Vehicle control method and apparatus

Abstract

A vehicle control method and an apparatus, which are applied to the technical field of vehicle control. The method comprises: by means of acceleration information which is acquired by a first vehicle and comprises a plurality of acceleration values experienced in the operation of the first vehicle, determining whether a structural member of the first vehicle has suffered minor damage accumulated by load impact caused by the effect of a plurality of accelerations; and then, when the damage accumulates to a certain extent, outputting first warning information, the first warning information being used for giving a warning of the risk of damage to the structural member of the vehicle. The present application can avoid safety risks caused by an accumulation of minor damage to structural members of vehicles, ensuring driving safety.

Description

A vehicle control method and device Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle control method and device. Background Technology

[0002] With the rapid development of the automotive industry, vehicle safety, reliability, and durability have become a shared focus for both consumers and manufacturers. In actual vehicle use, especially under harsh conditions (such as frequent starts and stops, high-speed driving, and frequent acceleration and deceleration), vehicle structural components are often subjected to significant impacts and loads, which can lead to fatigue damage or even failure. Traditional methods often lack real-time monitoring and early warning of the stress on vehicle structural components, making it difficult to promptly identify and address potential safety hazards.

[0003] Current technologies for monitoring the stress on vehicle structural components primarily focus on single, high-value impact loads on the vehicle structure, considering the potential for significant damage. However, such impacts typically don't require onboard equipment to alert the user; the user can directly perceive the abnormality through their own senses, such as visually observing damage. But for vehicle abnormalities without obvious visual damage, such as minor damage to structural components, existing methods cannot detect these issues. Even though the component may have already undergone localized plastic deformation, creating initial defects, it may fail due to fatigue loads during normal use, posing significant risks to vehicle safety and public opinion.

[0004] Therefore, how to avoid the safety risks caused by the accumulation of minor damage to vehicle structural components is a technical problem that urgently needs to be solved. Summary of the Invention

[0005] This application provides a vehicle control method and device that can avoid the safety risks caused by the accumulation of minor damage to vehicle structural components and ensure driving safety.

[0006] In a first aspect, embodiments of this application provide a vehicle control method applied to a first vehicle, for example, executed by a computing device or computing system within the first vehicle, or executed by a module within the computing device or computing system, wherein the module may include a software module and / or a hardware module. Exemplarily, the computing device or computing system includes a controller, such as a mobile data center (MDC) (or autonomous driving domain controller), a domain controller (DC), an electronic control unit (ECU), etc., wherein the DC includes a motion domain controller (MDC), a vehicle domain controller (VDC), etc., or includes components within the controller, such as a chip. The first vehicle includes at least one structural component, and the at least one structural component includes one or more constituent parts of the first vehicle. Exemplarily, the structural component includes a chassis structural component of the first vehicle, such as a driveshaft.

[0007] The vehicle control method includes, but is not limited to, the following steps: acquiring acceleration information of a first vehicle, the acceleration information including multiple acceleration values ​​experienced by the first vehicle during operation, and outputting a first prompt message based on the acceleration information, the first prompt message being used to indicate the risk of damage to vehicle structural components.

[0008] Optionally, the aforementioned acceleration information is related to the loads experienced by the vehicle's structural components. Generally, changes in vehicle acceleration will cause a certain load impact on the vehicle's structural components. This load impact may cause localized plastic deformation of the vehicle's structural components without obvious visual damage. Such plastic deformation, accumulated over time, can very likely lead to fatigue failure and fracture of the structural components under fatigue loads. This method, by acquiring multiple acceleration values ​​experienced by the vehicle during operation, can comprehensively reflect the stress situation of the vehicle under different operating conditions. Compared to traditional methods that only focus on the impact of a large load caused by a single impact on the vehicle, this method can more accurately assess the impact of relatively small cumulative loads on the vehicle's structural components, thereby improving the accuracy and practicality of the early warning.

[0009] Optionally, the acceleration information described above may include the first acceleration value currently acquired and historical acceleration values ​​acquired prior to the first acceleration value. It should be understood that the historical acceleration values ​​correspond to relatively small cumulative loads on the aforementioned vehicle structural components.

[0010] Optionally, the acceleration information may specifically include vehicle body acceleration, the direction of which may be horizontal. Under special operating conditions, such as abuse conditions, the acceleration information may also include longitudinal acceleration, for example, obtained through acceleration sensors installed at vehicle wheels, suspension components, or rigid connections. It should be understood that due to different sensor installation locations, the acquired acceleration direction can be arbitrary. Generally, the acceleration can be converted to the component load direction / direction of component failure, such as a direction relatively perpendicular to the component.

[0011] Optionally, the acceleration information mentioned above can be obtained by sending a data request to the vehicle domain controller and receiving a response.

[0012] In one possible implementation, the first prompt message is output based on the acceleration information, including the following operation: if at least N acceleration values ​​in the acceleration information exceed the cumulative acceleration threshold, the first prompt message is output, where N is a positive integer greater than or equal to the cumulative number threshold.

[0013] The above implementation method, by setting a cumulative acceleration threshold and a cumulative number of acceleration impacts threshold, can identify the potential risks to vehicle structural components caused by a small number of repeated acceleration impacts. When at least N acceleration values ​​in the acceleration information exceed the cumulative acceleration threshold, a timely warning message is output, helping users to take timely measures to avoid structural component damage and extend the vehicle's service life. It should be understood that the acceleration value exceeding the cumulative acceleration threshold represents the magnitude of acceleration that may cause localized plastic deformation of vehicle structural components without obvious visual damage. The cumulative number of acceleration impacts threshold indicates that even if the number of acceleration values ​​exceeding the cumulative acceleration threshold exceeds a certain limit, there is still a potential safety risk.

[0014] Optionally, in this embodiment, the cumulative acceleration threshold and the cumulative number of times threshold are determined based on the fatigue capability threshold of the structural component, which is the boundary value at which the fatigue capability of the structural component decreases sharply.

[0015] In one possible implementation, the acceleration information mentioned above includes a first acceleration value acquired at the current time point, wherein the first acceleration value is the last of N acceleration values ​​that exceeds the cumulative acceleration threshold.

[0016] Alternatively, other methods can be used to provide prompts based on acceleration information, such as through artificial intelligence or other rules.

[0017] In one possible implementation, the first prompt message is output based on the acceleration information, including the following operation: if the first acceleration value in the acceleration information exceeds the single impact acceleration threshold, the first prompt message is output.

[0018] The above implementation also considers the impact of single impact acceleration on vehicle structural components. By setting a single impact acceleration threshold, a warning can be issued in time when the single impact load is too large, preventing instantaneous failure of structural components due to extreme working conditions and improving vehicle safety.

[0019] In one possible implementation, the cumulative acceleration threshold and the cumulative number of times threshold are determined based on the fatigue strength of the first structural component in the first vehicle.

[0020] It should be understood that fatigue strength refers to the maximum stress that a material can withstand without failure under an infinite number of alternating loads; it is called fatigue strength or fatigue limit.

