A vehicle fault processing method and device, electronic equipment and storage medium

Abstract

The present disclosure provides a vehicle fault processing method and device, electronic equipment and storage medium, the method comprising: identifying a current driving scene and detecting whether a power system fault condition reaches a preset degree during vehicle driving; if the power system fault condition reaches the preset degree, determining whether the current driving scene is an extreme driving scene; if the current driving scene is an extreme driving scene, maintaining the power system to continue outputting power to support the vehicle to drive away from the extreme driving scene. Accordingly, when a serious power system fault occurs in the vehicle in an extreme driving scene, the present disclosure also maintains the power system to continue outputting power (even if this operation may cause component damage), ensuring that the user can use the remaining power of the vehicle to complete emergency avoidance or drive away from a dangerous area, thereby maximizing the protection of the user's personal safety.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle safety technology, and in particular to a vehicle fault handling method, apparatus, electronic device and storage medium. Background Technology

[0002] When a powertrain component malfunctions, the vehicle typically relies on its onboard communication network to transmit a fault signal and trigger a pre-defined fault handling strategy. This strategy often targets a specific fault code and executes a uniform, pre-defined action (e.g., limiting engine torque output) to ensure basic vehicle safety.

[0003] However, the aforementioned solutions lack the ability to perceive driving scenarios and cannot strike a reasonable balance between ensuring safety and maintaining traffic flow. This can easily lead to conflicts between fault handling strategies and current driving needs, increasing driving risks in extreme scenarios. For example, when engine braking is required on a long downhill section, if the system mechanically executes a uniform power limiting strategy due to a fault, it may instantly deprive the driver of the necessary power request, causing a decrease in vehicle braking performance and potentially leading to serious traffic accidents. Summary of the Invention

[0004] In view of the above, this disclosure provides a vehicle fault handling method, the method comprising: During vehicle operation, the current driving scenario is identified, and the powertrain malfunction status is checked to see if it reaches a preset level. If the power system malfunction reaches a preset level, determine whether the current driving scenario is an extreme driving scenario; If the current driving scenario is an extreme driving scenario, the power system continues to output power to support the vehicle in leaving the extreme driving scenario.

[0005] Optionally, the method further includes: If the power system continues to output power, the physical information required to determine whether the vehicle is still in the extreme driving scenario is obtained according to the type of the extreme driving scenario. The physical information is compared with the exit conditions corresponding to the type to determine whether the vehicle is still in the extreme driving scenario. If the vehicle is not in the extreme driving scenario, the power system will no longer continue to output power.

[0006] Optionally, obtaining the physical information needed to determine whether the vehicle is still in the extreme driving scenario based on the type of the extreme driving scenario includes: If the extreme driving scenario is of the vehicle interaction type, obtain the driving positions of the vehicle and other surrounding vehicles; The step of comparing the physical information with the exit conditions corresponding to the type to determine whether the vehicle is still in the extreme driving scenario includes: The driving positions of the vehicle and other surrounding vehicles are compared with the position conditions corresponding to the vehicle interaction class to determine whether the vehicle is still in the extreme driving scenario.

[0007] Optionally, obtaining the physical information needed to determine whether the vehicle is still in the extreme driving scenario based on the type of the extreme driving scenario includes: If the extreme driving scenario is classified as an environmental area, obtain the vehicle's driving position. The step of comparing the physical information with the exit conditions corresponding to the type to determine whether the vehicle is still in the extreme driving scenario includes: The vehicle's driving position is compared with the area range corresponding to the environmental area class to determine whether the vehicle is still in the extreme driving scenario.

[0008] Optionally, obtaining the physical information needed to determine whether the vehicle is still in the extreme driving scenario based on the type of the extreme driving scenario includes: If the extreme driving scenario is classified as a weather condition, obtain the current weather parameters; The step of comparing the physical information with the exit conditions corresponding to the type to determine whether the vehicle is still in the extreme driving scenario includes: The current meteorological parameters are compared with the parameter thresholds corresponding to the meteorological condition class to determine whether the vehicle is still in the extreme driving scenario.

[0009] Optionally, the method further includes: If the current driving scenario is not an extreme driving scenario, then a conventional fault handling strategy is executed for the vehicle, which is used to limit the power system from continuing to output power; The conventional fault handling strategies include speed limiting, power output restriction, and / or disconnection of high-voltage power supply.

[0010] Optionally, determining whether the current driving scenario is an extreme driving scenario includes: In response to an emergency signal issued by an occupant, the current driving scenario is determined to be an extreme driving scenario; and / or, Extract the scene features of the current driving scenario and compare the extracted scene features with the scene features of a preset extreme driving scenario; If the scene features of a preset extreme driving scenario match the extracted scene features, the current driving scenario is determined to be an extreme driving scenario.

[0011] Optionally, the step of responding to an emergency signal issued by a vehicle occupant and determining that the current driving scenario is an extreme driving scenario includes: In response to a preset voice command or preset action command issued by the occupant, the current driving scenario is determined to be an extreme driving scenario; and / or, In response to the corresponding trigger operation of the preset emergency button, it is determined that the current driving scenario is an extreme driving scenario; The preset emergency button includes a physical button and a virtual button on the vehicle display screen. The physical button is triggered by physical pressing, and the virtual button on the vehicle display screen is triggered by screen touch.

[0012] Optionally, the method further includes: The powertrain components are pre-configured to transmit fault signals via the vehicle bus after a malfunction occurs; The detection of whether the power system fault condition reaches a preset level includes: If a fault signal is received from a component of the powertrain system transmitted via the vehicle bus, the fault signal is analyzed to determine whether the fault condition of the powertrain system has reached a preset level.

[0013] This disclosure also provides a vehicle fault handling device, the device comprising: The identification unit is used to identify the current driving scenario and detect whether the power system malfunction has reached a preset level during vehicle operation. The judgment unit is used to determine whether the current driving scenario is an extreme driving scenario if the power system failure condition reaches a preset level. The holding unit is used to maintain the power system to continue outputting power if the current driving scenario is an extreme driving scenario, so as to support the vehicle to leave the extreme driving scenario.

