Internal fault diagnosis method and apparatus, electronic device, and vehicle

Abstract

An internal fault diagnosis method, comprising: determining an actual acceleration signal of a yaw velocity sensor; in response to determining that the actual acceleration signal does not exceed a preset acceleration measurement range, obtaining a wheel speed signal of a target wheel and a rotating angle signal of a steering wheel; on the basis of the wheel speed signal and the rotating angle signal, determining a calculated acceleration signal, and determining an acceleration difference between the calculated acceleration signal and the actual acceleration signal; in response to determining that the acceleration difference does not exceed a preset standard value, determining that an airbag control unit does not have an internal fault, and on the basis of a preset time interval, performing internal fault re-diagnosis; in response to the acceleration difference exceeding the standard value, performing continuous detection verification on the basis of a preset first detection frequency; and when the continuous detection verification does not succeed, determining that the airbag control unit has an internal fault, and turning on an airbag fault indicator. According to the method, the internal fault re-diagnosis can be performed on the basis of the preset time interval, so that missing detection of an internal fault of the airbag control unit during two adjacent power-on periods due to a single diagnosis is avoided. An internal fault diagnosis apparatus, an electronic device, and a vehicle are further comprised.

Description

Internal fault diagnosis method, device, electronic equipment and vehicle

[0001] This application claims priority to the patent application filed with the China Patent Office on September 4, 2023, with application number 202311134315.0 and patent application name “Internal Fault Diagnostic Method, Electronic Equipment and Vehicle”, all contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of vehicle technology, and in particular to a method, device, electronic equipment and vehicle for diagnosing internal faults. Background Art

[0003] With the annual growth in vehicle ownership and increasing car travel, collision safety is receiving increasing attention, with driver and passenger safety being particularly important. The airbag control unit (ABM) plays a crucial role in protecting vehicle occupant safety. A single inspection after the vehicle is powered on could result in an internal fault in the ABM between two power-ups, impacting the performance of the safety configuration. This could mean an ABM internal fault prevents the airbag from deploying, potentially causing casualties. Furthermore, because the fault is internal, a false alarm from a single inspection could illuminate the fault light and persist, requiring hardware replacement. Without a means to mitigate false alarms, this can lead to additional repair costs for users, increasing driving costs. False alarms can also cause the airbag fault light to remain on, placing a psychological burden on customers.

[0004] Summary of the Invention

[0005] In view of this, the purpose of this application is to provide a method, device, electronic equipment and vehicle for diagnosing internal faults, so as to avoid false alarms of internal faults of airbags.

[0006] Based on the above objectives, the first aspect of the present application provides a method for diagnosing an internal fault, comprising:

[0007] Determine the actual acceleration signal of the yaw angular rate sensor;

[0008] In response to determining that the actual acceleration signal does not exceed a preset acceleration range, acquiring a wheel speed signal of the target wheel and a steering wheel angle signal;

[0009] Determining a calculated acceleration signal according to the wheel speed signal and the rotation angle signal, and determining an acceleration difference value between the calculated acceleration signal and the actual acceleration signal;

[0010] In response to determining that the acceleration difference value does not exceed a preset standard value, determining that no internal fault occurs in the airbag control unit, and re-diagnosing the internal fault according to a preset time interval;

[0011] In response to the acceleration difference value exceeding the standard value, continuous detection and verification are performed according to a preset first detection frequency. If the continuous detection and verification fails, it is determined that an internal fault occurs in the airbag control unit and the airbag fault light is turned on.

[0012] Optionally, performing continuous detection verification according to a preset first detection frequency includes:

[0013] performing multiple detections on the steering angle signal and the wheel speed signal according to a first detection frequency to obtain multiple acceleration difference values;

[0014] In response to an acceleration difference value exceeding a standard value among the plurality of acceleration difference values, determining that the continuous detection verification has not been passed;

[0015] In response to the absence of an acceleration difference value exceeding a standard value among the plurality of acceleration difference values, it is determined that the continuous detection verification is passed.

[0016] Optionally, the internal fault diagnosis method further includes:

[0017] If the continuous detection verification is passed, the new actual acceleration signal and the new calculated acceleration signal are determined;

[0018] Calculating a new acceleration difference value between the new acceleration signal and the new actual acceleration signal;

[0019] The diagnosis ends when it is determined that the new acceleration difference value does not exceed the standard value and that there is no internal fault in the airbag control unit.

[0020] Optionally, the internal fault diagnosis method further includes:

[0021] In response to the actual acceleration signal exceeding a preset acceleration range, performing multiple detections of the actual acceleration signal according to a preset second detection frequency;

[0022] In response to the presence of an actual acceleration signal greater than the acceleration range in multiple detections, determining that an internal fault occurs in the airbag control unit and lighting an airbag fault lamp;

[0023] In response to the absence of an actual acceleration signal greater than the acceleration range in multiple detections, a new actual acceleration signal is determined until the new actual acceleration signal does not exceed the acceleration range, and a new wheel speed signal of the target wheel and a new steering wheel angle signal are obtained.

[0024] Optionally, determining an actual acceleration signal of a yaw angular rate sensor includes:

[0025] Determine the measurement reference plane parallel to the road surface;

[0026] A first acceleration signal in the vehicle's driving direction and a second acceleration signal perpendicular to the vehicle's driving direction are acquired within a measurement reference plane; wherein the actual acceleration signal includes the first acceleration signal and the second acceleration signal.

[0027] Optionally, determining whether the actual acceleration signal exceeds a preset acceleration range includes:

[0028] In response to the first acceleration signal being greater than the acceleration range, and / or the second acceleration signal being greater than the acceleration range, determining that the actual acceleration signal exceeds the acceleration range;

[0029] In response to the first acceleration signal being less than or equal to the acceleration range and the second acceleration signal being less than or equal to the acceleration range, it is determined that the actual acceleration signal does not exceed the acceleration range.

[0030] Optionally, determining a calculated acceleration signal according to the wheel speed signal and the rotation angle signal, and determining an acceleration difference value between the calculated acceleration signal and the actual acceleration signal, includes:

[0031] Determining a first calculated acceleration signal of the vehicle's driving direction and a second calculated acceleration signal perpendicular to the vehicle's driving direction according to the wheel speed signal and the steering angle signal; wherein the calculated acceleration signal includes the first calculated acceleration signal and the second calculated acceleration signal;

[0032] calculating a first acceleration difference value between the first acceleration and the first calculated acceleration;

[0033] calculating a second acceleration difference value between the second acceleration and the second calculated acceleration;

[0034] The acceleration difference value includes a first acceleration difference value and a second acceleration difference value.

[0035] Optionally, determining a first calculated acceleration signal of the vehicle's driving direction and a second calculated acceleration signal perpendicular to the vehicle's driving direction based on the wheel speed signal and the steering angle signal includes:

[0036] Determine the total acceleration based on the wheel speed signal;

[0037] Determine the acceleration direction of the total acceleration based on the steering wheel angle;

[0038] A first calculated acceleration signal in the vehicle's traveling direction and a second calculated acceleration signal perpendicular to the vehicle's traveling direction are determined according to the acceleration direction and the total acceleration.