[0021] The cumulative acceleration threshold and cumulative number threshold involved in the above implementation method are determined based on the fatigue strength of the vehicle structural components, making the early warning more consistent with the actual situation of the vehicle and improving the accuracy and pertinence of the early warning. At the same time, it also provides a scientific basis for subsequent vehicle maintenance and upkeep.

[0022] In one possible implementation, the first structural component includes the structural component with the fewest fatigue damage failures in the first vehicle.

[0023] It should be noted that fatigue damage refers to the accumulation of damage during cyclic loading. The fatigue damage failure count is the number of times the accumulated damage during cyclic loading leads to component failure (fracture). The structural component with the fewest fatigue damage failure counts is used to indicate one or more structural components with the lowest fatigue strength, or the structural component that fails after the fewest acceleration impacts at the cumulative acceleration threshold in fatigue capability testing; it can also be called a weak link component. This implementation method, based on the design of the first structural component, accurately monitors structural components prone to failure, improving the accuracy of component failure prediction. Furthermore, focusing on the structural components (weak link components) with the fewest fatigue damage failure counts in a vehicle allows for the priority identification and handling of potential risks in these components, avoiding overall structural failure caused by the "weak link effect," and improving the overall reliability and durability of the vehicle.

[0024] Optionally, the first structural component includes the structural component that has the fewest fatigue damage failures under abuse conditions. The abuse conditions mainly include one or more of the following: driving on risky roads, frequent starting and stopping, high-speed driving, frequent acceleration and deceleration, uphill driving, low-temperature starting, driving on wet and slippery roads, overloaded driving, long-term idling, driving in high-temperature environments, and driving on snow or muddy roads.

[0025] Optionally, in an embodiment where the first structural component includes the structural component with the fewest fatigue damage failures in the first vehicle, the first warning information can be used to indicate the residual fatigue capacity of the first structural component.

[0026] In one possible implementation, the first structural member includes one or more of the A-pillar, B-pillar, C-pillar, or vehicle frame.

[0027] In one possible implementation, the first structural component also includes other non-replaceable parts besides the aforementioned short-board components, such as the A-pillar, B-pillar, C-pillar, or the vehicle frame. Generally, short-board components are relatively easy to replace. However, during the continuous impacts on the vehicle, in addition to the short-board components, other structural components are also susceptible to impact. These components also need to be monitored. Even though replacing these components is costly, monitoring them can improve the safety of the vehicle and prevent safety accidents and public relations risks caused by sudden failure of these components. Furthermore, focusing on key and non-replaceable structural components such as the A-pillar, B-pillar, C-pillar, or vehicle frame as key monitoring targets allows for a more accurate assessment of the damage risk of these components during stress, providing users with more specific maintenance and upkeep recommendations and improving user satisfaction.

[0028] In one possible implementation, the single impact acceleration threshold is determined based on the yield strength of a second structural member in the first vehicle, which is the structural member with the lowest yield strength in the first vehicle.

[0029] It should be noted that yield strength refers to the critical stress value at which a component begins to undergo irreversible plastic deformation under external force. When the applied stress exceeds this threshold, the material will lose its elastic recovery ability, leading to permanent deformation or structural failure. It should be understood that the second structural component being the component with the lowest yield strength in the first vehicle means that the second structural component is one or more structural components with the lowest yield strength in the first vehicle. These structural components are prone to deformation and failure under strong impact. Furthermore, a low yield strength does not necessarily mean low fatigue strength; therefore, a distinction is made between structural components corresponding to the single impact acceleration threshold and the cumulative acceleration threshold. Considering that the single impact acceleration threshold mainly considers a single stress value exceeding the second structural component's bearing capacity, and that this stress value corresponds to or exceeds the corresponding single impact acceleration threshold, this embodiment sets corresponding thresholds for different structural components (such as the first and second structural components). This is to prevent a sharp decline in the fatigue capacity of structural components due to multiple impacts (in small quantities) and to focus on the direct deformation of structural components caused by larger impacts, giving special attention to structural components prone to deformation.

[0030] The above-described implementation method, by determining the single-impact acceleration threshold based on the yield strength of vehicle structural components, makes the early warning system more consistent with the actual performance of material mechanical properties, thereby improving the accuracy and reliability of the early warning. Simultaneously, it also provides a scientific basis for vehicle design and material selection.

[0031] In one possible implementation, the cumulative acceleration threshold, the number of cumulative accelerations threshold, and the single impact acceleration threshold are related to vehicle parameters of the first vehicle, including one or more of the following: maximum speed, mass, wheelbase, ground clearance, or suspension structure.

[0032] In this embodiment, the influence of factors such as the chassis structure and materials used in different vehicles on the relationship between acceleration and component load is taken into account, making the warning more consistent with the actual situation of the vehicle. By setting corresponding thresholds for different vehicles, the universality and applicability of the warning are improved.

[0033] Optionally, vehicle parameters may also include vehicle size, ground clearance, tire condition, tire type, and weak points. It should be understood that the cumulative acceleration threshold, the cumulative number of accelerations threshold, and the single impact acceleration threshold are related to the vehicle structure.

[0034] Optionally, the cumulative acceleration threshold, the cumulative number of times threshold, and the single impact acceleration threshold are also related to the vehicle type of the first vehicle.

[0035] In one possible implementation, the first notification message is also used to inform the user that the device has experienced abuse.

[0036] The above-described implementation method, by alerting users to the fact that the vehicle has undergone abuse, enhances users' awareness of the vehicle's current condition, thereby improving their safety awareness and satisfaction. It also provides important reference information for subsequent vehicle maintenance and upkeep.

[0037] In one possible implementation, the first prompt message is also used to prompt for replacement of the first structural component.

[0038] The above-described implementation method, after identifying structural components at risk of damage, promptly prompts the user to replace these components, preventing safety accidents caused by component failure and protecting the user's personal and property safety. It also improves the vehicle's reliability and durability.

[0039] Optionally, in cases where the first structural component includes multiple scenarios, the first prompt information is used to prompt the replacement of the first structural component that has met the requirements of the cumulative acceleration threshold and the cumulative number of times threshold. For other first structural components that have not yet reached the cumulative acceleration threshold and the cumulative number of times threshold, the first prompt information is also used to indicate the residual fatigue capacity.

[0040] In one possible implementation, the first prompt information is also used to indicate the historical operating conditions of the first structural component.

[0041] The above-described implementation method, by displaying the historical operating conditions of structural components, helps users understand the usage history and stress conditions of the parts, providing more scientific maintenance and upkeep recommendations. It also provides important evidence for vehicle repair and insurance claims.

[0042] In one possible implementation, the method further includes the following operation: outputting a second prompt message, the second prompt message being used to display structural components at risk of damage.

[0043] The above-described implementation method, by displaying structural components at risk of damage, allows users to intuitively understand the current status of the vehicle and take timely measures to address it. This helps improve user safety awareness and satisfaction, and also contributes to the safe operation of the vehicle.

