An assisted driving vehicle and a fault diagnosis method and computer device thereof

Abstract

The application belongs to the field of auxiliary driving and particularly relates to an auxiliary driving vehicle and a fault diagnosis method and a computer device thereof. The method comprises the following steps: after a control instruction for adjusting a vehicle state parameter is issued, whether the vehicle has a control instruction response fault is judged according to the difference between the average value of the real-time state parameter of the vehicle in a set time period and the average value of the target state parameter of the vehicle in the set time period; the target state parameter of the vehicle is an expected state that the vehicle can reach according to the issued control instruction; the set time period is a time period starting from the time when the control instruction is issued and lasting for a set duration; and the set duration is determined according to the response time of the control instruction. The application solves the technical problem of inaccurate fault diagnosis of the vehicle auxiliary driving system in the prior art.

Description

Technical Field

[0001] This invention belongs to the field of driver assistance, specifically relating to a driver assistance vehicle and its fault diagnosis method and computer device. Background Technology

[0002] In the field of driver assistance systems, with increasing emphasis on traffic safety and a growing number of users utilizing these functions, it is crucial to appropriately alert the driver and suppress system activation when malfunctions occur. Fault diagnosis includes not only hardware faults detected from the vehicle, such as those related to the motor, turn signals, and Vehicle Control Unit (VCU), but also message timeouts, abnormal changes in vehicle status, unresponsive braking / drive / steering systems, overshooting, and chassis hardware failures.

[0003] A Chinese invention patent application with publication number CN111216792A and publication date of June 2, 2020, discloses an autonomous driving vehicle state monitoring system and method. In this method, the system acquires autonomous driving control commands and the target vehicle state and real-time vehicle state based on these commands in real time. It then compares the difference between the target vehicle state and the real-time vehicle state to determine if the autonomous driving state is abnormal. For example, under an acceleration command, if the difference between the vehicle's approach speed and its real-time speed is too large, it indicates an abnormality in the vehicle's acceleration system, requiring driver intervention to ensure safety. However, different vehicle models (such as large commercial vehicles) require different response times to different types of control commands. Therefore, judging based on the vehicle's real-time state can lead to misjudgments and inaccurate fault diagnosis. Summary of the Invention

[0004] The purpose of this invention is to provide an assisted driving vehicle and its fault diagnosis method and computer device, so as to solve the technical problem of inaccurate fault diagnosis in the prior art of vehicle assisted driving systems.

[0005] To address the aforementioned technical problems, the present invention provides a fault diagnosis method for assisted driving vehicles, comprising: after issuing a control command to adjust vehicle state parameters, determining whether the vehicle has a control command response fault based on the difference between the average value of the vehicle's real-time state parameters within a set time period and the average value of the vehicle's target state parameters within the set time period; the vehicle target state parameters being the desired state that the vehicle can achieve according to the issued control command; the set time period being a time period lasting a set duration starting from the time the control command is issued; and the set duration being determined based on the response time of the control command.

[0006] The beneficial effects of the above technical solution are as follows: The technical solution of the fault diagnosis method for assisted driving vehicles of the present invention belongs to an improved invention. Unlike the prior art that directly diagnoses faults based on the real-time state of the vehicle, the present invention does not directly use the real-time state of the vehicle for fault diagnosis. Instead, it compares the average value of the real-time state of the vehicle over a period of time (determined by the response time of the control command) with the average value of the target vehicle's state to diagnose faults in the assisted driving system. Fault judgment is made only after comprehensively considering the response times of different control commands, reducing the possibility of misjudgment. The present invention solves the technical problem of inaccurate fault diagnosis in existing vehicle assisted driving systems.

[0007] Furthermore, the control command response failure includes no response to control commands; the control commands include drive control commands, steering control commands, or braking control commands. For drive control commands or steering control commands, the method to determine whether the vehicle has control command non-response is as follows: if the difference between the average value of the vehicle's real-time state parameters within a set time period and the average value of the vehicle's target state parameters within a set time period exceeds the non-response threshold of the corresponding control command, and the average value of the vehicle's real-time state parameters within a set time period is less than the average value of the vehicle's target state parameters within a set time period, then the driver assistance system is considered to have corresponding control command non-response. For braking control commands, the method to determine whether the vehicle is unresponsive to control commands is as follows: if the difference between the average value of the vehicle's real-time state parameters within a set time period and the average value of the vehicle's target state parameters within a set time period exceeds the braking unresponsiveness threshold, and the average value of the vehicle's real-time state parameters within a set time period is greater than the average value of the vehicle's target state parameters within a set time period, then the assisted driving system is considered to be unresponsive to braking control commands.