[0039] Optionally, calculating a first acceleration difference value between the first acceleration and the first calculated acceleration includes:

[0040] A differential acceleration between the first acceleration and the first calculated acceleration is determined, and a local value of the differential acceleration is determined as a first acceleration difference value.

[0041] Optionally, determining a first calculated acceleration signal of the vehicle's traveling direction and a second calculated acceleration signal perpendicular to the vehicle's traveling direction according to the acceleration direction and the total acceleration includes:

[0042] determining a first component angle between the acceleration direction and the vehicle's direction of travel;

[0043] determining a second component angle between the acceleration direction and the perpendicular travel direction;

[0044] determining a first calculated acceleration signal as a product of the total acceleration and the cosine of the first component angle;

[0045] The product of the total acceleration and the cosine of the second component angle is determined as a second calculated acceleration signal.

[0046] Optionally, determining whether the acceleration difference value exceeds a preset standard value includes:

[0047] In response to the first acceleration difference value being greater than the standard value, and / or the second acceleration difference value being greater than the standard value, determining that the acceleration difference value exceeds the standard value;

[0048] In response to the first acceleration difference value being less than or equal to the standard value and the second acceleration difference value being less than or equal to the standard value, it is determined that the acceleration difference value does not exceed the standard value.

[0049] Optionally, the target wheel is a driving wheel.

[0050] A second aspect of the present application provides an internal fault diagnosis device, comprising: a processor, wherein the processor is configured to execute the following program modules stored in a memory:

[0051] The actual measurement module is configured to: determine an actual acceleration signal of the yaw angular velocity sensor;

[0052] a verification information acquisition module configured to: in response to determining that the actual acceleration signal does not exceed a preset acceleration range, acquire a wheel speed signal of a target wheel and a steering wheel angle signal;

[0053] a signal calculation module configured to: determine a calculated acceleration signal according to the wheel speed signal and the rotation angle signal, and determine an acceleration difference value between the calculated acceleration signal and an actual acceleration signal;

[0054] a signal verification module configured to: in response to determining that the acceleration difference value does not exceed a preset standard value, determine that no internal fault occurs in the airbag control unit, and re-diagnose the internal fault according to a preset time interval;

[0055] The fault judgment module is configured to: in response to the acceleration difference value exceeding the standard value, perform continuous detection and verification according to a preset first detection frequency; if the continuous detection and verification fails, determine that an internal fault occurs in the airbag control unit and light up the airbag fault light.

[0056] The third aspect of the present application provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, the method described in the first aspect of the present application is implemented.

[0057] A fourth aspect of the present application provides a vehicle comprising the electronic device provided in the second aspect of the present application.

[0058] As can be seen from the foregoing, the internal fault diagnosis method, device, electronic device, and vehicle provided by the present application can determine the actual acceleration signal of the yaw angular rate sensor. After determining that the actual acceleration signal does not exceed a preset acceleration range, it is preliminarily determined that the airbag control unit has not experienced an internal fault. The wheel speed signal of the target wheel and the steering wheel angle signal are then acquired, and a calculated acceleration signal is determined based on the wheel speed signal and the steering wheel angle signal. The acceleration difference between the calculated acceleration signal and the actual acceleration signal is determined. If the acceleration difference does not exceed a preset standard value, it is finally determined that the airbag control unit has not experienced an internal fault. The internal fault can be re-diagnosed at preset time intervals to avoid missing an internal fault in the airbag control unit between two consecutive power-on cycles due to a single diagnosis. The presence of an internal fault is further verified by comparing the actual acceleration signal with the calculated acceleration signal, thereby improving the accuracy of fault diagnosis. When the acceleration difference exceeds the standard value, continuous detection and verification are performed at a preset first detection frequency. If the continuous detection and verification fails, an internal fault is determined to have occurred in the airbag control unit, and the airbag fault indicator is illuminated. The scheme of continuous multiple tests is used to eliminate the possibility of excessive acceleration or distortion caused by vibrations caused by seat assembly or other abnormal vibrations, thus avoiding misjudgment. BRIEF DESCRIPTION OF THE DRAWINGS

[0059] FIG1a is a flow chart of a method for diagnosing an internal fault according to an embodiment of the present application;

[0060] FIG1b is a schematic diagram of the connection relationship of the control device according to an embodiment of the present application;

[0061] FIG2 is a flow chart of continuous detection and verification according to an embodiment of the present application;

[0062] FIG3 is a flow chart of a diagnostic method after continuous detection and verification according to an embodiment of the present application;

[0063] FIG4 is a flow chart of a diagnostic method after exceeding the acceleration range according to an embodiment of the present application;

[0064] FIG5 is a flow chart of determining an actual acceleration signal of a yaw rate sensor according to an embodiment of the present application;

[0065] FIG6 is a flow chart of determining that an actual acceleration signal does not exceed a preset acceleration range according to an embodiment of the present application;

[0066] FIG7 is a flow chart of calculating acceleration difference values ​​according to an embodiment of the present application;

[0067] FIG8 is a flow chart of an embodiment of the present application for determining that the acceleration difference value does not exceed a preset standard value;

[0068] FIG9 is a schematic structural diagram of an internal fault diagnosis device according to an embodiment of the present application;

[0069] FIG10 is a schematic structural diagram of an electronic device according to an embodiment of the present application;

[0070] FIG11 is a flow chart of another internal fault diagnosis method according to an embodiment of the present application. DETAILED DESCRIPTION

[0071] Based on the description of the above background technology, the following situations also exist in the related art:

[0072] The internal fault specifically refers to the acceleration signal of the yaw angular rate sensor in the airbag control unit exceeding the range.

[0073] In the prior art, internal fault diagnosis occurs within 6 seconds of vehicle power-up. The airbag control unit performs a self-test to determine if an internal fault has occurred. If an internal fault occurs, the airbag fault light illuminates and remains on. If no internal fault is detected at this time, the ABM will no longer detect an internal fault until the next power-up. If an internal fault occurs between power-ups, the performance of the safety configuration will be affected. This means that an internal fault in the ABM will prevent the airbag from deploying, potentially causing casualties. Furthermore, because the fault is internal, a false alarm that illuminates the fault light cannot be eliminated and requires hardware replacement. Therefore, the prior art lacks the means to reduce false alarms, which can easily lead to additional repair costs for users and increase driving costs. False alarms can also cause the airbag fault light to remain on, placing a psychological burden on customers.

[0074] The internal fault diagnosis method, device, electronic device, and vehicle provided by the embodiments of the present application can determine the actual acceleration signal of a yaw angular rate sensor. After determining that the actual acceleration signal does not exceed a preset acceleration range, it is preliminarily determined that the airbag control unit has not experienced an internal fault. The method then obtains the wheel speed signal of the target wheel and the steering wheel angle signal, and determines a calculated acceleration signal based on the wheel speed signal and the steering wheel angle signal. The acceleration difference between the calculated acceleration signal and the actual acceleration signal is determined. If the acceleration difference does not exceed a preset standard value, it is ultimately determined that the airbag control unit has not experienced an internal fault. The internal fault can be re-diagnosed at preset time intervals to avoid missing internal faults in the airbag control unit between two consecutive power-on cycles due to a single diagnosis. The presence of an internal fault is further verified by comparing the actual acceleration signal with the calculated acceleration signal, thereby improving the accuracy of fault diagnosis. If the acceleration difference exceeds the standard value, continuous detection and verification are performed at a preset first detection frequency. If the continuous detection and verification fails, an internal fault is determined to have occurred in the airbag control unit, and the airbag fault indicator is illuminated. The scheme of continuous multiple tests is used to eliminate the possibility of excessive acceleration or distortion caused by vibrations caused by seat assembly or other abnormal vibrations, thus avoiding misjudgment.

