Vehicle fault processing method and apparatus, vehicle, and storage medium

Abstract

A vehicle fault processing method and apparatus, a vehicle, and a storage medium. The vehicle fault processing method comprises: acquiring a vehicle speed signal value of a vehicle and a communication state of a vehicle body electronic stability system (S102); in response to the vehicle speed signal value being outside a first preset range or the communication state being a fault state, acquiring a rotating speed signal value of a rear axle driving motor of the vehicle and a communication state of a rear axle driving motor controller (S104); in response to the rotating speed signal value of the rear axle driving motor being within a second preset range and the communication state of the rear axle driving motor controller being a non-fault state, determining a first vehicle speed signal value on the basis of the rotating speed signal value of the rear axle driving motor (S106); and controlling the vehicle to travel on the basis of the first vehicle speed signal value (S108). The present disclosure solves the technical problem in the related art that the travelling safety of a vehicle cannot be ensured when a vehicle speed signal of the vehicle fails.

Description

Vehicle fault processing method, device, vehicle and storage medium Technical Field

[0001] The present disclosure relates to the field of intelligent driving technology, and in particular to a method, device, vehicle, and storage medium for handling vehicle failures. Background Art

[0002] Vehicle speed is extremely important information for a vehicle. Driving-related controllers need to calculate the driver's required torque, control torque output, control cruise functions, etc. based on the vehicle speed. The driver also needs the instrument to display the current vehicle speed in real time to assist driving. The speed signal of a traditional vehicle is calculated by the electronic body stability system controller based on the vehicle speed sensor and wheel speed sensor, which has a higher level of safety. For electric vehicles, the vehicle controller receives the speed signal sent by the vehicle body electronic stability system through the CAN bus to control driving. The CAN bus is more susceptible to electromagnetic interference from high-power devices such as the motor system and charger, which may cause the vehicle controller to be unable to receive the speed signal or the speed signal to fail. Therefore, it is particularly important to develop a troubleshooting method for the failure of the vehicle speed signal of electric vehicles.

[0003] In the existing technology, the focus is generally on the processing method for the failure of the vehicle speed signal of traditional vehicles, which mainly uses the engine speed to indirectly judge the vehicle speed and limit the speed; while for the failure of the speed signal of electric vehicles, either more emphasis is placed on identifying the vehicle speed fault level through the motor speed, or the processing measures are relatively simple and crude and not perfect.

[0004] To address the above-mentioned problems, no effective solutions have been proposed so far.

[0005] Summary of the Invention

[0006] The embodiments of the present disclosure provide a method, device, vehicle, and storage medium for handling vehicle failures, so as to at least solve the technical problem in the related art that when the vehicle speed signal fails, the vehicle cannot be driven safely.

[0007] According to one embodiment of the present disclosure, a method for handling a vehicle fault is provided, wherein the vehicle includes: a vehicle body electronic stability system, including: obtaining a vehicle speed signal value of the vehicle and a communication status of the vehicle body electronic stability system; in response to the vehicle speed signal value being outside a first preset range or the communication status being a faulty state, obtaining a speed signal value of a rear axle drive motor of the vehicle and a communication status of a rear axle drive motor controller; in response to the speed signal value of the rear axle drive motor being within a second preset range and the communication status of the rear axle drive motor controller being a non-faulty state, determining a first vehicle speed signal value according to the speed signal value of the rear axle drive motor; and controlling vehicle driving according to the first vehicle speed signal value.

[0008] Optionally, the vehicle fault processing method further includes: determining a second vehicle speed signal value in response to the rear axle drive motor speed signal value being outside a second preset range and the communication status of the rear axle drive motor controller being a fault state; and controlling vehicle driving according to the second vehicle speed signal value.

[0009] Optionally, the method for handling vehicle failures also includes: in response to the vehicle speed signal value being outside a first preset range or the communication status being a faulty state, determining whether the vehicle's disconnecting device is in a disconnected state; in response to the disconnecting device being in a disconnected state, obtaining the speed signal value of the rear axle drive motor and the communication status of the rear axle drive motor controller.

[0010] Optionally, the method for handling vehicle faults also includes: in response to the speed signal value of the rear axle drive motor being within a second preset range and the communication status of the rear axle drive motor controller being in a non-fault state, obtaining the speed signal value of the vehicle's front axle drive motor and the communication status of the front axle drive motor controller; in response to the speed signal value of the front axle drive motor being within a third preset range and the communication status of the front axle drive motor controller being in a non-fault state, determining a third vehicle speed signal value based on the speed signal value of the front axle drive motor; and determining a fourth vehicle speed signal value based on the third vehicle speed signal value and the first vehicle speed signal value.