[0008] Furthermore, the control command response fault includes control command response overshoot; the control commands include drive control commands, steering control commands, or braking control commands. For drive control commands or steering control commands, the method to determine whether the vehicle has control command response overshoot is as follows: if the difference between the average value of the vehicle's real-time state parameters within a set time period and the average value of the vehicle's target state parameters within a set time period exceeds the response overshoot threshold of the corresponding control command, and the average value of the vehicle's real-time state parameters within a set time period is greater than the average value of the vehicle's target state parameters within a set time period, then the assisted driving system is considered to have corresponding control command response overshoot. For braking control commands, the method to determine whether the vehicle has control command response overshoot is as follows: if the difference between the average value of the vehicle's real-time state parameters within the set time period and the average value of the vehicle's target state parameters within the set time period exceeds the braking response overshoot threshold, and the average value of the vehicle's real-time state parameters within the set time period is less than the average value of the vehicle's target state parameters within the set time period, then the assisted driving system is considered to have braking control command response overshoot.

[0009] Furthermore, the method also includes: if the difference between the average values ​​of the vehicle real-time status parameters of two adjacent preset time periods is greater than the abnormal status change threshold, then the driver assistance system is considered to have an abnormal vehicle status change fault; the preset time period is determined according to the transmission period of the vehicle real-time status message.

[0010] Furthermore, the method also includes: parsing the vehicle hardware status messages; if a certain hardware fault is parsed in N consecutive frames, then the vehicle's hardware is considered to be faulty.

[0011] Furthermore, the method also includes: if no message is received within the message timeout period, the vehicle is considered to have a message communication failure.

[0012] Furthermore, after determining that a vehicle malfunction exists, if the malfunction affects a subsystem of the driver assistance system and the driver assistance system is already activated, then the subsystem is deactivated; if the malfunction affects a subsystem of the driver assistance system and the driver assistance system is not activated, then the subsystem is suppressed to disable its function; the subsystems include a lateral control system and a longitudinal control system.

[0013] Furthermore, if a vehicle malfunction is detected and the driver assistance system is already activated, the driver assistance system will be deactivated.

[0014] The present invention also provides a technical solution for a computer device: a computer device including a processor, the processor being used to execute a computer program to implement the steps of the fault diagnosis method for assisted driving vehicles as described above.

[0015] The present invention also provides a technical solution for an assisted driving vehicle: an assisted driving vehicle, including an assisted driving system, the assisted driving system including a processor, the processor being used to execute a computer program to implement the steps of the fault diagnosis method for the assisted driving vehicle as described above. Attached Figure Description

[0016] Figure 1 This is a flowchart of a method embodiment of the fault diagnosis method for assisted driving vehicles of the present invention; Figure 2 This is a schematic diagram of the instrument display in an embodiment of the fault diagnosis method for assisted driving vehicles of the present invention. Detailed Implementation

[0017] Unlike existing technologies that directly diagnose faults based on the vehicle's real-time status, this invention does not directly use the vehicle's real-time status for fault diagnosis. Instead, it compares the average real-time status of the vehicle over a period of time (determined by the response time of control commands) with the average status of the target vehicle to diagnose faults in the driver assistance system. By comprehensively considering the response times of different control commands, a fault judgment is made, reducing the possibility of misdiagnosis. This invention solves the technical problem of inaccurate fault diagnosis in existing vehicle driver assistance systems.

[0018] Example of a fault diagnosis method for assisted driving vehicles: A fault diagnosis method for assisted driving vehicles, such as Figure 1 As shown, first turn on the vehicle and preheat it for one minute (i.e., Figure 1 The vehicle should be powered on for one minute before performing a fault check on the driver assistance system. Here, "one minute" refers to the vehicle's self-check time; if the power-on speed is slow, it can be extended to two minutes. The goal is to eliminate communication timeout faults caused by asynchronous power-on of various hardware components.

[0019] The fault detection of the assisted driving vehicle in this embodiment is mainly divided into four categories: the first category is message timeout fault, the second category is abnormal changes in vehicle status, the third category is no response or overshoot of vehicle drive / braking / steering, and the fourth category is vehicle chassis hardware fault (i.e., vehicle hardware fault judgment).

