Limp control method, device and equipment of vehicle and storage medium

Abstract

The application discloses a limp-home control method, device and equipment of a vehicle and a storage medium, and relates to the technical field of vehicles. The method comprises the following steps: in the case that it is determined that an abnormality exists in a target electric drive among at least two electric drives, acquiring an operating parameter of the vehicle and determining a disengagement safety index; in the case that the disengagement safety index is greater than or equal to a preset disengagement threshold value, disconnecting a mechanical power transmission path between the target electric drive and a wheel corresponding to the target electric drive; and controlling a non-target electric drive to drive the vehicle so that the vehicle enters a limp-home state. The above method can disconnect the mechanical power transmission path between the target electric drive and the corresponding wheel, and drive the vehicle into the limp-home state through the non-target electric drive, so that the abnormal influence of the target electric drive on the wheel can be avoided, and the driving capability of the remaining electric drive can be fully utilized, so that the vehicle can continue to travel to a safe area or a repair site when an abnormality occurs in part of the electric drives, and the fault tolerance capability, the operation safety and the use convenience of the vehicle are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a limp-riding control method, device, equipment, and storage medium for a vehicle. Background Technology

[0002] With the development of new energy vehicles, vehicles can adopt an electric four-wheel drive system consisting of front and rear electric drives. The front and rear electric drives are mechanically connected to their respective wheels, and output driving torque together or separately according to the overall vehicle driving needs, thereby driving the vehicle.

[0003] In related technologies, when one of the electric drives fails and cannot continue operating during vehicle operation, the faulty electric drive may generate abnormal resistance, abnormal braking force, or mechanical jamming on the corresponding wheel because it remains mechanically connected to it. To prevent the faulty electric drive from further affecting vehicle operation, it is usually necessary to slow the entire vehicle to a stop and keep it parked while waiting for repairs or roadside assistance.

[0004] However, the above-mentioned approach of directly stopping the vehicle and waiting for repair or rescue after an electric drive failure will reduce the vehicle's fault tolerance and ease of use. Summary of the Invention

[0005] This application provides a limp control method, apparatus, device, and storage medium for a vehicle. The technical solution provided by this application includes the following aspects.

[0006] According to one aspect of the embodiments of this application, a limp control method for a vehicle is provided, the vehicle including at least two electric drives, each electric drive forming a mechanical power transmission path with its corresponding wheel; the method includes: If it is determined that there is an abnormality in the target electric drive of the at least two electric drives, the operating parameters of the vehicle are obtained, and the operating parameters are used to indicate the operating status of the vehicle; wherein, a disengagement mechanism is provided in the mechanical power transmission path corresponding to the target electric drive; Based on the operating parameters, a disengagement safety index is determined. The disengagement safety index is used to characterize the safety level of controlling the disengagement mechanism to switch from an engaged state to a disengaged state under the current operating state of the vehicle. When the disengagement safety index is greater than or equal to the preset disengagement threshold, the disengagement mechanism corresponding to the target electric drive is controlled to switch from the engagement state to the disengagement state, so as to disconnect the mechanical power transmission path between the target electric drive and the wheel corresponding to the target electric drive. Controlling a non-target electric drive to drive the vehicle to put the vehicle into a limp state; wherein the non-target electric drive is one of the at least two electric drives other than the target electric drive.

[0007] According to one aspect of the embodiments of this application, a limp control device for a vehicle is provided, the vehicle including at least two electric drives, each electric drive forming a mechanical power transmission path with a corresponding wheel; the device includes: The acquisition module is used to acquire the vehicle's operating parameters when it is determined that there is an abnormality in the target electric drive among the at least two electric drives. The operating parameters are used to indicate the vehicle's operating status. The mechanical power transmission path corresponding to the target electric drive is provided with a disengagement mechanism. The first determining module is used to determine the disengagement safety index based on the operating parameters. The disengagement safety index is used to characterize the safety level of controlling the disengagement mechanism to switch from the engaged state to the disengaged state under the current operating state of the vehicle. The first control module is used to control the disengagement mechanism corresponding to the target electric drive to switch from the engaged state to the disengaged state when the disengagement safety index is greater than or equal to the preset disengagement threshold, so as to disconnect the mechanical power transmission path between the target electric drive and the wheel corresponding to the target electric drive. The second control module is used to control a non-target electric drive to drive the vehicle so that the vehicle enters a limp state; wherein the non-target electric drive is any electric drive other than the target electric drive among the at least two electric drives.

[0008] According to one aspect of the embodiments of this application, a computer device is provided, the computer device including a processor and a memory, the memory storing a computer program, the computer program being loaded and executed by the processor to implement the limp control method for the vehicle described above.

[0009] According to one aspect of the embodiments of this application, a vehicle is provided, the vehicle including a processor and a memory, the memory storing a computer program, the computer program being loaded and executed by the processor to implement the limp control method of the vehicle described above.

[0010] According to one aspect of the present application, a computer-readable storage medium is provided, wherein a computer program is stored in the computer-readable storage medium, the computer program being loaded and executed by a processor to implement the limp control method for the vehicle described above.

[0011] According to one aspect of the embodiments of this application, a computer program product is provided, the computer program product including a computer program, the computer program being executed by a processor to implement the limp control method for the vehicle described above.

[0012] The technical solution provided in this application can bring the following beneficial effects: When the target electric drive malfunctions and the disengagement safety index is greater than or equal to the preset disengagement threshold, the mechanical power transmission path between the target electric drive and the corresponding wheel can be disconnected. The vehicle can then enter a limp state by driving the vehicle through the non-target electric drive. This reduces the abnormal resistance, abnormal braking force, or mechanical jamming of the target electric drive acting on the corresponding wheel through the mechanical power transmission path. It also makes full use of the remaining driving capacity of the electric drive in the vehicle, allowing the vehicle to continue driving to a safe area or repair location even when some electric drives malfunction. This avoids the problem of directly stopping the entire vehicle and waiting for repair or rescue after an electric drive failure, which reduces the vehicle's fault tolerance and ease of use. This improves the vehicle's fault tolerance, operational safety, and ease of use.

[0013] Furthermore, the limp-walk control method for vehicles provided in this application determines a disengagement safety index based on the vehicle's operating parameters when the target electric drive is malfunctioning. Only when the disengagement safety index is greater than or equal to a preset disengagement threshold is the disengagement mechanism corresponding to the target electric drive controlled to switch from an engaged state to a disengaged state. Therefore, the timing of the disengagement mechanism's action can be determined in conjunction with the vehicle's current operating state, reducing the mechanical shock and disengagement failure risk caused by directly performing the disengagement action under unsuitable vehicle operating conditions, and improving the safety and reliability of the target electric drive disengagement process. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of a vehicle provided in one embodiment of this application; Figure 2 This is a flowchart of a limp control method for a vehicle provided in one embodiment of this application; Figure 3 This is a flowchart of a limp control method for a vehicle provided in another embodiment of this application; Figure 4 This is a flowchart of a limp control method for a vehicle provided in another embodiment of this application; Figure 5 This is a schematic diagram of a limp control method for a vehicle provided in one embodiment of this application; Figure 6 This is a schematic diagram of a limp control method for a vehicle provided in another embodiment of this application; Figure 7 This is a schematic diagram of a limp control method for a vehicle provided in another embodiment of this application; Figure 8 This is a flowchart of a limp control method for a vehicle provided in another embodiment of this application; Figure 9This is a flowchart of a limp control method for a vehicle provided in another embodiment of this application; Figure 10 This is a block diagram of a limp control device for a vehicle provided in one embodiment of this application; Figure 11 This is a structural block diagram of a computer device provided in one embodiment of this application. Detailed Implementation

[0015] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0016] Please refer to Figure 1 The diagram illustrates a vehicle according to an embodiment of this application. The vehicle 10 includes at least two electric drives 11, a plurality of wheels 12, and a controller 13. Each electric drive forms a mechanical power transmission path with at least one corresponding wheel, so that the driving torque output by each electric drive can be transmitted to the corresponding wheel via the corresponding mechanical power transmission path.

[0017] At least one mechanical power transmission path is provided with a disengagement mechanism 14, which has an engaged state and a disengaged state. When the disengagement mechanism is in the engaged state, the mechanical power transmission path between the corresponding electric drive and the corresponding wheel is connected, and the driving torque output by the corresponding electric drive can be transmitted to the corresponding wheel; when the disengagement mechanism is in the disengaged state, the mechanical power transmission path between the corresponding electric drive and the corresponding wheel is disconnected, thereby preventing the mechanical power transmission between the corresponding electric drive and the corresponding wheel.

[0018] In some embodiments, the limp-riding control method for a vehicle provided in this application can be executed by the controller 13 of the vehicle 10. The controller can be a vehicle controller, a power domain controller, a drive system controller, or other control devices with corresponding control functions; this application does not limit the scope of the controller.

[0019] In some embodiments, the controller 13 is communicatively connected to each electric drive and the disengagement mechanism. The controller 13 is used to acquire the operating status of each electric drive and determine whether the target electric drive has an anomaly that prevents the vehicle 10 from driving normally. If an anomaly is determined in the target electric drive, the controller acquires the operating parameters of the vehicle 10 and determines a disengagement safety index based on the operating parameters of the vehicle 10. The disengagement safety index is used to characterize the safety level of switching the disengagement mechanism corresponding to the target electric drive from the engaged state to the disengaged state under the current operating state of the vehicle 10. If the disengagement safety index is greater than or equal to a preset disengagement threshold, the controller generates a disengagement control command and controls the disengagement mechanism corresponding to the target electric drive to switch from the engaged state to the disengaged state, thereby disconnecting the mechanical power transmission path between the target electric drive and the corresponding wheel, thus mechanically isolating the target electric drive. If it is determined that the disengagement mechanism corresponding to the target electric drive has successfully switched to the disengaged state, the controller controls at least one non-target electric drive with driving capability to output driving torque to drive the vehicle 10 into a limp state. Among them, the non-target electric drive is the electric drive other than the target electric drive among the at least two electric drives included in the vehicle 10.

[0020] Please refer to Figure 2 The diagram illustrates a flowchart of a limp control method for a vehicle according to an embodiment of this application. The method may include at least one of the following steps (210-240).

[0021] Step 210: If it is determined that there is an abnormality in the target electric drive of at least two electric drives, the vehicle's operating parameters are obtained. The operating parameters are used to indicate the vehicle's operating status. The mechanical power transmission path corresponding to the target electric drive is equipped with a disengagement mechanism.

