Gear monitoring method and device, vehicle, and medium

Abstract

A gear monitoring method, comprising: using a first gear logic to analyze current vehicle state information to obtain first function gear information; using a second gear logic to analyze the current vehicle state information to obtain first check gear information; and when the first function gear information is inconsistent with the first check gear information, updating the first function gear information into safety gear information, and sending the updated first function gear information to a controller area network bus. Further disclosed are a gear monitoring device, a gear monitoring system, a vehicle, and a computer readable storage medium. By using the gear monitoring method, when the gear of the vehicle is abnormal, the fault diagnosis of other controllers is not interfered, preventing a fault from being reported by mistake, enhancing the robustness of the system, and facilitating timely recovery and processing of vehicle faults.

Description

Gear monitoring method, device, vehicle and medium

[0001] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office on December 21, 2023, with application number 202311778163.8 and application name “A gear monitoring method, device, vehicle and medium”, the entire 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 gear monitoring method, device, vehicle, and medium in the field of vehicle technology. Background Art

[0003] In the field of new energy vehicles, with the continuous advancement of vehicle technology innovation and market promotion, vehicle safety faces new challenges. Current vehicle control systems, especially gear monitoring, have shown some limitations. In existing gear monitoring processes, if a gear abnormality is detected, the system will put the vehicle into a safe state, resulting in a loss of power and a stall. However, this gear monitoring method may be less effective when the vehicle is in a safe state. This may not only interfere with fault diagnosis of other controllers but also hinder the timely recovery and resolution of vehicle faults. Summary of the Invention

[0004] The present application provides a gear monitoring method, device, vehicle and medium. The method can avoid interfering with the fault diagnosis of other controllers when the vehicle gear is abnormal, avoid erroneous fault reporting, enhance the robustness of the system, and facilitate timely recovery and processing of vehicle faults.

[0005] In a first aspect, the present application provides a gear monitoring method, applied to a vehicle controller, the method comprising:

[0006] Analyze the current vehicle status information using the first gear logic to obtain the first functional gear information;

[0007] The second gear logic is used to analyze the current vehicle status information to obtain the first verification gear information;

[0008] When the first function gear information is inconsistent with the first verification gear information, the first function gear information is updated to the safety gear information, and the updated first function gear information is sent to the controller area network bus.

[0009] In the above technical solution, the method can effectively identify potential gear calculation errors or anomalies by comparing the consistency of the first function gear information and the first verification gear information. When a gear calculation error or anomaly occurs in the vehicle, the system will not directly output the first function gear information, but will first update the first function gear information to safe gear information that can reflect the current true state of the vehicle before outputting it. This method can ensure that accurate gear information is output when the vehicle gear is abnormal, can avoid outputting erroneous gear information, can reduce interference with fault diagnosis of other controllers, and enable other functions of the vehicle to continue to operate stably. This enhances the robustness of the system, improves the problem of frequent abnormal error reporting of the vehicle, and helps to promptly identify, recover and handle vehicle faults.

[0010] In conjunction with the first aspect, in some possible implementations, the method further includes:

[0011] When the first functional gear information is inconsistent with the first verification gear information, a safety state activation signal is sent to the controller area network bus to put the vehicle into a safety state;

[0012] In the safe state, the vehicle's drive motor stops responding to the torque request, and the current torque of the drive motor is 0.

[0013] In combination with the first aspect and the above implementation, in some possible implementations, the above method further includes:

[0014] When the vehicle meets the preset trigger conditions, the first gear logic is used to analyze the current vehicle status information of the vehicle to obtain the second functional gear information;

[0015] Analyzing the current vehicle state information of the vehicle using the second gear logic to obtain second verification gear information;

[0016] When the second functional gear information is consistent with the second verification gear information, a safety state release signal is sent to the controller area network bus to make the vehicle exit the safety state.

[0017] In combination with the first aspect and implementation, in some possible implementations, the preset trigger conditions include the vehicle entering a safe state, the brake pedal position being within a preset range, and the current vehicle speed being less than a speed threshold.

[0018] In the above technical solution, after the vehicle enters a safe state, it can detect whether the abnormal gear position fault has been eliminated. When the second functional gear position information is consistent with the second verification gear position information, this indicates that the abnormal fault has been repaired and eliminated. At this time, the vehicle can exit the safe state to recalculate the first functional gear position information and output it normally, resuming normal vehicle operation. This method improves the stability and robustness of the system and optimizes the fault handling process, allowing for timely restoration of normal status in the event of occasional short-term gear faults, preventing the vehicle from being "stuck" for an extended period of time and improving the user experience.

[0019] In combination with the first aspect and the above implementation, in some possible implementations, before updating the functional gear information to the safety gear information, the above method further includes:

[0020] When the first functional gear information is inconsistent with the first verification gear information, adding a safety status indicator to the current vehicle status information;

[0021] The first gear logic is used to analyze the current vehicle status information including the safety status identifier to obtain the safety gear information.