[0020] The method for judging message timeout faults is as follows: a timeout threshold is set according to the message sending cycle. If the assisted driving message can be received normally within the threshold, no fault is reported. If the message cannot be received normally within the threshold, the message communication is judged to have timed out and there is a message communication fault.

[0021] The method for judging abnormal vehicle status changes is as follows: the judgment period is set according to the vehicle status message sending cycle. The vehicle status judgment period is set to 0.5s. The average value of the real-time vehicle status within 0.5s before and after is compared. If the difference between the average value of the real-time vehicle status within 0.5s before and after is greater than the vehicle status change threshold, a fault is reported, indicating that there is an abnormal vehicle status change fault.

[0022] Abnormal changes in vehicle status may be due to malfunctions in the sensors that acquire vehicle status (such as wheel speed sensors that measure wheel speed, angle sensors that measure steering wheel angle, etc.). In this case, to prevent the driver assistance system from making unreasonable control operations based on abnormal vehicle status information, which would affect driving safety, a fault alarm is triggered.

[0023] The method for judging control command faults is as follows: Based on the control commands issued by the driver assistance system (mainly including driving, braking and steering), judge the real-time status of the vehicle. Since different control commands require different response times, such as a 2-second response time for driving, a 1-second response time for braking, and a 0.5-second response time for steering, it will be unreasonable to obtain the real-time status value of the vehicle under these circumstances.

[0024] Therefore, this embodiment compares the average value of the vehicle's real-time feedback status within a set time period with the average value of the vehicle's related commands within the preceding and following time periods, sets a non-response threshold and a response overshoot threshold, and determines whether there is a corresponding control command non-response fault or a corresponding control command response overshoot fault.

[0025] Specifically, the control commands mainly include driving, braking, and steering, while the vehicle state parameters include vehicle speed, vehicle acceleration, and steering wheel angle. Among these, vehicle speed and vehicle acceleration are primarily used for fault diagnosis of driving and braking control commands, while steering wheel angle is primarily used for fault diagnosis of steering control commands.

[0026] For drive control commands, after the driver or driver assistance system issues a drive control command for accelerator pedal opening, the accelerator pedal opening command is first converted into corresponding vehicle target state parameters (such as vehicle acceleration or a curve showing the change in vehicle acceleration). Since the vehicle drive system requires a 2-second response time, after issuing the drive control command, a set time period (determined based on the drive response time) is waited for. Then, the average value of the real-time vehicle state parameters (such as real-time vehicle acceleration) within the set time period is calculated. This average value is then compared with the average value of the corresponding target state parameters within the set time period to obtain the difference. If the difference exceeds the drive non-response threshold and the average value of the real-time vehicle state parameters is less than the average value of the target state parameters, it is determined that the vehicle is not responding to the drive control command. If the difference exceeds the drive response overshoot threshold and the average value of the real-time vehicle state parameters is greater than the average value of the target state parameters, it is determined that the vehicle is overshooting the drive control command response.

[0027] Similarly, for steering control commands, when a driver or driver assistance system issues a steering control command, the command is first converted into corresponding vehicle target state parameters (such as the vehicle's steering wheel angle or a curve showing the change in steering wheel angle). After the steering control command is issued, after a set time period (determined based on the steering response time), the average value of the vehicle's real-time state parameters (such as the vehicle's real-time steering wheel angle) within that time period is calculated. This average value is then compared with the average value of the vehicle's target state parameters within the corresponding set time period to obtain the difference. If the difference exceeds the steering non-response threshold and the average value of the vehicle's real-time state parameters is less than the average value of the vehicle's target state parameters, then the vehicle is determined to have a steering control command non-response. If the difference exceeds the steering response overshoot threshold and the average value of the vehicle's real-time state parameters is greater than the average value of the vehicle's target state parameters, then the vehicle is determined to have a steering control command response overshoot.