[0044] In one possible implementation, the first vehicle includes a sensor module to acquire acceleration information of the first vehicle, including the following operation: acquiring acceleration information of the first vehicle based on the sensor module, wherein the sensor module includes a vehicle body acceleration sensor.

[0045] The above implementation method utilizes the vehicle's existing sensors to execute the above scheme, without requiring vehicle modification, and is low in cost.

[0046] In one possible implementation, the sensor module further includes one or more of the following: an acceleration sensor mounted on a structural component at the wheels of the first vehicle; an acceleration sensor mounted on the front end of the first vehicle; an acceleration sensor mounted in the middle of the first vehicle; an acceleration sensor mounted on the rear end of the first vehicle; an acceleration sensor mounted on a first structural component of the first vehicle; and an acceleration sensor mounted on a second structural component of the first vehicle.

[0047] The above implementation method improves the correlation between acceleration signals and load by setting acceleration sensors at different positions on the vehicle end, thereby improving the final prediction accuracy.

[0048] In one possible implementation, the first vehicle further includes a sensing device for acquiring road information around the vehicle and acquiring acceleration information of the first vehicle, including:

[0049] Based on road information, it is determined that the first road on which the first vehicle travels meets preset conditions, which are related to vehicle abuse conditions.

[0050] Obtain the speed information of the first vehicle as it passes through the first road.

[0051] Based on the vehicle speed information, the acceleration information of the first vehicle is determined.

[0052] It should be understood that the aforementioned preset conditions include one or more conditions of the first road on which the first vehicle is traveling, such as whether it is a muddy road, a slippery road surface, or other road conditions that may cause impact to the first vehicle. The above implementation method, by using road feature sensing devices such as cameras and lidar, combined with the vehicle speed when passing through the first road (or through a section of the first road that meets the preset conditions), can further improve the correlation between the acceleration signal and the load, thereby improving the final prediction accuracy.

[0053] Optionally, the aforementioned road information can also be scenario information, which includes road conditions, environmental information, and vehicle condition information. For example, scenario information includes vehicle usage scenarios related to abuse conditions, such as driving terrain, temperature, overloading, and road surface environment.

[0054] Secondly, embodiments of this application provide a testing method, which includes, but is not limited to, the following steps:

[0055] Obtain the first correspondence between the second acceleration value of the first vehicle and the load of the vehicle structural components.

[0056] Obtain a second correspondence between the load on the vehicle structural components of the first vehicle and the degree of damage to the vehicle structural components.

[0057] Based on the first and second correspondences, the cumulative acceleration threshold and the cumulative number of times threshold for vehicle structural components are determined.

[0058] It should be noted that the degree of damage to a vehicle structural component represents its residual fatigue capacity. When the fatigue capacity of a structural component exceeds a certain threshold, the component will fail rapidly. Therefore, after establishing a second correspondence between structural component load and degree of damage, a chain correspondence between acceleration value, structural component load, and structural component damage degree can be established, thereby realizing a scheme for predicting the degree of structural component damage based on acceleration.

[0059] The above implementation method solves the problem of the disconnect between fatigue damage prediction and actual working conditions in traditional testing methods by establishing a two-layer mapping model of acceleration-load correspondence and load-damage correspondence, and achieves accurate quantification of damage accumulation.

[0060] Optionally, the above method can be applied to computing devices, such as devices for performing simulation testing and / or bench testing of vehicles during the vehicle development phase.

[0061] In one possible implementation, the method further includes the following operations:

[0062] Based on the first and second correspondences, the single impact acceleration threshold of the vehicle structural components is determined.

[0063] The above implementation introduces a single impact threshold determination on the basis of the accumulated threshold, which solves the problem of missed detection of transient high-energy impacts (such as road potholes and speed bumps) in the existing technology.

[0064] In one possible implementation, the method further includes the following operations:

[0065] Based on the first and second correspondences, the first structural component is determined, which includes the structural component with the fewest fatigue damage failures in the first vehicle.

[0066] The above implementation method clarifies the safety boundary value of the entire vehicle structure by locating the first structural component with the fewest fatigue damage failures.

[0067] In one possible implementation, the first structural member includes one or more of the A-pillar, B-pillar, C-pillar, or vehicle frame.

[0068] The above implementation method explicitly includes key components of the vehicle body frame in the monitoring scope, providing users with full-process detection of structural damage to the entire vehicle, ensuring vehicle safety, and resolving the hidden risks in the lightweight design of new energy vehicles.

[0069] Optionally, the first structural component also includes the battery pack. It should be understood that localized yielding of the vehicle frame can easily lead to battery pack fixation failure, and battery pack safety is a key safety concern for users. By monitoring the fatigue capacity / damage level of the battery pack structure itself and its fixing structure, vehicle safety can be ensured, user pain points can be addressed, and product competitiveness can be increased.

[0070] In one possible implementation, the method further includes the following operations:

[0071] Based on the first and second correspondences, the second structural component is determined, which is the structural component with the lowest yield strength in the first vehicle.

[0072] In one possible implementation, the cumulative acceleration threshold, the number of cumulative accelerations threshold, and the single impact acceleration threshold are related to vehicle parameters of the first vehicle, including one or more of the following: maximum speed, mass, wheelbase, ground clearance, or suspension structure.

[0073] Thirdly, embodiments of this application provide a vehicle control device that includes units / modules for performing the methods described in any of the first aspects.

[0074] In one possible design, the device is applied to a first vehicle, which includes structural components. The device includes:

[0075] The first communication module is used to acquire the acceleration information of the first vehicle, which includes multiple acceleration values ​​experienced by the first vehicle during operation.

[0076] The first communication module is also used to output a first prompt message based on the acceleration information. The first prompt message is used to indicate the risk of damage to the vehicle's structural components.

[0077] In one possible implementation, based on the acceleration information, a first prompt message is output, and the first communication module is further configured to:

[0078] If at least N acceleration values ​​in the acceleration information exceed the cumulative acceleration threshold, output the first prompt message, where N is a positive integer greater than or equal to the cumulative number threshold.

[0079] In one possible implementation, based on the acceleration information, a first prompt message is output, and the first communication module is further configured to:

[0080] If the first acceleration value in the acceleration information exceeds the single impact acceleration threshold, the first prompt message will be output.

[0081] In one possible implementation, the cumulative acceleration threshold and the cumulative number of times threshold are determined based on the fatigue strength of the first structural component in the first vehicle.

[0082] In one possible implementation, the first structural component includes the structural component with the fewest fatigue damage failures in the first vehicle.

[0083] In one possible implementation, the first structural member includes one or more of the A-pillar, B-pillar, C-pillar, or vehicle frame.

[0084] In one possible implementation, the single impact acceleration threshold is determined based on the yield strength of a second structural member in the first vehicle, which is the structural member with the lowest yield strength in the first vehicle.

[0085] In one possible implementation, the cumulative acceleration threshold, the number of cumulative accelerations threshold, and the single impact acceleration threshold are related to vehicle parameters of the first vehicle, including one or more of the following: maximum speed, mass, wheelbase, ground clearance, or suspension structure.

[0086] In one possible implementation, the first notification message is also used to inform the user that the device has experienced abuse.

