based on the status data, trigger the target fault flag bit.
[0047] Specifically, step S302 includes: Step S3021: Obtain the matching conditions for determining the status data of each component as fault data.
[0048] Step S3022: When the status data matches the matching condition, it is determined that the current component has failed, and the target fault flag bit corresponding to the current component is triggered.
[0049] Optionally, for matching conditions where the internal combustion engine's status data is fault data: 1) The internal combustion engine cannot be started. If there is a request to start the engine, high voltage is applied, the internal combustion engine is in a non-operating state, and the vehicle fuel has not been completely burned, and the time for meeting the above four conditions is greater than a time threshold (e.g., 4 seconds), then the engine is diagnosed as unable to start.
[0050] 2) The internal combustion engine cannot be stopped. If the engine does not request to start, but the internal combustion engine is still running or in a shutdown state after a period of time, it is diagnosed as the internal combustion engine being unable to be shut down; at this time, the internal combustion engine is unusable until the internal combustion engine successfully completes a shutdown.
[0051] 3) No torque request If the torque path is allowed to be activated but the start fails due to insufficient fuel, there will be no torque request, resulting in a no torque request flag.
[0052] 4) Secure Boot Request If there is insufficient fuel or the P1 motor fails to start, the internal combustion engine does not run, and the safety start mode request is activated. 5) P1 motor cannot be activated during startup. If the P1 motor fails to start and the maximum P1 motor torque is relatively low (e.g., below the threshold of 72), then the P1 motor cannot be activated, indicating insufficient fuel or internal combustion engine failure.
[0053] 6) Engine operation request after internal combustion engine failure An internal combustion engine malfunction will cause the P1 motor to attempt to start again after a failed start; when the number of failures reaches a certain value, the engine running request will be set until the next key start.
[0054] The above are the six matching conditions for internal combustion engine failure. Meeting any one of them indicates an internal combustion engine failure, triggering the corresponding fault flag bit of the internal combustion engine.
[0055] Meanwhile, all records related to internal combustion engine operation diagnostic faults can be recorded in DRO (diagnosereadout, diagnostic result output).
[0056] Matching conditions for transmission status data that is fault data: 1) Performance degradation of the transmission The transmission performance deteriorates and the clutch becomes stuck in the open position, unable to lock, under the following conditions: a) Request parallel mode; b) The clutch cannot engage.
[0057] The vehicle needs to travel in the same direction as the driver expects, and the engine must be running.
[0058] 2) Request engine operation due to transmission failure. If the transmission cannot enter neutral mode or a communication failure occurs, the flag requests engine start activation.
[0059] This situation will make trailer mode unavailable and rear axle motor torque unavailable.
[0060] 3) The transmission requests neutral if one of the following conditions is met: The internal combustion engine cannot be started; Or a transmission malfunction; Or the hydraulic torque converter is stuck and cannot be unlocked; Or it may fail to start due to insufficient fuel; If one of the transmission requests neutral, then the transmission will be in neutral.
[0061] 4) Transmission cannot shift into neutral. If the transmission fails to shift into neutral, it will report a "cannot shift into neutral" fault and request parallel mode control.
[0062] Matching conditions for electronic stability system status data that are fault data: 1) Communication failure occurred with the BCM controller; 2) The vehicle is under high voltage; 3) A temporary or permanent malfunction of the vehicle stability system was detected; 4) Vehicle mode is not in share transfer mode.
[0063] The system needs to cut off the power output of the rear axle motor to prevent the vehicle from losing control due to the failure of the electronic stability system (such as rear wheel slippage or abnormal torque distribution).
[0064] The above are the matching conditions for transmission failure. If any one of them is met, the transmission is considered to be faulty, and the corresponding fault flag bit of the transmission is triggered.
[0065] Matching conditions for rear axle motor status data that is fault data: The rear axle motor controller determines whether the electric rear drive torque is normal and whether the rear axle motor is usable. A fault in the electric rear drive manifests as a LOS (Low Order Status) flag or a controller fault mode. This includes unresponsive torque control requests with a requested torque of non-zero but actual torque of zero, leading to engine starting. Additionally, the following conditions can be used to determine a rear axle motor fault: 1) No torque request from the rear axle motor When the vehicle is under high voltage and is in D or R gear, if the torque path of the electric rear drive is not allowed, the torque request of the rear axle motor will be invalid, and the torque will be provided by the engine. At the same time, the rear axle motor will be activated to malfunction.