[0028] For braking control commands, after the driver or driver assistance system issues a braking control command, the braking control command (such as braking) is first converted into corresponding vehicle target state parameters (such as vehicle acceleration or a curve showing the change in vehicle acceleration). After issuing the braking control command, a set time period (determined based on the drive response time) is waited for, and then the average value of the real-time vehicle state parameters (such as real-time vehicle acceleration) within the set time period is calculated. This average value is then compared with the average value of the corresponding target state parameters within the set time period to obtain the difference between them. If the difference exceeds the braking non-response threshold and the average value of the real-time vehicle state parameters is greater than the average value of the target state parameters, it is determined that the vehicle is not responding to the braking control command. If the difference exceeds the braking response overshoot threshold and the average value of the real-time vehicle state parameters is greater than the average value of the target state parameters, it is determined that the vehicle is overshooting the braking control command response.

[0029] The non-response threshold and response overshoot threshold for different control commands and vehicle status parameters can be adjusted according to the vehicle status. The principle is to ensure timely reporting of serious vehicle malfunctions while maintaining a normal fault reporting frequency.

[0030] The method for judging hardware faults in the vehicle chassis is as follows: directly parse the hardware status messages received from the vehicle, chassis, etc. In order to filter out the occasional false alarm value of a fault, a filtering method is adopted. When hardware faults are parsed in N consecutive frames, the hardware fault is reported. N is an integer greater than 1.

[0031] Upon detecting any of the aforementioned faults, the affected subsystems of the driver assistance system (primarily including the lateral control system and the longitudinal control system) are determined based on different fault states, and corresponding control strategies are implemented for the affected subsystems. If the driver assistance system is activated when a fault occurs, unaffected subsystems are maintained, while the affected subsystems are deactivated to ensure vehicle safety. If the driver assistance system is not activated when a fault occurs, the affected functions in that subsystem are suppressed. For example, abnormal lateral acceleration indicates an abnormality in the lateral control system of the driver assistance system. In this case, if the vehicle's driver assistance system is activated, the lateral control system is deactivated; if the vehicle's driver assistance system is not activated, the lateral control function is suppressed. That is, when the driver activates the driver assistance system, only the longitudinal control system is activated, and the lateral control system is not activated (i.e., the lateral control function is disabled), and the driver is alerted that the lateral control system is faulty.

[0032] It should be noted that the fault referred to here refers to any of the faults identified above, including any control command non-response fault, any control command response overshoot fault, message timeout fault, abnormal vehicle status change fault, and vehicle hardware fault.

[0033] In other implementations, to ensure driving safety as much as possible, once any of the above-mentioned faults is detected, the entire driver assistance system is directly deactivated and switched to a fault state.

[0034] In addition, upon detecting any of the aforementioned faults, a fault message is sent to the vehicle monitoring platform, and a "Driver Assistance System Fault" text prompt is displayed on the instrument panel, while the driver assistance function icon turns yellow to alert the driver to intervene. Specifically, as follows... Figure 2 As shown.

[0035] The frequency of fault message transmission can be set as needed. If real-time performance is the priority, select real-time reporting; if platform resource utilization is the priority, select timed reporting.

[0036] In other implementations, other methods can be used to alert the driver to fault alarms, such as audible and visual alarms, voice prompts, etc.

[0037] Computer device embodiment: A computer device includes a processor for executing a computer program to implement the steps of the fault diagnosis method for an assisted driving vehicle as described above. The specific fault diagnosis method for an assisted driving vehicle has been described in sufficient detail in the above embodiments and will not be repeated here.

[0038] Example of an assisted driving vehicle: An assisted driving vehicle includes an assisted driving system, which includes a processor for executing a computer program to implement the steps of the fault diagnosis method for the assisted driving vehicle as described above. The specific fault diagnosis method for the assisted driving vehicle has been described in sufficient detail in the above embodiments and will not be repeated here.

[0039] This invention has the following characteristics: 1. This system can determine whether the vehicle is normal in real time when the driver activates the assisted driving function. If an abnormality occurs, it will issue a fault report. It can monitor the vehicle status in real time and prevent the driver from activating the function when the system is faulty.

[0040] 2. This system can display faults in the new energy monitoring platform. It can alert the driver of system faults by displaying text and yellowing icons for driver assistance functions on the instrument panel. At the same time, it will provide a fault warning sound to the driver and suppress the activation of driver assistance functions to reduce the occurrence of dangers.