[0075] A power control method for a fuel cell according to an exemplary embodiment of the present application will be described below with reference to the accompanying drawings.

[0076] In some embodiments, as shown in FIG1a , vehicle 1 is equipped with a yaw rate sensor 2 for acquiring an actual acceleration signal of vehicle 1 and transmitting the actual acceleration signal to a connected vehicle control unit (VCU) 3. Also provided is a wheel speed sensor 9 connected to a target wheel 6 (i.e., a driving wheel) and the VCU 3. The wheel speed sensor 9 is configured to acquire the wheel speed of the corresponding target wheel 6, obtain a wheel speed signal, and transmit the acquired wheel speed signal to the VCU 3. Also equipped is a steering wheel angle sensor 7 connected to a steering wheel 8 and the VCU 3. The steering wheel angle sensor 7 acquires a steering wheel angle signal of the steering wheel 8 and transmits the steering wheel angle signal to the VCU 3. After acquiring the detection signal from the corresponding sensor, the VCU 3 performs an internal fault diagnosis method to determine whether the connected airbag control unit 4 has an internal fault. If an internal fault occurs in the airbag control unit 4, the airbag fault indicator 5 is illuminated to alert the user of the airbag fault.

[0077] In some embodiments, as shown in FIG1b , a method for diagnosing an internal fault, applied to a vehicle controller, includes:

[0078] Step 101: Determine the actual acceleration signal of the yaw angular rate sensor.

[0079] In practice, the yaw rate sensor can directly capture the vehicle's longitudinal acceleration a1 in the direction of travel, the lateral acceleration b1 parallel to the ground and perpendicular to the direction of travel, and even the vertical acceleration z1 perpendicular to the road surface. Since all three accelerations are directly measured, they can be preliminarily considered the vehicle's actual acceleration signal. It should be noted that vertical acceleration generally varies significantly depending on road conditions, and the instantaneous vertical acceleration can be very high. Therefore, vertical acceleration is generally not used for airbag control unit fault diagnosis. In other words, the actual acceleration signal can include longitudinal acceleration a1, lateral acceleration b1, and vertical acceleration z1, or longitudinal acceleration a1 and lateral acceleration b1.

[0080] Furthermore, the vehicle's yaw angular velocity can also be measured by a yaw angular velocity sensor. The components of the yaw angular velocity in three directions are used to represent the vehicle's roll degree (vehicle driving direction), pitch degree (parallel to the ground and perpendicular to the driving direction) and yaw degree (perpendicular to the ground direction).

[0081] Step 102: In response to determining that the actual acceleration signal does not exceed a preset acceleration range, a wheel speed signal of a target wheel and a steering wheel angle signal are acquired.

[0082] During specific implementation, the wheel speed signal of the corresponding target wheel can be obtained through the wheel speed sensor, and the steering wheel angle signal can be obtained through the steering wheel steering angle sensor. Since the internal fault specifically refers to the acceleration signal of the yaw angular velocity sensor in the airbag control unit exceeding the range, it is possible to judge whether the vehicle has an internal fault based on the preset acceleration range and the actual acceleration signal. For example, if the acceleration range is twice the acceleration of gravity, that is, the acceleration range = 2g, if the longitudinal acceleration a1 is less than 2g, the lateral acceleration b1 is less than 2g, and the vertical acceleration z1 is less than 2g (when the vertical acceleration is not selected, it is not necessary to compare the size relationship between the vertical acceleration and the acceleration range), then it can be determined that the actual acceleration signal does not exceed the preset acceleration range. It is then preliminarily determined that the airbag control unit has no internal fault.

[0083] Because false internal fault alarms that illuminate the fault light cannot be cleared, hardware replacement is required, which can lead to additional repair costs and increased driving costs. Furthermore, false alarms can cause the airbag fault light to illuminate permanently, creating a psychological burden for the user. Therefore, to ensure that the actual acceleration signal does not reflect the vehicle's true acceleration state, further verification of the actual acceleration signal measured by the yaw rate sensor is required. This involves obtaining the target wheel speed signal and steering wheel angle signal to generate a calculated acceleration signal for verification against the actual acceleration signal. The drive wheel is typically selected as the target wheel.

[0084] Step 103: Determine a calculated acceleration signal according to the wheel speed signal and the steering angle signal, and determine an acceleration difference value between the calculated acceleration signal and the actual acceleration signal.

[0085] In a specific implementation, after obtaining the target wheel speed signal and the steering wheel angle signal, the total acceleration can be calculated based on the target wheel speed signal, and the component angles of the total acceleration in each direction can be determined based on the steering wheel angle. The component of the total acceleration in the vehicle's direction of travel is the calculated longitudinal acceleration, and the component of the total acceleration in the direction parallel to the ground and perpendicular to the travel direction is the calculated lateral acceleration (this corresponds to the scenario of abandoning the use of vertical acceleration for fault diagnosis). In other words, calculating acceleration includes calculating lateral acceleration and calculating longitudinal acceleration.

[0086] The actual acceleration signal is verified by determining whether the absolute value of the acceleration difference between the actual acceleration signal and the calculated acceleration signal exceeds the standard. Therefore, after obtaining the calculated acceleration signal, the acceleration difference between the calculated acceleration signal and the actual acceleration signal is determined to achieve verification of the actual acceleration signal.

[0087] Step 104 : In response to determining that the acceleration difference value does not exceed the preset standard value, determine that no internal fault occurs in the airbag control unit, and re-diagnose the internal fault according to a preset time interval.

[0088] In specific implementations, the acceleration difference is compared with a preset standard value to determine whether its absolute value exceeds the standard. If the acceleration difference does not exceed (is less than or equal to) the preset standard, it indicates that the actual acceleration value and the calculated value are close, and the error between the actual and calculated values ​​does not exceed the standard. The actual acceleration signal is confirmed to have passed verification, and the possibility of misjudging an internal fault is low, preventing false alarms. Internal faults are then re-diagnosed at preset intervals. Real-time detection ensures that internal faults in the airbag control unit are not missed during vehicle power-up.

[0089] Step 105: In response to the acceleration difference value exceeding the standard value, continuous detection and verification are performed according to a preset first detection frequency. If the continuous detection and verification fails, it is determined that an internal fault occurs in the airbag control unit, and the airbag fault light is turned on.