[0011] Optionally, the method for handling vehicle failure also includes: calculating the difference between the third vehicle speed signal value and the first vehicle speed signal value; in response to the difference being less than the target preset value, determining the first vehicle speed signal value to be the fourth vehicle speed signal value; in response to the difference being greater than the target preset value, comparing the third vehicle speed signal value and the first vehicle speed signal value; in response to the third vehicle speed signal value being greater than the first vehicle speed signal value, determining the third vehicle speed signal value to be the fourth vehicle speed signal value.

[0012] Optionally, the vehicle fault processing method further includes: in response to the third vehicle speed signal value being less than the first vehicle speed signal value, determining the first vehicle speed signal value to be a fourth vehicle speed signal value.

[0013] Optionally, the vehicle fault processing method also includes: in response to the speed signal value of the front axle drive motor being outside a third preset range and the communication status of the front axle drive motor controller being a fault state, determining that the current vehicle speed signal value is the first vehicle speed signal value.

[0014] According to one embodiment of the present disclosure, a vehicle fault processing device is also provided, including: a first acquisition module, configured to obtain a vehicle speed signal value and a communication status of a vehicle body electronic stability system; a second acquisition module, configured to obtain a speed signal value of a rear axle drive motor of the vehicle and a communication status of a rear axle drive motor controller in response to the vehicle speed signal value being outside a first preset range or the communication status being a fault state; a first determination module, configured to determine a first vehicle speed signal value according to the speed signal value of the rear axle drive motor in response to the speed signal value of the rear axle drive motor being within a second preset range and the communication status of the rear axle drive motor controller being a non-fault state; and a first control module, configured to control vehicle driving according to the first vehicle speed signal value.

[0015] According to one embodiment of the present disclosure, a vehicle is further provided, comprising a memory and a processor, wherein a computer program is stored in the memory, and the processor is configured to run the computer program to execute any of the above-mentioned methods for handling vehicle failures.

[0016] According to one embodiment of the present disclosure, a non-volatile storage medium is further provided, in which a computer program is stored, wherein the computer program is configured to execute any of the above-mentioned vehicle fault processing methods when running.

[0017] In the disclosed embodiment, the vehicle speed signal value and the communication status of the vehicle body electronic stability system are obtained; in response to the vehicle speed signal value being outside a first preset range or the communication status being a faulty state, the speed signal value of the rear axle drive motor of the vehicle and the communication status of the rear axle drive motor controller are obtained; in response to the speed signal value of the rear axle drive motor being within a second preset range and the communication status of the rear axle drive motor controller being a non-faulty state, the purpose of determining the first vehicle speed signal value according to the speed signal value of the rear axle drive motor is achieved, thereby realizing the technical effect of controlling the vehicle driving according to the first vehicle speed signal value, and further solving the technical problem in the related art that when the vehicle speed signal fails, the safe driving of the vehicle cannot be guaranteed. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The drawings described herein are used to provide a further understanding of the present disclosure and constitute a part of the present disclosure. The exemplary embodiments of the present disclosure and their descriptions are used to explain the present disclosure and do not constitute an improper limitation of the present disclosure. In the drawings:

[0019] FIG1 is a flow chart of a method for handling a vehicle failure according to one embodiment of the present disclosure;

[0020] FIG2 is a schematic diagram of an electric vehicle system structure according to one embodiment of the present disclosure;

[0021] FIG3 is a schematic diagram of an electric vehicle control system according to one embodiment of the present disclosure;

[0022] FIG4 is a flow chart of a method for handling a vehicle failure according to one embodiment of the present disclosure;

[0023] FIG5 is a structural block diagram of a vehicle fault processing device according to one embodiment of the present disclosure. DETAILED DESCRIPTION

[0024] In order to enable those skilled in the art to better understand the solutions of the present disclosure, the technical solutions in the embodiments of the present disclosure will be clearly and completely described below in conjunction with the drawings in the embodiments of the present disclosure. Obviously, the embodiments described are only part of the embodiments of the present disclosure, not all of the embodiments. Based on the embodiments of the present disclosure, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present disclosure.

[0025] It should be noted that the terms "first", "second", etc. in the specification and claims of the present disclosure and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way are interchangeable where appropriate, so that the embodiments of the present disclosure described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0026] According to an embodiment of the present disclosure, an embodiment of a method for handling a vehicle failure is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system containing at least one set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0027] The method embodiment can also be executed in an electronic device including a memory and a processor, a similar control device, or an in-vehicle terminal. Taking an in-vehicle terminal as an example, the in-vehicle terminal may include one or more processors and a memory for storing data. Optionally, the in-vehicle terminal may also include a communication device and a display device for communication functions. It will be understood by those skilled in the art that the above structural description is only illustrative and does not limit the structure of the in-vehicle terminal. For example, the in-vehicle terminal may also include more or fewer components than those described in the above structural description, or have a configuration different from that described in the above structural description.