[0022] In combination with the first aspect and the above implementation, in some possible implementations, the above method further includes:

[0023] When the first function gear position information is consistent with the first verification gear position information, sending the first function gear position information to the controller area network bus;

[0024] The first functional gear information and the safety state activation signal respectively correspond to the same data sending interface.

[0025] In combination with the first aspect and implementation, in some possible implementations, the current vehicle state information includes one or more of gear lever position information, vehicle speed information, brake pedal position information, and wheel direction information.

[0026] In a second aspect, the present application provides a gear monitoring device configured in a vehicle controller, the device comprising:

[0027] A first calculation module is used to analyze the current vehicle state information using a first gear logic to obtain first functional gear information;

[0028] A second calculation module is used to analyze the current vehicle state information using the second gear logic to obtain first verification gear information;

[0029] The first output module is configured to update the first function gear information to safety gear information when the first function gear information is inconsistent with the first verification gear information, and send the updated first function gear information to the controller area network bus.

[0030] In conjunction with the second aspect, in some possible implementations, the apparatus further includes:

[0031] a second output module, configured to send a safety state activation signal to a controller area network bus when the first functional gear information is inconsistent with the first verification gear information, so as to put the vehicle into a safety state;

[0032] In the safe state, the vehicle's drive motor stops responding to the torque request, and the current torque of the drive motor is 0.

[0033] In combination with the second aspect and the above implementation, in some possible implementations, the apparatus further includes:

[0034] a third calculation module, configured to analyze the current vehicle state information of the vehicle using the first gear logic to obtain second functional gear information when the vehicle meets a preset trigger condition;

[0035] a fourth calculation module, configured to analyze the current vehicle state information of the vehicle using the second gear logic to obtain second verification gear information;

[0036] The third output module is used to send a safety state release signal to the controller area network bus when the second functional gear information is consistent with the second verification gear information, so as to make the vehicle exit the safety state.

[0037] In combination with the second aspect and the above-mentioned implementation, in some possible implementations, the preset trigger conditions include the vehicle entering a safe state, the brake pedal position being within a preset range, and the current vehicle speed being less than a speed threshold.

[0038] In combination with the second aspect and the above implementation, in some possible implementations, the first output module is further configured to:

[0039] When the first functional gear information is inconsistent with the first verification gear information, adding a safety status indicator to the current vehicle status information;

[0040] The first gear logic is used to analyze the current vehicle status information including the safety status identifier to obtain the safety gear information.

[0041] In combination with the second aspect and the above implementation, in some possible implementations, the apparatus further includes:

[0042] a fourth output module, configured to send the first function gear position information to the controller area network bus when the first function gear position information is consistent with the first verification gear position information;

[0043] The first functional gear information and the safety state activation signal respectively correspond to the same data sending interface.

[0044] In combination with the second aspect and the above implementations, in some possible implementations, the current vehicle state information includes one or more of gear lever position information, vehicle speed information, brake pedal position information, and wheel direction information.

[0045] In a third aspect, the present application provides a vehicle comprising a memory and a processor. The memory is configured to store executable program code, and the processor is configured to retrieve and execute the executable program code from the memory, so that the vehicle executes the method of the first aspect or any possible implementation of the first aspect.

[0046] In a fourth aspect, the present application provides a computer program product, which includes: computer program code, which, when running on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0047] In a fifth aspect, the present application provides a computer-readable storage medium, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] FIG1 is a schematic diagram of an exemplary architecture of a gear monitoring system provided in an embodiment of the present application;

[0049] FIG2 is a schematic diagram of an exemplary architecture of a gear monitoring system provided in an embodiment of the present application;

[0050] FIG3 is a schematic diagram of an exemplary flow chart of a gear position monitoring method provided in an embodiment of the present application;

[0051] FIG4 is a schematic diagram of an exemplary flow chart of a gear position monitoring method provided in an embodiment of the present application;

[0052] FIG5 is a schematic structural diagram of a gear position monitoring device provided in an embodiment of the present application;

[0053] FIG6 is a schematic structural diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0054] In the automotive industry, with the continuous advancement of technological innovation and market promotion, improving vehicle safety has become a major issue. In particular, gear monitoring, as a key component of vehicle control systems, is crucial to ensuring safe vehicle operation.

[0055] In traditional vehicles, gear changes in mechanical transmissions involve physical shifting of gears. The driver mechanically adjusts the gear arrangement to achieve different gears. In new energy vehicles, gear changes are typically controlled electronically, without physical shifting of gears. Electronic control systems are typically more complex, requiring precise control of electric motor power output while integrating a wider range of safety and driver assistance features. Therefore, gear monitoring in new energy vehicles not only impacts vehicle power output but also directly impacts the coordination and safety management of the entire vehicle's electronic systems. As automotive electronic control systems become more complex, new energy vehicles place increasingly high demands on the reliability and accuracy of gear monitoring systems.