[0014] This disclosure also provides an electronic device, including a communication interface, a processor, a memory, and a bus, wherein the communication interface, the processor, and the memory are interconnected via the bus; The memory stores machine-readable instructions, and the processor executes the above method by invoking the machine-readable instructions.

[0015] This disclosure also provides a machine-readable storage medium storing machine-readable instructions that, when called and executed by a processor, implement the above-described method.

[0016] Therefore, in the technical solution disclosed herein, during vehicle operation, the system identifies the current driving scenario and detects the fault status of the power system. When a serious fault in the power system that reaches a preset level is detected, the system further determines whether the vehicle is in an extreme driving scenario. If the determination result is yes, the system maintains the power output of the power system to support the vehicle in moving away from the extreme and dangerous scenario.

[0017] Through the above methods, the technical solution disclosed herein ensures that the power system continues to output power even when the vehicle experiences a serious power system failure in extreme driving scenarios (even if the operation may cause damage to components), ensuring that the user can use the vehicle's remaining power to complete emergency avoidance or drive away from the danger zone, thereby maximizing the protection of the user's personal safety. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of this disclosure, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments recorded in this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a flowchart illustrating a vehicle fault handling method as an exemplary embodiment; Figure 2 This is a flowchart illustrating another vehicle fault handling method as an exemplary embodiment; Figure 3 This is an exemplary embodiment illustrating the hardware structure of an electronic device; Figure 4 This is a block diagram illustrating a vehicle fault handling device as an exemplary embodiment. Detailed Implementation

[0020] To enable those skilled in the art to better understand the technical solutions in this disclosure, the technical solutions in the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, and not all embodiments. Based on the embodiments in this disclosure, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of this disclosure.

[0021] It should be noted that the steps of the corresponding methods are not necessarily performed in the order shown and described in this disclosure in other embodiments. In some other embodiments, the methods may include more or fewer steps than those described in this disclosure. Furthermore, a single step described in this disclosure may be broken down into multiple steps in other embodiments; and multiple steps described in this disclosure may be combined into a single step in other embodiments.

[0022] When a powertrain component malfunctions, the vehicle typically relies on its onboard communication network to transmit a fault signal and trigger a pre-defined fault handling strategy. This strategy often targets a specific fault code and executes a uniform, pre-defined action (e.g., limiting engine torque output) to ensure basic vehicle safety.

[0023] However, the aforementioned solutions lack the ability to perceive driving scenarios and cannot strike a reasonable balance between ensuring safety and maintaining traffic flow. This can easily lead to conflicts between fault handling strategies and current driving needs, increasing driving risks in extreme scenarios. For example, when engine braking is required on a long downhill section, if the system mechanically executes a uniform power limiting strategy due to a fault, it may instantly deprive the driver of the necessary power request, causing a decrease in vehicle braking performance and potentially leading to serious traffic accidents.

[0024] In view of this, the present disclosure aims to propose a control method for maintaining power output under extreme driving scenarios.

[0025] The technical solution first identifies the current driving scenario during vehicle operation and detects whether the power system malfunction has reached a preset level; further, if the power system malfunction has reached a preset level, it determines whether the current driving scenario is an extreme driving scenario; finally, if the current driving scenario is an extreme driving scenario, the power system continues to output power to support the vehicle in leaving the extreme driving scenario.

[0026] For example, the vehicle control system (hereinafter referred to as the "system") reads multi-source sensor data collected by the perception module in real time and combines it with information such as road curvature, lane line position, and traffic signs from a high-precision map. Through data fusion algorithms, it determines the current driving scenario, such as overtaking. Simultaneously, based on a pre-configured powertrain component fault signal transmission mechanism, the system receives fault signals from core powertrain components such as the battery, electric drive, and DC-DC converter via the vehicle bus. It analyzes these fault signals and, combined with quantitative standards set by the vehicle safety strategy, determines whether the powertrain fault condition has reached a preset level. When the powertrain fault condition reaches the preset level, the system further determines whether the current driving scenario is an extreme driving scenario. This determination can be made through either human intervention or automatic system identification. If the system determines the current driving scenario is an extreme driving scenario, it temporarily suppresses conventional fault protection strategies such as speed limiting, power output restriction, or high-voltage power cutoff. It controls the powertrain to maintain current torque output or provide necessary power response, ensuring the vehicle has sufficient maneuverability to complete evasive maneuvers such as acceleration for overtaking and maintaining cornering speed, until the vehicle escapes the extreme driving scenario.

[0027] Therefore, in the technical solution disclosed herein, during vehicle operation, the system identifies the current driving scenario and detects the fault status of the power system. When a serious fault in the power system that reaches a preset level is detected, the system further determines whether the vehicle is in an extreme driving scenario. If the determination result is yes, the system maintains the power output of the power system to support the vehicle in moving away from the extreme and dangerous scenario.

[0028] Through the above methods, the technical solution disclosed herein ensures that the power system continues to output power even when the vehicle experiences a serious power system failure in extreme driving scenarios (even if the operation may cause damage to components), ensuring that the user can use the vehicle's remaining power to complete emergency avoidance or drive away from the danger zone, thereby maximizing the protection of the user's personal safety.

[0029] The present disclosure will now be described through specific embodiments and in conjunction with specific application scenarios.

[0030] Please see Figure 1 , Figure 1 This is a flowchart illustrating a vehicle fault handling method as an exemplary embodiment. The method may perform the following steps: Step 102: During vehicle operation, identify the current driving scenario and detect whether the power system malfunction has reached a preset level.

[0031] For example, the system reads multi-source sensor data collected by the perception module in real time and combines it with information such as road curvature, lane line positions, and traffic signs from a high-precision map. Through data fusion algorithms, it determines the current driving scenario, such as overtaking, sharp bends on mountain roads, highway tunnels, or intersections. Simultaneously, based on a pre-configured powertrain component fault signal transmission mechanism, the system receives fault signals from core powertrain components such as the battery, electric drive, and DC-DC converter via the vehicle bus. It analyzes these fault signals and, combined with quantitative standards set by the vehicle safety strategy, determines whether the powertrain fault condition has reached a preset level.

[0032] The multi-source sensors include camera images, millimeter-wave radar point clouds, lidar point clouds, and ultrasonic sensors. Fault signals include fault levels, which the system can classify into L1 to L4, with L3 and above defined as preset levels. If the fault level reaches or exceeds the preset level, it indicates that the fault has seriously affected driving safety or may cause permanent damage to components, at which point subsequent scenario judgment logic is triggered.