[0028] The processor may include one or more processing units. For example, the processor may include a central processing unit (CPU), a graphics processing unit (GPU), a digital signal processing (DSP) chip, a microcontroller unit (MCU), a field-programmable gate array (FPGA), a neural-network processing unit (NPU), a tensor processing unit (TPU), an artificial intelligence (AI) type processor, and the like. Among them, different processing units may be independent components or integrated into one or more processors. In some instances, the electronic device may also include one or more processors.

[0029] The memory can be used to store computer programs, such as a computer program corresponding to the vehicle fault handling method in the embodiment of the present disclosure. The processor implements the vehicle fault handling method by running the computer program stored in the memory. The memory may include a high-speed random access memory and may also include a non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some examples, the memory may further include a memory remotely located relative to the processor, and these remote memories may be connected to the electronic device via a grid. Examples of the above-mentioned grid include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0030] The communication device is used to receive or send data via a grid. Specific examples of the aforementioned grid may include a wireless grid provided by a communication provider of the mobile terminal. In one example, the communication device includes a grid adapter (network interface controller, NIC), which can be connected to other grid devices via a base station to communicate with the Internet. In one example, the communication device can be a radio frequency (RF) module, which is used to communicate with the Internet wirelessly. In some embodiments of the present solution, the communication device is used to connect to mobile devices such as mobile phones and tablets, and can send instructions to the vehicle-mounted terminal via the mobile device.

[0031] The display device may be a touchscreen liquid crystal display (LCD) or a touch display (also referred to as a "touch screen" or "touch display"). The LCD may enable a user to interact with the user interface of the vehicle-mounted terminal. In some embodiments, the vehicle-mounted terminal may include a graphical user interface (GUI), and the user may interact with the GUI through finger contacts and / or gestures on the touch-sensitive surface. The human-computer interaction function may include a vehicle gear shifting function, and the executable instructions for executing the human-computer interaction function may be configured / stored in a computer program product or a readable storage medium executable by one or more processors.

[0032] FIG1 is a flow chart of a method for handling a vehicle failure according to one embodiment of the present disclosure. As shown in FIG1 , the method includes the following steps:

[0033] Step S102 : obtaining the vehicle speed signal value and the communication status of the vehicle electronic stability system.

[0034] Optionally, as shown in FIG2 , the execution subject of this embodiment is a vehicle fault handling system. It should be noted that other electronic devices and processors may also serve as execution subjects, and no further limitations are given here.

[0035] In the technical solution provided in the above step S102 of the present disclosure, the body electronic stability system in the vehicle fault handling system can collect vehicle speed sensor information and wheel speed sensor information to calculate the vehicle speed signal, and can also send the vehicle speed signal to the vehicle controller to identify the communication status of the body electronic stability system.

[0036] Specifically, the electronic stability system is a vehicle dynamic stability control system that can determine whether the vehicle has potential risk of loss of control by sensing the vehicle's dynamic state, including lateral acceleration, steering angle, vehicle speed, etc., as well as vehicle-related environmental information such as road conditions, and achieve dynamic stability control of the vehicle by controlling the vehicle's braking system, engine power output, etc.

[0037] Step S104 , in response to the vehicle speed signal value being outside a first preset range or the communication status being a faulty state, obtaining a speed signal value of a rear axle drive motor of the vehicle and a communication status of a rear axle drive motor controller.

[0038] In the technical solution provided in the above step S104 of the present disclosure, when the vehicle speed signal value collected by the vehicle fault handling system is outside the first preset range, that is, the vehicle speed signal is invalid, or the vehicle body electronic stability system is in a communication fault state, the vehicle fault handling system can obtain the speed signal value of the vehicle's rear axle drive motor and the communication status of the rear axle drive motor controller (MCU1).

[0039] Specifically, the invalid state of the above-mentioned vehicle speed signal value indicates that both the vehicle speed sensor and the wheel speed sensor are in a faulty state. Therefore, the vehicle speed signal can be set to an invalid value and sent to the vehicle controller through the CAN bus. The vehicle controller receives the vehicle speed signal and identifies whether there is a communication failure in the vehicle electronic stability system.

[0040] Specifically, the invalid state of the vehicle speed signal value is that the vehicle speed signal value is outside the first preset range. The first preset range is an empirical value range. In actual working conditions, it is set by technicians according to their own working condition adaptability.

[0041] Specifically, the vehicle body electronic stability system being in a communication failure state may include many situations, such as: invalid signal value, checksum, livecounter, timeout, busoff, gateway node loss, etc., which are not specifically limited here.

[0042] A checksum is a technique used to verify data integrity. It calculates a fixed-length checksum value on the data and then sends or stores it with the original data. The receiver can verify the integrity of the data by recalculating the checksum and comparing it with the received checksum. If the two checksums are equal, the data has not been tampered with or damaged.