[0090] In specific implementations, if the acceleration difference value exceeds (is greater than) a preset standard value, it indicates that the difference between the actual acceleration value and the calculated acceleration value is relatively large, and the error between the actual value and the calculated value has exceeded the standard. It is determined that the actual acceleration signal has failed verification, and there is a high possibility of an internal fault misdiagnosis, which may result in a false fault alarm. Therefore, continuous detection and verification are performed at a preset first detection frequency. For example, the target wheel speed signal and the steering wheel angle signal are acquired every 50 ms, and multiple new calculated acceleration signals are determined to obtain multiple new acceleration difference values. If any of the multiple acceleration difference values ​​exceed the standard value, it indicates that there is a low possibility of a misdiagnosis. It is determined that the continuous detection and verification has failed, and an internal fault has been determined in the airbag control unit. The airbag fault indicator is illuminated, prompting the user to perform timely maintenance to ensure that the airbag can be deployed smoothly when needed. If no acceleration difference value exceeds the standard value, it indicates that there is a high possibility of a misdiagnosis. It is determined that the continuous detection and verification has passed, and it is determined that there is no internal fault in the airbag control unit. The internal fault is re-diagnosed at preset time intervals to ensure that the fault diagnosis covers the entire power-on period and prevents any missed detections. The use of a continuous multiple-test solution can eliminate the possibility of excessive acceleration or distortion caused by vibrations caused by seat assembly or other abnormal vibrations, thus avoiding misjudgment.

[0091] In summary, the internal fault diagnosis method provided by the embodiments of the present application can determine the actual acceleration signal of the yaw angular rate sensor. After determining that the actual acceleration signal does not exceed a preset acceleration range, it is preliminarily determined that the airbag control unit has not experienced an internal fault. The wheel speed signal of the target wheel and the steering wheel angle signal are then acquired, and a calculated acceleration signal is determined based on the wheel speed signal and the steering wheel angle signal. The acceleration difference between the calculated acceleration signal and the actual acceleration signal is determined. If the acceleration difference does not exceed a preset standard value, it is ultimately determined that the airbag control unit has not experienced an internal fault. The internal fault can be re-diagnosed at preset time intervals to avoid missing internal faults in the airbag control unit between two consecutive power-on cycles due to a single diagnosis. By comparing the actual acceleration signal with the calculated acceleration signal, the presence of an internal fault is further verified, thereby improving the accuracy of fault diagnosis. If the acceleration difference exceeds the standard value, continuous detection verification is performed according to a preset first detection frequency. If the continuous detection verification fails, an internal fault is determined to have occurred in the airbag control unit, and the airbag fault indicator is illuminated. The use of a continuous multiple-test solution can eliminate the possibility of excessive acceleration or distortion caused by vibrations caused by seat assembly or other abnormal vibrations, thus avoiding misjudgment.

[0092] In some embodiments, as shown in FIG2 , performing continuous detection verification according to a preset first detection frequency includes:

[0093] Step 201: Detect the steering angle signal and the wheel speed signal multiple times according to a first detection frequency to obtain multiple acceleration difference values.

[0094] In specific implementation, for example, the first detection frequency can be to detect the steering angle signal and wheel speed signal once every 50 ms. This is because when continuous detection and verification are required, it means that the single verification of the actual acceleration signal has not passed, and there is a large difference between the actual acceleration and the calculated acceleration. This means that fault diagnosis based solely on the actual acceleration signal may result in misjudgment, and the fault signal appears nearby (within a similar time period). Therefore, by performing multiple consecutive detections, the fault signal that has just appeared can be detected as much as possible, thereby improving the accuracy of fault diagnosis.

[0095] Therefore, using a continuous multiple-test approach can eliminate excessive acceleration or distortion caused by vibrations from seat assembly or other abnormal vibrations, as these interference signals do not persist. Each test in a series of continuous tests generates a set of target wheel speed signals and steering wheel angle signals. Calculations based on these multiple sets of signals yield multiple acceleration difference values. Calculating multiple acceleration difference values ​​further improves fault diagnosis accuracy.

[0096] Step 202 : In response to an acceleration difference value exceeding a standard value among the plurality of acceleration difference values, determining that the continuous detection verification has not been passed.

[0097] In specific implementation, if there is an acceleration difference value that exceeds the standard value among multiple acceleration difference values, it means that the fault occurred during the single verification test is not an interference signal, but that there is indeed an internal fault in the airbag control unit. Therefore, it can be determined at this time that the continuous detection verification has not passed, and then it can be determined that the single verification is not a misjudgment, but that there is indeed an internal fault.

[0098] Step 203 : In response to the absence of an acceleration difference value exceeding a standard value among the plurality of acceleration difference values, determining that the continuous detection verification has been passed.

[0099] During specific implementation, if there is no acceleration difference value exceeding the standard value among multiple acceleration difference values, it means that the fault occurring during a single verification test may be an interference signal, and an internal fault in the airbag control unit may be a misjudgment. Therefore, at this time, it can be determined through continuous detection and verification that the single verification is not a misjudgment, and there is no real internal fault. Then, through multiple consecutive tests, the impact of acceleration exceeding the standard or distortion caused by vibration caused by seat assembly or other abnormal vibrations can be eliminated, thereby avoiding misjudgment.

[0100] In some embodiments, as shown in FIG3 , the internal fault diagnosis method further includes:

[0101] Step 301: If the continuous detection verification is passed, a new actual acceleration signal and a new calculated acceleration signal are determined.

[0102] During specific implementation, if the continuous detection verification is passed, it means that there is no internal fault in the airbag control unit in this round of detection, and the next round of detection can be carried out. Because even if the continuous detection verification is passed, there may be undetected faults, so it is necessary to continue to the next round of detection. After the next round of detection starts, the new actual acceleration signal and the new calculated acceleration signal can be determined for the new round of fault diagnosis.

[0103] Step 302: Calculate a new acceleration difference value between the new acceleration signal and the new actual acceleration signal.

[0104] In specific implementation, at the beginning of a new round of detection, after determining the new actual acceleration signal and the new calculated acceleration signal, a new acceleration difference value between the new acceleration signal and the new actual acceleration signal is further calculated for a new round of verification of the actual acceleration signal to ensure the accuracy of each round of diagnosis.

[0105] Step 303: The diagnosis ends until it is determined that the new acceleration difference value does not exceed the standard value and that the airbag control unit has no internal fault.

[0106] In specific implementation, if the new acceleration difference value exceeds the standard value again, continuous testing and verification are required. If the continuous testing and verification fails, an internal fault is determined. If the continuous testing and verification passes, the next round of testing is continued. Because even if the continuous testing and verification passes, there may be undetected faults, so the next round of testing is necessary. The diagnosis is terminated until it is determined that the new acceleration difference value does not exceed the standard value and that there is no internal fault in the airbag control unit. The fault diagnosis process is then repeated at preset intervals to cover the entire time the vehicle is powered on and avoid missed detections.

[0107] In some embodiments, as shown in FIG4 , the internal fault diagnosis method further includes:

[0108] Step 401 : In response to an actual acceleration signal exceeding a preset acceleration range, perform multiple detections of the actual acceleration signal according to a preset second detection frequency.