[0056] The present application is described in detail below with reference to specific embodiments.

[0057] Figure 1 is an exemplary system architecture diagram of a gear monitoring system provided in an embodiment of the present application. This gear monitoring system is implemented by a vehicle controller (VCU), the "brain" of vehicle control. It receives signals from various controllers, determines the vehicle's status and the required operations, and issues these operations to each controller. The VCU controls functions such as vehicle torque output, power on / off commands, battery disconnection and closing, motor output, and fault handling, making it the vehicle's core control system.

[0058] As shown in Figure 1, the vehicle controller in the gear monitoring system is divided into a functional layer and a functional safety layer, and gear monitoring is performed in an E-GAS manner. E-GAS is a three-layer security software architecture solution, which was originally a security architecture solution proposed only for gasoline / diesel engine management systems. However, after simple adaptation, E-GAS can also be used for body systems, gear monitoring systems, and new energy three-electric systems. The first layer in E-GAS is the functional layer, which is used to complete specific functional implementations, such as calculating gear information based on the acquired vehicle status information; the second layer of E-GAS is the functional safety layer, which is used to monitor whether the functional layer of the first layer is operating normally; the third layer of E-GAS is the controller monitoring layer, which can monitor the entire controller through hardware. In the embodiment of the present application, the gear monitoring system mainly involves the functional layer and functional safety layer of E-GAS.

[0059] In this gear monitoring system, vehicle status information (signals) on the Controller Area Network (CAN) bus, such as gear lever position signal, vehicle speed signal, brake pedal position signal, wheel direction signal, etc., can be input into the functional layer and functional safety layer of the vehicle controller through the input interface.

[0060] The functional layer can calculate the first function gear information, that is, the current gear information of the entire vehicle, based on the vehicle status information using the first gear logic. The functional layer is mainly responsible for the daily operation and control functions of the vehicle. The first function gear logic mainly focuses on the driver's operating intentions and the dynamic characteristics of the vehicle. The first function gear information is used for daily vehicle operation and control.

[0061] The functional safety layer calculates the first verification gear information using the second gear logic based on vehicle status information. The functional safety layer is primarily responsible for verifying vehicle operation safety and is used to monitor whether the functional layer's gear calculations meet safety requirements. The second gear logic primarily focuses on the vehicle's safety status, such as the validity of signal source sensors and other safety-related data. The first verification gear information is used to verify the accuracy and reliability of the first functional gear information to detect and address potential safety issues.

[0062] In this embodiment, the functional layer needs to send the first functional gear information via the functional interface to the CAN bus for other controllers to access. For example, the motor controller controls the motor torque based on the first functional gear information on the CAN bus. Simultaneously, the functional layer also needs to send the first functional gear information to the functional safety layer for monitoring and verification. The functional safety layer compares the first functional gear information calculated by the functional layer with the first verification gear information calculated by the functional safety layer to see if they are consistent. If the first functional gear information and the first verification gear information are consistent, this indicates that the functional layer is operating normally. The functional safety layer takes no action and simply outputs the first functional gear information normally. If the first functional gear information and the first verification gear information are inconsistent, this indicates an abnormality in the gear calculation by the functional layer. The functional safety layer transmits a fault flag via the torque output interface via the CAN bus to the torque control module. This fault flag causes the torque request sent by the functional layer of the vehicle controller to the motor to be interrupted. Simultaneously, the functional safety layer sends a zero torque request signal to the motor via the torque output interface via the CAN bus, causing the vehicle to lose power and enter a safe state. It can be understood that when the vehicle is in a safe state, the torque of the vehicle drive motor is 0, and the torque request signal sent to the drive motor is cut off, so that the drive motor stops responding to the torque request and cannot provide power to the vehicle.

[0063] In this embodiment, the method utilizes the functional safety layer to monitor the gear information calculated by the functional layer through the E-GAS method. This ensures that the vehicle functional layer can promptly enter a safe state when an abnormal gear calculation occurs, thus preventing accidents caused by the vehicle being controlled by an abnormal gear. However, in this embodiment, the safe state is implemented by the torque control module, and the correlation between gear monitoring and torque control is too high. Therefore, when the vehicle blocks the torque control output of the functional layer, gear monitoring cannot continue, and other controllers cannot be informed that the first functional gear information currently output by the functional layer is incorrect. This causes other controllers to issue erroneous fault reports based on the erroneous gear information.