[0043] Livecounter is a "real-time counter" that can be used to record and display the count or statistical results of real-time data. It can verify data integrity by comparing the amount of data transmitted by the sender and receiver.

[0044] Timeout means that an operation is interrupted or canceled because it does not receive a response or complete within a certain period of time.

[0045] The fault indicated by Busoff is a fault in the CAN transmission bus, which causes problems in transmitting data.

[0046] The loss of a gateway node will affect the normal operation of the network and data transmission.

[0047] Step S106 , in response to the rear axle drive motor speed signal value being within a second preset range and the communication status of the rear axle drive motor controller being in a non-fault state, determining a first vehicle speed signal value according to the rear axle drive motor speed signal value.

[0048] In the technical solution provided in the above step S106 of the present disclosure, when the speed signal value of the rear axle drive motor collected by the vehicle fault handling system is within the second preset range (that is, the speed signal value of the rear axle drive motor is a valid value), and the communication status of the rear axle drive motor controller is not a fault state, the first vehicle speed signal value can be calculated according to the speed signal value of the rear axle drive motor, that is, the first vehicle speed signal value is used as the replacement vehicle speed signal value of the current vehicle.

[0049] Specifically, the valid state of the speed signal value of the above-mentioned rear axle drive motor is that the vehicle speed signal value is within the second preset range. The above-mentioned second preset range is an empirical value range. In actual working conditions, it is set by technical personnel according to their own working condition adaptability.

[0050] Specifically, when the vehicle speed signal fails, the speed value of the rear axle drive motor is preferentially used to calculate the vehicle speed signal value instead. At this time, the vehicle can travel normally without the need for an alarm.

[0051] Specifically, the formula for calculating the vehicle's alternative speed signal value (i.e., the first speed signal value) is as follows:

[0052] Where n is the motor speed in rpm; v is the vehicle speed in km / h; i is the transmission ratio; and r is the rolling radius of the drive wheel in meters.

[0053] Step S108: Control the vehicle to travel according to the first vehicle speed signal value.

[0054] In the technical solution provided in the above step S108 of the present disclosure, after calculating the first vehicle speed signal value, the vehicle fault system uses the first vehicle speed signal value as the replacement vehicle speed signal value and controls the vehicle to travel according to the first vehicle speed signal value.

[0055] From the above steps S102 to S108, it can be learned that in the present disclosure, as shown in Figures 3 and 4, the vehicle speed signal value and the communication status of the vehicle body electronic stability system are obtained; in response to the vehicle speed signal value being outside the first preset range or the communication status being a fault state, the speed signal value of the rear axle drive motor of the vehicle and the communication status of the rear axle drive motor controller are obtained; in response to the speed signal value of the rear axle drive motor being within the second preset range and the communication status of the rear axle drive motor controller being a non-fault state, the purpose of determining the first vehicle speed signal value according to the speed signal value of the rear axle drive motor is achieved, thereby achieving the technical effect of controlling the vehicle driving according to the first vehicle speed signal value, and further solving the technical problem in the related art that when the vehicle speed signal fails, the safe driving of the vehicle cannot be guaranteed.

[0056] The above method of this embodiment is further described in detail below.

[0057] As an optional embodiment, in response to the speed signal value of the rear axle drive motor being outside a second preset range and the communication status of the rear axle drive motor controller being a fault state, a second vehicle speed signal value is determined; and vehicle driving is controlled according to the second vehicle speed signal value.

[0058] In this embodiment, when the speed signal value of the rear axle drive motor is outside the second preset range (that is, the speed signal value of the rear axle drive motor is an invalid value) and the communication status of the rear axle drive motor controller is in a fault state, the speed signal value of the front axle drive motor and the communication status of the front axle drive motor controller should also be obtained. When the speed signal value of the front axle drive motor is also an invalid value and the communication status of the front axle drive motor controller is also in a fault state, it indicates that all signals that can indirectly calculate the vehicle speed are confirmed to be invalid. At this time, all functional modules of the vehicle controller can replace the vehicle speed value according to the safest state to ensure that the vehicle enters a safe parking mode.

[0059] Specifically, when it is confirmed that all signals that can indirectly calculate the vehicle speed have failed, it indicates that the vehicle cannot drive normally, so the instrument will issue a serious alarm to warn the driver to stop driving to ensure the driver's safety.

[0060] Specifically, when it is confirmed that all signals that can indirectly calculate the vehicle speed are invalid, each functional module of the vehicle controller can replace the vehicle speed value according to the safest state. That is, different functional modules adopt different vehicle speed signal values ​​as replacement vehicle speed signal values ​​according to their own needs. The following are examples of some functional modules:

[0061] (1) For the driver's required torque calculation function module, under the same conditions such as the accelerator pedal opening, the greater the vehicle speed, the smaller the required torque. Therefore, when all vehicle speed-related signals fail, the function module will use the maximum vehicle speed value as the vehicle speed signal substitute value.