[0066] 2) If the rear axle motor is unavailable and the engine is requested to run, either condition is sufficient: a) The rear axle motor does not respond to the requested torque. When the driver requests the electric rear drive, if the rear axle motor mode has not entered the torque control mode, the electric rear drive cannot respond to the driver's torque request and will request the engine to work. b) The rear axle motor signal loses communication, or the high-voltage battery signal loses communication; c) The rear axle motor sends a lossbit=4 fault.
[0067] The above are the matching conditions for a rear axle motor failure. If any one of them is met, the rear axle motor is considered to be faulty, and the corresponding fault flag bit of the rear axle motor is triggered.
[0068] Matching conditions for front axle motor status data that is fault data: The following conditions must be met to determine if the front axle motor is unavailable: Meeting any one of these conditions is sufficient: 1) If the front axle motor is connected to the shaft in the wrong mode, the front axle motor mode will be in error mode, the front axle motor function will not be activated, its flag will be set to 1, and the fault diagnosis flag will be activated at the same time. 2) If the front axle motor does not respond to the torque request, it will also be detected as inactive. The conditions under which the front axle motor has no torque response are as follows: a) The driver's request signal was received normally; b) The internal combustion engine was not stopped; c) The driver requests torque from the front axle motor; d) The front axle motor is not in torque control mode; 3) The front axle motor sends a lossbit=4 fault.
[0069] The above are the matching conditions for a front axle motor failure. Meeting any one of them indicates a front axle motor failure, triggering the corresponding fault flag bit of the front axle motor.
[0070] Matching conditions for P1 motor status data being fault data: The following conditions must be met for motor P1 to be unavailable: Meeting any one of these conditions is sufficient: 1) Motor P1 is in fault mode; 2) Low battery fault detected; 3) If motor P1 does not respond to torque requests, P1 will also be detected as inactive. The conditions for P1 to have no torque response are as follows: a) The vehicle is already under high voltage; b) The driver requests P1 torque mode; c) P1 motor has not entered torque control mode.
[0071] 4) If losbit=4 is received (active short circuit or freewheel failure), it is determined to be unusable.
[0072] 5) The ECM received a fast shutdown fault from the battery controller.
[0073] If P1 is determined to be unavailable, the engine will be requested to run, and the parallel mode will be requested.
[0074] The above are the matching conditions for motor P1 to fail. If any one of them is met, motor P1 is considered to be faulty, and the corresponding fault flag bit of motor P1 will be triggered.
[0075] Matching conditions for status data of high-voltage systems that are fault data: The high-voltage system detects the status of contactors or switches related to the battery to determine if the high-voltage battery is functioning properly. This information is used to determine if the battery can supply power to the motor and outputs a fault report flag. 1) High-voltage batteries are not usable. If the vehicle is in key-on state, the battery contactor requests engagement but fails to engage, or there is a communication failure in battery management, the high-voltage battery system is determined to be unavailable, the flag is activated, and the power of the high-voltage battery is limited.
[0076] 2) High-voltage battery UDC failure (a failure that allows for voltage control) If the high-voltage battery experiences a UDC fault (a fault that allows voltage control), the ECM requests the P1 motor to enter UDC mode. If the P1 motor is unavailable at this time, it requests the front axle P2 motor to enter UDC mode.
[0077] The above are the matching conditions for a high-voltage system fault. Meeting any one of them indicates a high-voltage system fault, triggering the corresponding fault flag bit of the high-voltage system.
[0078] Matching conditions for status data of DC-DC switching power supply circuits that are fault data: If a DC-DC function is requested to be enabled but is not activated, then the DC-DC function is unavailable.
[0079] The above are the matching conditions for a fault in a DC-DC switching power supply circuit. If these conditions are met, the DC-DC switching power supply circuit is considered to be faulty, and the corresponding fault flag bit of the DC-DC switching power supply circuit will be triggered.
[0080] Matching criteria for low battery status data as fault data: Low battery power includes two situations: One scenario is when charging fails or the internal combustion engine cannot start and the battery switch is not turned off, the current battery charge is lower than the minimum charge limit (20%), and the battery is still discharging (the battery output current is higher than 1A) while there is no charging gun plugged in. Secondly, when the battery switch is not turned off, the current battery level is lower than the critical minimum battery level limit (10%), and the battery is still discharging (output current is higher than 1A) while the charging gun is not plugged in. In both cases, the battery power is determined to be insufficient, and a request to limit the high-voltage load power is issued, along with a message indicating that the P1 motor is unavailable.