[0033] Step 104: If the power system malfunction reaches a preset level, determine whether the current driving scenario is an extreme driving scenario.

[0034] For example, when the powertrain malfunction reaches a preset level, the system further determines whether the current driving scenario is an extreme driving scenario. This determination can be made through either human intervention or automatic system identification: if an occupant issues an emergency signal, the system can directly determine that the current driving scenario is an extreme driving scenario; alternatively, the system automatically extracts the scene features of the current driving scenario and compares them with preset features for extreme driving scenarios. If the extracted scene features match the preset features, the current driving scenario is determined to be an extreme driving scenario; or, after automatically extracting the scene features of the current driving scenario, the system inputs the extracted scene features into a pre-trained scene recognition model, which outputs a binary classification result to determine whether the current driving scenario is an extreme driving scenario.

[0035] Extreme driving scenarios are those where a vehicle's power interruption could easily lead to a serious traffic accident. These scenarios include overtaking when encountering oncoming traffic at close range, sharp bends on mountain roads, and driving inside highway tunnels. In extreme driving scenarios, maintaining sufficient power output is a prerequisite for emergency avoidance and safe escape from danger zones. Implementing conventional protective strategies such as speed limits, power restrictions, or power cut-offs may actually prevent the vehicle from performing evasive maneuvers, leading to even more serious accidents.

[0036] Step 106: If the current driving scenario is an extreme driving scenario, the power system continues to output power to support the vehicle in leaving the extreme driving scenario.

[0037] For example, if the system determines that the current driving scenario is an extreme driving scenario, it will temporarily suppress conventional fault protection strategies such as speed limiting, power output restriction, or cutting off high-voltage power supply, and control the power system to maintain the current torque output or provide the necessary power response to ensure that the vehicle has sufficient maneuverability to complete risk avoidance actions such as accelerating to overtake, maintaining cornering speed, or leaving the tunnel, until the vehicle leaves the extreme driving scenario.

[0038] In extreme driving scenarios, maintaining power output from the system effectively prevents loss of vehicle control due to sudden power loss, thereby improving driving safety in such situations. Even though maintaining power output may damage power components, it maximizes the safety of passengers.

[0039] In one embodiment shown, the method further includes: if the power system continues to output power, obtaining physical information required to determine whether the vehicle is still in the extreme driving scenario based on the type of the extreme driving scenario; comparing the physical information with the exit condition corresponding to the type to determine whether the vehicle is still in the extreme driving scenario; if the vehicle is not in the extreme driving scenario, then the power system is no longer kept outputting power.

[0040] For example, after the system continues to output power, it acquires physical information to determine whether the vehicle is still in that extreme driving scenario, based on the specific type of the current extreme driving scenario (such as overtaking and encountering oncoming traffic). This information includes the vehicle's lateral offset relative to the road centerline and the relative distance between the vehicle and the oncoming traffic. The system then logically compares the real-time collected physical information with the exit conditions corresponding to the current scenario type. In the overtaking scenario, when the lateral offset of the vehicle relative to the road centerline recovers to less than 0.3m (representing the vehicle returning to its original lane), the vehicle and the oncoming traffic are completely separated, and these conditions are met for more than one second, the system determines that the vehicle is no longer in an extreme driving scenario. At this point, the system will no longer maintain power output and will instead resume executing conventional fault handling strategies (such as limiting output power, reducing vehicle speed, or controlling the vehicle to a safe stop).

[0041] Extreme driving scenarios can be categorized from multiple dimensions. For example, based on the source of risk, they can be divided into static risk scenarios (such as long downhill sections, sharp bends near cliffs, etc.) and dynamic risk scenarios (such as encountering oncoming traffic when overtaking, or an emergency braking of a vehicle ahead). Based on the compositional characteristics of the scenario elements, they can be divided into single-element scenarios (such as simple heavy rain, simple road collapse, etc.) and multi-element composite scenarios (such as encountering oncoming traffic when changing lanes to overtake in a highway tunnel, or continuous sharp bends in heavy rain).

[0042] Physical information refers to quantifiable data reflecting the vehicle's current environment or motion state, which can be collected by the vehicle's onboard vision sensors, millimeter-wave radar, or positioning module. Exit conditions are preset threshold values ​​for different types of extreme driving scenarios, such as lane departure distance, relative obstacle distance, or specific environmental parameters. In implementation, the system compares the real-time collected physical information with the preset exit conditions. Only when the physical information meets the exit condition threshold and remains so for a specified time window is the system determined that the vehicle is no longer in an extreme driving scenario.

[0043] In this embodiment, through the aforementioned exit mechanism, the system can promptly stop the continuous output of the power system after confirming that the vehicle has left the extreme driving scenario. This avoids unnecessary damage to the power system components caused by prolonged power output in the event of a power system failure, and also enables the vehicle to promptly resume its normal fault protection logic. Thus, while ensuring the personal safety of the passengers, the system also protects the vehicle's power system components, improving the rationality of the fault handling strategy.

[0044] In one embodiment shown, obtaining the physical information required to determine whether the vehicle is still in the extreme driving scenario based on the type of the extreme driving scenario includes: if the type of the extreme driving scenario is vehicle interaction type, obtaining the driving positions of the vehicle and other surrounding vehicles; comparing the physical information with the exit conditions corresponding to the type to determine whether the vehicle is still in the extreme driving scenario includes: comparing the driving positions of the vehicle and other surrounding vehicles with the position conditions corresponding to the vehicle interaction type to determine whether the vehicle is still in the extreme driving scenario.

[0045] For example, extreme driving scenarios involving vehicle interaction include overtaking situations where an oncoming vehicle is encountered, and passing situations on sharp bends and narrow roads.

[0046] In a scenario where a vehicle is overtaking another vehicle and encounters an oncoming vehicle, the system acquires the vehicle's lateral offset relative to the road centerline and the relative distance between the vehicle and the oncoming vehicle. The lateral offset is then compared to a first preset threshold (e.g., 0.3 m), and the relative distance is compared to a second preset threshold (e.g., 200 m). When the system determines that the lateral offset is less than the first preset threshold and the relative distance is greater than the second preset threshold, and these conditions are met and maintained for a first preset duration (e.g., 1 second) or more, the vehicle is no longer considered to be in a scenario where it is overtaking another vehicle and encounters an oncoming vehicle.