[0022] The vehicle can be a pure electric vehicle, a hybrid vehicle, or other vehicle equipped with multiple electric drives; this application does not limit this. The vehicle includes at least two electric drives, each forming a mechanical power transmission path with at least one corresponding wheel. The driving torque output by the electric drives can be transmitted to the corresponding wheels via the corresponding mechanical power transmission paths to drive the vehicle. Different electric drives can be used to drive different wheels or different axles of the vehicle. For example, the vehicle may include a main electric drive for driving the front axle wheels and an auxiliary electric drive for driving the rear axle wheels. A mechanical power transmission path is formed between the main electric drive and the front axle wheels, and a mechanical power transmission path is formed between the auxiliary electric drive and the rear axle wheels. Of course, the number of electric drives included in the vehicle can be more than two; this application does not specifically limit this.

[0023] At least one electric drive's mechanical power transmission path includes a disengagement mechanism. The disengagement mechanism has an engaged state and a disengaged state. When the disengagement mechanism is engaged, the corresponding mechanical power transmission path is connected, and the driving torque output by the electric drive can be transmitted to the corresponding wheel via this path. When the disengagement mechanism is disengaged, the corresponding mechanical power transmission path is disconnected, thereby mechanically isolating the electric drive from the corresponding wheel.

[0024] It should be noted that not every electric drive in a vehicle needs to have a disengagement mechanism in its mechanical power transmission path. Disengagement mechanisms can be installed in only some of the electric drive's mechanical power transmission paths, or they can be installed in all of the electric drive's mechanical power transmission paths; this application does not impose any limitations on this. In this embodiment, the target electric drive refers to the electric drive that has malfunctioned and whose corresponding mechanical power transmission path is equipped with a disengagement mechanism.

[0025] An anomaly in the target electric drive can refer to a malfunction, reduced output capacity, or inability to continue supporting normal vehicle operation for other reasons. For example, the target electric drive may experience over-temperature, over-current, over-voltage, under-voltage, abnormal torque output, abnormal speed, controller malfunction, or mechanical component malfunction. In some embodiments, the vehicle controller can determine whether the target electric drive still has driving capability based on the fault level. For minor anomalies that do not affect normal operation, the vehicle can continue to operate normally; for anomalies that prevent the target electric drive from outputting normal driving torque or whose continued operation may cause further damage, it can be determined that the target electric drive cannot support normal vehicle operation, and subsequent fault isolation procedures will be initiated.

[0026] In some embodiments, the vehicle's operating parameters may include at least one of the following: vehicle speed, road gradient, vehicle steering angle, and torque observation value corresponding to the target electric drive. Vehicle speed reflects the vehicle's current speed. Controlling the disengagement mechanism at different speeds may result in varying degrees of mechanical shock or vehicle dynamic response. Road gradient reflects the inclination of the road the vehicle is currently on. When the vehicle is going uphill or downhill, the mechanical power transmission path may bear additional longitudinal loads. Steering angle reflects whether the vehicle is currently steering. During vehicle steering, the motion state of different wheels and the force state of the mechanical power transmission path may change. Torque observation value reflects the torque load currently transmitted in the mechanical power transmission path corresponding to the target electric drive. The torque observation value can be the actual output torque of the target electric drive, an estimated torque, or a torque calculated based on parameters such as motor current and motor speed. By obtaining these operating parameters, it is possible to determine whether the vehicle is currently in a suitable operating condition for performing the disengagement action, avoiding direct disengagement when the mechanical power transmission path load is high or the vehicle state is unstable.

[0027] In some embodiments, before acquiring the vehicle's operating parameters, the method further includes: acquiring the operating status of at least two electric drives; based on the operating status, if it is determined that the target electric drive does not have the driving capability to support normal vehicle operation, determining that the target electric drive is abnormal, and acquiring the status of the disengagement mechanism corresponding to the target electric drive; if the disengagement mechanism corresponding to the target electric drive is in an engaged state, performing the step of acquiring the vehicle's operating parameters.

[0028] In some embodiments, the operating status of at least two electric drives included in the vehicle can be obtained. The operating status of the electric drives can be used to characterize the current working capacity and fault conditions of the respective electric drives. The operating status of the electric drives may include at least one of the following: fault status, fault level, availability, actual output torque, allowable output torque, output power, motor speed, motor current, motor voltage, motor temperature, inverter temperature, and fault information output by the electric drive controller; this application does not limit this.

[0029] In some embodiments, the vehicle controller can receive the operating status of each electric drive controller via an onboard communication network, or determine the operating status of each electric drive based on data collected by relevant sensors in the vehicle. After obtaining the operating status of each electric drive, the controller can determine whether the electric drive has the driving capability to support normal vehicle operation based on the operating status of the corresponding electric drive.

[0030] Here, having the drive capability to support normal vehicle operation can mean that the electric drive can output drive torque normally according to the vehicle's current drive requirements, and continued operation will not affect the vehicle's driving safety or cause further damage to the electric drive and related components. Conversely, lacking the drive capability to support normal vehicle operation can mean that the electric drive cannot output drive torque normally according to the vehicle's drive requirements, or that although the electric drive can still output some drive torque, its output capacity is insufficient to meet the vehicle's normal driving requirements. For example, when the electric drive experiences over-temperature, over-current, over-voltage, under-voltage, abnormal speed, abnormal torque output, inverter failure, motor failure, reducer failure, or other abnormalities affecting the normal output of drive torque, the vehicle controller can determine that the electric drive does not have the drive capability to support normal vehicle operation.

[0031] In some embodiments, the fault level of the electric drive can also be used to determine whether the electric drive has the driving capability to support normal vehicle operation. For example, for a warning fault that does not affect the normal output of the electric drive, the vehicle can continue to be controlled to maintain normal operation; for a fault that limits the output capability of the electric drive, the remaining output capability of the electric drive can be used to determine whether the vehicle can still operate normally; for a fault that causes the electric drive to be unable to output torque or that may pose a safety risk if it continues to operate, it can be determined that the electric drive does not have the driving capability to support normal vehicle operation.

[0032] In some embodiments, an electric drive that lacks the driving capability to support normal vehicle operation and whose corresponding mechanical power transmission path is equipped with a disengagement mechanism is identified as the target electric drive, and the target electric drive is determined to be abnormal. Therefore, the "abnormality of the target electric drive" in this application is not limited to the target electric drive completely stopping, but may also include situations where the driving capability of the target electric drive is reduced to the point that it cannot meet the requirements for normal vehicle operation.

[0033] In some embodiments, after determining that there is an anomaly in the target electric drive, the vehicle controller can obtain the mechanism state of the disengagement mechanism corresponding to the target electric drive. The mechanism state can be used to characterize whether the disengagement mechanism is currently in an engaged or disengaged state.

[0034] When the disengagement mechanism corresponding to the target electric drive is engaged, the mechanical power transmission path between the target electric drive and the corresponding wheel remains connected. At this time, abnormal conditions of the target electric drive may affect the corresponding wheel through this mechanical power transmission path. For example, if the target electric drive experiences rotational resistance, abnormal braking, or mechanical jamming, it may affect the normal rotation of the corresponding wheel. Therefore, when it is determined that the disengagement mechanism corresponding to the target electric drive is engaged, the vehicle controller can perform the step of acquiring the vehicle's operating parameters. The vehicle controller can then determine a disengagement safety index based on the vehicle's operating parameters, and when the disengagement safety index meets the preset disengagement conditions, control the disengagement mechanism corresponding to the target electric drive to switch from the engaged state to the disengaged state. This avoids unnecessary disengagement actions when the target electric drive can still support normal vehicle operation, and also avoids repeatedly calculating the disengagement safety index or repeatedly sending disengagement control commands when the disengagement mechanism is already in the disengaged state.

[0035] In some embodiments, when the disengagement mechanism corresponding to the target electric drive is already in the disengaged state, it indicates that the mechanical power transmission path between the target electric drive and the corresponding wheel has been broken. At this time, the steps of determining the disengagement safety index and the disengagement control are no longer executed. Instead, it is further determined whether at least one non-target electric drive has the ability to drive the vehicle. If it is determined that the non-target electric drive has the driving capability, it can be controlled to drive the vehicle, causing the vehicle to enter a limp state.

[0036] In some embodiments, when the disengagement mechanism corresponding to the target electric drive is already in the disengaged state, it indicates that the mechanical power transmission path between the target electric drive and the corresponding wheel has been broken. At this time, the wheel-end speed of the vehicle can be obtained, and based on the wheel-end speed of the vehicle, it can be determined whether to time the single limp-out duration and the total cumulative limp-out duration corresponding to this target electric drive anomaly. Details will be provided later and will not be elaborated here.

[0037] The above method can determine whether there is a fault isolation requirement based on the actual operating status of the electric drive before executing the disengagement control, and determine whether the disengagement action needs to be executed based on the current status of the disengagement mechanism, thereby reducing unnecessary disengagement control and improving the reliability of vehicle fault diagnosis and disengagement action execution.

[0038] Step 220: Based on the operating parameters, determine the disengagement safety index. The disengagement safety index is used to characterize the safety level of controlling the disengagement mechanism to switch from the engaged state to the disengaged state under the current operating state of the vehicle.

[0039] Controlling the disengagement mechanism to switch from the engaged state to the disengaged state can be understood as performing a disengagement action. A higher disengagement safety index indicates that the current operating state of the vehicle is more suitable for performing the disengagement action; a lower disengagement safety index indicates that performing the disengagement action under the current operating state will result in greater mechanical shock, state switching resistance, or vehicle stability risks.

[0040] It should be noted that an anomaly in the target electric drive only indicates a need for mechanical isolation of the target electric drive; it does not mean that the disengagement mechanism can be immediately controlled to perform a disengagement action. The mechanical response of the disengagement mechanism switching from the engaged to the disengaged state may differ depending on the vehicle speed, road gradient, steering state, or transmission load. Therefore, the safety level of performing the disengagement action can be comprehensively evaluated based on the vehicle's current operating parameters, and the evaluation result can be expressed as a disengagement safety index.

[0041] In some embodiments, operating parameters may include at least one of the following: vehicle speed, road gradient, vehicle steering angle, and torque observation value corresponding to the target electric drive. A corresponding safety factor can be determined based on each operating parameter, and a disengagement safety index can be determined based on one or more safety factors. By determining the disengagement safety index based on the vehicle's operating parameters, multiple influencing factors such as vehicle speed, road gradient, steering state, and torque load in the mechanical power transmission path can be converted into a unified safety evaluation result, which is then used as the basis for determining whether to perform the disengagement action. Compared to immediately controlling the disengagement mechanism to perform the disengagement action after the target electric drive malfunctions, this method reduces the likelihood of the disengagement mechanism directly performing the disengagement action at high vehicle speeds, under large transmission loads, or when the vehicle's state is unstable. This reduces the risk of mechanical shock and state switching failure during the disengagement process, improving the safety and reliability of the target electric drive's mechanical isolation process.

[0042] Step 230: When the disengagement safety index is greater than or equal to the preset disengagement threshold, control the disengagement mechanism corresponding to the target electric drive to switch from the engaged state to the disengaged state, so as to disconnect the mechanical power transmission path between the target electric drive and the wheel corresponding to the target electric drive.