[0087] In one possible implementation, the first prompt message is also used to prompt for replacement of the first structural component.

[0088] In one possible implementation, the first prompt information is also used to indicate the historical operating conditions of the first structural component.

[0089] In one possible implementation, the first communication module is further configured to:

[0090] Output a second warning message, which is used to display structural components that are at risk of damage.

[0091] In one possible implementation, the first vehicle includes a sensor module to acquire acceleration information of the first vehicle, and the first communication module is further configured to:

[0092] The acceleration information of the first vehicle is obtained based on a sensor module, which includes a vehicle body acceleration sensor.

[0093] In one possible implementation, the sensor module further includes one or more of the following: an acceleration sensor mounted on a structural member at the wheel of the first vehicle; an acceleration sensor mounted on the front end of the first vehicle; an acceleration sensor mounted in the middle of the first vehicle; an acceleration sensor mounted on the rear end of the first vehicle; an acceleration sensor mounted on a first structural member of the first vehicle; and an acceleration sensor mounted on a second structural member of the first vehicle.

[0094] In one possible implementation, the first vehicle further includes a sensing device for acquiring road information around the vehicle and acceleration information of the first vehicle. The device also includes a first processing module for determining, based on the road information, that the first road the first vehicle is traveling on meets preset conditions, which are related to vehicle abuse conditions. A first communication module is further configured to acquire vehicle speed information as the first vehicle travels on the first road. The first processing module is also configured to determine the acceleration information of the first vehicle based on the speed information.

[0095] Regarding the third aspect and any possible implementation of the first communication module and the first processing module, the steps performed thereon can be referred to the corresponding implementation of the first aspect.

[0096] For the technical effects of the third aspect and any possible implementation, please refer to the description of the technical effects corresponding to the first aspect and the corresponding implementation.

[0097] In one implementation, the vehicle control device is a vehicle control equipment. When the vehicle control device is a vehicle control equipment, the communication module can be a transceiver or an input / output interface. The processing module can be at least one processor. Optionally, the transceiver can be a transceiver circuit. Optionally, the input / output interface can be an input / output circuit.

[0098] In another implementation, the vehicle control device is a chip (system) or circuit used in vehicle control equipment. When the vehicle control device is a chip (system) or circuit used in vehicle control equipment, the communication module can be a communication interface (input / output interface), interface circuit, output circuit, input circuit, pins, or related circuits on the chip (system) or circuit. The processing module can be at least one processor, processing circuit, or logic circuit.

[0099] Fourthly, embodiments of this application provide a testing apparatus, which includes units / modules for performing methods as described in any of the second aspects.

[0100] In one possible design, the device includes:

[0101] The second communication module is used to obtain the first correspondence between the second acceleration value of the first vehicle and the load of the vehicle structural components.

[0102] The second communication module is also used to obtain a second correspondence between the load on the vehicle structural components of the first vehicle and the degree of damage to the vehicle structural components.

[0103] The second processing module is used to determine the cumulative acceleration threshold and the cumulative number threshold of the vehicle structural components based on the first correspondence and the second correspondence.

[0104] In one possible implementation, the second processing module is further configured to:

[0105] Based on the first and second correspondences, the single impact acceleration threshold of the vehicle structural components is determined.

[0106] In one possible implementation, the second processing module is further configured to:

[0107] Based on the first and second correspondences, the first structural component is determined, which includes the structural component with the fewest fatigue damage failures in the first vehicle.

[0108] In one possible implementation, the first structural member includes one or more of the A-pillar, B-pillar, C-pillar, or vehicle frame.

[0109] In one possible implementation, the second processing module is further configured to:

[0110] Based on the first and second correspondences, the second structural component is determined, which is the structural component with the lowest yield strength in the first vehicle.

[0111] In one possible implementation, the cumulative acceleration threshold, the number of cumulative accelerations threshold, and the single impact acceleration threshold are related to vehicle parameters of the first vehicle, including one or more of the following: maximum speed, mass, wheelbase, ground clearance, or suspension structure.

[0112] Regarding the second communication module and the second processing module of the fourth aspect and any possible implementation, the steps performed thereon can be referred to the corresponding implementation of the second aspect.

[0113] For the technical effects of the fourth aspect and any possible implementation, please refer to the description of the technical effects corresponding to the second aspect and the corresponding implementation.

[0114] In one implementation, the testing apparatus is a test device. When the testing apparatus is a test device, the communication module can be a transceiver, or an input / output interface. The processing module can be at least one processor. Optionally, the transceiver can be a transceiver circuit. Optionally, the input / output interface can be an input / output circuit.

[0115] In another implementation, the test device is used to test a chip (system) or circuit in a testing device. When the test device is used to test a chip (system) or circuit in a testing device, the communication module can be a communication interface (input / output interface), interface circuit, output circuit, input circuit, pins, or related circuits on the chip (system) or circuit. The processing module can be at least one processor, processing circuit, or logic circuit.

[0116] Fifthly, embodiments of this application provide an electronic device including a processor. The processor is coupled to a memory and can be used to execute instructions in the memory to implement the methods of the first aspect and any possible implementation described above, or the methods of the second aspect and any possible implementation described above. Optionally, the electronic device further includes a memory. Optionally, the electronic device further includes a communication interface, and the processor is coupled to the communication interface. It should be understood that the electronic device may include a vehicle control device of the vehicle control device of the third aspect, or a test device including a test device of the fourth aspect.

[0117] Sixthly, embodiments of this application provide a chip, including: logic circuitry and a communication interface. The communication interface is used to receive or transmit information. The logic circuitry is used to receive or transmit information through the communication interface, causing the chip to execute the method described in the first aspect and any possible implementation thereof, or the method described in the second aspect and any possible implementation thereof.

[0118] In a seventh aspect, embodiments of this application provide a computer-readable storage medium for storing a computer program (also referred to as code or instructions). When the computer program is run on a computer, it causes the methods of the first aspect and any possible implementation described above, or the methods of the second aspect and any possible implementation described above, to be implemented.

[0119] Eighthly, embodiments of this application provide a computer program product, which includes a computer program (also referred to as code or instructions). When the computer program is run, it causes the computer to perform the method described in the first aspect and any possible implementation thereof, or the method described in the second aspect and any possible implementation thereof.

[0120] Ninthly, embodiments of this application provide a terminal, the terminal including at least one vehicle control device as described in the third aspect, or the vehicle control device as described in the fourth aspect, or the electronic device as described in the fifth aspect, or the chip as described in the sixth aspect.

[0121] Optionally, the terminal can be a means of transportation, such as a car, truck, aircraft, drone, slow transport vehicle, spacecraft, or ship, or any other possible means of transportation used in any possible scenario. This application embodiment does not limit this.

[0122] Optionally, the terminal is used to implement the method described in the first aspect and any possible implementation, or the method described in the second aspect and any possible implementation.