[0047] In the scenario of meeting oncoming traffic on a sharp bend and narrow road, the system obtains information such as the traffic status of the oncoming vehicle and the road width. If the system detects that the oncoming vehicle has completely passed the bend and the road width is greater than the third preset threshold (e.g., 6 m) and this condition is met and maintained for more than the second preset duration (e.g., 3 s), the system determines that the vehicle is no longer in the scenario of meeting oncoming traffic on a sharp bend and narrow road.

[0048] Among these, the risks of extreme driving scenarios involving vehicle interaction stem from the dynamic and variable spatial conflict risks between the vehicle and surrounding vehicles. The exit determination for such scenarios is related to the spatial positions of the vehicle and surrounding vehicles. Extreme driving scenarios involving vehicle interaction may also include merging onto highway ramps, emergency obstacle avoidance, and other scenarios. Lateral offset can be calculated based on lane line information identified by cameras or high-precision map matching results; relative distance can be calculated by combining the relative speed of the vehicle and oncoming vehicles after real-time radar detection of the oncoming vehicle's position; traffic status information can be determined based on the fusion perception results of cameras and radar to determine whether oncoming vehicles have completely left the specific area.

[0049] This embodiment takes into account that the data collected by the sensor in an instant is easily affected by environmental disturbances (such as the camera being blocked by dust, or the radar misdetecting obstacles on the road). Therefore, the duration of the state is added as a filtering condition to reduce the occurrence of misjudgments.

[0050] In this embodiment, the various preset thresholds and preset durations can be the same or different. The preset thresholds and preset durations can be obtained in advance by the system based on real vehicle testing and scenario simulation calibration, or dynamically calibrated according to road type, vehicle size, current vehicle speed and environmental visibility, thereby determining a suitable decision boundary.

[0051] In one embodiment shown, the method further includes: obtaining physical information required to determine whether the vehicle is still in the extreme driving scenario based on the type of the extreme driving scenario, including: if the type of the extreme driving scenario is an environmental area type, obtaining the vehicle's driving position; comparing the physical information with the exit condition corresponding to the type to determine whether the vehicle is still in the extreme driving scenario, including: comparing the vehicle's driving position with the area range corresponding to the environmental area type to determine whether the vehicle is still in the extreme driving scenario.

[0052] For example, extreme driving scenarios in environmental areas include driving through water and driving on roads with landslides and rockfalls.

[0053] In a water-crossing driving scenario, the system obtains the vehicle's real-time driving location through the vehicle positioning module and compares the vehicle's real-time driving location with the pre-marked water-crossing section range to determine whether the vehicle is still within the water-crossing section. When the system determines that the vehicle is no longer within the water-crossing section and this determination remains in effect for more than a first preset time (e.g., 5 seconds), the system determines that the vehicle has left the water-crossing driving scenario.

[0054] In scenarios involving driving through landslide and rockfall sections, the system uses an onboard positioning module to obtain the vehicle's real-time location and compares this location with the risk areas pushed by the geological disaster early warning system or the pre-marked rockfall risk sections to determine whether the vehicle is within a risk area. Simultaneously, the system can also combine the perception results from a forward-facing camera and millimeter-wave radar to monitor the road conditions ahead in real time, confirming the presence of loose obstacles and the passable road width. When the system determines that the vehicle is no longer in a risk area, there are no loose obstacles on the road ahead, and the road has been restored to full width for at least a second preset duration (e.g., 10 seconds), it is determined that the vehicle is no longer in a landslide and rockfall section.

[0055] Among these, the risks of extreme driving scenarios in environmental areas arise from road disasters or sudden changes in the geographical environment encountered after a vehicle enters an environmentally risky area. The exit decision for these scenarios is related to the vehicle's spatial location. Extreme driving scenarios in environmental areas may also include driving in dense fog, driving on icy or snowy roads, and driving on roads with strong crosswinds. The delineation of environmentally risky areas can be determined by fusing data from geological disaster early warning systems and sensor data. For example, information on landslides, rockfalls, and other risk areas pushed by geological disaster early warning platforms can be combined with real-time perception results of the road surface conditions ahead from onboard sensors to correct the risk boundaries.

[0056] This embodiment takes into account that the data collected by the sensor in an instant is easily affected by environmental disturbances (such as the camera being blocked by dust, or the radar misdetecting obstacles on the road). Therefore, the duration of the state is added as a filtering condition to reduce the occurrence of misjudgments.

[0057] In this embodiment, the various preset durations can be the same or different. The preset durations can be obtained by the system in advance based on real vehicle testing and scenario simulation calibration, or dynamically calibrated according to road type, vehicle size, current vehicle speed and environmental visibility, thereby determining a suitable decision boundary.

[0058] In one embodiment shown, obtaining the physical information required to determine whether the vehicle is still in the extreme driving scenario based on the type of the extreme driving scenario includes: if the type of the extreme driving scenario is a weather condition type, obtaining the current weather parameters; comparing the physical information with the exit condition corresponding to the type to determine whether the vehicle is still in the extreme driving scenario includes: comparing the current weather parameters with the parameter threshold corresponding to the weather condition type to determine whether the vehicle is still in the extreme driving scenario.

[0059] For example, extreme driving scenarios related to weather conditions include driving in heavy rain with low visibility and driving in dense fog.

[0060] In low-visibility driving scenarios during heavy rain, the system obtains real-time rainfall data from the current weather platform and visibility distance from the vehicle's camera. The system compares the real-time rainfall data with a first preset threshold (e.g., a heavy rain threshold of 10 mm / h) and the visibility distance with a second preset threshold (e.g., 100 m). When the system determines that the rainfall has not reached the heavy rain threshold (e.g., <10 mm / h) and the visibility has recovered to above 100 m, and both conditions are met and maintained for more than a first preset duration (e.g., 3 minutes), the system determines that the vehicle is no longer in a low-visibility driving scenario during heavy rain.