[0062] (2) For the high-voltage power management module, when the vehicle high voltage is powered off, the vehicle speed signal must be taken into consideration. The high-voltage relay can only be cut off when the vehicle speed signal is lower than a certain value to prevent the high-voltage relay from being damaged by load cutting when the motor speed is too high. Therefore, if the vehicle speed is replaced by 0km / h, it is easy to cut off the load. If the vehicle speed is replaced by the maximum value at this time, the high-voltage power-off condition is not met all the time, and it needs to be disconnected after a timeout judgment (which takes a long time). Therefore, when all vehicle speed-related signals fail, the functional module uses the effective value of the vehicle speed at the previous moment as the starting point, and gradually decreases to 0km / h according to a certain slope to ensure that the high-voltage relay can be cut off at a reasonable time at different vehicle speeds.

[0063] (3) For the creep control module, when the vehicle speed is replaced with a higher or lower speed, unnecessary negative torque or positive torque will be applied to maintain the creep speed. Therefore, when a speed-related signal fails, the functional module uses the creep stable speed (generally 5 km / h) as the speed signal substitute value.

[0064] As an optional embodiment, in response to the vehicle speed signal value being outside a first preset range or the communication status being a fault state, it is determined whether the vehicle's disconnecting device is in a disconnected state; in response to the disconnecting device being in a disconnected state, the speed signal value of the rear axle drive motor and the communication status of the rear axle drive motor controller are obtained.

[0065] In this embodiment, in response to the vehicle speed signal value being outside a first preset range or the communication status being a fault state, obtaining the speed signal value of the vehicle's rear axle drive motor and the communication status of the rear axle drive motor controller includes the following steps: when the vehicle speed signal value is outside the first preset range (that is, the vehicle speed signal value is an invalid value) or the communication status is a fault state, the vehicle fault handling system determines the vehicle's disconnect device status at this time. When the disconnect device is in the disconnected state, the speed signal value of the rear axle drive motor and the communication status of the rear axle drive motor controller can be obtained at this time to calculate the first vehicle speed signal value as a replacement for the vehicle speed signal value.

[0066] As an optional embodiment, in response to the speed signal value of the rear axle drive motor being within a second preset range and the communication status of the rear axle drive motor controller being in a non-fault state, the speed signal value of the vehicle's front axle drive motor and the communication status of the front axle drive motor controller are obtained; in response to the speed signal value of the front axle drive motor being within a third preset range and the communication status of the front axle drive motor controller being in a non-fault state, a third vehicle speed signal value is determined based on the speed signal value of the front axle drive motor; and a fourth vehicle speed signal value is determined based on the third vehicle speed signal value and the first vehicle speed signal value.

[0067] In this embodiment, in response to the speed signal value of the rear axle drive motor being within a second preset range and the communication status of the rear axle drive motor controller being in a non-fault state, determining the current vehicle speed signal value as a first vehicle speed signal value based on the speed signal value of the rear axle drive motor includes the following steps: when the speed signal value of the rear axle drive motor is within the second preset range (i.e., the speed signal value of the rear axle drive motor is an invalid value) and the communication status of the rear axle drive motor controller is in a non-fault state, the vehicle fault processing system should further determine whether the speed signal value of the front axle drive motor is within a third preset range and whether the communication status of the front axle drive motor controller is in a non-fault state; when it is determined that the speed signal value of the front axle drive motor is within the third preset range and the communication status of the front axle drive motor controller is in a non-fault state, in addition to determining the first vehicle speed signal value based on the speed signal value of the rear axle drive motor, a third vehicle speed signal value may also be determined based on the speed signal value of the front axle drive motor to verify the accuracy of the vehicle speed signal value; and then a final fourth vehicle speed signal value is determined based on the third vehicle speed signal value and the first vehicle speed signal value.

[0068] Optionally, after determining that the speed signal value of the front axle drive motor is within a third preset range and the communication status of the front axle drive motor controller is in a non-fault state, the vehicle fault handling system should also determine whether the disconnect device is in a non-fault state, whether there is a communication fault in the clutch control unit (EDD), and whether the disconnect device closes the front axle drive motor to participate in the driving conditions. When the conditions are met: the disconnect device has no fault, the clutch control unit (EDD) does not have a communication fault, and the disconnect device closes the front axle drive motor to participate in the driving conditions, the vehicle fault handling system can determine the replacement vehicle speed signal value based on the speed signal value of the front axle drive motor.

[0069] As an optional implementation, the difference between the third vehicle speed signal value and the first vehicle speed signal value is calculated; in response to the difference being less than the target preset value, the first vehicle speed signal value is determined to be the fourth vehicle speed signal value; in response to the difference being greater than the target preset value, the third vehicle speed signal value and the first vehicle speed signal value are compared; in response to the third vehicle speed signal value being greater than the first vehicle speed signal value, the third vehicle speed signal value is determined to be the fourth vehicle speed signal value.