[0123] Furthermore, in the process of performing the methods described in the first or second aspect and any possible implementation above, the processes related to sending and / or receiving information in the above methods can be understood as the process of the processor outputting information, and / or the process of the processor receiving input information. When outputting information, the processor can output the information to a transceiver (or communication interface, or transmitting module) so that the transceiver can transmit it. After the information is output by the processor, it may need to undergo other processing before reaching the transceiver. Similarly, when the processor receives input information, the transceiver (or communication interface, or transmitting module) receives the information and inputs it to the processor. Furthermore, after the transceiver receives the information, the information may need to undergo other processing before being input to the processor.

[0124] Based on the above principles, for example, the information sent mentioned in the aforementioned method can be understood as information output by the processor. Similarly, the information received can be understood as information received by the processor from input.

[0125] Alternatively, unless otherwise specified, the operations of transmitting, sending, and receiving involved by the processor can be more generally understood as processor output and receiving, input, and other operations, unless they contradict their actual function or internal logic in the relevant description.

[0126] Optionally, in performing the methods described in the first or second aspect and any possible implementation, the processor may be a dedicated processor for performing these methods, or it may be a processor that performs these methods by executing computer instructions stored in memory, such as a general-purpose processor. The memory may be a non-transitory memory, such as read-only memory (ROM), which may be integrated with the processor on the same chip or disposed on different chips. This application does not limit the type of memory or the arrangement of the memory and processor.

[0127] In one possible implementation, at least one of the aforementioned memories is located outside the device.

[0128] In yet another possible implementation, at least one of the aforementioned memories is located within the device.

[0129] In another possible implementation, a portion of the memory of the at least one memory is located inside the device, while another portion is located outside the device.

[0130] In this application, the processor and memory may also be integrated into a single device, that is, the processor and memory can be integrated together. Attached Figure Description

[0131] The accompanying drawings used in the description of the embodiments will be briefly introduced below.

[0132] Figure 1 is a schematic diagram of the architecture of the structural component monitoring system provided in an embodiment of this application;

[0133] Figure 2 is a functional block diagram of the vehicle to which this application embodiment applies;

[0134] Figure 3 is a schematic diagram of the sensor in the vehicle frame provided in an embodiment of this application;

[0135] Figure 4 is a schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0136] Figure 5 is a schematic diagram of a scenario of a first vehicle driving process provided in an embodiment of this application;

[0137] Figure 6 is a schematic diagram of another scenario of the first vehicle driving process provided in an embodiment of this application;

[0138] Figure 7 is a line diagram illustrating the change in fatigue capability of a structural component according to an embodiment of this application;

[0139] Figure 8 is a schematic diagram of a scenario in which a first vehicle is traveling on a high-risk road section, according to an embodiment of this application;

[0140] Figure 9 is a schematic diagram of a first prompt message provided in an embodiment of this application;

[0141] Figure 10 is a schematic diagram of yet another type of first prompt information provided in an embodiment of this application;

[0142] Figure 11 is a schematic diagram of a second prompt message provided in an embodiment of this application;

[0143] Figure 12 is a flowchart illustrating a testing method provided in an embodiment of this application;

[0144] Figure 13 is a schematic diagram of a testing method provided in an embodiment of this application;

[0145] Figure 14 is a schematic diagram of a vehicle control device provided in an embodiment of this application;

[0146] Figure 15 is a structural schematic diagram of another vehicle control device provided in an embodiment of this application;

[0147] Figure 16 is a schematic diagram of a testing device provided in an embodiment of this application. Detailed Implementation

[0148] The embodiments of this application will now be described in further detail with reference to the accompanying drawings.

[0149] For ease of understanding, the following examples illustrate some concepts related to the embodiments of this application for reference. As follows:

[0150] 1. Fatigue strength.

[0151] Fatigue strength refers to the maximum stress a material can withstand under an infinite number of alternating loads without failing; it is also known as the fatigue limit. In this application, fatigue strength is an important indicator for measuring the ability of vehicle structural components to resist fatigue failure during long-term use.

[0152] 2. Fatigue damage failure.

[0153] Fatigue failure refers to the failure (such as fracture) of a material or structural component due to cumulative damage under cyclic loading. This failure mode typically manifests as sudden fracture without significant plastic deformation, posing a serious threat to vehicle safety. In this application embodiment, the vulnerability of a structural component is defined by the number of fatigue failures. For example, the first structural component in this application embodiment can be the structural component with the fewest fatigue failures in the vehicle. It should be understood that the number of fatigue failures represents the cumulative number of times damage leads to failure of the structural component under cyclic loading; the smaller the number, the more likely the structural component is to fail.

[0154] 3. Yield strength.

[0155] Yield strength is the critical stress value at which a component begins to undergo irreversible plastic deformation under external force. When the applied stress exceeds the yield strength, the material will lose its elastic recovery ability, leading to permanent deformation or structural failure.

[0156] 4. Misuse of operating conditions.

[0157] Abuse conditions refer to harsh operating conditions encountered by vehicles during use, such as frequent starting and stopping, high-speed driving, frequent acceleration and deceleration, uphill driving, starting in low temperatures, driving on wet and slippery roads, overloading, prolonged idling, driving in high-temperature environments, and driving on snowy or muddy roads. These operating conditions can cause significant impacts and loads to the vehicle's structural components, accelerating their fatigue damage and failure process.

[0158] The terms "first" and "second," etc., used in the specification, claims, and drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or apparatuses.

[0159] The term "embodiment" as used herein means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. Those skilled in the art will explicitly and implicitly understand that, unless otherwise specified or logically conflicting, the terminology and / or descriptions between the various embodiments of this application are consistent and can be mutually referenced, and technical features in different embodiments can be combined to form new embodiments based on their inherent logical relationships.

[0160] It should be understood that in this application, "at least one (item)" means one or more, "more than one" means two or more, "at least two (items)" means two or three or more, and "and / or" is used to describe the relationship between related objects, indicating that there can be three relationships. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the related objects before and after are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0161] It should be noted that, in this application, "instruction" can include direct instruction, indirect instruction, explicit instruction, and implicit instruction. When describing a certain instruction information to indicate A, it can be understood that the instruction information carries A, directly indicates A, or indirectly indicates A.

[0162] In this application, the information indicated by the instruction information is called the information to be instructed. In specific implementations, there are many ways to indicate the information to be instructed, such as, but not limited to, directly indicating the information to be instructed, such as the information to be instructed itself or its index. It can also indirectly indicate the information to be instructed by indicating other information, where there is a correlation between the other information and the information to be instructed. It can also indicate only a part of the information to be instructed, while the other parts are known or pre-agreed upon. For example, the instruction of specific information can be achieved by using a pre-agreed (e.g., protocol-defined) arrangement of various information, thereby reducing instruction overhead to some extent. The information to be instructed can be sent as a whole or divided into multiple sub-information units, and the sending period and / or timing of these sub-information units can be the same or different. This application does not limit the specific sending method. The sending period and / or timing of these sub-information units can be predefined, for example, according to a protocol, or configured by the transmitting device by sending configuration information to the receiving device.