[0061] In dense fog driving scenarios, the system obtains real-time visibility distance data from the current weather platform and compares the real-time visibility distance with a third preset threshold (e.g., 200 m). When the system determines that the real-time visibility distance reaches more than 200 m and remains there for more than a second preset duration (e.g., 2 min), it determines that the vehicle is no longer in a dense fog driving scenario.

[0062] Among these, the risks of extreme driving scenarios related to weather conditions stem from the combined impact of severe weather on vehicle stability, braking performance, and sensor perception capabilities. The decision to exit these scenarios is related to real-time weather parameters. Extreme driving scenarios related to weather conditions may also include driving on icy or snowy roads, and driving on roads with strong crosswinds.

[0063] This embodiment takes into account the instantaneous fluctuations in meteorological conditions (such as intermittent sudden increases in fog and brief dissipation of fog). To avoid repeated changes in the judgment results, the duration of the state is added as a screening condition, thereby reducing the occurrence of misjudgments.

[0064] In this embodiment, the various preset durations can be the same or different. The preset durations can be obtained by the system in advance based on real vehicle testing and scenario simulation calibration, or dynamically calibrated according to the region, current vehicle speed and road type, thereby determining a suitable decision boundary.

[0065] In one embodiment shown, the method further includes: if the current driving scenario is not an extreme driving scenario, then executing a conventional fault handling strategy for the vehicle, the conventional fault handling strategy being used to limit the power system from continuing to output power; wherein the conventional fault handling strategy includes speed limiting, power output limiting, and / or disconnecting high-voltage power supply.

[0066] For example, if the system recognizes that the vehicle is in a normal driving environment (such as a straight and open road or a smooth suburban road) without extreme driving scenarios, it will not activate the emergency mode to maintain power output, regardless of whether the fault level of the vehicle's power system reaches the preset level. Instead, it will switch to the normal fault handling logic of prioritizing component protection and limit the power output of the power system by intervening in the torque output command of the power domain controller.

[0067] Specifically, depending on the severity of the fault, conventional fault handling strategies can be implemented in stages: For minor faults, the system implements power limiting and speed limiting measures, restricting the motor output torque to 30%~50% of the rated torque and limiting the vehicle's maximum speed to within 60km / h to reduce the thermal load on the faulty components during continuous operation; for higher-level faults with potential hazards such as insulation abnormalities and battery overheating, the system adds instrument fault alarms on top of power limiting and speed limiting to guide the driver to pull over smoothly; for high-level faults with fatal risks such as battery thermal runaway and high-voltage short circuits, the system can directly cut off the high-voltage power supply, disconnecting the vehicle's high-voltage circuit.

[0068] The aforementioned speed limiting, power limiting, and high-voltage power disconnection measures can be activated individually or in combination. For example, speed limiting and power limiting can be implemented simultaneously, or the vehicle can be guided to stop and the high-voltage power disconnection can be further implemented after power limiting fails.

[0069] In non-extreme driving scenarios, vehicles do not have an urgent need for hazard avoidance or passage, and there is no need to sacrifice the lifespan of powertrain components for continuous power output. Therefore, conventional fault handling logic reduces power output and alleviates the load on faulty components by intervening in the torque output command of the power domain controller, thus preventing damage such as accelerated overheating of the electric drive system, over-discharge of battery cells, and expansion of high-voltage short circuits. This strategy reflects the safety redundancy principle in vehicle fault handling, that is, in non-emergency hazard avoidance situations, priority is given to the integrity and safety of system hardware, rather than maintaining vehicle maneuverability.

[0070] This embodiment complements the emergency strategy for maintaining power output in extreme driving scenarios, enabling differentiated fault handling for different scenarios while ensuring vehicle hardware protection and the driving safety of passengers during daily driving.

[0071] In one embodiment shown, determining whether the current driving scenario is an extreme driving scenario includes: responding to an emergency signal issued by a passenger in the vehicle to determine that the current driving scenario is an extreme driving scenario; and / or, extracting scenario features of the current driving scenario and comparing the extracted scenario features with preset scenario features of extreme driving scenarios; if there are preset scenario features of extreme driving scenarios that match the extracted scenario features, determining that the current driving scenario is an extreme driving scenario.

[0072] For example, when a vehicle is traveling in a lane where it needs to pass for overtaking, and the driver anticipates a collision risk with an oncoming vehicle but the system's perception algorithm has not yet recognized this extreme driving scenario, the driver can trigger an emergency signal through specific actions. These actions could include pressing a hardware emergency button in the cockpit, activating a virtual button on the central control screen, issuing a specific voice command via the vehicle's microphone, or performing a preset action. Upon receiving the emergency signal, the system, without needing secondary verification through other perception data, directly determines that the current driving scenario is an extreme one and automatically activates the emergency fault handling strategy. This temporarily overrides conventional fault handling logic (such as speed limiting, power limiting, and high-voltage disconnection), maintaining vehicle power output to support the driver in completing overtaking and avoidance maneuvers, thus preventing a head-on collision due to loss of power and the vehicle's inability to avoid a collision.

[0073] For example, when a vehicle travels on a sharp bend in a mountain road, the system reads environmental data collected by the perception module in real time. It uses visual algorithms to extract semantic information such as lane lines, traffic signs, and vehicle edges. Radar data processing methods are used to calculate the distance, azimuth, and radial velocity of surrounding targets. Combined with the vehicle's longitudinal and lateral acceleration output from the inertial measurement unit, the system extracts the scene features of the current driving scenario, including structured data such as the vehicle's lateral offset relative to the road centerline, the current road's radius of curvature, longitudinal acceleration values, and lateral acceleration values. Subsequently, the system constructs a current feature vector from the extracted scene features and compares it with template feature vectors stored in a preset extreme driving scenario feature library. The degree of matching is measured by calculating the Euclidean distance or cosine similarity between the two. If the comparison result shows a matching degree exceeding a preset matching threshold (e.g., greater than 0.9), the two are considered to be consistent, confirming that the current driving scenario is extreme, and the corresponding emergency fault handling strategy is automatically activated to maintain vehicle power output to support the vehicle's safe passage through the bend.