[0064] Based on this, an embodiment of the present application proposes another gear monitoring system. Figure 2 is an exemplary system architecture diagram of a gear monitoring system provided by an embodiment of the present application. As shown in Figure 2, the vehicle controller in this gear monitoring system is divided into a functional layer and a functional safety layer, and gear monitoring is also performed using the E-GAS method. The E-GAS architecture is the same as in the above embodiment and will not be repeated here.

[0065] In this gear monitoring system, the vehicle status information (signals) on the CAN bus, such as the gear lever position signal, vehicle speed signal, brake pedal position signal, wheel direction signal, etc., can be input into the functional layer and functional safety layer of the vehicle controller through the input interface.

[0066] The functional layer uses the first gear logic to calculate the first functional gear information, i.e., the current gear information for the entire vehicle, based on the vehicle status signal. The functional layer is primarily responsible for the vehicle's daily operation and control functions. The first gear logic primarily focuses on the driver's operating intentions and the vehicle's dynamic characteristics. The first functional gear information is used for daily vehicle operation and control.

[0067] The functional safety layer uses the second gear logic to calculate the first verification gear information based on vehicle status information. The functional safety layer is primarily responsible for verifying vehicle operation safety and is used to monitor whether the functional layer's gear calculations meet safety requirements. The second gear logic primarily focuses on the vehicle's safety status, such as the validity of signal source sensors and other safety-related data. The first verification gear information is used to verify the accuracy and reliability of the first functional gear information to detect and address potential safety issues.

[0068] In this embodiment, the functional layer needs to send the first functional gear information to the functional safety layer, which will monitor and verify it. In the functional safety layer, the first functional gear information calculated by the functional layer will be compared with the first verification gear information calculated by the functional safety layer to see if they are consistent. If the first functional gear information is consistent with the first verification gear information, it means that the functional layer is in normal operation. The functional safety layer will send the first functional gear information calculated by the functional layer to the CAN bus via the gear output interface for other controllers to call. If the first functional gear information is inconsistent with the first verification gear information, it means that the gear calculation of the functional layer is abnormal. The functional safety layer will send a safe state activation signal to the CAN bus via the gear output interface. The safe state activation signal may include a 0 torque request signal sent to the drive motor and a fault flag sent to the torque control module. The fault flag will cause the torque request sent by the functional layer of the vehicle controller to the drive motor to be truncated, causing the vehicle to lose power and enter a safe state.

[0069] At the same time, the safety state activation signal will cause the vehicle to lose power after entering the safe state, so the first functional gear information calculated by the functional layer at this time is not the actual gear information of the vehicle. The functional safety layer needs to synchronize the situation of the vehicle entering the safe state to the functional layer so that the functional layer can update the first functional gear information to the safe gear information that conforms to the current vehicle state. The safe gear information is the actual gear information of the vehicle in the safe state, such as neutral. After the functional layer sends the updated first functional gear information (i.e., the safe gear information) to the functional safety layer, it sends the updated first functional gear information to the CAN bus through the gear output interface.

[0070] In this embodiment, the method uses the E-GAS method to monitor the gear information calculated by the functional layer using the functional safety layer, which can ensure that the vehicle functional layer can enter a safe state in a timely manner when an abnormality occurs in the gear calculation. The functional layer and the functional safety layer use a unified gear output interface, and the functional safety layer transmits the gear information to the CAN bus through the gear output interface. When the functional layer is in a normal state, the functional safety layer outputs the first functional gear information calculated by the functional layer to the CAN bus; when the functional layer is in an abnormal state, the functional layer is first synchronized to a safe state, and the functional safety layer outputs the real gear information in the safe state, that is, the safe gear information, to the CAN bus. In this way, even if the vehicle enters a safe state due to a gear abnormality, the method can output the correct gear information, ensure that other controllers will not report abnormal errors, and ensure that other components of the vehicle are also in a safe state, avoiding damage to people or vehicles, increasing the robustness of the system, and facilitating timely recovery and processing of vehicle faults.

[0071] Next, in conjunction with Figure 2, the gear monitoring method provided by the embodiment of the present application is described. Specifically, please refer to Figure 3, which is a flow chart of a gear monitoring method provided by the embodiment of the present application, executed by the vehicle controller. As shown in Figure 3, the method includes the following steps:

[0072] S301 , analyzing current vehicle status information using first gear logic to obtain first functional gear information.

[0073] Specifically, due to the complexity of vehicle control systems, existing vehicle gear information is generally determined not only by the gear lever position but also through a comprehensive calculation based on other vehicle status information to determine a final vehicle gear position for stable and reliable driving. The first gear logic is the calculation logic used by the functional layer of the vehicle controller to calculate the first function gear information. The first function gear information represents the actual vehicle gear information, allowing other controllers to control the vehicle based on the first function gear information.

[0074] In this embodiment, the current vehicle state information can be obtained via vehicle state signals input to the input interface via the CAN bus. These vehicle state signals can be signals collected by various sensors for detecting vehicle state or driver operation. In some embodiments, the current vehicle state information can include, but is not limited to, gear lever position information, vehicle speed information, brake pedal position information, and wheel direction information.