[0070] In this embodiment, determining the fourth vehicle speed signal value based on the third vehicle speed signal value and the first vehicle speed signal value includes the following steps: calculating the difference between the vehicle speed signal value calculated based on the speed signal value of the rear axle drive motor and the vehicle speed signal value calculated based on the speed signal value of the front axle drive motor, and then comparing the difference with the target preset value; when the difference is greater than the target preset value, then comparing the third vehicle speed signal value with the first vehicle speed signal value; when the third vehicle speed signal value is greater than the first vehicle speed signal value, determining the third vehicle speed signal value as the fourth vehicle speed signal value.

[0071] Optionally, the difference is compared with a target preset value. When the difference is less than the target preset value, the vehicle speed signal value (i.e., the first vehicle speed signal value) calculated from the speed signal value of the rear axle drive motor is determined to be the fourth vehicle speed signal value, wherein the comparison formula between the difference and the target preset value is as follows: ||V1|-|V2||≤A, and the duration ≥b seconds

[0072] Among them, A can be dynamically adjusted according to the speed accuracy and signal resolution of the two drive motors, and b can ensure that unstable fault signals are filtered out to prevent false triggering and inconsistent verification, which will lead to escalation of fault processing and degrade the driving experience. The value of b is an empirical value, generally 3 to 5s.

[0073] Specifically, when it is determined that the larger signal value between the third vehicle speed signal value and the first vehicle speed signal value replaces the vehicle speed signal value, the vehicle fault handling system should control the vehicle to limp at a limited speed (the vehicle speed can be a fixed value or can be divided into levels according to the impact on the function), and the instrument will issue a slight alarm.

[0074] Optionally, the above vehicle speed is a fixed value and is set by those skilled in the art based on experience.

[0075] Optionally, the above target preset value is an empirical value, which is set by those skilled in the art according to actual working conditions, and the general value range is 8 to 12 km / h.

[0076] As an optional implementation manner, in response to the third vehicle speed signal value being smaller than the first vehicle speed signal value, the first vehicle speed signal value is determined to be the fourth vehicle speed signal value.

[0077] In this embodiment, when the third vehicle speed signal value is less than the first vehicle speed signal value, the first vehicle speed signal value is determined as the fourth vehicle speed signal value, that is, the third vehicle speed signal value is compared with the first vehicle speed signal value, and then the larger vehicle speed signal value is selected as the fourth vehicle speed signal value.

[0078] As an optional implementation, in response to the front axle drive motor speed signal value being outside a third preset range and the communication status of the front axle drive motor controller being a fault state, the current vehicle speed signal value is determined to be the first vehicle speed signal value.

[0079] In this embodiment, when the speed signal value of the front axle drive motor is outside the third preset range (i.e., the speed signal value of the front axle drive motor is invalid) and the communication status of the front axle drive motor controller is a fault state, there is no need to verify the alternative vehicle speed signal value, and the current vehicle speed value is directly determined to be the first vehicle speed signal value (i.e., the alternative vehicle speed signal value calculated by the speed signal value of the rear axle drive motor). At this time, the vehicle fault handling system controls the vehicle to limit the speed and limp, and the instrument gives a slight alarm.

[0080] It is worth noting that the severity of fault handling is divided into three levels: (1) the vehicle cannot be driven and the instrument gives a serious alarm; (2) the vehicle is limping at a speed limit and the instrument gives a minor alarm; (3) the vehicle adopts an alternative speed value, the vehicle is driving normally, and the instrument has no faults. When the fault level is upgraded from a low level to a high level, the alarm level can be continuously upgraded. However, when the fault level is restored from a high level fault to a low level fault, the fault level cannot be restored in the current driving cycle until the next driving cycle begins to identify that the fault has actually been restored.

[0081] Through the description of the above embodiments, those skilled in the art can clearly understand that the method according to the above embodiment can be implemented by means of software plus the necessary general hardware platform, and of course it can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present disclosure, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk), and includes a number of instructions for enabling a terminal device (which can be a mobile phone, computer, server, or grid device, etc.) to execute the methods of the various embodiments of the present disclosure.

[0082] This embodiment also provides a vehicle fault processing device for implementing the above-mentioned embodiments and preferred embodiments. Details already described will not be repeated. As used below, the term "module" may refer to a combination of software and / or hardware that implements a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, implementation using hardware, or a combination of software and hardware, is also possible and contemplated.

[0083] FIG5 is a structural block diagram of a vehicle fault processing device 500 according to one embodiment of the present disclosure. As shown in FIG5 , the device includes: a first acquisition module 501 , a second acquisition module 502 , a first determination module 503 and a first control module 504 .