[0081] The above are the matching conditions for a low battery power fault. Meeting any one of them is considered a low battery power fault and triggers the corresponding fault flag bit.
[0082] Step S303: Determine the target fault type based on the target fault flag bit, wherein the target fault flag bit corresponds to the target fault type. For details, please refer to [link to relevant documentation]. Figure 2 Step S203 of the illustrated embodiment will not be described again here.
[0083] Step S304: Based on the target fault type, the current hybrid vehicle control unit performs a target post-processing operation, wherein the target fault type and the target post-processing operation correspond. For details, please refer to [link to relevant documentation]. Figure 2 Step S204 of the illustrated embodiment will not be described again here.
[0084] In some alternative implementations, the method further includes: Step a1: Based on the target fault flag bit, determine the availability of multiple driving modes when the hybrid vehicle is in operation.
[0085] Step a2: Obtain the target driving mode currently triggered for the hybrid vehicle.
[0086] Step a3: Match the target driving mode with the driving mode, and use the available status of the matched driving mode as the available status of the target driving mode.
[0087] Optionally, the target fault flag obtained in the above embodiments will be used to determine whether each driving mode is available. For example, if the engine cannot start, then the hybrid mode, all-wheel drive mode, and Power mode (i.e., pure engine mode) are unavailable; if the engine cannot stop, then the pure electric mode and energy-saving mode are unavailable.
[0088] Furthermore, the system obtains the target components (any one of the following components: internal combustion engine, transmission, rear axle motor, front axle motor, high-voltage battery, etc.) required to work together for each driving mode to be available when the hybrid vehicle is in operation; if the status data corresponding to the target component triggers the target fault flag, the system determines that the current driving mode is unavailable; if the status data corresponding to the target component does not trigger the target fault flag, the system determines that the current driving mode is available.
[0089] Additionally, it is necessary to obtain the target driving mode of the hybrid vehicle currently selected by the driver, and then set the availability status of the target driving mode to the availability status corresponding to the target fault flag. For example, if the driver has currently selected all-wheel drive mode as the target driving mode for the hybrid vehicle, and the fault flag indicating that all-wheel drive mode is unavailable is triggered based on the status data of the target component, then all-wheel drive mode can be directly set to unavailable.
[0090] Additionally, if a conflict is found between the availability of each driving mode determined by the target fault flag and the driver's needs, such as the driver currently selecting all-wheel drive mode as the target driving mode for a hybrid vehicle and the need being available, but the all-wheel drive mode determined by the target fault flag is unavailable, the B_DriverImpact flag (i.e., seatbelt pretensioner system malfunction) will be activated to remind the driver.
[0091] The unavailability of all-wheel drive mode, pure electric mode, or Power mode will affect the driver's selection of hybrid mode, all-wheel drive mode, and Power mode. Pure electric mode is unaffected by other mode malfunctions. These situations will prompt the driver that certain driving modes are unavailable, and the B_DriverImpact flag will be activated. Additionally, when the driver activates the mode selection menu and prepares to select a driving mode, if all-wheel drive mode, pure electric mode, or Power mode is unavailable, the B_DriverImpact flag will also be activated to remind the driver.
[0092] In some alternative implementations, the post-processing operation includes torque adjustment operation; Based on the target fault type, the current hybrid vehicle control unit performs target post-processing operations, including: Determine the torque adjustment strategy based on the fault level and fault type; Based on the torque adjustment strategy, the torque adjustment operation is determined.
[0093] Optionally, in this embodiment, a torque monitoring module is also provided to perform post-processing operations. For example, if the torque monitoring does not allow drive requests, the driver cannot request traction, and the rear drive is unavailable, so the engine is requested to run.
[0094] Furthermore, the torque monitoring module acquires the output signal of the ECM in real time and analyzes the fault type and the corresponding fault level.
[0095] The torque adjustment strategy is invoked based on the analysis results. For example, if the fault level is high, the "forced cut-off strategy" is matched; if the fault level is normal, the "buffer adjustment strategy" is matched; and if the fault level is low, the "fine-tuning strategy" is matched.
[0096] Then, based on different torque adjustment strategies, the corresponding torque adjustment operation is determined.
[0097] Based on the above embodiments, the torque adjustment operation is determined based on the torque adjustment strategy, including: Step a1: Based on the torque adjustment strategy, determine the target torque value to be adjusted to and the torque adjustment time limit.