[0074] The emergency signal is used to characterize the occupants' subjective perception of the extreme nature of the current environment. This allows occupants to directly intervene in fault handling strategies when the perception algorithm fails to identify the problem in time or when there are blind spots. The pre-set extreme driving scenario feature library is constructed based on extreme scenario sample data collected by multi-source sensors. It stores corresponding feature thresholds or feature patterns according to scenario type, providing a comparison benchmark for subsequent scenario recognition.

[0075] This embodiment determines extreme driving scenarios by comparing emergency signals with scene features, achieving complementarity between subjective human confirmation and objective system identification. This ensures that when the power system failure reaches a preset level, extreme driving scenarios can be accurately identified and emergency fault handling strategies to maintain power output can be triggered in a timely manner.

[0076] In one embodiment shown, the step of determining that the current driving scenario is an extreme driving scenario in response to an emergency signal issued by a passenger in the vehicle includes: determining that the current driving scenario is an extreme driving scenario in response to a preset voice command or preset action command issued by a passenger in the vehicle; and / or, determining that the current driving scenario is an extreme driving scenario in response to a corresponding trigger operation on a preset emergency button; wherein the preset emergency button includes a physical button and a virtual button on the vehicle display screen, the physical button corresponds to a physical press as the trigger operation, and the virtual button on the vehicle display screen corresponds to a screen touch operation.

[0077] For example, the vehicle is equipped with a multimodal redundant interaction link. Occupants can send emergency signals via voice, gestures, or button triggers. Upon receiving an emergency signal, the system can directly determine that the current driving scenario is extreme. The voice recognition link collects the occupants' voice signals through an onboard microphone array. After noise reduction, the collected voice signals are used to recognize predefined emergency keywords (such as "extreme danger") using a pre-trained voice model. If the system recognizes the predefined emergency keywords in the collected voice signals, it confirms that the emergency signal has been received. The gesture recognition link collects continuous image frames of the occupants through an onboard camera, extracts limb and facial movement features, and compares them with an emergency gesture template. If the system recognizes a predefined emergency gesture from the template among the extracted gesture features, it confirms that the emergency signal has been received. Button triggers include physical buttons on the steering wheel and center console, as well as a red high-contrast virtual touch button permanently displayed on the center screen. If the system's touch circuitry detects a valid button trigger, it confirms that the emergency signal has been received. These three modal interaction links operate independently and in parallel, and any one of them can determine the driving scenario.

[0078] Voice and motion recognition are non-contact interactions, suitable for highly focused driving conditions where drivers keep both hands on the steering wheel and cannot take their eyes off the road. Virtual touch buttons rely on the in-vehicle central control screen for display, offering intuitive operation and flexible placement. Physical buttons do not rely on the in-vehicle screen and can provide a fallback trigger path in case of central control screen failure or poor visibility in bright light. The aforementioned multimodal redundant interaction links can solve emergency signal triggering obstacles such as noise, low light, screen failure, and limited hand operation, ensuring that occupants (including the driver and other passengers) can quickly transmit emergency needs when they perceive extreme road conditions.

[0079] In one embodiment shown, the method further includes: pre-configuring relevant power system components to transmit fault signals via the vehicle bus after a fault occurs; the step of detecting whether the power system fault condition has reached a preset level includes: if a fault signal is received from the relevant power system components via the vehicle bus, analyzing the fault signal to determine whether the power system fault condition has reached a preset level.

[0080] For example, the system pre-configures relevant powertrain components (such as batteries, electric drives, and DC-DC converters) so that when an internal anomaly is detected, they send standardized fault messages to the system's powertrain domain controller via the controller area network (CAN) or vehicle Ethernet. During vehicle operation, the system continuously monitors the vehicle bus data stream. If the system receives a fault signal transmitted from a powertrain component, it parses the fault level and fault code from the signal and maps the fault code to specific fault types such as electric drive overheating, battery cell undervoltage, or insulation fault using a lookup table. Subsequently, the parsed fault level is compared with a preset threshold (e.g., fault levels are divided into L1 to L4, with L3 and above defined as the preset level): if the fault level exceeds the preset threshold, the powertrain fault condition is determined to have reached the preset level; if the fault level does not exceed the preset threshold, the powertrain fault condition is determined to have not reached the preset level.

[0081] The powertrain components are equipped with self-diagnostic and proactive fault reporting capabilities, monitoring abnormalities in hardware parameters such as voltage, current, and temperature, as well as software anomalies such as communication loss and logic deadlock. Fault signals can be transmitted via the vehicle bus using a standardized message format that includes the fault level, fault code, and timestamp to ensure real-time and reliable information exchange. Preset threshold values ​​can be pre-calibrated based on component type, fault impact range, and vehicle safety requirements to distinguish between general faults and severe faults requiring sustained power output.

[0082] Please see Figure 2 , Figure 2 This is a flowchart illustrating another vehicle fault handling method as an exemplary embodiment. (As shown) Figure 2 As shown, this method is executed by a system that includes an intelligent driving module and a power domain controller.

[0083] During system initialization, extreme driving scenarios and corresponding emergency fault handling strategies are pre-configured. During vehicle operation, the intelligent driving module identifies driving scenarios through a multi-sensor fusion scheme. This identification process can be completed automatically or manually triggered by emergency signals from vehicle occupants. Subsequently, the intelligent driving module transmits the identified scenario information (including scenario type, hazard level, estimated duration, etc.) to the powertrain domain controller. Based on the received scenario information, the powertrain domain controller determines whether the powertrain system fault condition has reached a preset level.

[0084] If a preset threshold is reached, the system further analyzes the scenario information to determine if the vehicle is in an extreme driving situation. If not, the power domain controller executes standard fault handling strategies, limiting power system output by methods such as speed limiting, power limiting, or cutting off high-voltage power to protect component safety. If in an extreme driving situation, the power domain controller activates an emergency fault handling strategy, temporarily overriding standard fault handling logic and maintaining power system output to support the vehicle's escape from the extreme driving situation. While maintaining power output, the intelligent driving module continuously determines whether the extreme driving situation has ended (e.g., after overtaking). If it is determined that the situation has not ended, power output is maintained; if it is determined that the situation has ended or the user has safely stopped the vehicle, the power domain controller exits emergency mode and executes standard fault handling strategies. Subsequently, the intelligent driving module re-identifies the driving scenario and enters the next monitoring cycle.