[0084] A first acquisition module 501 is configured to acquire a vehicle speed signal value and a communication status of a vehicle electronic stability system;

[0085] A second acquisition module 502 is configured to acquire a speed signal value of a rear axle drive motor of the vehicle and a communication status of a rear axle drive motor controller in response to the vehicle speed signal value being outside a first preset range or the communication status being a fault state;

[0086] a first determining module 503 configured to determine a first vehicle speed signal value based on the speed signal value of the rear axle drive motor in response to the speed signal value of the rear axle drive motor being within a second preset range and the communication status of the rear axle drive motor controller being in a non-fault state;

[0087] The first control module 504 is configured to control the vehicle's travel according to the first vehicle speed signal value.

[0088] Optionally, the vehicle fault processing device 500 also includes: a second determination module, which is configured to determine a second vehicle speed signal value in response to the speed signal value of the rear axle drive motor being outside a second preset range and the communication status of the rear axle drive motor controller being a fault state; and a second control module, which is configured to control the vehicle driving according to the second vehicle speed signal value.

[0089] Optionally, the second acquisition module 502 includes: a first determination unit, configured to determine whether the vehicle's disconnecting device is in a disconnected state in response to the vehicle speed signal value being outside a first preset range or the communication status being in a fault state; a first acquisition unit, configured to obtain the speed signal value of the rear axle drive motor and the communication status of the rear axle drive motor controller in response to the disconnecting device being in a disconnected state.

[0090] Optionally, the first determination module 503 includes: a second acquisition unit, configured to obtain the speed signal value of the front axle drive motor and the communication status of the front axle drive motor controller of the vehicle in response to the speed signal value of the rear axle drive motor being within a second preset range and the communication status of the rear axle drive motor controller being in a non-fault state; a second determination unit, configured to determine a third vehicle speed signal value according to the speed signal value of the front axle drive motor in response to the speed signal value of the front axle drive motor being within a third preset range and the communication status of the front axle drive motor controller being in a non-fault state; and a third determination unit, configured to determine a fourth vehicle speed signal value based on the third vehicle speed signal value and the first vehicle speed signal value.

[0091] Optionally, the third determination unit includes: a calculation subunit, configured to calculate the difference between the third vehicle speed signal value and the first vehicle speed signal value; a first determination subunit, configured to determine the first vehicle speed signal value as the fourth vehicle speed signal value in response to the difference being less than a target preset value; a comparison subunit, configured to compare the third vehicle speed signal value and the first vehicle speed signal value in response to the difference being greater than the target preset value; and a second determination subunit, configured to determine the third vehicle speed signal value as the fourth vehicle speed signal value in response to the third vehicle speed signal value being greater than the first vehicle speed signal value.

[0092] Optionally, the third determination unit further includes: a third determination subunit configured to determine the first vehicle speed signal value as a fourth vehicle speed signal value in response to the third vehicle speed signal value being smaller than the first vehicle speed signal value.

[0093] Optionally, the first determination module 503 also includes: a fourth determination unit, which is configured to determine that the current vehicle speed signal value is the first vehicle speed signal value in response to the speed signal value of the front axle drive motor being outside a third preset range and the communication status of the front axle drive motor controller being a fault state.

[0094] An embodiment of the present disclosure further provides a vehicle, comprising a memory and a processor, wherein the memory stores a computer program, and the processor is configured to run the computer program to execute the above-mentioned vehicle fault processing method.

[0095] Optionally, in this embodiment, the vehicle may be configured to store a computer program for performing the following steps:

[0096] Step S102, obtaining the vehicle speed signal value and the communication status of the vehicle electronic stability system;

[0097] Step S104 , in response to the vehicle speed signal value being outside a first preset range or the communication status being a faulty state, obtaining a speed signal value of a rear axle drive motor of the vehicle and a communication status of a rear axle drive motor controller;

[0098] Step S106 , in response to the speed signal value of the rear axle drive motor being within a second preset range and the communication status of the rear axle drive motor controller being in a non-fault state, determining a first vehicle speed signal value according to the speed signal value of the rear axle drive motor;

[0099] Step S108: Control the vehicle to travel according to the first vehicle speed signal value.

[0100] Optionally, specific examples in this embodiment may refer to the examples described in the above embodiments and optional implementation modes, and this embodiment will not be described in detail here.

[0101] In the above embodiments of the present disclosure, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0102] In some embodiments provided in the present disclosure, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only exemplary. For example, the division of units can be a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0103] Units described as separate components may or may not be physically separate, and components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple units. Some or all of the units may be selected to achieve the purpose of the present embodiment according to actual needs.

[0104] In addition, the functional units in the various embodiments of the present disclosure may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0105] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present disclosure is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for enabling a computer device (which can be a personal computer, a server or a grid device, etc.) to execute all or part of the steps of the various embodiments of the present disclosure. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a read-only memory (ROM), a random access memory (RAM), a mobile hard disk, a magnetic disk or an optical disk.