[0075] S302: Analyze the current vehicle status information using the second gear logic to obtain first verification gear information.

[0076] Specifically, the second gear logic is the calculation logic used by the functional safety layer in the vehicle controller to calculate the first verification gear information. The first verification gear information can be used to verify whether the first functional gear information is calculated correctly. The security of the second gear logic is higher than that of the first gear logic. Compared with the first gear logic, the second gear logic pays more attention to data information related to vehicle safety in the current vehicle status information. Such as actual vehicle speed, validity of signal source sensor and other data information. In some embodiments, some security-related verification steps can also be added, such as security verification of input data, verification of whether the sensor of the data source is faulty, etc.

[0077] S303 : When the first function gear information is inconsistent with the first verification gear information, the first function gear information is updated to safety gear information, and the updated first function gear information is sent to the controller area network bus.

[0078] Specifically, the first functional gear information calculated by the functional layer is compared with the first verification gear information of the functional safety layer to verify their consistency, thereby verifying whether the functional layer's gear calculation is correct. If the first functional gear information and the first verification gear information are consistent, this indicates that the functional layer's gear calculation is correct. If the first functional gear information and the first verification gear information are inconsistent, this indicates that the functional layer's gear calculation is abnormal and the vehicle may have a potential fault, such as a sensor anomaly or a transmission failure.

[0079] If the first function gear information is inconsistent with the first verification gear information, this indicates that the first function gear information calculated by the functional layer using the first gear logic is incorrect and cannot accurately represent the current vehicle gear information. To prevent the functional layer from outputting incorrect gear information and causing other controllers to generate erroneous fault reports, this embodiment updates the first function gear information to safe gear information that accurately represents the current vehicle gear information and sends the updated first function gear information to the CAN bus. This allows other controllers to receive the correct gear information, thereby maintaining normal function.

[0080] In some embodiments, the safety gear information can be obtained by the following steps:

[0081] When the first functional gear information is inconsistent with the first verification gear information, adding a safety status indicator to the current vehicle status information;

[0082] The first gear logic is used to analyze the current vehicle status information including the safety status identifier to obtain the safety gear information.

[0083] Specifically, when the functional safety layer confirms that the first functional gear information is inconsistent with the first verification gear information, the functional safety layer will synchronize this status to the functional layer and add or activate a safe state flag to the functional layer's current vehicle state information. It can be understood that the safe state flag can be considered a gear calculation condition, which affects the analysis and calculation results of the first gear logic. In the absence of the safe state flag, the first gear logic is calculated using conventional logic. In the presence of the safe state flag, the first gear logic is calculated using the safe state logic, prioritizing the actual vehicle status in the vehicle safety state and outputting the safe gear information.

[0084] In some embodiments, when the first functional gear information is inconsistent with the first verification gear information, a safety state activation signal is sent to the CAN bus to put the vehicle into a safety state.

[0085] Specifically, the safety state activation signal may include a fault flag and a 0 torque request signal; the fault flag may be sent to the torque control module via the CAN bus. The fault flag may cause the torque request sent by the functional layer of the vehicle controller to the drive motor to be intercepted, so that the drive motor cannot respond to the torque request of the functional layer and output the corresponding torque. The 0 torque request signal may request the output torque of the drive motor to be 0, so that the vehicle loses power. It is understandable that after the vehicle enters the safety state, the vehicle's drive motor stops responding to the torque request, and the current torque of the drive motor is 0. When the vehicle loses power, it will gradually stop to prevent the vehicle from running at an abnormal gear or at an abnormal speed, causing unnecessary personal injury and property damage.

[0086] In some embodiments, when the first functional gear information is consistent with the first verification gear information, the first functional gear information is sent to the CAN bus.

[0087] Specifically, when the first functional gear information is consistent with the first verification gear information, the functional layer's gear calculation is correct and the vehicle is in a normal state. The first functional gear information calculated by the functional layer can be directly sent to the CAN bus. In this embodiment, the first functional gear information and the safety state activation signal each correspond to the same data transmission interface. It is understood that the first functional gear information and the safety state activation signal can be sent to the CAN bus via a unified data transmission interface (i.e., the gear output interface). This centralized interface design reduces required hardware and software resources, making the system more efficient, improving the consistency and reliability of data transmission, and facilitating maintenance and troubleshooting.