[0085] Corresponding to the embodiments of the vehicle fault handling method described above, this disclosure also provides an embodiment of a vehicle fault handling device.

[0086] Please see Figure 3 , Figure 3 This is an exemplary embodiment illustrating the hardware structure of an electronic device. At the hardware level, the device includes a processor 302, an internal bus 304, a network interface 306, memory 308, and non-volatile memory 310, and may also include other necessary hardware. One or more embodiments of this disclosure can be implemented in software, for example, the processor 302 reads the corresponding computer program from the non-volatile memory 310 into memory 308 and then runs it. Of course, besides software implementation, one or more embodiments of this disclosure do not exclude other implementation methods, such as logic devices or a combination of hardware and software, etc. That is to say, the execution entity of the following processing flow is not limited to individual logic units, but can also be hardware or logic devices.

[0087] Please see Figure 4 , Figure 4 This is a block diagram illustrating an exemplary embodiment of a vehicle fault handling device 400. This vehicle fault handling device 400 can be applied to, for example... Figure 3 The illustrated electronic device is used to implement the technical solution of this disclosure. The device includes: The identification unit 402 is used to identify the current driving scenario and detect whether the power system fault condition has reached a preset level during vehicle operation. The first judgment unit 404 is used to determine whether the current driving scenario is an extreme driving scenario if the power system failure condition reaches a preset level. The holding unit 406 is used to keep the power system outputting power if the current driving scenario is an extreme driving scenario, so as to support the vehicle to leave the extreme driving scenario.

[0088] In some embodiments, the apparatus further includes: The acquisition unit 408 is used to acquire physical information required to determine whether the vehicle is still in the extreme driving scenario, based on the type of the extreme driving scenario, if the power system continues to output power. The comparison unit 410 is used to compare the physical information with the exit conditions corresponding to the type to determine whether the vehicle is still in the extreme driving scenario. The second determination unit 412 is used to stop the power system from continuing to output power if the vehicle is not in the extreme driving scenario.

[0089] In some embodiments, obtaining the physical information needed to determine whether the vehicle is still in the extreme driving scenario, based on the type of the extreme driving scenario, includes: If the extreme driving scenario is of the vehicle interaction type, obtain the driving positions of the vehicle and other surrounding vehicles; The step of comparing the physical information with the exit conditions corresponding to the type to determine whether the vehicle is still in the extreme driving scenario includes: The driving positions of the vehicle and other surrounding vehicles are compared with the position conditions corresponding to the vehicle interaction class to determine whether the vehicle is still in the extreme driving scenario.

[0090] In some embodiments, obtaining the physical information needed to determine whether the vehicle is still in the extreme driving scenario, based on the type of the extreme driving scenario, includes: If the extreme driving scenario is classified as an environmental area, obtain the vehicle's driving position. The step of comparing the physical information with the exit conditions corresponding to the type to determine whether the vehicle is still in the extreme driving scenario includes: The vehicle's driving position is compared with the area range corresponding to the environmental area class to determine whether the vehicle is still in the extreme driving scenario.

[0091] In some embodiments, obtaining the physical information needed to determine whether the vehicle is still in the extreme driving scenario, based on the type of the extreme driving scenario, includes: If the extreme driving scenario is classified as a weather condition, obtain the current weather parameters; The step of comparing the physical information with the exit conditions corresponding to the type to determine whether the vehicle is still in the extreme driving scenario includes: The current meteorological parameters are compared with the parameter thresholds corresponding to the meteorological condition class to determine whether the vehicle is still in the extreme driving scenario.

[0092] In some embodiments, the apparatus further includes: The execution unit 414 is used to execute a conventional fault handling strategy for the vehicle if the current driving scenario is not an extreme driving scenario. The conventional fault handling strategy is used to limit the power system from continuing to output power. The conventional fault handling strategies include speed limiting, power output restriction, and / or disconnection of high-voltage power supply.

[0093] In some embodiments, determining whether the current driving scenario is an extreme driving scenario includes: In response to an emergency signal issued by an occupant, the current driving scenario is determined to be an extreme driving scenario; and / or, Extract the scene features of the current driving scenario and compare the extracted scene features with the scene features of a preset extreme driving scenario; If the scene features of a preset extreme driving scenario match the extracted scene features, the current driving scenario is determined to be an extreme driving scenario.

[0094] In some embodiments, the step of determining that the current driving scenario is an extreme driving scenario in response to an emergency signal issued by a vehicle occupant includes: In response to a preset voice command or preset action command issued by the occupant, the current driving scenario is determined to be an extreme driving scenario; and / or, In response to the corresponding trigger operation of the preset emergency button, it is determined that the current driving scenario is an extreme driving scenario; The preset emergency button includes a physical button and a virtual button on the vehicle display screen. The physical button is triggered by physical pressing, and the virtual button on the vehicle display screen is triggered by screen touch.

[0095] In some embodiments, the apparatus further includes: The transmission unit 416 is used to pre-configure relevant power system components to transmit fault signals via the vehicle bus after a failure occurs. The detection of whether the power system fault condition reaches a preset level includes: If a fault signal is received from a component of the powertrain system transmitted via the vehicle bus, the fault signal is analyzed to determine whether the fault condition of the powertrain system has reached a preset level.

[0096] The specific implementation process of the functions and roles of each unit in the above device can be found in the implementation process of the corresponding steps in the above method, and will not be repeated here.

[0097] For the device embodiments, since they basically correspond to the method embodiments, the relevant parts can be referred to in the description of the method embodiments. The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this disclosure according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0098] The systems, devices, modules, or units described in the above embodiments can be implemented by a computer or entity, or by a product with a certain function. A typical implementation device is a computer, which can be a personal computer, laptop computer, cellular phone, camera phone, smartphone, personal digital assistant, media player, navigation device, email sending and receiving device, game console, tablet computer, wearable device, or any combination of these devices.

[0099] In a typical configuration, a computer includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0100] Memory may include non-persistent storage in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0101] Computer-readable media, including both permanent and non-permanent, removable and non-removable media, can store information using any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, disk storage, quantum memory, graphene-based storage media or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0102] The user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this disclosure are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data shall comply with the relevant laws, regulations and standards of the relevant regions, and corresponding operation portals shall be provided for users to choose to authorize or refuse.