[0098] Step a2: Based on the target torque value and the torque adjustment time limit, perform the torque adjustment operation.
[0099] Specifically, the target torque value to be set in the current torque adjustment strategy (e.g., the forced switching strategy adjusts the torque to the target torque value A, the buffer adjustment strategy adjusts the torque to the target torque value B, and the fine-tuning strategy adjusts the torque to the target torque value C) and the torque adjustment time limit (e.g., the forced switching strategy requires the fault to be completed within 1 second, the buffer adjustment strategy requires the fault to be completed within 2 seconds, and the fine-tuning strategy requires the fault to be completed within 3 seconds).
[0100] Control commands containing the target torque value and torque adjustment time limit are sent to the power control unit. The forced switching strategy rapidly approaches the target torque value A within 1 second, quickly correcting deviations; the buffer adjustment strategy linearly adjusts to the target torque value B within 2 seconds, suppressing fluctuations; and the fine-tuning strategy gradually approaches the target torque value C within 3 seconds, dynamically adjusting the step size. At the same time, torque stability is continuously monitored, and automatic fine-tuning compensation is applied in case of drift.
[0101] As an optional embodiment, step a2 above includes: Step a21: Obtain the torque feedback value and torque adjustment feedback duration.
[0102] Step a22: Compare the torque feedback value and the torque target value for deviation. If the deviation is greater than the first deviation threshold, then trigger the numerical correction of the torque feedback value.
[0103] Step a23: Compare the deviation between the torque adjustment feedback time and the torque adjustment time limit. If the deviation is greater than the second deviation threshold, the torque speed adjustment is triggered.
[0104] Specifically, in the embodiment of this application, during the process of adjusting the torque to the target torque value, the torque feedback value (i.e., the current actual output torque of the power system) and the torque adjustment feedback time (i.e., the cumulative time from the start of the adjustment operation to the current moment) are acquired in real time; then, the deviation between the torque feedback value and the preset torque target value is calculated. If the calculated deviation value is greater than a first deviation threshold (e.g., ±5N), the deviation is considered to be greater than the target torque value. If the torque feedback value is insufficient (m), the torque feedback correction mechanism is immediately triggered. If the torque feedback value is insufficient, the power output parameters are increased (e.g., increasing the engine throttle opening, increasing the motor output current, adjusting the transmission ratio) to increase the torque feedback value. If the torque feedback value is excessive, the power output parameters are decreased (e.g., decreasing the throttle opening, decreasing the motor current, triggering slight brake assist pressure relief) to decrease the torque feedback value. Through the above dynamic fine-tuning of the torque feedback value, the torque output is ensured to converge towards the target value.
[0105] The torque adjustment feedback time is compared with the set torque adjustment time limit. If the deviation is greater than the second deviation threshold (e.g., ±0.3 seconds), the torque adjustment speed is accelerated or decelerated by optimizing the torque adjustment step size or controlling the gain, so as to ensure that the torque adjustment is completed within the torque adjustment time limit.
[0106] As an optional embodiment, the method further includes: Step b1: After determining the torque adjustment operation based on the torque adjustment strategy, maintain the torque adjustment strategy and continue to execute the torque adjustment operation while continuously receiving error messages.
[0107] Specifically, if the fault is not resolved, the current established torque adjustment strategy (forced switching / buffered adjustment / fine-tuning) will not be interrupted. The adjustment operation will continue to be performed according to the preset torque target value and torque adjustment time limit: the torque feedback value and adjustment feedback time will be collected in real time, and the torque deviation will be continuously corrected by optimizing the power output parameters (throttle opening, motor current, etc.). At the same time, the adjustment step size or control gain will be dynamically adjusted according to the progress of the time. If the error message does not involve power system hardware faults (such as motor overheating, sensor failure), the core parameters of the strategy will remain unchanged, and the adjustment details will be optimized only through closed-loop control until the torque reaches the target or the safety fallback mechanism is triggered. At the same time, the torque adjustment data will be recorded for subsequent fault tracing.
[0108] Step c1: After determining the torque adjustment operation based on the torque adjustment strategy, and upon receiving information that the fault has been cleared, adjust the output torque value based on the torque recovery gradient value until the torque reaches the rated value.
[0109] Specifically, after receiving the fault clearing information, the system restores the torque according to a preset gradient value (e.g., increasing or decreasing by 20N per second). m (which can be adjusted up or down according to the vehicle's power characteristics) to gradually increase or decrease the output torque.