[0041] Finally, it should be noted that the above descriptions are merely preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still make modifications to the technical solutions described in the foregoing embodiments without creative effort, or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A fault diagnosis method for an assisted driving vehicle, characterized in that, The method includes: after issuing a control command to adjust vehicle status parameters, determining whether the vehicle has a control command response fault based on the difference between the average value of the real-time vehicle status parameters within a set time period and the average value of the vehicle target status parameters within the set time period; the vehicle target status parameters are the desired state that the vehicle can achieve according to the issued control command; the set time period is a time period that continues for a set duration starting from the time the control command is issued; the set duration is determined based on the response time of the control command.

2. The fault diagnosis method for an assisted driving vehicle according to claim 1, characterized in that, The control command response failure includes no response to control commands; the control commands include drive control commands, steering control commands, or braking control commands. For drive control commands or steering control commands, the method to determine whether the vehicle has control command non-response is as follows: if the difference between the average value of the vehicle's real-time state parameters within a set time period and the average value of the vehicle's target state parameters within a set time period exceeds the non-response threshold of the corresponding control command, and the average value of the vehicle's real-time state parameters within a set time period is less than the average value of the vehicle's target state parameters within a set time period, then the driver assistance system is considered to have corresponding control command non-response. For braking control commands, the method to determine whether the vehicle is unresponsive to control commands is as follows: if the difference between the average value of the vehicle's real-time state parameters within a set time period and the average value of the vehicle's target state parameters within a set time period exceeds the braking unresponsiveness threshold, and the average value of the vehicle's real-time state parameters within a set time period is greater than the average value of the vehicle's target state parameters within a set time period, then the assisted driving system is considered to be unresponsive to braking control commands.

3. The fault diagnosis method for an assisted driving vehicle according to claim 1, characterized in that, The control command response fault includes control command response overshoot; the control commands include drive control commands, steering control commands, or braking control commands. For drive control commands or steering control commands, the method to determine whether the vehicle has control command response overshoot is as follows: if the difference between the average value of the vehicle's real-time state parameters within a set time period and the average value of the vehicle's target state parameters within a set time period exceeds the response overshoot threshold of the corresponding control command, and the average value of the vehicle's real-time state parameters within a set time period is greater than the average value of the vehicle's target state parameters within a set time period, then the assisted driving system is considered to have corresponding control command response overshoot. For braking control commands, the method to determine whether the vehicle has control command response overshoot is as follows: if the difference between the average value of the vehicle's real-time state parameters within the set time period and the average value of the vehicle's target state parameters within the set time period exceeds the braking response overshoot threshold, and the average value of the vehicle's real-time state parameters within the set time period is less than the average value of the vehicle's target state parameters within the set time period, then the assisted driving system is considered to have braking control command response overshoot.

4. The fault diagnosis method for an assisted driving vehicle according to claim 1, characterized in that, The method further includes: if the difference between the average values ​​of the vehicle real-time status parameters of two adjacent preset time periods is greater than the abnormal status change threshold, then the driver assistance system is considered to have an abnormal vehicle status change fault; the preset time period is determined according to the transmission period of the vehicle real-time status message.

5. The fault diagnosis method for an assisted driving vehicle according to claim 1, characterized in that, The method also includes parsing the vehicle hardware status messages. If a certain hardware fault is parsed in N consecutive frames, it is considered that the vehicle's hardware is faulty.

6. The fault diagnosis method for an assisted driving vehicle according to claim 1, characterized in that, The method also includes: if no message is received within the message timeout period, the vehicle is considered to have a message communication failure.

7. The fault diagnosis method for an assisted driving vehicle according to any one of claims 1 to 6, characterized in that, After determining that a vehicle malfunction exists, if the malfunction affects a subsystem of the driver assistance system and the driver assistance system is already activated, then the subsystem is deactivated; if the malfunction affects a subsystem of the driver assistance system and the driver assistance system is not activated, then the subsystem is suppressed to disable its function; the subsystems include a lateral control system and a longitudinal control system.

8. The fault diagnosis method for an assisted driving vehicle according to any one of claims 1 to 6, characterized in that, If a vehicle malfunction is detected, and the driver assistance system is already activated, then the driver assistance system should be deactivated.

9. A computer device comprising a processor, characterized in that, The processor is used to execute a computer program to implement the steps of the fault diagnosis method for an assisted driving vehicle as described in any one of claims 1 to 8.

10. A driver assistance vehicle, comprising a driver assistance system, the driver assistance system including a processor, characterized in that, The processor is used to execute a computer program to implement the steps of the fault diagnosis method for an assisted driving vehicle as described in any one of claims 1 to 8.

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