[0163] It should be noted that in this application, "send" can be understood as "output" and "receive" can be understood as "input". "Send information to A", where "to A" simply indicates the direction of information transmission, and A is the destination, does not limit "send information to A" to a direct transmission over the air interface. "Send information to A" includes sending information directly to A, as well as sending information indirectly to A through a transmitter. Therefore, "send information to A" can also be understood as "outputting information destined for A". Similarly, "receive information from A" indicates that the source of the information is A, including receiving information directly from A, as well as receiving information indirectly from A through a receiver. Therefore, "receive information from A" can also be understood as "inputting information from A".

[0164] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described below with reference to the accompanying drawings.

[0165] Please refer to Figure 1, which is a schematic diagram of the architecture of the structural component monitoring system provided in the embodiment of this application.

[0166] The architecture of this structural component monitoring system is primarily based on acceleration information to detect damage risks to vehicle structural components, including tire wear and lifespan. Figure 1 mainly involves two parts: the vehicle-side and the remote server-side. Of course, the architecture in Figure 1 is only an example; the architecture of the structural component monitoring system will differ in different implementation scenarios. For example, the structural component monitoring system may only include the vehicle-side, with internal information processing achieved through the vehicle-side processor or sensor module. The following mainly describes an example of a structural component monitoring system involving both the vehicle-side and the remote server-side. For a structural component monitoring system that only includes the vehicle-side, please refer to the following content; this application's embodiments will not elaborate further.

[0167] In Figure 1, the connection between the vehicle and the remote server may include a connection established by wireless communication technology.

[0168] The vehicle-side system includes, but is not limited to, a data acquisition system used to collect the current vehicle status, including but not limited to acceleration information. It is understood that this data acquisition system includes, but is not limited to, sensors conventionally configured in vehicles to measure vehicle speed, wheel speed, and acceleration, used to collect various types of vehicle data. The vehicle-side system sends the collected data to a remote server. In this embodiment, the data collected by the vehicle-side system includes acceleration information.

[0169] The remote server includes, but is not limited to, data storage systems, data processing systems, data analysis systems, and data evaluation systems, and its functions can be described as follows:

[0170] After receiving data from the vehicle, the remote server stores the data in the data storage system.

[0171] After extracting the required data from the data storage system, the data processing system cleans the data, removes invalid sampled data such as extreme values ​​and null values, filters out valid data, and performs data segmentation and labeling on the valid data, for example, by time.

[0172] The data analysis system analyzes the segmented and labeled valid data, calculates the damage status / damage risk / fatigue capacity residual value of the structural component, stores the damage status / damage risk / fatigue capacity residual value of the structural component in the data storage system, and sends the damage status / damage risk / fatigue capacity residual value of the structural component to the data evaluation system.

[0173] After receiving the damage status, damage risk, and fatigue capacity residual value of structural components from the data analysis system, the data evaluation system assesses whether the damage status of the structural components exceeds relevant thresholds based on the damage status, damage risk, and fatigue capacity residual value, and outputs structural component evaluation information. This provides users with quality assessment analysis of structural components, ensuring vehicle driving safety.

[0174] Optionally, the data assessment system can also send the damage status / damage risk / fatigue capacity residual value of the structural components to display devices with display functions such as vehicle end / mobile APP / smart wearable devices, and provide early warning prompts to users through screen, sound, light, electricity, vibration and other means.

[0175] It is understandable that in the structural component monitoring system shown in Figure 1, the remote server is deployed independently outside the vehicle and has a wireless communication connection with devices with display functions, such as the vehicle's infotainment system, mobile app, or smart wearable device. After determining the damage status, damage risk, and residual fatigue capacity of the structural component, the remote server controls the first prompt information to be displayed on the vehicle's infotainment system, mobile app, or smart wearable device. In the vehicle tire monitoring system shown in Figure 1, the remote server can be integrated into the vehicle. For example, the vehicle's infotainment system may include a data storage system, a data processing system, and a data analysis system. The remote server then generates the final structural component quality assessment report and sends it to the user device / vehicle.

[0176] The vehicle control method and apparatus provided in this application can be applied to vehicles, as well as to smart home devices, robots, and other terminals. The vehicle involved in the embodiments of this application will be described below with reference to the accompanying drawings.

[0177] Figure 2 is a functional block diagram of a vehicle applicable to the embodiments of this application. The vehicle 100 can be an intelligent driving vehicle, and the vehicle 100 can fully or partially support autonomous driving mode.

[0178] The vehicle 100 may include various subsystems, such as a travel system, a sensing system, a control system, one or more peripheral devices, as well as a power supply, a computer system, and a user interface.

[0179] Optionally, vehicle 100 may include more or fewer subsystems, and each subsystem may include multiple components. Furthermore, each subsystem and component of vehicle 100 may be interconnected via wired or wireless means.

[0180] It should be noted that, in this embodiment, the monitoring mainly focuses on the residual fatigue capacity of various structural components in the vehicle 100 to prevent sudden failure of these components. These structural components can be any of the components described in the aforementioned systems. Optionally, the structural components involved in this embodiment include a first structural component and a second structural component. Further, the first structural component includes the component with the fewest fatigue failures in the first vehicle. Optionally, the first structural component also includes parts that are not easily replaced; for example, the first structural component includes one or more of the A-pillar, B-pillar, C-pillar, or vehicle frame. The second structural component is the component with the lowest yield strength in the first vehicle.

[0181] The various subsystems described above are illustrated below. It should be understood that the first structural component and / or the second structural component in the embodiments of this application can be any one or more structural components of the various subsystems described below, as detailed in the following description.

[0182] The propulsion system may include components for providing powered motion to the vehicle 100. In one embodiment, the propulsion system 110 may include an engine, a transmission, an energy source, and wheels / tires. The engine may be an internal combustion engine, an electric motor, an air compressor engine, or other combinations of engines; for example, a hybrid engine consisting of a gasoline engine and an electric motor, or a hybrid engine consisting of an internal combustion engine and an air compressor engine. The engine can convert the energy source into mechanical energy.

[0183] For example, the energy source may include gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, solar panels, batteries, and other electrical sources. The energy source may also provide energy to other systems in the vehicle. For example, in cases where the energy source of vehicle 100 includes a battery or other electrical source, as is common in new energy vehicles on the market, the battery has always been a key selling point and a focus for users. Therefore, the first structural component / second structural component may be the main body or additional component of the battery or other electrical source in vehicle 100. By focusing on monitoring it and providing corresponding data to users, the user's driving experience can be ensured. For example, additional components may be other components related to the battery (battery pack), such as battery mounting components, battery guards, etc.

[0184] For example, the transmission may include a gearbox, a differential, and a drive shaft; wherein the transmission can transmit mechanical power from the engine to the wheels.

[0185] In one embodiment, the transmission may further include other components, such as a clutch. The drive shaft may include one or more shafts that can be coupled to one or more wheels.

[0186] For example, the sensing system may include several sensors that sense information about the environment surrounding the vehicle 100.