[0110] The system monitors the current torque feedback value in real time and smoothly increases the power output parameters in steps with gradient values to avoid driving jerks caused by sudden increases in torque. After each adjustment, the deviation between the torque and the rated value is checked until the torque smoothly converges to the rated value, completing the recovery process.
[0111] This embodiment also provides a device for fault identification and post-processing of hybrid vehicles. This device is used to implement the above embodiments and preferred embodiments, and details already described will not be repeated. As used below, the term "module" can be a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.
[0112] This embodiment provides a device for fault identification and post-processing of hybrid vehicles, such as... Figure 4 As shown, it includes: The first acquisition module 401 is used to acquire the current status data of the components associated with torque when the hybrid vehicle is driving or powered on. Trigger module 402 is used to trigger the target fault flag bit based on status data; The first determining module 403 is used to determine the target fault type based on the target fault flag bit, wherein the target fault flag bit corresponds to the target fault type; The control module 404 is used to cause the current hybrid vehicle control unit to perform a target post-processing operation based on the target fault type, wherein the target fault type and the target post-processing operation correspond to each other.
[0113] In this embodiment, the current state data of the components associated with torque are acquired when the hybrid vehicle is driving or powered on. Based on the state data, a target fault flag is triggered. Based on the target fault flag, a target fault type is determined, wherein the target fault flag corresponds to the target fault type. Based on the target fault type, the current hybrid vehicle control components perform a target post-processing operation, wherein the target fault type corresponds to the target post-processing operation. In this way, this embodiment can perform state analysis on all components associated with torque, activate the corresponding fault flag, obtain the corresponding target fault type, and then perform the corresponding target post-processing operation according to the current target fault type, thereby improving vehicle drivability and reliability.
[0114] In some alternative embodiments, the device further includes: The second acquisition module is used to acquire the fault level corresponding to each fault type before the current hybrid vehicle control component performs the target post-processing operation based on the target fault type. The generation module is used to generate the post-processing operations that the current hybrid vehicle control components need to perform based on the fault level and fault type. The post-processing operations include the target post-processing operations.
[0115] In some alternative implementations, the post-processing operation includes torque adjustment operation; The control module 404 is also used to determine the torque adjustment strategy based on the fault level and fault type; and to determine the torque adjustment operation based on the torque adjustment strategy.
[0116] In some optional implementations, the control module 404 is further configured to determine the target torque value to which the torque is to be adjusted and the torque adjustment time limit according to the torque adjustment strategy; and to perform the torque adjustment operation based on the target torque value and the torque adjustment time limit.
[0117] In some optional implementations, the control module 404 is also used to acquire the torque feedback value and the torque adjustment feedback duration; compare the deviation between the torque feedback value and the torque target value, and if the deviation is greater than a first deviation threshold, trigger the numerical correction of the torque feedback value; compare the deviation between the torque adjustment feedback duration and the torque adjustment time limit, and if the deviation is greater than a second deviation threshold, trigger the adjustment of the torque speed.
[0118] In some alternative embodiments, the device further includes: The holding module is used to maintain the torque adjustment strategy and continue to execute the torque adjustment operation after determining the torque adjustment operation based on the torque adjustment strategy, even if error messages are continuously received.
[0119] In some alternative embodiments, the device further includes: The adjustment module is used to adjust the output torque value based on the torque recovery gradient value after determining the torque adjustment operation based on the torque adjustment strategy and receiving information that the fault has been cleared, until the torque reaches the rated value.
[0120] In this embodiment, the device for identifying and processing hybrid vehicle faults is presented in the form of a functional unit. Here, a unit refers to an ASIC (Application Specific Integrated Circuit) circuit, a processor and memory that execute one or more software or fixed programs, and / or other devices that can provide the above functions.
[0121] This application also provides a vehicle having the above-described features. Figure 4 The device shown is for fault identification and post-processing of hybrid vehicles.
[0122] Please see Figure 5 , Figure 5 This is a structural block diagram of a vehicle provided in an optional embodiment of this application, such as... Figure 5 As shown, the vehicle includes one or more processors 10, memory 20, and interfaces for connecting the components, including high-speed interfaces and low-speed interfaces. The components communicate with each other via different buses and can be mounted on a common motherboard or otherwise installed as needed. The processors can process instructions executed within the computer device, including instructions stored in or on memory to display graphical information of a GUI on an external input / output device (such as a display device coupled to the interface). In some alternative implementations, multiple processors and / or multiple buses can be used with multiple memories and multiple memory modules, if desired. Similarly, multiple computer devices can be connected, each providing some of the necessary operations (e.g., as a server array, a group of blade servers, or a multiprocessor system). Figure 5 Take a processor 10 as an example.