[0043] By controlling the disengagement mechanism to switch from the engaged state to the disengaged state, the mechanical power transmission path between the target electric drive and the corresponding wheel of the target electric drive is disconnected.

[0044] A preset disengagement threshold can be used to characterize the minimum level of safety required to allow a disengagement action to be performed. The preset disengagement threshold can be set based on the experience of those skilled in the art, and this application does not impose any limitations on it.

[0045] In some embodiments, when the disengagement safety index is greater than or equal to a preset disengagement threshold, it indicates that the current operating state of the vehicle meets the preset disengagement safety conditions. At this time, the disengagement mechanism corresponding to the target electric drive is controlled to switch from the engaged state to the disengaged state to disconnect the mechanical power transmission path between the target electric drive and the wheel corresponding to the target electric drive.

[0046] In some embodiments, controlling the disengagement mechanism corresponding to the target electric drive to switch from an engaged state to a disengaged state to disconnect the mechanical power transmission path between the target electric drive and the wheel corresponding to the target electric drive includes: sending a disengagement control command to the target electric drive; and, based on the disengagement control command, switching the disengagement mechanism corresponding to the target electric drive from an engaged state to a disengaged state.

[0047] In some embodiments, the vehicle controller may be communicatively connected to the target electric drive controller and send a disengagement control command to the target electric drive controller via an onboard communication network.

[0048] The disengagement control command is used to instruct the target electric drive to control its corresponding disengagement mechanism to perform a disengagement action. The disengagement control command may include at least one of the following: a disengagement request flag, the target mechanism status, the command generation time, the command validity status, and the target electric drive identifier. The target mechanism status can be used to indicate that the disengagement mechanism needs to switch to the disengagement state; the target electric drive identifier can be used to indicate the target electric drive that needs to be mechanically isolated.

[0049] After receiving the disengagement control command, the target electric drive controller can verify the validity of the disengagement control command. For example, the target electric drive controller can verify whether the target electric drive identifier carried in the disengagement control command is consistent with its own identifier, verify whether the disengagement control command is within the validity period, or verify whether the preset conditions for performing the disengagement action are met.

[0050] If the disengagement control command is confirmed to be valid, the target electric drive controller can control the switching of the execution state of the disengagement mechanism corresponding to the target electric drive. Specifically, the target electric drive controller can send an execution control signal to the actuator of the disengagement mechanism, causing the actuator to drive the disengagement mechanism to move from the engaged position to the disengaged position.

[0051] In one possible implementation, the disengagement mechanism can be located between the reducer output end of the target electric drive and the corresponding drive half-shaft. When the disengagement mechanism is engaged, the reducer output end is mechanically connected to the drive half-shaft; when the disengagement mechanism is disengaged, the mechanical connection between the reducer output end and the drive half-shaft is released, thereby disconnecting the mechanical power transmission path between the target electric drive and the corresponding wheel.

[0052] In another possible implementation, the disengagement mechanism may also be located between the output shaft of the target electric drive and the reducer, between the reducer and the differential, between the differential and the drive half-shaft, or at other locations in the mechanical power transmission path. This application does not limit the specific location of the disengagement mechanism in the mechanical power transmission path, as long as the disengagement mechanism can disconnect the mechanical power transmission between the target electric drive and the corresponding wheel in the disengaged state.

[0053] The above method, by sending a disengagement control command to the target electric drive, causes the target electric drive to respond to the command by switching its corresponding disengagement mechanism from an engaged state to a disengaged state. This accurately disconnects the mechanical power transmission path between the target electric drive and the corresponding wheel, reducing the impact of abnormal states of the target electric drive on the wheel via the mechanical power transmission path. Simultaneously, by having the target electric drive execute the state switch of its corresponding disengagement mechanism, the accuracy of the correspondence between the disengagement control object and the target electric drive can be improved, achieving hierarchical collaborative control between the vehicle controller and the target electric drive. This provides reliable mechanical isolation conditions for subsequently using a non-target electric drive to drive the vehicle into a limp state.

[0054] In some embodiments, when the disengagement safety index is less than a preset disengagement threshold, it indicates that the current operating state of the vehicle is not suitable for performing the disengagement action. The vehicle controller can temporarily suspend the control of the disengagement mechanism switching and continue to acquire the vehicle's operating parameters and update the disengagement safety index. When the vehicle's operating state changes, causing the disengagement safety index to reach the preset disengagement threshold, the disengagement action is then performed.

[0055] Step 240: Control the non-target electric drive to drive the vehicle so that the vehicle enters a limp state; wherein, the non-target electric drive is any electric drive other than the target electric drive among at least two electric drives.

[0056] In some embodiments, the vehicle controller may first acquire the operating status of the non-target electric drive and determine whether the non-target electric drive has the capability to drive the vehicle. If it is determined that the non-target electric drive has the driving capability, the controller controls the non-target electric drive to output driving torque to drive the vehicle and cause the vehicle to enter a limp state.

[0057] In some embodiments, at least two electric drives include a first electric drive and a second electric drive; if the first electric drive is determined to be the target electric drive, the second electric drive is a non-target electric drive; if the second electric drive is determined to be the target electric drive, the first electric drive is a non-target electric drive.

[0058] Limping is a state in which a vehicle continues to move by at least one remaining available electric drive, even when some of its driving capabilities are limited. In limping mode, the vehicle's power performance, maximum permissible speed, or continuous driving time may be limited, but the vehicle is still able to leave the current road, move to a safe area, or travel to a repair location.

[0059] In some embodiments, the at least two electric drives included in the vehicle may include a first electric drive and a second electric drive. The first electric drive and the second electric drive may be used to drive different wheels or different axles of the vehicle, respectively. For example, the first electric drive may be used to drive the front axle wheels of the vehicle, and the second electric drive may be used to drive the rear axle wheels of the vehicle; or, the first electric drive and the second electric drive may be used to drive the left and right wheels of the vehicle, respectively. This application does not limit the specific arrangement of the first electric drive and the second electric drive in the vehicle.

[0060] In some embodiments, when the vehicle is in normal driving, the first electric drive and the second electric drive can jointly output driving torque to drive the vehicle; the first electric drive and the second electric drive can also output driving torque separately or jointly according to the vehicle's power demand, energy consumption demand or driving conditions.

[0061] When the first electric drive experiences an anomaly that prevents the vehicle from driving normally and is identified as the target electric drive, the second electric drive can be identified as a non-target electric drive. The controller can, after the mechanical power transmission path corresponding to the first electric drive is disconnected, control the output drive torque of the second electric drive to switch the vehicle from a state where the first and second electric drives are jointly driven to a limp-like state where the second electric drive is driven alone. Conversely, when the second electric drive experiences an anomaly that prevents the vehicle from driving normally and is identified as the target electric drive, the first electric drive can be identified as a non-target electric drive. The controller can, after the mechanical power transmission path corresponding to the second electric drive is disconnected, control the output drive torque of the first electric drive to switch the vehicle to a limp-like state where the first electric drive is driven alone.

[0062] In some embodiments, before controlling the non-target electric drive to drive the vehicle, the controller may also acquire the operating status of the non-target electric drive and determine whether the non-target electric drive has the ability to drive the vehicle based on its operating status. Only if it is determined that the non-target electric drive has the driving capability will the controller control the non-target electric drive to drive the vehicle into a limp state. If the non-target electric drive does not have the driving capability, the controller may prevent the vehicle from entering the limp state and output a parking warning message or a rescue warning message.

[0063] Optionally, a disengagement mechanism can be simultaneously installed in both the mechanical power transmission path corresponding to the first electric drive and the mechanical power transmission path corresponding to the second electric drive. Thus, when the first electric drive is identified as the target electric drive, the disengagement mechanism corresponding to the first electric drive can be controlled to switch to the disengaged state, and the second electric drive will drive the vehicle into a limp state; when the second electric drive is identified as the target electric drive, the disengagement mechanism corresponding to the second electric drive can be controlled to switch to the disengaged state, and the first electric drive will drive the vehicle into a limp state.

[0064] Alternatively, a disengagement mechanism may be provided only in the mechanical power transmission path corresponding to the first electric drive, without providing a disengagement mechanism in the mechanical power transmission path corresponding to the second electric drive. In this case, when the first electric drive malfunctions and is identified as the target electric drive, the disengagement mechanism corresponding to the first electric drive can be controlled to switch to the disengaged state to disconnect the mechanical power transmission path between the first electric drive and the corresponding wheel, and the second electric drive can be controlled to drive the vehicle into a limp state.

[0065] Alternatively, a disengagement mechanism may be provided only in the mechanical power transmission path corresponding to the second electric drive, without providing a disengagement mechanism in the mechanical power transmission path corresponding to the first electric drive. In this case, when the second electric drive malfunctions and is identified as the target electric drive, the disengagement mechanism corresponding to the second electric drive can be controlled to switch to the disengaged state to disconnect the mechanical power transmission path between the second electric drive and the corresponding wheel, and the first electric drive can be controlled to drive the vehicle into a limp state.

[0066] The above method, by identifying the malfunctioning electric drive as the target electric drive and the other electric drive as the non-target electric drive when one of the first and second electric drives malfunctions, can continue to drive the vehicle using the non-target electric drive after the target electric drive has completed mechanical isolation, thereby improving the vehicle's availability and fault handling capabilities in the event of a single electric drive malfunction.

[0067] In some embodiments, when the vehicle includes three or more electric drives, the non-target electric drives may include one or more electric drives other than the target electric drive. The vehicle controller may select at least one electric drive with driving capability to drive the vehicle based on the operating status of each non-target electric drive, its output torque, and the vehicle's driving requirements.

[0068] In some embodiments, the method further includes: acquiring status feedback information of the disengagement mechanism, the status feedback information indicating whether the disengagement mechanism has successfully switched to the disengagement state; based on the status feedback information, if it is determined that the disengagement mechanism has failed to switch to the disengagement state, controlling the vehicle to decelerate to a stop; if it is determined that the vehicle is in a parked state, controlling the disengagement mechanism to switch to the disengagement state again; if it is determined that the disengagement mechanism has failed to switch to the disengagement state again, preventing the vehicle from entering a limp state, and outputting rescue prompt information to prompt for vehicle rescue. In some embodiments, controlling a non-target electric drive vehicle to enter a limp state includes: controlling the non-target electric drive vehicle to enter a limp state after determining that the disengagement mechanism has successfully switched to a disengagement state.

[0069] Status feedback information can be used to reflect the current state of the disengagement mechanism. For example, status feedback information may include at least one of the following: disengagement position feedback signal, engagement position feedback signal, action completion flag, and action failure flag.