[0187] For example, the sensing system may include an acceleration sensor for real-time monitoring of the acceleration of vehicle 100. The acceleration values ​​acquired include the horizontal acceleration of vehicle 100 during acceleration and deceleration, the lateral acceleration of vehicle 100 when cornering, and the longitudinal or oblique acceleration caused by vehicle 100 passing through special terrain such as potholes and speed bumps.

[0188] Optionally, a positioning system (e.g., Global Positioning System (GPS), BeiDou system, or other positioning systems), an inertial measurement unit (IMU), radar, a laser rangefinder, a camera, and a vehicle speed sensor may be used. The sensing system may also include sensors from the internal systems of the monitored vehicle 100 (e.g., an in-vehicle air quality monitor, fuel gauge, oil temperature gauge, etc.). Sensor data from one or more of these sensors can be used to detect objects and their corresponding characteristics (position, shape, orientation, speed, etc.). This detection and identification is a key function for the safe operation of the autonomous vehicle 100.

[0189] The positioning system can be used to estimate the geographical location of vehicle 100. The IMU can be used to sense changes in the position and orientation of vehicle 100 based on inertial acceleration. In one embodiment, the IMU can be a combination of an accelerometer and a gyroscope.

[0190] For example, radar can use radio information to sense objects in the surrounding environment of vehicle 100. In some embodiments, in addition to sensing objects, radar can also be used to sense the speed and / or direction of travel of objects.

[0191] For example, a laser rangefinder can use a laser to sense objects in the environment in which the vehicle 100 is located. In some embodiments, a laser rangefinder may include one or more laser sources, a laser scanner, and one or more detectors, as well as other system components.

[0192] For example, the camera can be used to capture multiple images of the surrounding environment of the vehicle 100. For example, the camera can be a still camera or a video camera.

[0193] For example, a vehicle speed sensor can be used to measure the speed of vehicle 100. For instance, the vehicle's speed can be measured in real time. The measured speed can be transmitted to a control system to enable control of the vehicle.

[0194] The control system controls the operation of the vehicle 100 and its components. The control system may include various components, such as a steering system 131, throttle, braking unit, computer vision system, route control system, and obstacle avoidance system.

[0195] Optionally, vehicle 100 can interact with external sensors, other vehicles, other computer systems, or users via peripheral devices; wherein, peripheral devices may include wireless communication systems, on-board computers, microphones, and / or speakers.

[0196] In some embodiments, peripheral devices may provide a means for vehicle 100 to interact with a user interface. For example, an onboard computer may provide information to a user of vehicle 100. The user interface may also operate the onboard computer to receive user input; the onboard computer may be operated via a touchscreen. In other cases, peripheral devices may provide a means for the vehicle to communicate with other devices located within the vehicle. For example, a microphone may receive audio (e.g., voice commands or other audio input) from a user of vehicle 100. Similarly, a speaker may output audio to a user of vehicle 100.

[0197] For example, in this embodiment of the application, a first prompt message / a second prompt message may be output. The first prompt message is used to indicate the risk of damage to vehicle structural components, and the second prompt message is used to display structural components at risk of damage. Optionally, both the first prompt message and / or the second prompt message can be output based on a speaker or an onboard computer.

[0198] Exemplarily, some or all functions of vehicle 100 may be controlled by a computer system, wherein the computer system may include at least one processor that executes instructions stored in a non-transitory computer-readable medium, such as memory. The computer system may also be multiple computing devices that control individual components or subsystems of the vehicle in a distributed manner. Exemplarily, the methods involved in the embodiments of this application may be executed based on a computer system or based on multiple computing devices of individual components or subsystems within a computer system.

[0199] For example, the processor can be any conventional processor, such as a commercially available central processing unit (CPU).

[0200] In some embodiments, the memory may contain instructions (e.g., program logic) that can be executed by a processor to perform various functions of the vehicle 100, including those described above. The memory may also include additional instructions, such as instructions for sending data to, receiving data from, interacting with, and / or controlling one or more of the motion system, sensing system (such as an accelerometer), control system, and peripheral devices.

[0201] For example, in addition to instructions, the memory may also store data, such as acceleration information, road maps, route information, vehicle position, direction, speed, and other such vehicle data, as well as other information. This information can be used by the vehicle and computer system during operation of the vehicle 100 in autonomous, semi-autonomous, and / or manual modes.

[0202] Optionally, the above components are merely examples. In actual applications, components in the above modules may be added or removed as needed, and should not be construed as limiting the embodiments of this application.

[0203] Optionally, vehicle 100 may be an autonomous vehicle traveling on a road, capable of identifying objects in its surrounding environment to determine adjustments to its current speed. These objects may be other vehicles, traffic control equipment, or other types of objects. In some examples, each identified object may be considered independently, and based on the object's individual characteristics, such as its current speed, acceleration, and distance from the vehicle, the speed adjustment to be made by the autonomous vehicle can be determined.

[0204] The aforementioned vehicle 100 can be a car, truck, motorcycle, bus, ship, airplane, helicopter, lawnmower, recreational vehicle, amusement park vehicle, construction equipment, tram, golf cart, train, and handcart, etc., and this application embodiment does not impose any special limitations.

[0205] Figure 3 is a schematic diagram of a sensor in a vehicle frame provided in an embodiment of this application. The sensor module of the vehicle in Figure 3 may include the acceleration sensor in the vehicle 100 shown in Figure 3.

[0206] In Figure 3, the sensor module includes: an acceleration sensor 1 installed on a structural component at the wheel of the vehicle 100, an acceleration sensor 2 installed at the front end of the vehicle 100, an acceleration sensor 3 installed in the middle of the vehicle 100, an acceleration sensor 4 installed at the rear end of the vehicle 100, an acceleration sensor installed on a first structural component of the vehicle 100, and an acceleration sensor installed on a second structural component of the vehicle 100.

[0207] In one possible implementation, acceleration sensors are positioned at the steering knuckles of the vehicle's suspension and / or the powertrain housing to monitor the vehicle's vertical, longitudinal, and lateral acceleration. Furthermore, acceleration sensors can be placed at multiple steering knuckles of the suspension, such as the four steering knuckles of the front and rear suspensions: the front left, front right, rear left, and rear right steering knuckles. Of course, they can also be placed at other key locations on the vehicle capable of responding to changes in acceleration. When a user drives the vehicle over bumps, potholes, or experiences a lateral impact, significant vertical, longitudinal, and lateral accelerations are generated. By monitoring acceleration signals from multiple locations and performing fusion analysis of multiple sets of data, it is possible to accurately determine whether the vehicle has received vertical, longitudinal, or lateral overload impacts, thereby enabling the monitoring of structural component damage risks.

[0208] Optionally, the sensor module may also include an electromagnetic induction sensor and / or a strain gauge sensor.

[0209] In one possible implementation, electromagnetic induction sensors are installed at the bump stops of the vehicle's suspension to monitor the compression displacement of the bump stops. For example, four bump stop locations could be placed on the front and rear suspensions: the front left bump stop, the front right bump stop, the rear left bump stop, and the rear right bump stop. When a user drives the vehicle over a bump, a large vertical impact force is generated, causing the bump stops to compress. The greater the compression, the greater the load. Monitoring the displacement of the bump stops can determine whether the vehicle has been subjected to a vertical impact.