[0109] In specific implementation, if the actual acceleration signal exceeds (is greater than) the preset acceleration range, it means that the actual acceleration signal measured by the yaw angular velocity sensor in the ABM exceeds the range, and it can be preliminarily determined that an internal fault has occurred in the airbag control unit. However, in order to avoid economic losses caused by misjudgment, the actual acceleration signal is detected multiple times according to the preset second detection frequency, for example, the actual acceleration signal is acquired once every 40ms. Then, the multiple newly measured actual acceleration signals are evaluated according to the acceleration range to determine whether the vehicle has an internal fault. For example, if the acceleration range is twice the acceleration of gravity, that is, the acceleration range = 2g, if each newly measured actual acceleration satisfies the longitudinal acceleration a1 less than 2g and the lateral acceleration b1 less than 2g, it can be determined that the actual acceleration signal does not exceed the preset acceleration range, and then it is preliminarily determined that the airbag control unit has no internal fault. If there is a newly measured actual acceleration with a longitudinal acceleration a1 greater than or equal to 2g, and / or a lateral acceleration b1 greater than or equal to 2g, it indicates a high probability of a misjudgment. The actual acceleration signal can be determined to have exceeded the preset acceleration range, and the airbag control unit can then be determined to have experienced an internal fault. The airbag fault light will illuminate, prompting the user to perform prompt repairs to ensure that the airbag can be deployed smoothly when needed. Using a continuous multiple-test solution can eliminate acceleration exceeding the standard or distortion caused by vibration caused by seat assembly or other abnormal vibrations, thus avoiding misjudgments. Since the fault signal appears nearby (within a similar time period), performing multiple tests continuously can detect as many fault signals as possible that have just appeared, thereby improving the accuracy of fault diagnosis.

[0110] Step 402: In response to the presence of an actual acceleration signal greater than the acceleration range in multiple detections, it is determined that an internal fault occurs in the airbag control unit, and the airbag fault light is turned on.

[0111] During specific implementation, if there is an actual acceleration signal greater than the acceleration range in multiple tests, the probability of a single detection being a false positive is greatly reduced, indicating that an internal fault has indeed occurred in the airbag control unit and the airbag fault light needs to be turned on, prompting the user to perform timely repairs to avoid safety accidents.

[0112] Step 403: In response to the absence of an actual acceleration signal greater than the acceleration range in multiple detections, a new actual acceleration signal is determined until the new actual acceleration signal does not exceed the acceleration range, and a new wheel speed signal of the target wheel and a new steering wheel angle signal are obtained.

[0113] In specific implementations, if there is no actual acceleration signal greater than the acceleration range in multiple tests, it indicates that the judgment made based on the actual acceleration signal detected in a single test may be a misjudgment. However, to avoid missed detections, the next round of testing is initiated, i.e., a new actual acceleration signal is determined. This process ends when the new actual acceleration signal does not exceed the acceleration range. The actual acceleration model is then verified by obtaining a new target wheel speed signal and a new steering wheel angle signal, thus improving the accuracy of fault diagnosis.

[0114] In some embodiments, as shown in FIG5 , determining an actual acceleration signal of a yaw angular rate sensor includes:

[0115] Step 501: Determine a measurement reference plane parallel to the road surface.

[0116] In specific implementation, since the airbag is deployed only when the vehicle is in a severe collision, generally only collisions on a plane parallel to the road surface are considered, that is, the plane parallel to the road surface is used as the measurement reference plane.

[0117] Step 502: Acquire a first acceleration signal in the vehicle's driving direction and a second acceleration signal perpendicular to the vehicle's driving direction within a measurement reference plane; wherein the actual acceleration signal includes the first acceleration signal and the second acceleration signal.

[0118] In specific implementation, for example, the vehicle driving direction within the measurement reference plane is determined as the positive direction of the X-axis, and the direction perpendicular to the vehicle driving direction to the right is the positive direction of the Y-axis; wherein, the positive direction is only used to determine the positive or negative sign of the actual acceleration signal, that is, to determine the direction of acceleration, and its positive direction can also be defined as other directions.

[0119] Then, the longitudinal acceleration a1 of the vehicle in the direction of travel obtained by the yaw angular velocity sensor can be used as the first acceleration signal, and the lateral acceleration b1 parallel to the ground and perpendicular to the direction of travel can be used as the second acceleration signal. Since the first acceleration signal and the second acceleration signal are both obtained by direct measurement, they can be considered as the actual acceleration signals of the vehicle.

[0120] In some embodiments, as shown in FIG6 , determining that the actual acceleration signal does not exceed a preset acceleration range includes:

[0121] Step 601: In response to a first acceleration signal being greater than an acceleration range, and / or a second acceleration signal being greater than an acceleration range, determining that an actual acceleration signal exceeds the acceleration range.

[0122] In practice, since an internal fault specifically refers to an acceleration signal exceeding the range of the yaw rate sensor in the airbag control unit, the presence of an internal fault in the vehicle can be determined based on the preset acceleration range and the actual acceleration signal. For example, the following three scenarios exist: the first acceleration signal exceeds the acceleration range, i.e., a1 is greater than 2g; the second acceleration signal exceeds the acceleration range, i.e., a2 is greater than 2g; and both the first and second acceleration signals exceed the acceleration range, i.e., a2 is greater than 2g and a1 is greater than 2g. If any of these three scenarios exists, it can be determined that the actual acceleration signal exceeds the acceleration range, preliminarily confirming the presence of an internal fault. Specifically, if either the first or second acceleration signal exceeds the acceleration range, it is determined that the actual acceleration signal exceeds the acceleration range, preliminarily confirming the presence of an internal fault.

[0123] Step 602: In response to the first acceleration signal being less than or equal to the acceleration range and the second acceleration signal being less than or equal to the acceleration range, determine that the actual acceleration signal does not exceed the acceleration range.

[0124] In specific implementation, for example, if the acceleration range is twice the acceleration due to gravity, that is, the acceleration range = 2g, and if the first acceleration signal a1 is less than or equal to 2g and the second acceleration signal b1 is less than or equal to 2g, it can be determined that the actual acceleration signal does not exceed the preset acceleration range, and then it can be preliminarily determined that the airbag control unit has no internal fault.

[0125] In some embodiments, the acceleration difference value includes a first acceleration difference value and a second acceleration difference value. As shown in FIG7 , determining a calculated acceleration signal based on the wheel speed signal and the steering angle signal, and determining an acceleration difference value between the calculated acceleration signal and the actual acceleration signal include:

[0126] Step 701: Determine a first calculated acceleration signal of the vehicle's driving direction and a second calculated acceleration signal perpendicular to the vehicle's driving direction based on a wheel speed signal and a steering angle signal; wherein the calculated acceleration signal includes the first calculated acceleration signal and the second calculated acceleration signal.

[0127] During specific implementation, since the actual acceleration signal includes a first acceleration signal in the vehicle's driving direction and a second acceleration signal perpendicular to the vehicle's driving direction, when verifying the actual acceleration signal, it is necessary to determine a first calculated acceleration signal a2 for verifying the first acceleration signal in the vehicle's driving direction based on the wheel speed signal and the steering angle signal; and it is also necessary to determine a second calculated acceleration signal b2 for verifying the second acceleration signal perpendicular to the vehicle's driving direction based on the wheel speed signal and the steering angle signal.

[0128] Step 702: Calculate a first acceleration difference value between the first acceleration and the first calculated acceleration.

[0129] In specific implementations, the actual acceleration signal is verified by determining whether the absolute value of the acceleration difference between the actual acceleration signal and the calculated acceleration signal exceeds a specified value. Therefore, after obtaining the calculated acceleration signal, the acceleration difference between the calculated acceleration signal and the actual acceleration signal is determined to verify the actual acceleration signal. When verifying the first acceleration, a first acceleration difference value n1 between the first acceleration and the first calculated acceleration is calculated, where n1 = |a1 - a2|.