[0070] In some embodiments, the status feedback information determines whether the disengagement mechanism has reached the disengagement position within a preset operating time. When the status feedback information indicates that the disengagement mechanism has reached the disengagement position, or the disengagement status flag is valid, it can be determined that the disengagement mechanism has successfully switched to the disengagement state. When the disengagement mechanism has not reached the disengagement position within the preset operating time, remains in the engaged state, stays in an intermediate position between the engaged and disengagement states, or the status feedback information indicates that the actuator has malfunctioned, it can be determined that the disengagement mechanism has failed to switch to the disengagement state.

[0071] In some embodiments, if it is determined that the disengagement mechanism fails to switch to the disengagement state for the first time, the controller may control the vehicle to decelerate to a stop. Controlling the vehicle to decelerate to a stop may include reducing the vehicle's permissible drive torque, controlling a non-target electric drive with drive capability to reduce its output torque, requesting the braking system to provide braking force, or performing at least one of the above operations to smoothly decelerate the vehicle at a preset deceleration until the vehicle speed is reduced to zero or below a preset stopping speed threshold.

[0072] Compared to performing the disengagement action again when the vehicle is in motion, the above method, which performs the disengagement action again after the vehicle has stopped, can reduce the rotational inertia, torque load, and speed difference in the mechanical power transmission path. This reduces the mechanical resistance and impact experienced by the disengagement mechanism when switching states, and increases the success rate of disengagement again.

[0073] After the vehicle stops moving, the controller can also control the vehicle to enter a parking state. The parking state can refer to the vehicle speed being zero and the parking brake system being engaged, or it can refer to the vehicle being in parking gear; this application does not limit this. Once the vehicle is confirmed to be in a parking state, the controller can generate a disengagement control command again and control the disengagement mechanism corresponding to the target electric drive to switch to the disengagement state again. It should be noted that after the first failure of the disengagement mechanism to switch, its actual state may be engaged or an intermediate state.

[0074] In some embodiments, after the disengagement control command is sent again, the controller can reacquire the status feedback information of the disengagement mechanism and determine whether the disengagement mechanism has successfully switched to the disengagement state based on the reacquired status feedback information. If it is determined that the disengagement mechanism has successfully switched to the disengagement state again, it can be determined that the mechanical power transmission path between the target electric drive and its corresponding wheel has been broken. At this time, if it is determined that at least one non-target electric drive has driving capability, the controller can control the non-target electric drive to output driving torque, causing the vehicle to enter a limp state.

[0075] In some embodiments, if it is determined that the disengagement mechanism fails to switch back to the disengaged state, it can be considered that reliable mechanical isolation of the target electric drive cannot be achieved through the disengagement mechanism. In this case, if the non-target electric drive is still controlled to drive the vehicle, the abnormal state of the target electric drive may continue to affect the corresponding wheels through the mechanical power transmission path, thereby generating abnormal resistance, abnormal braking force, or other driving risks. Therefore, the controller can prevent the vehicle from entering a limp state. Simultaneously, the controller can output a rescue prompt message. The rescue prompt message is used to inform the driver or vehicle management platform that the vehicle cannot continue to drive in limp mode and requires on-site inspection or roadside assistance.

[0076] In some embodiments, the emergency response information can be output through at least one of the following: instrument cluster display, central control display, audio prompts, mobile terminal, or remote vehicle management platform. For example, the emergency response information may include information such as failure of the disengagement mechanism to disengage, prohibition of further driving, keeping the vehicle parked, and contacting roadside assistance.

[0077] The above method, by acquiring the status feedback information of the disengagement mechanism, can confirm whether the target electric drive has completed the disengagement action. If the disengagement mechanism has successfully switched to the disengagement state, the vehicle is controlled to enter a limp-like state, improving the reliability of target electric drive fault isolation and the safety of vehicle limp-like control. Furthermore, if the initial disengagement fails, stopping the vehicle and attempting the disengagement action again in a parked state reduces the speed difference and transmission load in the mechanical power transmission path, increasing the probability of successful disengagement on the second attempt. If the second disengagement also fails, preventing the vehicle from entering a limp-like state and outputting a rescue prompt message prevents the vehicle from continuing to drive when the target electric drive is not reliably isolated, thus improving the safety of the fault handling process.

[0078] In summary, the technical solution provided by this application embodiment can disconnect the mechanical power transmission path between the target electric drive and the corresponding wheel when the target electric drive is abnormal and the disengagement safety index is greater than or equal to the preset disengagement threshold. By driving the vehicle into a limp state through the non-target electric drive, the abnormal resistance, abnormal braking force, or mechanical jamming of the target electric drive can be reduced from acting on the corresponding wheel through the mechanical power transmission path. It also makes full use of the driving capacity of the remaining electric drive in the vehicle, so that the vehicle can continue to drive to a safe area or repair location even when some electric drives are abnormal. This avoids the problem in related technologies where the entire vehicle is stopped and waited for repair or rescue after the electric drive fails, which reduces the vehicle's fault tolerance and ease of use. It improves the vehicle's fault tolerance, operational safety, and ease of use.

[0079] Furthermore, the limp-walk control method for vehicles provided in this application determines a disengagement safety index based on the vehicle's operating parameters when the target electric drive is malfunctioning. Only when the disengagement safety index is greater than or equal to a preset disengagement threshold is the disengagement mechanism corresponding to the target electric drive controlled to switch from an engaged state to a disengaged state. Therefore, the timing of the disengagement mechanism's action can be determined in conjunction with the vehicle's current operating state, reducing the mechanical shock and disengagement failure risk caused by directly performing the disengagement action under unsuitable vehicle operating conditions, and improving the safety and reliability of the target electric drive disengagement process.

[0080] In some embodiments, the operating parameters include the vehicle speed, the road gradient of the road where the vehicle is located, the vehicle steering angle, and the torque observation value corresponding to the target electric drive.

[0081] In some embodiments, determining the disengagement safety index based on operating parameters includes: determining a speed safety factor, a slope safety factor, a steering safety factor, and a torque safety factor based on the vehicle speed, the road gradient of the road where the vehicle is located, the vehicle's steering angle, and the torque observation value corresponding to the target electric drive; performing a weighted summation on the speed safety factor, slope safety factor, steering safety factor, and torque safety factor to obtain the disengagement safety index; wherein, the speed safety factor is used to characterize the degree of influence of the mechanical impact generated when the disengagement mechanism corresponding to the target electric drive switches to the disengagement state at the vehicle speed on the completion of the state switch; the slope safety factor is used to characterize the degree of influence of the longitudinal load of the vehicle caused by the road gradient and the transmission load of the mechanical power transmission path on the completion of the state switch at the road gradient; the steering safety factor is used to characterize the degree of influence of the change in wheel motion state and the force state of the mechanical power transmission path caused by the vehicle steering condition on the completion of the state switch at the steering angle; the torque safety factor is used to characterize the degree of influence of the torque load in the mechanical power transmission path and the force state of the disengagement mechanism caused by the torque load on the completion of the state switch at the torque observation value.

[0082] In some embodiments, the vehicle speed, road gradient, steering angle, and torque observations can be converted into speed safety factors, gradient safety factors, steering safety factors, and torque safety factors, respectively, based on a preset parameter mapping relationship. The parameter mapping relationship can employ calibration tables, piecewise functions, mathematical models, or other pre-set conversion relationships. This parameter mapping relationship can be determined based on the vehicle structure, the target electric drive structure, the load-bearing capacity of the disengagement mechanism, and test calibration results.

[0083] Optionally, determining the speed safety factor based on vehicle speed may include: querying a preset first mapping relationship between vehicle speed and speed safety factor based on the vehicle speed to obtain the speed safety factor corresponding to the current vehicle speed. The first mapping relationship can be calibrated based on the mechanical impact generated when the disengagement mechanism performs a disengagement action at different vehicle speeds. Under the same operating parameters, the lower the vehicle speed, the smaller the rotational inertia of each rotating component in the mechanical power transmission path and the smaller the mechanical impact generated by the disengagement action, and the larger the speed safety factor can be; the higher the vehicle speed, the smaller the speed safety factor can be. For example, a first speed threshold and a second speed threshold greater than the first speed threshold can be set. When the vehicle speed is less than or equal to the first speed threshold, the speed safety factor is determined to be a first preset value; when the vehicle speed is greater than the first speed threshold and less than the second speed threshold, the speed safety factor gradually decreases as the vehicle speed increases; when the vehicle speed is greater than or equal to the second speed threshold, the speed safety factor is determined to be a second preset value less than the first preset value. For example, the first preset value can be 1, and the second preset value can be 0.

[0084] Optionally, when the vehicle speed is between the first speed threshold and the second speed threshold, the speed safety factor can be determined according to the following formula: S_V(t) = (V2) / (t-V2) V(t) / (V2) V1). Where S_V(t) represents the vehicle speed safety factor, V(t) represents the current vehicle speed, V1 represents the first vehicle speed threshold, and V2 represents the second vehicle speed threshold.

[0085] Optionally, determining the slope safety factor based on road slope may include: querying a preset second mapping relationship between road slope and slope safety factor to obtain the slope safety factor corresponding to the current road slope. The second mapping relationship can be calibrated based on the longitudinal load caused by the vehicle's gravity component and the transmission load in the mechanical power transmission path under different road slopes.

[0086] In one implementation, the slope safety factor can be determined based on the absolute value of the road slope. The smaller the absolute value of the road slope, the smaller the additional driving load or reverse drag load caused by the road slope, and the larger the slope safety factor can be; conversely, the larger the absolute value of the road slope, the smaller the slope safety factor can be. For example, a first slope threshold and a second slope threshold greater than the first slope threshold can be set. When the absolute value of the road slope is less than or equal to the first slope threshold, the slope safety factor is determined to be a first preset value; when the absolute value of the road slope is greater than the first slope threshold but less than the second slope threshold, the slope safety factor is gradually decreased as the absolute value of the road slope increases; when the absolute value of the road slope is greater than or equal to the second slope threshold, the slope safety factor is determined to be the second preset value.

[0087] In another implementation, considering that uphill and downhill conditions may cause the mechanical power transmission path to bear driving load and reverse drag load respectively, uphill mapping relationship and downhill mapping relationship can be set for the positive and negative directions of the road slope, and the slope safety factor can be determined according to the direction and magnitude of the road slope.

[0088] Optionally, determining the steering safety factor based on the vehicle's steering angle may include: querying a preset third mapping relationship between the steering angle and the steering safety factor based on the vehicle's steering angle to obtain the steering safety factor corresponding to the current steering angle. The third mapping relationship can be calibrated based on changes in wheel speed difference, wheel force state, and force state along the mechanical power transmission path under different steering angles.