[0123] Processor 10 may be a central processing unit, a network processor, or a combination thereof. Processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device may be a complex programmable logic device (CAMP), a field-programmable gate array (FPGA), a general-purpose array logic (GPA), or any combination thereof.
[0124] The memory 20 stores instructions executable by at least one processor 10 to cause at least one processor 10 to perform the method shown in the above embodiments.
[0125] The memory 20 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the computer device. Furthermore, the memory 20 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, the memory 20 may optionally include memory remotely located relative to the processor 10, and these remote memories may be connected to the computer device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.
[0126] The memory 20 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk or solid-state drive; the memory 20 may also include a combination of the above types of memory.
[0127] The computer device also includes a communication interface 30 for communicating with other devices or communication networks.
[0128] This application also provides a computer-readable storage medium. The methods described in this application can be implemented in hardware or firmware, or implemented as recordable on a storage medium, or implemented as computer code downloaded over a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and subsequently stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the methods shown in the above embodiments are implemented.
[0129] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and all such modifications and variations fall within the scope defined by the appended claims.
Claims
1. A method for fault identification and post-processing of hybrid vehicles, characterized in that, The method includes: Obtain the current status data of the components associated with torque when the hybrid vehicle is driving or powered on; Based on the status data, trigger the target fault flag bit; Based on the target fault flag bit, the target fault type is determined, wherein the target fault flag bit corresponds to the target fault type; Based on the target fault type, the current hybrid vehicle controls the component to perform a target post-processing operation, wherein the target fault type and the target post-processing operation correspond to each other.
2. The method according to claim 1, characterized in that, Before causing the current hybrid vehicle control component to perform the target post-processing operation based on the target fault type, the method further includes: Obtain the fault level corresponding to each fault type; Based on the fault level and the fault type, a post-processing operation that the current hybrid vehicle control component needs to perform is generated, wherein the post-processing operation includes the target post-processing operation.
3. The method according to claim 2, characterized in that, The post-processing operation includes torque adjustment; The step of causing the hybrid vehicle to control the component to perform a target post-processing operation based on the target fault type includes: The torque adjustment strategy is determined based on the fault level and the fault type. Based on the torque adjustment strategy, the torque adjustment operation is determined.
4. The method according to claim 2, characterized in that, The step of determining the torque adjustment operation based on the torque adjustment strategy includes: Based on the torque adjustment strategy, determine the target torque value to be adjusted to and the torque adjustment time limit; The torque adjustment operation is performed based on the target torque value and the torque adjustment time limit.
5. The method according to claim 3, characterized in that, The step of performing the torque adjustment operation based on the target torque value and the torque adjustment time limit includes: Obtain torque feedback value and torque adjustment feedback duration; The torque feedback value and the torque target value are compared for deviation. If the deviation is greater than the first deviation threshold, the numerical correction of the torque feedback value is triggered. The deviation between the torque adjustment feedback time and the torque adjustment time limit is compared. If the deviation is greater than the second deviation threshold, the torque speed adjustment is triggered.
6. The method according to claim 2, characterized in that, After determining the torque adjustment operation based on the torque adjustment strategy, the method further includes: If error messages are continuously received, the torque adjustment strategy is maintained and the torque adjustment operation is continuously executed.
7. The method according to claim 2, characterized in that, After determining the torque adjustment operation based on the torque adjustment strategy, the method further includes: Upon receiving information that the fault has been cleared, the output torque value is adjusted based on the torque recovery gradient value until the torque reaches the rated value.
8. A device for fault identification and post-processing of hybrid vehicles, characterized in that, The device includes: The first acquisition module is used to acquire the current status data of the components associated with torque when the hybrid vehicle is driving or powered on. The triggering module is used to trigger the target fault flag bit based on the status data; The first determining module is used to determine the target fault type based on the target fault flag bit, wherein the target fault flag bit corresponds to the target fault type; A control module is configured to cause the current hybrid vehicle to control the component to perform a target after-processing operation based on the target fault type, wherein the target fault type and the target after-processing operation correspond to each other.
9. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to perform as claimed in claim 1. The method for fault identification and post-processing of hybrid vehicles as described in any one of the seven claims.
10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to perform the method for identifying and post-processing faults in a hybrid vehicle as described in any one of claims 1 to 7.