[0130] Step 703: Calculate a second acceleration difference between the second acceleration and the second calculated acceleration.

[0131] In a specific implementation, when the first acceleration is verified, a first acceleration difference value n2 between the first acceleration and the first calculated acceleration is calculated, where n2 = |b1-b2|.

[0132] In some embodiments, as shown in FIG8 , determining that the acceleration difference value does not exceed a preset standard value includes:

[0133] Step 801: In response to a first acceleration difference value being greater than a standard value, and / or a second acceleration difference value being greater than a standard value, determining that the acceleration difference value exceeds the standard value.

[0134] During specific implementation, since the actual acceleration signal is verified by comparing the difference between the calculated value and the actual value, a preset standard value can be used to determine whether the actual acceleration signal has passed verification based on the calculated acceleration signal. For example, the following three situations exist: the first acceleration difference value is greater than the standard value c, that is, n1 is greater than c; the second acceleration difference value is greater than the standard value c, that is, n2 is greater than c; and both the first acceleration difference value and the second acceleration difference value are greater than the standard value, that is, n2 is greater than c, and n1 is greater than c. If any of the above three situations exists, it can be determined that the acceleration difference value exceeds the standard value, and further, it can be determined that the actual acceleration signal has failed verification, which may be a misjudgment. That is, when one of the first acceleration difference value and the second acceleration difference value has a difference greater than the standard value, it is determined that the acceleration difference value exceeds the standard value.

[0135] Step 802 : In response to the first acceleration difference value being less than or equal to the standard value and the second acceleration difference value being less than or equal to the standard value, determining that the acceleration difference value does not exceed the standard value.

[0136] In specific implementation, for example, if the standard value is c, if the first acceleration difference value is less than or equal to the standard value c, that is, n1 is greater than c; and the second acceleration difference value is less than or equal to the standard value c, that is, n2 is greater than c; it can be determined that the acceleration difference value does not exceed the standard value, and then it is determined that the actual acceleration signal passes the verification and there is no misjudgment.

[0137] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied in a distributed scenario and performed by multiple devices working together. In such a distributed scenario, one of the multiple devices may only perform one or more steps of the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the method.

[0138] It should be noted that the above description is limited to some embodiments of the present application. 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 an order different from that described in the above embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order or sequential order shown to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0139] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a device for diagnosing internal faults.

[0140] Referring to FIG9 , a device for diagnosing an internal fault includes a processor, wherein the processor is configured to execute the following program modules stored in a memory:

[0141] The actual measurement module 10 is configured to: determine an actual acceleration signal of the yaw angular velocity sensor;

[0142] The verification information acquisition module 20 is configured to: in response to determining that the actual acceleration signal does not exceed the preset acceleration range, acquire the wheel speed signal of the target wheel and the steering wheel angle signal;

[0143] The signal calculation module 30 is configured to: determine a calculated acceleration signal according to the wheel speed signal and the steering angle signal, and determine an acceleration difference value between the calculated acceleration signal and the actual acceleration signal;

[0144] The signal verification module 40 is configured to: in response to determining that the acceleration difference value does not exceed a preset standard value, determine that no internal fault occurs in the airbag control unit, and re-diagnose the internal fault according to a preset time interval;

[0145] The fault judgment module 50 is configured to: in response to the acceleration difference value exceeding the standard value, perform continuous detection and verification according to a preset first detection frequency; if the continuous detection and verification fails, determine that an internal fault occurs in the airbag control unit and light up the airbag fault light.

[0146] Optionally, the fault judgment module 50 includes the following program units:

[0147] an acceleration difference calculation unit configured to: perform multiple detections on the steering angle signal and the wheel speed signal according to a first detection frequency to obtain multiple acceleration difference values;

[0148] a first verification judgment unit configured to: determine that the continuous detection verification has not been passed in response to an acceleration difference value exceeding a standard value among the plurality of acceleration difference values;

[0149] The second verification judgment unit is configured to: in response to the absence of an acceleration difference value exceeding a standard value among the plurality of acceleration difference values, determine that the continuous detection verification is passed.

[0150] Optionally, the internal fault diagnosis device further includes the following program modules:

[0151] The signal re-determination module is configured to: determine a new actual acceleration signal and a new calculated acceleration signal if continuous detection verification is passed;

[0152] The difference re-determination module is configured to: calculate a new acceleration difference value between the new acceleration signal and the new actual acceleration signal;

[0153] The fault re-diagnosis module is configured as follows: the module is configured as follows: until it is determined that the new acceleration difference value does not exceed the standard value and that the airbag control unit has no internal fault, the diagnosis ends.

[0154] Optionally, the internal fault diagnosis device further includes the following program modules:

[0155] a multiple detection module configured to: in response to the actual acceleration signal exceeding a preset acceleration range, perform multiple detections of the actual acceleration signal according to a preset second detection frequency;

[0156] a fault processing module configured to: in response to the presence of an actual acceleration signal greater than the acceleration range in multiple detections, determine that an internal fault occurs in the airbag control unit and illuminate an airbag fault indicator;

[0157] The detection verification module is configured to: in response to the absence of an actual acceleration signal greater than the acceleration range in multiple detections, determine a new actual acceleration signal until the new actual acceleration signal does not exceed the acceleration range, and obtain a new wheel speed signal of the target wheel and a new steering wheel angle signal.

[0158] Optionally, the actual measurement module 10 includes the following program units:

[0159] A reference plane determining unit is configured to: determine a measurement reference plane parallel to a road surface;

[0160] The acceleration signal acquisition unit is configured to: acquire a first acceleration signal in the vehicle driving direction and a second acceleration signal perpendicular to the vehicle driving direction within a measurement reference plane; wherein the actual acceleration signal includes the first acceleration signal and the second acceleration signal.

[0161] Optionally, the internal fault diagnosis device further includes the following program units:

[0162] a first range determination unit configured to: determine that the actual acceleration signal exceeds the acceleration range in response to the first acceleration signal being greater than the acceleration range and / or the second acceleration signal being greater than the acceleration range;

[0163] The second range determination unit is configured to: in response to the first acceleration signal being less than or equal to the acceleration range and the second acceleration signal being less than or equal to the acceleration range, determine that the actual acceleration signal does not exceed the acceleration range.

[0164] Optionally, the signal calculation module 30 includes the following program submodules:

[0165] an acceleration signal calculation submodule, configured to determine a first calculated acceleration signal of the vehicle's driving direction and a second calculated acceleration signal perpendicular to the vehicle's driving direction based on the wheel speed signal and the steering angle signal; wherein the calculated acceleration signal includes the first calculated acceleration signal and the second calculated acceleration signal;

[0166] A first difference value calculation submodule is configured to: calculate a first acceleration difference value between the first acceleration and the first calculated acceleration;

[0167] A second difference value calculation submodule is configured to: calculate a second acceleration difference value between the second acceleration and the second calculated acceleration;

[0168] The acceleration difference value includes a first acceleration difference value and a second acceleration difference value.