[0089] In one implementation, the steering safety factor can be determined based on the absolute value of the steering angle. The smaller the absolute value of the steering angle, the closer the vehicle is to a straight-line driving state, and the smaller the difference in motion state between the wheels, thus allowing for a larger steering safety factor. Conversely, the larger the absolute value of the steering angle, the greater the degree of vehicle steering, and the smaller the steering safety factor. For example, a first steering angle threshold and a second steering angle threshold greater than the first steering angle threshold can be set. When the absolute value of the steering angle is less than or equal to the first steering angle threshold, the steering safety factor is determined to be a first preset value. When the absolute value of the steering angle is greater than the first steering angle threshold but less than the second steering angle threshold, the steering safety factor gradually decreases as the absolute value of the steering angle increases. When the absolute value of the steering angle is greater than or equal to the second steering angle threshold, the steering safety factor is determined to be the second preset value.

[0090] In some embodiments, the steering safety factor obtained based on the steering angle can be corrected by combining the vehicle's yaw rate, the rate of change of steering wheel angle, or the wheel-end speed difference of the target electric drive wheel, so as to improve the accuracy of disengagement safety evaluation under steering conditions.

[0091] Optionally, determining the torque safety factor based on the torque observation value corresponding to the target electric drive may include: querying a preset fourth mapping relationship between the torque observation value and the torque safety factor according to the torque observation value corresponding to the target electric drive, and obtaining the torque safety factor corresponding to the current torque observation value. The fourth mapping relationship can be calibrated based on the contact force and disengagement resistance borne by the engaging components of the disengagement mechanism under different torque loads.

[0092] In one implementation, the torque safety factor can be determined based on the absolute value of the observed torque. A smaller absolute value indicates that the torque load in the mechanical power transmission path is closer to zero torque, and the force exerted on the engaging components of the disengagement mechanism is generally smaller, allowing for a larger torque safety factor. Conversely, a larger absolute value allows for a smaller torque safety factor. For example, a first torque threshold and a second torque threshold greater than the first torque threshold can be set. When the absolute value of the observed torque is less than or equal to the first torque threshold, the torque safety factor is set to a first preset value. When the absolute value of the observed torque is greater than the first torque threshold but less than the second torque threshold, the torque safety factor gradually decreases as the absolute value of the observed torque increases. When the absolute value of the observed torque is greater than or equal to the second torque threshold, the torque safety factor is set to a second preset value.

[0093] The first vehicle speed threshold, the second vehicle speed threshold, the first slope threshold, the second slope threshold, the first steering angle threshold, the second steering angle threshold, the first torque threshold, and the second torque threshold mentioned above can all be calibrated based on the test results of the vehicle and the disengagement mechanism. The embodiments of this application do not limit the specific values ​​of each threshold.

[0094] In some embodiments, the safety factor corresponding to each operating parameter can be determined by a combination of interval matching and preset values. Specifically, the value range of the operating parameter can be pre-divided into multiple parameter intervals, and a corresponding preset value for the safety factor can be configured for each parameter interval. After the controller obtains the current operating parameter, it determines the target parameter interval in which the operating parameter is located, and sets the preset value of the safety factor corresponding to the target parameter interval as the safety factor corresponding to the operating parameter.

[0095] Taking the determination of a speed safety factor based on vehicle speed as an example, it can include: matching the vehicle speed with multiple preset speed ranges to determine the target speed range in which the vehicle speed falls, and determining the preset speed safety factor value corresponding to the target speed range as the speed safety factor. For example, a first speed range, a second speed range, and a third speed range can be preset, where the speed corresponding to the first speed range is lower than the speed corresponding to the second speed range, and the speed corresponding to the second speed range is lower than the speed corresponding to the third speed range. The first speed range, the second speed range, and the third speed range can correspond to the preset values ​​of the first speed safety factor, the second speed safety factor, and the third speed safety factor, respectively, and the preset value of the first speed safety factor is greater than the preset value of the second speed safety factor, and the preset value of the second speed safety factor is greater than the preset value of the third speed safety factor. Therefore, the higher the vehicle speed, the smaller the determined speed safety factor can be. The determination method for other parameters is similar and will not be elaborated here. This method of determining the corresponding safety factor by using intervals and preset values ​​can reduce complex mathematical calculations and improve the efficiency and consistency of calculating the safety factor.

[0096] In some embodiments, each safety factor can be normalized to the same numerical range. For example, the value range of each safety factor can be from 0 to 1. The larger the value of the safety factor, the more favorable the operating condition of the corresponding operating parameter is for the disengagement mechanism to complete the state switch; the smaller the value of the safety factor, the greater the adverse effect of the corresponding operating condition on the disengagement action.

[0097] like Figure 3 As shown, after determining the vehicle speed safety factor, gradient safety factor, steering safety factor, and torque safety factor, the controller can perform a weighted summation of these safety factors to obtain the disengagement safety index. The disengagement safety index S(t) = W1·S_V(t) + W2·S_θ(t) + W3·S_δ(t) + W4·S_Tq(t). Where S_V(t) refers to the vehicle speed safety factor, S_θ(t) refers to the gradient safety factor, S_δ(t) refers to the steering safety factor, and S_Tq(t) refers to the torque safety factor. W1, W2, W3, and W4 are the corresponding weighting coefficients.

[0098] The weighting coefficients mentioned above can be non-negative, and the sum of all weighting coefficients can be 1. The weighting coefficients characterize the importance of the corresponding operating parameters in the disengagement safety evaluation. Operating parameters that have a significant impact on the state switching of the disengagement mechanism can be configured with larger weighting coefficients; operating parameters with a smaller impact can be configured with smaller weighting coefficients. Each weighting coefficient can be preset based on the vehicle type, the structure of the disengagement mechanism, and the test calibration results.

[0099] In some embodiments, the weighting coefficients corresponding to certain safety factors can be set to zero. For example, if the observed vehicle speed and torque values ​​meet the requirements for disengagement safety judgment, the weighting coefficients corresponding to the slope safety factor and steering safety factor can be set to zero, thereby determining the disengagement safety index based on the vehicle speed safety factor and torque safety factor. This reduces computational complexity while meeting the disengagement safety evaluation requirements.

[0100] The above method, by comprehensively considering vehicle speed, road slope, steering angle, and torque observation values, can comprehensively evaluate the safety level of the vehicle performing disengagement under the current operating conditions. It reduces the judgment bias caused by judging the timing of disengagement based on only a single operating parameter, reduces the risk of mechanical shock and state switching failure during the disengagement process, and improves the safety and reliability of the target electric drive performing disengagement.

[0101] In some embodiments, after controlling a non-target electric drive vehicle to enter a limp state, the method further includes: acquiring the wheel-end speed of the vehicle from the moment the vehicle enters the limp state; accumulating the duration of a single limp corresponding to the current target electric drive anomaly when the wheel-end speed is greater than or equal to a preset minimum wheel-end speed; setting the vehicle's maximum permissible speed to a first speed threshold when the duration of a single limp is less than or equal to a first duration threshold; setting the vehicle's maximum permissible speed to a second speed threshold when the duration of a single limp is greater than the first duration threshold and less than or equal to a second duration threshold; wherein the second speed threshold is less than the first speed threshold; and setting the vehicle's maximum permissible speed to zero when the duration of a single limp is greater than the second duration threshold.

[0102] The duration of a single limp-out event refers to the cumulative time the vehicle actually limps while the target electric drive malfunction has not been resolved. Entering a limp-out state indicates that the controller has allowed the non-target electric drive to operate the vehicle; actual limp-out driving indicates that the vehicle's wheel-end speed has reached the preset minimum wheel-end speed. Therefore, after the vehicle enters a limp-out state, the duration of the single limp-out event is not immediately recorded; instead, the vehicle's actual driving status is determined based on its wheel-end speed. Specifically, the wheel-end speed can be periodically acquired from the moment the vehicle enters a limp-out state.

[0103] In some embodiments, the wheel-end speed of the vehicle can be the wheel-end speed of at least one wheel, or it can be the speed value obtained by averaging, taking the maximum value, taking the minimum value, or achieving consistency among the wheel-end speeds of multiple wheels. For example, the wheel-end speed of the wheel corresponding to the non-target electric drive can be used as the wheel-end speed of the vehicle to reflect whether the non-target electric drive is actually driving the vehicle.

[0104] In some embodiments, the wheel-end speed of the vehicle is compared with a preset minimum wheel-end speed. The preset minimum wheel-end speed is used to distinguish between the actual limp driving state of the vehicle and the stationary state of the vehicle. Its specific value can be set according to the experience of relevant technicians, and will not be elaborated here.

[0105] If the wheel-end speed of the vehicle is greater than or equal to the preset minimum wheel-end speed, it can be determined that the vehicle is actually limp driving, and the duration of each limp driving corresponding to the target electric drive anomaly is accumulated.

[0106] If the vehicle's wheel-end speed is less than the preset minimum wheel-end speed, the accumulation of single limp-time can be paused, while the already accumulated single limp-time is retained. In other words, the time spent by the vehicle during temporary stops or parking waits is not included in the single limp-time; when the vehicle's wheel-end speed is again greater than or equal to the preset minimum wheel-end speed, the timing resumes based on the already accumulated single limp-time.

[0107] like Figure 4 and Figure 5 As shown, after obtaining the duration of a single limp, it can be first determined whether the duration exceeds a first duration threshold. If the duration is less than or equal to the first duration threshold, the vehicle's maximum permissible speed can be set to the first speed threshold. At this point, the vehicle is in the first limp stage. The first limp stage can be used to meet the vehicle's need to quickly leave the current road, reach a safe area, or proceed to a repair location. If the duration exceeds the first duration threshold, it is further determined whether the duration exceeds a second duration threshold. The second duration threshold is greater than the first duration threshold. If the duration exceeds the first duration threshold but is less than or equal to the second duration threshold, the vehicle's maximum permissible speed can be set to the second speed threshold. At this point, the vehicle enters the second limp stage. The second speed threshold is less than the first speed threshold. Therefore, as the duration of a single limp increases, the maximum permissible speed can be reduced, thereby limiting the continuous high-load operation of non-target electric drives. If the duration of a single limp exceeds the second duration threshold, the maximum permissible speed of the vehicle can be set to zero. Specifically, the controller can first control the vehicle to decelerate to a stop according to a preset deceleration rate, and after the vehicle stops, maintain the maximum permissible speed at zero to prevent the vehicle from continuing to limp.

[0108] The first duration threshold, the second duration threshold, the first vehicle speed threshold, and the second vehicle speed threshold can be set based on the experience of relevant technical personnel, and this application does not limit them.

[0109] The above method, on the one hand, identifies whether the vehicle is in an actual limp-riding state by using wheel-end rotation speed, thus avoiding including the time spent stopping or waiting in the single limp-riding duration and improving the accuracy of limp-riding duration statistics. On the other hand, by gradually reducing the vehicle's permissible speed limit based on the single limp-riding duration and controlling the vehicle to stop when the single limp-riding duration exceeds a second duration threshold, it can balance the vehicle's emergency driving needs with the operational safety of non-target electric drives, reducing the overload risk caused by prolonged high-speed limp-riding.