[0088] Exemplarily, if the first functional gear information calculated by the functional layer is consistent with the first verification gear information calculated by the functional safety layer, the functional safety layer sends the first functional gear information to the CAN bus. If the first functional gear information is inconsistent with the first verification gear information, the functional safety layer sends a safety state activation signal to the CAN bus via the gear output interface, setting the current torque of the vehicle drive motor to 0 and stopping responding to torque requests. Simultaneously, the functional safety layer synchronizes the vehicle's safety state with the functional layer and adds a safety state identifier to the functional layer's current vehicle state information. This enables the functional layer to recalculate safe gear information (e.g., neutral) based on the safety state identifier and output the safe gear information as updated first functional gear information to the safety functional layer. The functional safety layer then sends the updated first gear information to the CAN bus via the gear output interface. This ensures that the gear information output by the functional layer is consistent with the actual vehicle condition, maintaining the normal operation of gear monitoring and facilitating timely recovery and handling of vehicle faults.

[0089] In an embodiment of the present application, by comparing the consistency of the first function gear information and the first verification gear information, potential gear calculation errors or anomalies can be effectively identified. When a gear calculation error or anomaly occurs in the vehicle, the system will not directly output the first function gear information, but will first update the first function gear information to safe gear information that can reflect the current true state of the vehicle before outputting it. This method can ensure that when the vehicle gear is abnormal, accurate gear information is output, avoiding the output of erroneous gear information, reducing interference with fault diagnosis of other controllers, and allowing other functions of the vehicle to continue to operate stably. This can enhance the robustness of the system, improve the problem of frequent abnormal error reporting in the vehicle, and help to promptly identify, recover, and handle vehicle faults.

[0090] Next, please refer to FIG4 , which is a flow chart of a gear monitoring method provided in an embodiment of the present application. The execution subject is the vehicle controller. As shown in FIG4 , the method includes the following steps:

[0091] S401 , when the vehicle meets a preset trigger condition, the current vehicle state information of the vehicle is analyzed using the first gear logic to obtain second functional gear information.

[0092] Specifically, in some cases, a vehicle's gear calculation anomaly may be temporary and sporadic, but can be restored to normal in a very short time. Therefore, after the vehicle enters a safe state and the vehicle is in a safe state, the functional layer and functional safety layer can re-analyze and calculate the gear information to detect whether the gear information is normal and determine whether the vehicle's gear fault has been eliminated, so that the vehicle can exit the safe state and return to normal in a timely manner.

[0093] It's important to note that the second function gear information is the gear information recalculated by the functional layer after the vehicle enters the safe state. At this point, the functional layer calculates the second function gear information using the first gear logic, which requires shielding the safe state flag. That is, the calculation is performed using the current vehicle state information without the safe state flag to avoid being affected by the safe state flag, while still outputting the safe gear information.

[0094] In some embodiments, the vehicle meeting a preset trigger condition may include the vehicle entering a safe state, the brake pedal position being within a preset range, and the current vehicle speed being less than a speed threshold.

[0095] Specifically, when the vehicle enters a safe state, the functional layer interrupts the torque request sent to the drive motor, reducing the drive motor torque to zero. Consequently, the vehicle loses power and gradually comes to a stop. To restore vehicle power and ensure its own safety, fault recovery must be performed when the vehicle is safe. This prevents the vehicle from suddenly gaining power and causing uncontrolled movement after exiting a safe state, potentially leading to an accident. Therefore, the vehicle's gear fault recovery procedure can be triggered only when the driver depresses the brake pedal and the vehicle speed is low.

[0096] The preset range and speed threshold can be set according to the specific implementation scenario. For example, when the vehicle's brake pedal position (depth) is above 80% and the current vehicle speed is less than 5 km / h, the second vehicle status information is obtained, where the brake pedal position is fully depressed at 100%.

[0097] S402 , analyzing the current vehicle state information of the vehicle using the second gear logic to obtain second verification gear information.

[0098] Specifically, step S402 is consistent with step S302. The second gear information verification means that after the vehicle enters the safe state, in order to verify the second functional gear information, the functional safety layer re-analyzes the calculated gear information using the second gear logic.

[0099] S403 : When the second functional gear information is consistent with the second verification gear information, a safety state release signal is sent to the controller area network bus to make the vehicle exit the safety state.

[0100] Specifically, the second functional gear information calculated by the functional layer is compared with the second verification gear information of the functional safety layer. By determining their consistency, it is determined whether the vehicle's gear abnormality has been eliminated. If the second functional gear information is consistent with the second verification gear information, it indicates that the functional layer's gear calculation is correct and the gear abnormality has been eliminated. At this time, the functional safety layer sends a safety state release signal to the controller area network bus. The safety state release signal can control the vehicle to exit the safe state, so that the torque control module no longer intercepts the torque request sent to the drive motor by the functional layer, allowing the drive motor to change torque in response to the torque request, thereby restoring vehicle power.

[0101] It is important to note that after the vehicle exits the safe state, the functional safety layer and the functional layer synchronize the vehicle state, and the functional layer removes the safe state flag from the current vehicle state information. The functional layer can then calculate the first functional gear position information using the first gear logic as normal, and transmit it to the CAN bus via the gear output interface via the functional safety layer. This allows other controllers to take appropriate control based on this first functional gear position information, and the vehicle resumes normal driving.