[0169] Optionally, the acceleration signal calculation submodule includes the following program units:

[0170] a total acceleration determination unit configured to: determine the total acceleration according to the wheel speed signal;

[0171] an acceleration direction determining unit, configured to: determine an acceleration direction of a total acceleration according to a steering wheel angle;

[0172] The acceleration calculation unit is configured to determine a first calculated acceleration signal of the vehicle's driving direction and a second calculated acceleration signal perpendicular to the vehicle's driving direction according to the acceleration direction and the total acceleration.

[0173] Optionally, the first difference value calculation submodule includes the following program units:

[0174] The data calculation unit is configured to: determine a differential acceleration between the first acceleration and the first calculated acceleration, and determine a local value of the differential acceleration as a first acceleration difference value.

[0175] Optionally, the acceleration calculation unit includes the following program subunits:

[0176] A first angle determination subunit is configured to: determine a first component angle between the acceleration direction and the vehicle travel direction;

[0177] a second angle determination subunit, configured to: determine a second component angle between the acceleration direction and the perpendicular travel direction;

[0178] a first calculated value determination subunit, configured to: determine a product of the total acceleration and the cosine value of the first component angle as a first calculated acceleration signal;

[0179] The second calculated value determination subunit is configured to determine a second calculated acceleration signal by multiplying the total acceleration and the cosine value of the second component angle.

[0180] Optionally, the internal fault diagnosis device includes the following program units:

[0181] a first difference comparison unit configured to: determine that the acceleration difference value exceeds the standard value in response to the first acceleration difference value being greater than the standard value and / or the second acceleration difference value being greater than the standard value;

[0182] The second difference comparison unit is configured to: in response to the first acceleration difference value being less than or equal to the standard value and the second acceleration difference value being less than or equal to the standard value, determine that the acceleration difference value does not exceed the standard value.

[0183] For the convenience of description, the above devices are described as being divided into various modules according to their functions. Of course, when implementing this application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0184] The device of the above embodiment is used to implement the corresponding internal fault diagnosis method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0185] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and runnable on the processor, and when the processor executes the program, it implements the internal fault diagnosis method described in any of the above embodiments.

[0186] FIG10 shows a more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment. The device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are communicatively connected to each other within the device via the bus 1050.

[0187] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0188] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage devices, dynamic storage devices, etc. The memory 1020 can store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0189] The input / output interface 1030 is used to connect input / output modules to implement information input and output. The input / output modules can be configured as components within the device (not shown in the figure) or can be externally connected to the device to provide corresponding functions. Input devices may include a keyboard, mouse, touch screen, microphone, various sensors, etc., and output devices may include a display, speaker, vibrator, indicator light, etc.

[0190] The communication interface 1040 is used to connect to a communication module (not shown) to enable communication between the device and other devices. The communication module can communicate via a wired method (such as USB, network cable, etc.) or a wireless method (such as mobile network, WiFi, Bluetooth, etc.).

[0191] The bus 1050 comprises a path for transmitting information between the various components of the device (eg, the processor 1010 , the memory 1020 , the input / output interface 1030 , and the communication interface 1040 ).

[0192] It should be noted that although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040, and the bus 1050, in a specific implementation, the device may also include other components necessary for normal operation. In addition, it will be understood by those skilled in the art that the above device may only include the components necessary to implement the embodiments of this specification, and does not necessarily include all the components shown in the figure.

[0193] The electronic device of the above embodiment is used to implement the corresponding internal fault diagnosis method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0194] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a computer to execute the internal fault diagnosis method described in any of the above embodiments.

[0195] The computer-readable media of this embodiment include permanent and non-permanent, removable and non-removable media that can be used to store information by any method or technology. The 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 technology, read-only compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0196] The computer instructions stored in the storage medium of the above embodiment are used to enable a computer to execute the internal fault diagnosis method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0197] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a vehicle, including the electronic device in the above-mentioned embodiments, and the vehicle executes the internal fault diagnosis method as described in any of the above embodiments through the electronic device, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0198] It should be noted that, as shown in FIG11 , the embodiment of the present application can be further described in the following manner:

[0199] ①The yaw angular velocity sensor in the ABM detects the actual acceleration signal, including the X-axis acceleration a1 and the Y-axis acceleration b1.

[0200] ② Perform fault diagnosis based on the actual acceleration signal and the preset acceleration range of 2g. If the X-axis acceleration a1 ≤ 2g and the Y-axis acceleration b1 ≤ 2g, proceed to step ④; otherwise, proceed to step ③.

[0201] ③ Perform continuous testing and verification, and check 10 times in a row whether a1>2g and / or b1>2g exist. If not, return to step ①; if so, determine that an internal fault has occurred and light up the airbag fault light.

[0202] ④ Obtain the wheel speed signal of the target wheel and the steering wheel angle signal.

[0203] ⑤ Determine and calculate the acceleration signal based on the wheel speed signal and the steering angle signal, including the X-axis calculated acceleration signal a2 and the Y-axis calculated acceleration signal b2.

[0204] ⑥ Calculating the acceleration difference value between the acceleration signal and the actual acceleration signal; including calculating the first acceleration difference value n1 between the first acceleration and the first calculated acceleration, n1 = |a1-a2|; calculating the first acceleration difference value n2 between the first acceleration and the first calculated acceleration, n2 = |b1-b2|.

[0205] ⑦ Verify the actual acceleration signal based on the acceleration difference value and the preset standard value. If n1≤c, n2≤c, it is determined that the verification has passed, and further determines that there is no internal fault. Otherwise, go to step ⑧.

[0206] ⑧Perform continuous detection and verification, and check 10 times in a row whether n1>c and / or n1>c exists. If not, return to step ①; if so, determine that an internal fault has occurred and light up the airbag fault light.

[0207] It is understandable that before using the technical solutions of each embodiment of the present disclosure, the type, scope of use, usage scenarios, etc. of the personal information involved will be informed to the user in an appropriate manner, and the user's authorization will be obtained.

[0208] For example, in response to a user's active request, a prompt message is sent to the user to clearly inform the user that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose whether to provide personal information to the electronic device, application, server, storage medium, or other software or hardware that performs the operation of the disclosed technical solution based on the prompt message.

[0209] As an optional but non-limiting implementation, in response to a user's active request, the prompt information may be sent to the user in the form of a pop-up window, in which the prompt information may be presented in text form. Furthermore, the pop-up window may also contain a selection control for the user to select "agree" or "disagree" to provide personal information to the electronic device.

[0210] It is understandable that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of the present disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of the present disclosure.

[0211] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application (including the claims) is limited to these examples. Within the scope of the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0212] In addition, for simplicity of description and discussion, and in order not to make the embodiment of the application difficult to understand, the known power supply / ground connection with integrated circuit (IC) chip and other components may or may not be shown in the accompanying drawings provided. In addition, the device can be shown in the form of a block diagram to avoid making the embodiment of the application difficult to understand, and this also takes into account the following fact, that is, the details of the embodiment of these block diagram devices are highly dependent on the platform to be implemented in the embodiment of the application (that is, these details should be fully within the scope of understanding of those skilled in the art). When specific details (for example, circuit) are set forth to describe exemplary embodiments of the application, it will be apparent to those skilled in the art that the embodiment of the application can be implemented without these specific details or when these specific details are changed. Therefore, these descriptions should be considered to be illustrative rather than restrictive.