[0110] like Figure 6 As shown, when the vehicle is driving normally, its speed can exceed the first speed threshold. When the target electric drive malfunctions and the vehicle enters a limp state, the vehicle's maximum permissible speed is set to the first speed threshold. As the duration of a single limp state accumulates, when the duration reaches the first duration threshold, the maximum permissible speed is reduced from the first speed threshold to a second speed threshold, where the second speed threshold is lower than the first speed threshold. After the target electric drive malfunctions, the vehicle can exit the limp state and resume normal driving. If the target electric drive malfunctions again subsequently, limp control can be re-implemented using the aforementioned phased speed limiting method.

[0111] In some embodiments, the method further includes: starting from when the vehicle enters the limp state, timing the total cumulative limp time when the wheel-end speed is greater than or equal to the minimum wheel-end speed, wherein the total cumulative limp time is used to characterize the cumulative time the vehicle has entered the limp state due to each abnormality of the target electric drive; determining that the hardware corresponding to the target electric drive is in a risk state when the total cumulative limp time is greater than or equal to a preset cumulative time threshold; or determining that the hardware corresponding to the target electric drive is in a non-risk state when the total cumulative limp time is less than the cumulative time threshold.

[0112] The aforementioned anomalies can include multiple anomalies occurring within different vehicle operating cycles of the target electric drive, or multiple anomalies occurring, recovering, and recurring within the same vehicle operating cycle of the target electric drive. Each time the target electric drive malfunctions and causes the vehicle to enter a limp state, the actual limp driving time can be added to the total cumulative limp time corresponding to that target electric drive.

[0113] In some embodiments, the controller can set a corresponding total limp time count value for each electric drive. For example, when the first electric drive is the target electric drive, the actual limp time caused by the vehicle's malfunction in the first electric drive is added to the total limp time corresponding to the first electric drive; when the second electric drive is the target electric drive, the actual limp time caused by the vehicle's malfunction in the second electric drive is added to the total limp time corresponding to the second electric drive. Thus, the historical limp operation data corresponding to malfunctions in different electric drives can be recorded separately.

[0114] In some embodiments, the single limp duration and the total cumulative limp duration can be updated simultaneously. Specifically, during the limp process corresponding to the current target electric drive anomaly, when the wheel-end speed is greater than or equal to the minimum wheel-end speed, the duration corresponding to the current control cycle is simultaneously added to both the single limp duration and the total cumulative limp duration; when the wheel-end speed is less than the minimum wheel-end speed, the timing of both the single limp duration and the total cumulative limp duration is paused.

[0115] In some embodiments, the total accumulated limp-drive time can be stored in non-volatile memory. The non-volatile memory may include electrically erasable programmable read-only memory, flash memory, or other memory that retains data even after the vehicle is powered off. Upon power-up of the vehicle, the controller can read the total accumulated limp-drive time corresponding to the target electric drive from the non-volatile memory and continue accumulating based on the read total accumulated limp-drive time. This avoids the total accumulated limp-drive time being erased due to vehicle power-off or controller restart.

[0116] In some embodiments, the total cumulative limp time is compared with a preset cumulative time threshold. The cumulative time threshold can be set based on the experience of those skilled in the art, and this application does not limit it.

[0117] If the total cumulative limp time is greater than or equal to a cumulative time threshold, the hardware corresponding to the target electric drive can be determined to be in a risky state. A risky state indicates that the cumulative usage of the target electric drive has reached a preset risk boundary, requiring repair at a service center. If the total cumulative limp time is less than the cumulative time threshold, the hardware corresponding to the target electric drive can be determined to be in a non-risky state. A non-risky state indicates that, based on the current total cumulative limp time, the hardware corresponding to the target electric drive has not yet reached the preset cumulative risk boundary.

[0118] In some embodiments, after determining that the hardware corresponding to the target electric drive is in a risky state, a maintenance prompt message is output to prompt the user to perform maintenance on the target electric drive.

[0119] The above method accumulates the limp time caused by each abnormality of the target electric drive and compares the total accumulated limp time with a preset accumulated time threshold. This allows for an accurate determination of whether the hardware corresponding to the target electric drive has reached the preset risk boundary, providing a basis for subsequent maintenance and improving the reliability of vehicle fault risk identification.

[0120] In some embodiments, the method further includes: monitoring whether the abnormality of the target electric drive has recovered while the vehicle is in a limp state; if the abnormality of the target electric drive has not recovered, continuing to time the duration of a single limp and the total cumulative limp time; if the abnormality of the target electric drive has recovered, stopping the cumulative timekeeping of the duration of a single limp and the total cumulative limp time; if the abnormality of the target electric drive has recovered and the hardware corresponding to the target electric drive is in a non-risk state, resetting the duration of a single limp to zero, but retaining the total cumulative limp time; if the abnormality of the target electric drive has recovered and the hardware corresponding to the target electric drive is in a risk state, retaining the duration of a single limp and the total cumulative limp time.

[0121] In some embodiments, while the vehicle is in a limp state, the abnormality of the target electric drive can be continuously monitored to see if it is recovered, and the timing status of the single limp duration and the total cumulative limp duration, as well as the data retention status, can be controlled according to the abnormality recovery status.

[0122] If the abnormality of the target electric drive is not resolved, the vehicle remains in the limp control process corresponding to this fault. At this time, if the wheel-end speed of the vehicle is greater than or equal to the preset minimum wheel-end speed, the cumulative timing of the single limp duration and the total cumulative limp duration can continue; if the wheel-end speed is less than the minimum wheel-end speed, the cumulative timing can be paused, but the already accumulated single limp duration and the total cumulative limp duration can be retained.

[0123] In other words, "continue timing" can be understood as continuing to accumulate data while the target electric drive malfunction has not recovered and the vehicle is actually limp, rather than continuously accumulating data according to natural time during vehicle parking. This allows both the duration of a single limp and the total accumulated limp time to reflect the actual limp time of the vehicle. If the target electric drive malfunction recovers, the controller can stop accumulating the duration of the single limp and the total accumulated limp time. Stopping the accumulation can include no longer adding the duration corresponding to subsequent control cycles to the duration of the single limp and the total accumulated limp time. For example, as... Figure 7 As shown, after the target electric drive malfunctions and the vehicle enters a limp state, the controller times the duration of each limp-in event and the total accumulated limp-in time. Based on the duration of each limp-in event, the vehicle's permissible speed limit is set to either a first speed threshold or a second speed threshold in stages. Once the target electric drive recovers from the malfunction, the timing stops. When the hardware corresponding to the target electric drive is in a non-risk state, the duration of each limp-in event can be reset to zero, while the total accumulated limp-in time is retained. If the target electric drive malfunctions again, the timing of each limp-in event corresponding to this malfunction is restarted, and the accumulated limp-in time continues to accumulate based on the previously retained total accumulated limp-in time. This allows for the recording of the limp-in time corresponding to each malfunction, reflecting the cumulative limp-in operation caused by each malfunction of the target electric drive.

[0124] In some embodiments, when the target electric drive recovers from an anomaly and the corresponding hardware is in a non-risk state, the duration of a single limp can be reset to zero, while the total accumulated limp time is retained. Since the limp process ends after the anomaly recovery, the duration of this single limp can be cleared so that the timing of a new single limp process can be restarted if the target electric drive experiences another anomaly. The total accumulated limp time is used to characterize the actual total limp driving time caused by each anomaly of the target electric drive. Even if the target electric drive has recovered from its current anomaly, the cumulative risk reflected by historical limp processes may still exist. Therefore, the total accumulated limp time can be retained and continued to accumulate based on the retained total accumulated limp time when the target electric drive experiences another anomaly and the vehicle re-enters a limp state.

[0125] In the event of an abnormal recovery of the target electric drive, but with the corresponding hardware in a risky state, the duration of a single limp-out incident and the total cumulative limp-out duration can be retained. Retaining the duration of a single limp-out incident can be used to record the limp-out process that caused the hardware to reach a risky state, preventing the loss of historical data related to the risky state due to the temporary recovery from the anomaly. Retaining the total cumulative limp-out duration can reflect the cumulative limp-out situation corresponding to each anomaly of the target electric drive.

[0126] It should be noted that the single limp duration retained under risk conditions does not need to be used as the initial value for the current single limp duration corresponding to the next anomaly. When the target electric drive subsequently experiences another anomaly, a new single limp duration value can be established to avoid merging the single limp durations corresponding to different anomalies into the same limp duration.

[0127] like Figure 8 As shown, during the vehicle's limp state, the controller continuously monitors whether the target electric drive's anomaly has been resolved. If the target electric drive's anomaly has not been resolved, and the vehicle's wheel-end speed is greater than or equal to the minimum wheel-end speed, the controller continues to accumulate the duration of each limp and the total cumulative limp time. If the target electric drive's anomaly has been resolved, the controller stops timing the duration of each limp and the total cumulative limp time, and determines whether the total cumulative limp time is less than a preset cumulative time threshold. If the total cumulative limp time is less than the cumulative time threshold, the hardware corresponding to the target electric drive is determined to be in a non-risk state, the duration of each limp is reset to zero, and the total cumulative limp time is retained. If the total cumulative limp time is greater than or equal to the cumulative time threshold, the hardware corresponding to the target electric drive is determined to be in a risk state, and the duration of each limp and the total cumulative limp time are retained to save historical limp data related to the risk state.

[0128] The above method, by monitoring the recovery status of the target electric drive during vehicle limp-out, can promptly control the timing of single limp-out duration and total cumulative limp-out duration based on whether the anomaly has been resolved, preventing the limp-out duration from continuing to accumulate after the target electric drive anomaly has been resolved. Furthermore, when the hardware corresponding to the target electric drive is in a non-risk state, the single limp-out duration is reset to zero while the total cumulative limp-out duration is retained. This not only distinguishes between single limp-out processes corresponding to different anomalies but also retains the cumulative information formed by each limp-out. When the hardware corresponding to the target electric drive is in a risk state, retaining both the single limp-out duration and the total cumulative limp-out duration prevents the loss of historical information corresponding to the risk state, providing a basis for subsequent maintenance and diagnosis.

[0129] Please refer to Figure 9 The diagram illustrates a flowchart of another limp control method for a vehicle according to an embodiment of this application. The method may include the following steps S11-S17.

[0130] Step S11: Obtain the operating status of at least two electric drives.

[0131] Step S12: Determine if the torque is available, that is, determine if there is any abnormality in the electric drive.

[0132] Based on the operating status of each electric drive, it can be determined whether each electric drive has the driving capability to support normal vehicle operation. Electric drive availability means that the electric drive does not have any abnormalities affecting normal driving and can output drive torque according to the torque request from the vehicle controller.