[0106] The above is only a preferred embodiment of the present disclosure. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present disclosure. These improvements and modifications should also be regarded as within the scope of protection of the present disclosure.

Claims

1. A method for handling a vehicle failure, the vehicle comprising: Vehicle electronic stability system, the method comprising: Acquiring a vehicle speed signal value of the vehicle and a communication status of the vehicle body electronic stability system; In response to the vehicle speed signal value being outside a first preset range or the communication state being a fault state, acquiring a speed signal value of a rear axle drive motor of the vehicle and a communication state of a rear axle drive motor controller; In response to the speed signal value of the rear axle drive motor being within a second preset range and the communication state of the rear axle drive motor controller being in a non-fault state, determining a first vehicle speed signal value according to the speed signal value of the rear axle drive motor; The vehicle is controlled to travel according to the first vehicle speed signal value.

2. The method for handling vehicle failure according to claim 1, wherein: The method further comprises: In response to the speed signal value of the rear axle drive motor being outside a second preset range and the communication state of the rear axle drive motor controller being a fault state, determining a second vehicle speed signal value; The vehicle is controlled to travel according to the second vehicle speed signal value.

3. The method for handling vehicle failure according to claim 1, wherein: In response to the vehicle speed signal value being outside a first preset range or the communication state being a fault state, obtaining a speed signal value of a rear axle drive motor of the vehicle and a communication state of a rear axle drive motor controller includes: In response to the vehicle speed signal value being outside a first preset range or the communication state being a fault state, determining whether a disconnect device of the vehicle is in a disconnect state; In response to the disconnecting device being in the disconnecting state, a speed signal value of the rear axle drive motor and a communication state of the rear axle drive motor controller are acquired.

4. The method for handling vehicle failure according to claim 1, wherein: In response to the speed signal value of the rear axle drive motor being within a second preset range and the communication state of the rear axle drive motor controller being a non-fault state, determining the current vehicle speed signal value as a first vehicle speed signal value according to the speed signal value of the rear axle drive motor includes: In response to the speed signal value of the rear axle drive motor being within a second preset range and the communication state of the rear axle drive motor controller being in a non-fault state, acquiring the speed signal value of the front axle drive motor of the vehicle and the communication state of the front axle drive motor controller; In response to the speed signal value of the front axle drive motor being within a third preset range and the communication state of the front axle drive motor controller being in a non-fault state, determining a third vehicle speed signal value according to the speed signal value of the front axle drive motor; A fourth vehicle speed signal value is determined according to the third vehicle speed signal value and the first vehicle speed signal value.

5. The method for handling vehicle failure according to claim 4, wherein: Determining a fourth vehicle speed signal value according to the third vehicle speed signal value and the first vehicle speed signal value comprises: calculating a difference between the third vehicle speed signal value and the first vehicle speed signal value; In response to the difference being less than a target preset value, determining the first vehicle speed signal value to be the fourth vehicle speed signal value; In response to the difference being greater than a target preset value, comparing the third vehicle speed signal value with the first vehicle speed signal value; In response to the third vehicle speed signal value being greater than the first vehicle speed signal value, the third vehicle speed signal value is determined to be the fourth vehicle speed signal value.

6. The method for handling vehicle failure according to claim 5, wherein: The method further comprises: In response to the third vehicle speed signal value being less than the first vehicle speed signal value, the first vehicle speed signal value is determined to be the fourth vehicle speed signal value.

7. The method for handling vehicle failure according to claim 4, wherein: The method further comprises: In response to the rotation speed signal value of the front axle drive motor being outside a third preset range and the communication state of the front axle drive motor controller being a fault state, determining that the current vehicle speed signal value is a first vehicle speed signal value.

8. A vehicle fault processing device, the vehicle comprising: A vehicle body electronic stability system, the device comprising: A first acquisition module is configured to acquire a vehicle speed signal value of the vehicle and a communication state of the vehicle body electronic stability system; a second acquisition module, configured to acquire a speed signal value of a rear axle drive motor of the vehicle and a communication status of a rear axle drive motor controller in response to the vehicle speed signal value being outside a first preset range or the communication status being a fault state; The first determining module is configured to respond to the speed signal value of the rear axle drive motor being within a second preset range and the communication state of the rear axle drive motor controller being a non-fault state, according to the rear axle The first control module is configured to control the vehicle driving according to the first vehicle speed signal value.

9. A vehicle, comprising a memory and a processor, wherein the memory stores a computer program, and the processor is configured to run the computer program to execute the vehicle fault processing method as claimed in any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored therein, wherein: The computer program is configured to execute the vehicle fault processing method described in any one of claims 1 to 7 when running on a computer or a processor.

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