[0213] Although the present invention has been described in conjunction with specific embodiments thereof, many alternatives, modifications, and variations of these embodiments will be apparent to those skilled in the art based on the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may utilize the embodiments discussed.

[0214] The embodiments of the present application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the scope of protection of this application.

Claims

1. A method for diagnosing an internal fault, characterized in that: include: Determine the actual acceleration signal of the yaw rate sensor; In response to determining that the actual acceleration signal does not exceed a preset acceleration range, acquiring a wheel speed signal of a target wheel and a steering wheel angle signal; Determine a calculated acceleration signal according to the wheel speed signal and the steering angle signal, and determine an acceleration difference value between the calculated acceleration signal and the actual acceleration signal; In response to determining that the acceleration difference value does not exceed a preset standard value, determining that no internal fault occurs in the airbag control unit, and re-diagnosing the internal fault according to a preset time interval; In response to the acceleration difference value exceeding the standard value, continuous detection and verification are performed according to a preset first detection frequency. If the continuous detection and verification fails, it is determined that an internal fault occurs in the airbag control unit, and the airbag fault light is turned on.

2. The method according to claim 1, characterized in that The continuous detection and verification according to the preset first detection frequency includes: Performing multiple detections on the steering angle signal and the wheel speed signal according to the first detection frequency to obtain multiple acceleration difference values; In response to the presence of an acceleration difference value exceeding the standard value among the plurality of acceleration difference values, determining that the continuous detection verification has not been passed; In response to the absence of an acceleration difference value exceeding the standard value among the plurality of acceleration difference values, it is determined that the continuous detection verification is passed.

3. The method according to claim 1, characterized in that Also includes: If the continuous detection verification is passed, a new actual acceleration signal and a new calculated acceleration signal are determined; Calculating a new acceleration difference value between the new acceleration signal and the new actual acceleration signal; The diagnosis is terminated until it is determined that the new acceleration difference value does not exceed the standard value and that the airbag control unit has no internal fault.

4. The method according to claim 1, characterized in that: Also includes: In response to the actual acceleration signal exceeding a preset acceleration range, performing multiple detections of the actual acceleration signal according to a preset second detection frequency; In response to the presence of an actual acceleration signal greater than the acceleration range in the multiple detections, determining that an internal fault occurs in the airbag control unit, and lighting an airbag fault lamp; In response to the absence of an actual acceleration signal greater than the acceleration range in the plurality of detections, A new actual acceleration signal is determined until the new actual acceleration signal does not exceed the acceleration range, and a new wheel speed signal of the target wheel and a new steering wheel angle signal are obtained.

5. The method according to claim 1, characterized in that The determining of the actual acceleration signal of the yaw angular velocity sensor comprises: Determine the measurement reference plane parallel to the road surface; A first acceleration signal in the vehicle's driving direction and a second acceleration signal perpendicular to the vehicle's driving direction are acquired within the measurement reference plane; wherein the actual acceleration signal includes the first acceleration signal and the second acceleration signal.

6. The method according to claim 5, characterized in that Determining whether the actual acceleration signal exceeds a preset acceleration range includes: In response to the first acceleration signal being greater than the acceleration range, and / or the second acceleration signal being greater than the acceleration range, determining that the actual acceleration signal exceeds the acceleration range; In response to the first acceleration signal being less than or equal to the acceleration range, and the second acceleration signal being less than or equal to the acceleration range, it is determined that the actual acceleration signal does not exceed the acceleration range.

7. The method according to claim 5, characterized in that The step of determining a calculated acceleration signal according to the wheel speed signal and the steering angle signal, and determining an acceleration difference value between the calculated acceleration signal and the actual acceleration signal, comprises: Determine a first calculated acceleration signal of the vehicle's driving direction and a second calculated acceleration signal perpendicular to the vehicle's driving direction according to the wheel speed signal and the steering angle signal; wherein the calculated acceleration signal includes the first calculated acceleration signal and the second calculated acceleration signal; calculating a first acceleration difference value between the first acceleration and the first calculated acceleration; calculating a second acceleration difference value between the second acceleration and the second calculated acceleration; The acceleration difference value includes the first acceleration difference value and the second acceleration difference value.

8. The method according to claim 7, characterized in that The first calculated acceleration signal for determining the vehicle driving direction according to the wheel speed signal and the steering angle signal and the second calculated acceleration signal perpendicular to the vehicle driving direction include: determining a total acceleration based on the wheel speed signal; Determining the acceleration direction of the total acceleration according to the steering wheel angle; The first calculation method of determining the vehicle driving direction according to the acceleration direction and the total acceleration The acceleration signal and the second calculated acceleration signal perpendicular to the vehicle travel direction.

9. The method according to claim 7, characterized in that: The calculating a first acceleration difference value between the first acceleration and the first calculated acceleration includes: A differential acceleration between the first acceleration and the first calculated acceleration is determined, and a local value of the differential acceleration is determined as the first acceleration difference value.

10. The method according to claim 8, characterized in that The first calculated acceleration signal for determining the vehicle driving direction according to the acceleration direction and the total acceleration and the second calculated acceleration signal perpendicular to the vehicle driving direction include: determining a first component angle between the acceleration direction and the vehicle travel direction; determining a second component angle between the acceleration direction and a perpendicular travel direction; determining the product of the total acceleration and the cosine value of the first component angle as the first calculated acceleration signal; The product of the total acceleration and the cosine of the second component angle is determined as the second calculated acceleration signal.

11. The method according to claim 7, characterized in that Determining whether the acceleration difference value exceeds a preset standard value includes: In response to the first acceleration difference value being greater than the standard value, and / or the second acceleration difference value being greater than the standard value, determining that the acceleration difference value exceeds the standard value; In response to the first acceleration difference value being less than or equal to the standard value and the second acceleration difference value being less than or equal to the standard value, it is determined that the acceleration difference value does not exceed the standard value.

12. The method according to claim 1, characterized in that The target wheel is a driving wheel.

13. An internal fault diagnosis device, characterized in that: include: A processor, wherein the processor is configured to execute the following program modules stored in the memory: The actual measurement module is configured to: determine an actual acceleration signal of the yaw angular velocity sensor; The verification information acquisition module is configured to: in response to determining that the actual acceleration signal does not exceed a preset acceleration range, acquire a wheel speed signal of a target wheel and a steering wheel angle signal; a signal calculation module, configured to: determine a calculated acceleration signal according to the wheel speed signal and the steering angle signal, and determine an acceleration difference value between the calculated acceleration signal and the actual acceleration signal; The signal verification module is configured to: in response to determining that the acceleration difference value does not exceed a preset standard value, determine that the airbag control unit has no internal fault, and perform internal fault detection according to a preset time interval. Re-diagnosis of the disorder; The fault judgment module is configured to: in response to the acceleration difference value exceeding the standard value, perform continuous detection and verification according to a preset first detection frequency; if the continuous detection and verification fails, determine that an internal fault occurs in the airbag control unit, and light up the airbag fault light.

14. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the program, the method according to any one of claims 1 to 12 is implemented.

15. A vehicle, characterized in that: Comprising the electronic device as claimed in claim 14.

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