[0133] When it is determined that at least two electric drives are available, the vehicle can maintain normal driving status, with the driving torque being output jointly or individually by at least two electric drives according to the vehicle's driving needs.

[0134] If it is determined that at least one electric drive is unavailable, the unavailable electric drive can be designated as the target electric drive, and step S13 can be executed. The mechanical power transmission path corresponding to the target electric drive is equipped with a disengagement mechanism, and at least one non-target electric drive in the vehicle, other than the target electric drive, has the ability to drive the vehicle.

[0135] Step S13: Determine whether the disengagement mechanism corresponding to the target electric drive is in the disengaged state.

[0136] If it is determined that the disengagement mechanism is in the disengaged state, it can be confirmed that the mechanical power transmission path between the target electric drive and the corresponding wheel has been broken, and there is no need to perform the disengagement action again. After confirming that the non-target electric drive has driving capability, the controller can control the non-target electric drive to drive the vehicle, causing the vehicle to enter a limp state, and execute step S14. If it is determined that the disengagement mechanism is not in the disengaged state, step S16 can be executed.

[0137] Step S14: Determine whether the wheel end speed is greater than or equal to the minimum wheel end speed.

[0138] After the vehicle enters a limp state, the controller can acquire the wheel-end speed of the vehicle and compare it with the preset minimum wheel-end speed. If the wheel-end speed is greater than or equal to the minimum wheel-end speed, it can be determined that the vehicle is actually limping, and step S15 is executed.

[0139] When the wheel-end speed is less than the minimum wheel-end speed, it can be determined that the vehicle is in a stopped, temporarily stopped, or has not met the effective limp-driving conditions. At this time, the timing of the single limp-driving duration and the total cumulative limp-driving duration is stopped or paused, and the accumulated duration is retained. The controller can continue to monitor the wheel-end speed and resume timing when the wheel-end speed reaches the minimum wheel-end speed again.

[0140] Step S15: Time the duration of a single limp and the total cumulative duration of limp.

[0141] Step S16: Perform the disengagement action and determine whether the disengagement was successful.

[0142] If the controller determines that the disengagement mechanism corresponding to the target electric drive is not in the disengaged state, it can control the disengagement mechanism to switch from the engaged state to the disengaged state.

[0143] If the disengagement mechanism successfully switches to the disengagement state, it can be determined that the mechanical power transmission path between the target electric drive and the corresponding wheel has been broken. The controller can then control the non-target electric drive vehicle to enter a limp state and execute step S14. If the disengagement mechanism fails to switch to the disengagement state, step S17 is executed.

[0144] Step S17: Limit the vehicle's maximum permissible speed to zero, retry the disengagement action, and determine whether the disengagement was successful.

[0145] If the disengagement mechanism fails to disengage on the first attempt, the controller can set the vehicle's maximum permissible speed to zero and control the vehicle to decelerate to a stop at a preset deceleration rate. After the vehicle is in the parked state, the controller can again control the disengagement mechanism corresponding to the target electric drive to switch to the disengaged state.

[0146] The controller can reacquire the status feedback information of the disengagement mechanism to determine whether the disengagement action was successful upon re-execution. If the disengagement is successful again, the controller can put the non-target electric drive vehicle into a limp state and execute step S14. If the disengagement fails again, the controller can prevent the vehicle from entering the limp state, keep the vehicle stationary, and output a rescue prompt message to remind the driver or vehicle management platform to contact roadside assistance or have the vehicle repaired.

[0147] The following are embodiments of the apparatus described in this application, which can be used to execute the embodiments of the method described in this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the method described in this application.

[0148] Please refer to Figure 10 This diagram illustrates a block diagram of a limp-riding control device for a vehicle according to an embodiment of this application. The vehicle includes at least two electric drives, each of which forms a mechanical power transmission path with its corresponding wheel. The device has the functionality to implement the method example described above. The device can be implemented in hardware or by hardware executing corresponding software. Optionally, the device can be a computer device or can be housed within a computer device. Figure 10 As shown, the device 1000 may include: an acquisition module 1010, a first determination module 1020, a first control module 1030, and a second control module 1040.

[0149] The acquisition module 1010 is used to acquire the vehicle's operating parameters when it is determined that there is an abnormality in the target electric drive among the at least two electric drives. The operating parameters are used to indicate the vehicle's operating status. The mechanical power transmission path corresponding to the target electric drive is provided with a disengagement mechanism.

[0150] The first determining module 1020 is used to determine a disengagement safety index based on the operating parameters. The disengagement safety index is used to characterize the safety level of controlling the disengagement mechanism to switch from an engaged state to a disengaged state under the current operating state of the vehicle.

[0151] The first control module 1030 is used to control the disengagement mechanism corresponding to the target electric drive to switch from the engaged state to the disengaged state when the disengagement safety index is greater than or equal to a preset disengagement threshold, so as to disconnect the mechanical power transmission path between the target electric drive and the wheel corresponding to the target electric drive.

[0152] The second control module 1040 is used to control a non-target electric drive to drive the vehicle so that the vehicle enters a limp state; wherein the non-target electric drive is any electric drive other than the target electric drive among the at least two electric drives.

[0153] In some embodiments, the operating parameters include the vehicle speed, the road gradient of the road where the vehicle is located, the vehicle's steering angle, and the torque observation value corresponding to the target electric drive; the first determining module 1020 is used to determine a speed safety factor, a gradient safety factor, a steering safety factor, and a torque safety factor based on the vehicle speed, the road gradient of the road where the vehicle is located, the vehicle's steering angle, and the torque observation value corresponding to the target electric drive; and to perform a weighted summation process on the speed safety factor, the gradient safety factor, the steering safety factor, and the torque safety factor to obtain the disengagement safety index; wherein, the speed safety factor is used to characterize the target electric drive at the vehicle speed. The degree of influence of the mechanical impact generated when the corresponding disengagement mechanism switches to the disengagement state on the completion of the state switch; the slope safety factor is used to characterize the degree of influence of the longitudinal load of the vehicle caused by the road slope and the transmission load of the mechanical power transmission path on the completion of the state switch under the road slope; the steering safety factor is used to characterize the degree of influence of the wheel motion state caused by the vehicle steering condition and the force state of the mechanical power transmission path on the completion of the state switch under the steering angle; the torque safety factor is used to characterize the degree of influence of the torque load in the mechanical power transmission path and the force state of the disengagement mechanism caused by the torque load on the completion of the state switch under the torque observation value.

[0154] In some embodiments, the device 1000 further includes: a setting module ( Figure 10 (Not shown in the image).

[0155] The setting module is configured to: acquire the wheel-end rotation speed of the vehicle from the moment the vehicle enters the limp state; accumulate the duration of a single limp corresponding to the current target electric drive anomaly when the wheel-end rotation speed is greater than or equal to a preset minimum wheel-end rotation speed; set the upper limit of the vehicle's permissible speed to a first speed threshold when the duration of a single limp is less than or equal to a first duration threshold; set the upper limit of the vehicle's permissible speed to a second speed threshold when the duration of a single limp is greater than the first duration threshold and less than or equal to a second duration threshold; wherein the second speed threshold is less than the first speed threshold; and set the upper limit of the vehicle's permissible speed to zero when the duration of a single limp is greater than the second duration threshold.

[0156] In some embodiments, the apparatus 1000 further includes: a second determining module ( Figure 10 (Not shown in the image).

[0157] The second determining module is configured to, from the moment the vehicle enters the limp state, time the total cumulative limp time when the wheel-end speed is greater than or equal to the minimum wheel-end speed, wherein the total cumulative limp time is used to characterize the cumulative time the vehicle has been in the limp state due to each abnormality of the target electric drive; if the total cumulative limp time is greater than or equal to a preset cumulative time threshold, determine that the hardware corresponding to the target electric drive is in a risky state; or, if the total cumulative limp time is less than the cumulative time threshold, determine that the hardware corresponding to the target electric drive is in a non-risky state.

[0158] In some embodiments, the device 1000 further includes: a monitoring module ( Figure 10 (Not shown in the image).

[0159] The monitoring module is configured to monitor whether the abnormality of the target electric drive has been resolved while the vehicle is in the limp state; if the abnormality of the target electric drive has not been resolved, continue to time the duration of the single limp and the total cumulative limp time; if the abnormality of the target electric drive is resolved, stop timing the duration of the single limp and the total cumulative limp time; if the abnormality of the target electric drive is resolved and the hardware corresponding to the target electric drive is in the non-risk state, reset the duration of the single limp to zero, but retain the total cumulative limp time; if the abnormality of the target electric drive is resolved and the hardware corresponding to the target electric drive is in the risk state, retain the duration of the single limp and the total cumulative limp time.

[0160] In some embodiments, the second control module 1040 is used to send a disengagement control command to the target electric drive; based on the disengagement control command, the target electric drive switches the disengagement mechanism corresponding to the target electric drive from the engaged state to the disengaged state.

[0161] In some embodiments, the device 1000 further includes: a third control module ( Figure 10 (Not shown in the image).

[0162] The third control module is used to acquire status feedback information of the disengagement mechanism, which indicates whether the disengagement mechanism has successfully switched to the disengagement state. Based on the status feedback information, if it is determined that the disengagement mechanism has failed to switch to the disengagement state, the module controls the vehicle to decelerate to a stop. If it is determined that the vehicle is in a parked state, the module controls the disengagement mechanism to switch to the disengagement state again. If it is determined that the disengagement mechanism has failed to switch to the disengagement state again, the module prohibits the vehicle from entering the limp state and outputs a rescue prompt message to prompt for rescue of the vehicle.

[0163] In some embodiments, the second control module 1040 is configured to control the non-target electric drive to drive the vehicle, so that the vehicle enters a limp state, if it is determined that the disengagement mechanism has successfully switched to the disengagement state.

[0164] In some embodiments, the at least two electric drives include a first electric drive and a second electric drive; when the first electric drive is determined to be the target electric drive, the second electric drive is the non-target electric drive; when the second electric drive is determined to be the target electric drive, the first electric drive is the non-target electric drive.

[0165] In some embodiments, the apparatus 1000 further includes: a third determining module ( Figure 10 (Not shown in the image).

[0166] The third determining module is used to obtain the operating status of the at least two electric drives; based on the operating status, if it is determined that the target electric drive does not have the driving capability to support the normal driving of the vehicle, it is determined that the target electric drive is abnormal, and the status of the disengagement mechanism corresponding to the target electric drive is obtained; if the status of the disengagement mechanism corresponding to the target electric drive is the engaged state, the step of obtaining the operating parameters of the vehicle is executed.

[0167] It should be noted that the apparatus provided in the above embodiments is only illustrated by the division of the above functional modules when implementing its functions. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the content structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the apparatus and method embodiments provided in the above embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0168] Please refer to Figure 11 The diagram shows a structural block diagram of a computer device 1100 provided in one embodiment of this application.