[0102] In some embodiments, when the second functional gear information is inconsistent with the second verification gear information, this indicates that the gear calculation of the functional layer is still abnormal and the fault has not been eliminated. The vehicle needs to continue to maintain a safe state, that is, the motor torque is 0 and the torque request of the functional layer is cut off. At this time, the first functional gear information of the functional layer can continue to be updated to the safe gear information, and the functional safety layer continues to output the safe gear information through the gear output structure to ensure the normal operation of other controllers. At the same time, after a preset time, the method can execute step S401 again and execute the above steps in sequence to try to exit the safe state again. This prevents the vehicle from remaining in the safe state for a long time after the fault is eliminated, which affects the user experience.

[0103] In an embodiment of the present application, after the vehicle enters a safe state, the method can detect whether the abnormal gear fault has been eliminated. When the second functional gear information is consistent with the second verification gear information, this indicates that the abnormal fault has been repaired and the vehicle can be exited from the safe state. This allows the first functional gear information to be recalculated and output normally, resuming normal vehicle operation. This method improves system stability and robustness, optimizes the fault handling process, and can promptly restore normal operation in the event of occasional short-term gear faults, avoiding prolonged vehicle "breakdowns" and improving the user experience.

[0104] Next, please refer to FIG5 , which shows a gear position monitoring device provided by an embodiment of the present application. As shown in FIG5 , the device 500 includes:

[0105] A first calculation module 510 is configured to analyze the current vehicle state information using a first gear logic to obtain first functional gear information;

[0106] A second calculation module 520 is configured to analyze the current vehicle state information using a second gear logic to obtain first verification gear information;

[0107] The first output module 530 is configured to update the first function gear information to safety gear information when the first function gear information is inconsistent with the first verification gear information, and send the updated first function gear information to the controller area network bus.

[0108] In some embodiments, the apparatus 500 further includes:

[0109] a second output module, configured to send a safety state activation signal to a controller area network bus when the first functional gear information is inconsistent with the first verification gear information, so as to put the vehicle into a safety state;

[0110] In the safe state, the vehicle's drive motor stops responding to the torque request, and the current torque of the drive motor is 0.

[0111] In some embodiments, the apparatus 500 further includes:

[0112] a third calculation module, configured to analyze the current vehicle state information of the vehicle using the first gear logic to obtain second functional gear information when the vehicle meets a preset trigger condition;

[0113] a fourth calculation module, configured to analyze the current vehicle state information of the vehicle using the second gear logic to obtain second verification gear information;

[0114] The third output module is used to send a safety state release signal to the controller area network bus when the second functional gear information is consistent with the second verification gear information, so as to make the vehicle exit the above safety state.

[0115] In some embodiments, the preset trigger conditions include the vehicle entering a safe state, the brake pedal position being within a preset range, and the current vehicle speed being less than a speed threshold.

[0116] In some embodiments, the first output module 530 is further configured to:

[0117] When the first functional gear information is inconsistent with the first verification gear information, a safety status indicator is added to the current vehicle status information;

[0118] The first gear logic is used to analyze the current vehicle status information including the safety status identifier to obtain the safety gear information.

[0119] In some embodiments, the apparatus 500 further includes:

[0120] a fourth output module, configured to send the first function gear position information to the controller area network bus when the first function gear position information is consistent with the first verification gear position information;

[0121] The first functional gear information and the safety state activation signal respectively correspond to the same data sending interface.

[0122] In some embodiments, the current vehicle state information includes one or more of gear lever position information, vehicle speed information, brake pedal position information, and wheel direction information.

[0123] The division of the various modules in the gear monitoring device is for illustrative purposes only. In other embodiments, the gear monitoring device can be divided into different modules as needed to perform all or part of the functions of the gear monitoring device. The various modules in the gear monitoring device provided in the embodiments of this application can be implemented in the form of a computer program. This computer program can be executed on a terminal or server. The program modules comprising this computer program can be stored in the memory of the terminal or server. When executed by a processor, this computer program implements all or part of the steps of the gear monitoring method described in the embodiments of this application.

[0124] FIG6 is a schematic structural diagram of a vehicle provided in an embodiment of the present application.

[0125] Exemplarily, as shown in FIG6 , the vehicle 600 includes: a memory 610 and a processor 620 , wherein the memory 610 stores an executable program code 611 , and the processor 620 is used to call and execute the executable program code 611 to perform a gear monitoring method provided in an embodiment of the present application.

[0126] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a gear monitoring method provided by an embodiment of the present application.

[0127] In this embodiment, the device can be divided into functional modules based on the above-described method examples. For example, each functional module can be mapped to a specific functional module, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only a logical functional division. In actual implementation, other division methods may be used.