[0103] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0104] The foregoing has described specific embodiments of this disclosure. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in a different order than that shown in the embodiments and may still achieve the desired results. Furthermore, the processes depicted in the drawings do not necessarily require the specific or sequential order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0105] The terminology used in one or more embodiments of this disclosure is for the purpose of describing particular embodiments only and is not intended to be limiting of the one or more embodiments of this disclosure. The singular forms “a,” “the,” and “the” as used in one or more embodiments of this disclosure and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more associated listed items.

[0106] It should be understood that although the terms first, second, third, etc., may be used to describe various information in one or more embodiments of this disclosure, such information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another. For example, first information may also be referred to as second information without departing from the scope of one or more embodiments of this disclosure, and similarly, second information may also be referred to as first information. Depending on the context, the word "if" as used herein may be interpreted as "when," "when," or "in response to a determination."

[0107] The above description is merely a preferred embodiment of one or more embodiments of this disclosure and is not intended to limit the scope of one or more embodiments of this disclosure. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of one or more embodiments of this disclosure should be included within the scope of protection of one or more embodiments of this disclosure.

Claims

1. A vehicle fault handling method, characterized in that, The method includes: During vehicle operation, the current driving scenario is identified, and the power system malfunction status is checked to see if it reaches a preset level. If the power system malfunction reaches a preset level, determine whether the current driving scenario is an extreme driving scenario; If the current driving scenario is an extreme driving scenario, the power system continues to output power to support the vehicle in leaving the extreme driving scenario.

2. The method according to claim 1, characterized in that, The method further includes: If the power system continues to output power, the physical information required to determine whether the vehicle is still in the extreme driving scenario is obtained according to the type of the extreme driving scenario. The physical information is compared with the exit conditions corresponding to the type to determine whether the vehicle is still in the extreme driving scenario. If the vehicle is not in the extreme driving scenario, the power system will no longer continue to output power.

3. The method according to claim 2, characterized in that, The step of obtaining the physical information needed to determine whether the vehicle is still in the extreme driving scenario based on the type of the extreme driving scenario includes: If the extreme driving scenario is of the vehicle interaction type, obtain the driving positions of the vehicle and other surrounding vehicles; The step of comparing the physical information with the exit conditions corresponding to the type to determine whether the vehicle is still in the extreme driving scenario includes: The driving positions of the vehicle and other surrounding vehicles are compared with the position conditions corresponding to the vehicle interaction class to determine whether the vehicle is still in the extreme driving scenario.

4. The method according to claim 2, characterized in that, The step of obtaining the physical information needed to determine whether the vehicle is still in the extreme driving scenario based on the type of the extreme driving scenario includes: If the extreme driving scenario is classified as an environmental area, obtain the vehicle's driving position. The step of comparing the physical information with the exit conditions corresponding to the type to determine whether the vehicle is still in the extreme driving scenario includes: The vehicle's driving position is compared with the area range corresponding to the environmental area class to determine whether the vehicle is still in the extreme driving scenario.

5. The method according to claim 2, characterized in that, The step of obtaining the physical information needed to determine whether the vehicle is still in the extreme driving scenario based on the type of the extreme driving scenario includes: If the extreme driving scenario is classified as a weather condition, obtain the current weather parameters; The step of comparing the physical information with the exit conditions corresponding to the type to determine whether the vehicle is still in the extreme driving scenario includes: The current meteorological parameters are compared with the parameter thresholds corresponding to the meteorological condition class to determine whether the vehicle is still in the extreme driving scenario.

6. The method according to claim 1, characterized in that, The method further includes: If the current driving scenario is not an extreme driving scenario, then a conventional fault handling strategy is executed for the vehicle, which is used to limit the power system from continuing to output power; The conventional fault handling strategies include speed limiting, power output restriction, and / or disconnection of high-voltage power supply.

7. The method according to claim 1, characterized in that, The determination of whether the current driving scenario is an extreme driving scenario includes: In response to an emergency signal issued by an occupant, the current driving scenario is determined to be an extreme driving scenario; and / or, Extract the scene features of the current driving scenario and compare the extracted scene features with the scene features of a preset extreme driving scenario; If the scene features of a preset extreme driving scenario match the extracted scene features, the current driving scenario is determined to be an extreme driving scenario.

8. The method according to claim 7, characterized in that, The response to an emergency signal issued by a vehicle occupant, and the determination that the current driving scenario is an extreme driving scenario, includes: In response to a preset voice command or preset action command issued by the occupant, the current driving scenario is determined to be an extreme driving scenario; and / or, In response to the corresponding trigger operation of the preset emergency button, it is determined that the current driving scenario is an extreme driving scenario; The preset emergency button includes a physical button and a virtual button on the vehicle display screen. The physical button is triggered by physical pressing, and the virtual button on the vehicle display screen is triggered by screen touch.

9. The method according to claim 1, characterized in that, The method further includes: The powertrain components are pre-configured to transmit fault signals via the vehicle bus after a malfunction occurs; The detection of whether the power system fault condition reaches a preset level includes: If a fault signal is received from a component of the powertrain system transmitted via the vehicle bus, the fault signal is analyzed to determine whether the fault condition of the powertrain system has reached a preset level.

10. A vehicle fault handling device, characterized in that, The device includes: The identification unit is used to identify the current driving scenario and detect whether the power system malfunction has reached a preset level during vehicle operation. The judgment unit is used to determine whether the current driving scenario is an extreme driving scenario if the power system failure condition reaches a preset level. The holding unit is used to maintain the power system to continue outputting power if the current driving scenario is an extreme driving scenario, so as to support the vehicle to leave the extreme driving scenario.

11. An electronic device, characterized in that, It includes a communication interface, a processor, a memory, and a bus, wherein the communication interface, the processor, and the memory are interconnected via the bus; The memory stores machine-readable instructions, and the processor executes the method according to any one of claims 1 to 9 by invoking the machine-readable instructions.

12. A machine-readable storage medium, characterized in that, The machine-readable storage medium stores machine-readable instructions, which, when invoked and executed by a processor, implement the method described in any one of claims 1 to 9.

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