[0169] Typically, computer device 1100 includes a processor 1110 and a memory 1120.

[0170] Processor 1110 may include one or more processing cores, such as a quad-core processor, an octa-core processor, etc. Processor 1110 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field Programmable Gate Array), and PLA (Programmable Logic Array). Processor 1110 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 1110 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, processor 1110 may also include an AI processor for handling computational operations related to machine learning.

[0171] The memory 1120 may include one or more computer-readable storage media, which may be non-transitory. The memory 1120 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 1120 is used to store a computer program configured to be executed by one or more processors to implement the limp-riding control method for the vehicle described above.

[0172] Those skilled in the art will understand that Figure 11 The structure shown does not constitute a limitation on the computer device 1100 and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0173] In an exemplary embodiment, a vehicle is also provided, the vehicle including a processor and a memory, the memory storing a computer program, the computer program being loaded and executed by the processor to implement the limp control method of the vehicle described above. Further description of the vehicle can be found in [reference needed]. Figure 1 Examples are not described here.

[0174] In an exemplary embodiment, a computer-readable storage medium is also provided, wherein a computer program is stored in the storage medium, and the computer program, when executed by a processor, implements the limp-riding control method for the vehicle described above. Optionally, the computer-readable storage medium may include: ROM (Read-Only Memory), RAM (Random Access Memory), SSD (Solid State Drives), or optical disc, etc. The random access memory may include ReRAM (Resistance Random Access Memory) and DRAM (Dynamic Random Access Memory).

[0175] In an exemplary embodiment, a computer program product is also provided, the computer program product including a computer program executed by a processor, causing the computer device to perform the limp control method for the vehicle described above.

[0176] It should be noted that the collection and processing of relevant data in this application (including but not limited to the vehicle's operating parameters, wheel speed, and operating status of at least two electric drives mentioned above) should strictly comply with the requirements of relevant national laws and regulations, obtain the informed consent or separate consent of the personal information subject, and carry out subsequent data use and processing within the scope of laws and regulations and the authorization of the personal information subject.

[0177] It should be understood that "multiple" as used herein refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. Furthermore, the step numbers described herein are merely illustrative of one possible execution order. In some other embodiments, the steps may not be executed in numerical order, such as two steps with different numbers being executed simultaneously, or two steps with different numbers being executed in the reverse order of the illustration. This application does not limit this.

[0178] The above description is merely an exemplary embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A limp control method for a vehicle, characterized in that, The vehicle includes at least two electric drives, and a mechanical power transmission path is formed between each electric drive and the wheel corresponding to the electric drive. The method includes: If it is determined that there is an abnormality in the target electric drive of the at least two electric drives, the operating parameters of the vehicle are obtained, and the operating parameters are used to indicate the operating status of the vehicle; wherein, a disengagement mechanism is provided in the mechanical power transmission path corresponding to the target electric drive; Based on the operating parameters, a disengagement safety index is determined. The disengagement safety index is used to characterize the safety level of controlling the disengagement mechanism to switch from an engaged state to a disengaged state under the current operating state of the vehicle. When the disengagement safety index is greater than or equal to the preset disengagement threshold, the disengagement mechanism corresponding to the target electric drive is controlled to switch from the engagement state to the disengagement state, so as to disconnect the mechanical power transmission path between the target electric drive and the wheel corresponding to the target electric drive. Controlling a non-target electric drive to drive the vehicle to put the vehicle into a limp state; wherein the non-target electric drive is one of the at least two electric drives other than the target electric drive.

2. The method according to claim 1, characterized in that, The operating parameters include the vehicle speed, the road gradient of the road where the vehicle is located, the vehicle's steering angle, and the observed torque value corresponding to the target electric drive. The determination of the disengagement safety index based on the operating parameters includes: Based on the vehicle speed, the road gradient of the road where the vehicle is located, the vehicle's steering angle, and the torque observation value corresponding to the target electric drive, determine the vehicle speed safety factor, gradient safety factor, steering safety factor, and torque safety factor. The vehicle speed safety factor, the slope safety factor, the steering safety factor, and the torque safety factor are weighted and summed to obtain the disengagement safety index. The vehicle speed safety factor is used to characterize the degree of influence of the mechanical impact generated when the disengagement mechanism corresponding to the target electric drive switches to the disengagement state at the vehicle speed on the completion of the state switch. The slope safety factor is used to characterize the degree of influence of the longitudinal load of the vehicle caused by the road slope and the transmission load of the mechanical power transmission path on the completion of the state switch under the road slope. The steering safety factor is used to characterize the degree of influence of changes in wheel motion state and force state of mechanical power transmission path caused by vehicle steering conditions on the completion of state switching under the steering angle. The torque safety factor is used to characterize the degree of influence of the torque load in the mechanical power transmission path and the force state of the disengagement mechanism caused by the torque load on the completion of the state switch under the torque observation value.

3. The method according to claim 1 or 2, characterized in that, After controlling the non-target electric drive to drive the vehicle to put the vehicle into a limp state, the method further includes: The wheel-end speed of the vehicle is obtained from the moment the vehicle enters the limp state; When the wheel end speed is greater than or equal to the preset minimum wheel end speed, the duration of a single limp-out corresponding to the current target electric drive abnormality is accumulated and timed. If the duration of a single limp is less than or equal to a first duration threshold, the maximum allowable speed of the vehicle is set to the first speed threshold. If the duration of a single limp is greater than the first duration threshold and less than or equal to the second duration threshold, the maximum allowable speed of the vehicle is set to the second speed threshold; wherein the second speed threshold is less than the first speed threshold. If the duration of a single limp exceeds the second duration threshold, the maximum allowable speed of the vehicle is set to zero.

4. The method according to claim 3, characterized in that, The method further includes: From the moment the vehicle enters the limp state, when the wheel end speed is greater than or equal to the minimum wheel end speed, the total cumulative limp time is timed, and the total cumulative limp time is used to characterize the cumulative time that the vehicle has entered the limp state due to each abnormality of the target electric drive. If the total cumulative limp time is greater than or equal to a preset cumulative time threshold, the hardware corresponding to the target electric drive is determined to be in a risky state; or, If the total cumulative limp time is less than the cumulative time threshold, the hardware corresponding to the target electric drive is determined to be in a non-risk state.

5. The method according to claim 4, characterized in that, The method further includes: While the vehicle is in the limp state, monitor whether the abnormality of the target electric drive is resolved; If the abnormality of the target electric drive is not resolved, the duration of the single limp and the total cumulative duration of the limp will continue to be timed; In the event of abnormal recovery of the target electric drive, the cumulative timing of the single limp duration and the total cumulative limp duration shall be stopped; If the target electric drive recovers abnormally and the hardware corresponding to the target electric drive is in the non-risk state, the single limp duration is reset to zero, but the total cumulative limp duration is retained. In the event of abnormal recovery of the target electric drive, and the hardware corresponding to the target electric drive being in the risky state, the single limp duration and the total cumulative limp duration are retained.

6. The method according to any one of claims 1 to 5, characterized in that, The control mechanism for disengaging the target electric drive is switched from the engaged state to the disengaged state to disconnect the mechanical power transmission path between the target electric drive and the wheel corresponding to the target electric drive, including: Send a disengagement control command to the target electric drive; Based on the disengagement control command, the target electric drive switches the disengagement mechanism corresponding to the target electric drive from the engaged state to the disengaged state.

7. The method according to any one of claims 1 to 6, characterized in that, The method further includes: Obtain the status feedback information of the disengagement mechanism, which is used to indicate whether the disengagement mechanism has successfully switched to the disengagement state; Based on the status feedback information, if it is determined that the disengagement mechanism fails to switch to the disengagement state, the vehicle is controlled to decelerate to a stop. If it is determined that the vehicle is in a parked state, the disengagement mechanism is controlled to switch to the disengaged state again; If it is determined that the disengagement mechanism fails to switch back to the disengagement state, the vehicle is prohibited from entering the limp state, and a rescue prompt message is output to prompt the vehicle to be rescued. The control of a non-target electric drive to drive the vehicle to put the vehicle into a limp state includes: If it is determined that the disengagement mechanism has successfully switched to the disengagement state, the non-target electric drive is controlled to drive the vehicle so that the vehicle enters a limp state.

8. The method according to any one of claims 1 to 7, characterized in that, The at least two electric drives include a first electric drive and a second electric drive; when the first electric drive is determined to be the target electric drive, the second electric drive is the non-target electric drive; When the second electric drive is determined to be the target electric drive, the first electric drive is the non-target electric drive.

9. The method according to any one of claims 1 to 8, characterized in that, Before obtaining the vehicle's operating parameters, the process also includes: Obtain the operating status of the at least two electric drives; Based on the operating status, if it is determined that the target electric drive does not have the driving capability to support the normal driving of the vehicle, it is determined that the target electric drive is abnormal, and the status of the disengagement mechanism corresponding to the target electric drive is obtained. When the disengagement mechanism corresponding to the target electric drive is in the engaged state, the step of acquiring the vehicle's operating parameters is performed.

10. A limp-riding control device for a vehicle, characterized in that, The vehicle includes at least two electric drives, and a mechanical power transmission path is formed between each electric drive and the wheel corresponding to the electric drive. The device includes: The acquisition module is used to acquire the vehicle's operating parameters when it is determined that there is an abnormality in the target electric drive among the at least two electric drives. The operating parameters are used to indicate the vehicle's operating status. The mechanical power transmission path corresponding to the target electric drive is provided with a disengagement mechanism. The first determining module is used to determine the disengagement safety index based on the operating parameters. The disengagement safety index is used to characterize the safety level of controlling the disengagement mechanism to switch from the engaged state to the disengaged state under the current operating state of the vehicle. The first control module is used to control the disengagement mechanism corresponding to the target electric drive to switch from the engaged state to the disengaged state when the disengagement safety index is greater than or equal to the preset disengagement threshold, so as to disconnect the mechanical power transmission path between the target electric drive and the wheel corresponding to the target electric drive. The second control module is used to control a non-target electric drive to drive the vehicle so that the vehicle enters a limp state; wherein the non-target electric drive is any electric drive other than the target electric drive among the at least two electric drives.

11. A computer device, characterized in that, The computer device includes a processor and a memory, the memory storing a computer program that is loaded and executed by the processor to implement the method as claimed in any one of claims 1 to 9.

12. A vehicle, characterized in that, The vehicle includes a processor and a memory, the memory storing a computer program that is loaded and executed by the processor to implement the method as claimed in any one of claims 1 to 9.

13. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, which is loaded and executed by a processor to implement the method as described in any one of claims 1 to 9.

14. A computer program product, characterized in that, The computer program product includes a computer program that is executed by a processor to implement the method as described in any one of claims 1 to 9.

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