[0128] In the case of dividing the functional modules into corresponding functional modules, the device may further include a first calculation module, a second calculation module, a first output module, etc. It should be noted that all relevant contents of the various steps involved in the above method embodiment can be referred to the functional description of the corresponding functional modules and will not be repeated here.

[0129] It should be understood that the device provided in this embodiment is used to execute a gear monitoring method, and thus can achieve the same effect as the above-mentioned implementation method.

[0130] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is used in a vehicle, the processing module may be used to control and manage the vehicle's movements, while the storage module may be used to support the vehicle's execution of relevant program codes.

[0131] The processing module may be a processor or controller that implements or executes the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing (DSP) and a microprocessor, and the storage module may be a memory.

[0132] In addition, the device provided in the embodiments of the present application can specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a gear monitoring method provided in the embodiment.

[0133] This embodiment also provides a computer-readable storage medium, which stores computer program code. When the computer program code runs on a computer, the computer executes the above-mentioned related method steps to implement a gear monitoring method provided in the embodiment.

[0134] This embodiment further provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a gear monitoring method provided in the above embodiment.

[0135] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0136] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0137] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only 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 device, 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 devices or units, which can be electrical, mechanical or other forms.

Claims

1. A gear position monitoring method, characterized in that: Applied to a vehicle controller, the method comprises: The first gear logic is used to analyze the current vehicle state information to obtain the first functional gear information; Analyzing the current vehicle state information using the second gear logic to obtain first verification gear information; When the first function gear information is inconsistent with the first verification gear information, the first function gear information is updated to safety gear information, and the updated first function gear information is sent to the controller area network bus.

2. The method according to claim 1, characterized in that The method further comprises: When the first functional gear information is inconsistent with the first verification gear information, sending a safety state activation signal to the controller area network bus to put the vehicle into a safety state; Wherein, in the safety state, the driving motor of the vehicle stops responding to the torque request, and the current torque of the driving motor is 0.

3. The method according to claim 2, characterized in that The safety state activation signal includes a fault flag and a 0 torque request signal, wherein the fault flag is used to indicate that the torque request sent to the drive motor is interrupted, and the 0 torque request signal is used to request that the output torque of the drive motor be 0.

4. The method according to claim 2, characterized in that: The method further comprises: When the vehicle meets a preset trigger condition, the first gear logic is used to analyze the current vehicle state information of the vehicle to obtain second functional gear information; Analyzing the current vehicle state information of the vehicle using the second gear logic to obtain second verification gear information; When the second functional gear information is consistent with the second verification gear information, a safety state release signal is sent to the controller area network bus to make the vehicle exit the safety state.

5. The method according to claim 4, characterized in that The preset trigger condition includes that the vehicle enters the safe state, the brake pedal position is within a preset range, and the current vehicle speed is less than a speed threshold.

6. The method according to claim 1, characterized in that Before updating the functional gear information to the safety gear information, the method further includes: When the first functional gear information is inconsistent with the first verification gear information, adding a safety status mark to the current vehicle status information; The first gear logic is used to analyze the current vehicle state information including the safety state identifier to obtain safety gear information.

7. The method according to claim 2, characterized in that The method further comprises: When the first function gear information is consistent with the first verification gear information, sending the first function gear information to the controller area network bus; The first functional gear information and the safety state activation signal respectively correspond to the same data transmission interface.

8. The method according to claim 1, characterized in that The current vehicle state information includes one or more of gear lever position information, vehicle speed information, brake pedal position information and wheel direction information.

9. A gear position monitoring device, characterized in that: Configured in a vehicle controller, the device comprises: A first calculation module, used to analyze the current vehicle state information using a first gear logic to obtain first functional gear information; A second calculation module is used to analyze the current vehicle state information using a second gear logic to obtain first verification gear information; The first output module is used for updating the first function gear information to safety gear information when the first function gear information is inconsistent with the first verification gear information, and sending the updated first function gear information to the controller area network bus.

10. A gear position monitoring system, characterized in that: The vehicle controller in the gear monitoring system includes: a functional layer and a functional safety layer; The functional layer is used to analyze the current vehicle state information using the first gear logic to obtain the first functional gear information; The functional safety layer is used to analyze the current vehicle state information using the second gear logic to obtain the first verification gear information; The functional safety layer is further configured to update the first functional gear information to safety gear information when the first functional gear information is inconsistent with the first verification gear information, and send the updated first functional gear information to the controller area network bus.

11. A gear position monitoring system, characterized in that: The functional safety layer is further configured to send the first functional gear information to the controller area network bus when the first functional gear information is consistent with the first verification gear information; Wherein, the functional layer and the functional safety layer use a unified gear output interface.

12. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 8.

13. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 8 is implemented.

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