[0210] In one possible implementation, strain gauge sensors are positioned at the control arms of the vehicle's suspension to monitor strain information. For example, they can be located at the control arms of the front and rear suspensions, such as the lower control arm of the front suspension, the upper control arm and toe control arm of the multi-link rear suspension, and more specifically, the left and right front control arms, the upper left and upper right rear control arms, the left and right rear toe control arms, and other critical locations. When the vehicle experiences an overload, large strains are generated in the components. Monitoring the strain signals of critical components can help determine which parts have been impacted, allowing for timely maintenance and replacement.

[0211] Of course, considering that the first and second structural components are not shown in FIG3, the acceleration sensor of the first structural component installed in the vehicle 100 and the acceleration sensor of the second structural component installed in the vehicle 100 are not shown in FIG3, but this does not represent a limitation of the embodiments of this application.

[0212] For example, the acceleration sensor may be a vehicle body acceleration sensor, which is used to monitor the acceleration of the entire vehicle.

[0213] Optionally, the acceleration information of vehicle 100 can be obtained based on the sensor module.

[0214] In addition, the vehicle may include multiple sensors, such as lidar, a front-view camera, a rear-view camera, a side camera, millimeter-wave radar, ultrasonic radar, and a fisheye camera. However, this application embodiment does not limit the type, number, or location of vehicle sensors.

[0215] The methods of the embodiments of this application will be described below.

[0216] Please refer to Figure 4, which is a flowchart illustrating a vehicle control method provided in an embodiment of this application. Optionally, this method is applied to a vehicle. For example, the method can be executed by the vehicle itself, as shown in Figure 1, or by vehicle 100 as shown in Figure 2, or by vehicle 100 as shown in Figure 3. Alternatively, it can be executed by a control system within the vehicle, as shown in the computer system corresponding to the embodiment in Figure 2. Optionally, this method can also be applied to a remote server, which will not be elaborated upon here. Both the vehicle itself and vehicle 100 include structural components. These structural components indicate the parts that make up the vehicle, such as motors, suspension, body, etc., or sub-components of the aforementioned components, such as chassis bushings, suspension stabilizer bars, etc.

[0217] The vehicle control method shown in Figure 4 may include one or more steps from steps S401 to S402. It should be understood that, for ease of description, the method is described in the order of steps S401 to S402, but this embodiment does not limit the order of execution, the execution time, or the number of executions of the above one or more steps. Steps S401 to S402 are as follows:

[0218] Step S401: Obtain the acceleration information of the first vehicle.

[0219] Optionally, in this embodiment, the device used to acquire acceleration information and output a first prompt message based on the acceleration information can be a first communication device. This first communication device can be a device equipped with a processor / chip capable of executing computer execution instructions, or it can be any processor / chip capable of executing computer execution instructions. This embodiment does not impose any limitations on this. Optionally, the first communication device can be a vehicle-side device or a processor / chip within the vehicle-side device. For example, it can specifically be the vehicle-side device in the structural component monitoring system shown in Figure 1 above, used to execute the vehicle control method in this embodiment. This allows for real-time monitoring of the damage risk of vehicle structural components and eliminates the need for dedicated sensors, reducing vehicle costs.

[0220] Optionally, the device used to acquire acceleration information and output first prompt information based on the acceleration information in this embodiment can also be a second communication device. This second communication device can be a device equipped with a processor / chip capable of executing computer instructions, or it can be any processor / chip capable of executing computer instructions. This embodiment does not impose any limitations on this. Optionally, the second communication device can be a remote server or a processor / chip within a remote server. For example, it can specifically be the remote server in the structural component monitoring system shown in Figure 1 above, used to execute the vehicle control method in this embodiment. This allows for real-time monitoring of the damage risk of vehicle structural components and eliminates the need for dedicated sensors, reducing vehicle costs. In this case, the second communication device (remote server) and the first communication device (vehicle end) constitute a structural component detection system. The specific architecture can be referred to the description in Figure 1 above, and will not be repeated here.

[0221] It is understood that the vehicle (first vehicle) in the embodiments of this application can be replaced by a terminal device, which can be a mobile robot or other terminal device that is driven by a power battery and needs to move with the help of tires. The embodiments of this application do not specifically limit this.

[0222] The aforementioned first information includes at least one data set, which may specifically be multiple acceleration values ​​experienced by the first vehicle during its operation.

[0223] It is understood that a data set here can be considered as a data frame, or it can exist in other data storage forms, and this application embodiment does not limit this. At a certain moment or location of vehicle travel, the vehicle has a corresponding speed, acceleration, and time node, and the speed, acceleration, and time node together constitute the data set corresponding to that moment.

[0224] It is understood that acceleration information may include a data set corresponding to a certain moment, or it may include multiple data sets corresponding to a certain time period. This application embodiment does not limit this.

[0225] Furthermore, the aforementioned working process is used to indicate any working process of the first vehicle during its operation. For example, the aforementioned working process includes both human-driven and intelligent-driven working processes. The human-driven working process indicates the process of the driver driving the first vehicle. The intelligent-driven working process indicates various working states, conditions, or processes of the autonomous driving function, such as cruise control, following, lane keeping, lane changing, turning, start-stop, reversing into a parking space, and parallel parking. It should be understood that, regardless of the working process, the acceleration information of the first vehicle can be obtained.

[0226] Optionally, the first vehicle mentioned above is vehicle 100 in Figure 2 or vehicle 100 in Figure 3.

[0227] Optionally, the aforementioned acceleration information is related to the loads on the vehicle's structural components.

[0228] It should be noted that changes in vehicle acceleration can cause certain load impacts on the vehicle's structural components. These load impacts may lead to localized plastic deformation of the structural components without obvious visual damage. Accumulated plastic deformation can potentially cause fatigue failure and fracture of the structural components under fatigue loads. Therefore, by monitoring the acceleration information of the first vehicle, the damage status of its structural components can be monitored.

[0229] The following example illustrates a specific scenario where a vehicle's structural components are subjected to load impact.

[0230] Scene 1: A bumpy road section.

[0231] Please refer to Figure 5, which is a schematic diagram of a scenario of a first vehicle driving according to an embodiment of this application. In Figure 5, the first vehicle is driving on a road with potholes. When the first vehicle passes through a pothole, since the vehicle maintains a certain speed (e.g., a speed of 30 km / h or more), after the wheels of the first vehicle enter the pothole, they do not directly contact the bottom of the pothole due to their initial velocity, but instead impact the side wall or bottom of the pothole in a parabolic trajectory. This causes the first vehicle to experience oblique or vertical acceleration, which can be understood as one or more acceleration values ​​in the acceleration information mentioned above.

[0232] The aforementioned oblique or vertical acceleration directly affects the trajectory of the wheels of the first vehicle, further impacting structural components directly or indirectly connected to the wheels, such as the suspension or its components like stabilizer bars, subjecting them to load impacts. After being subjected to a certain amount of load impact, these structural components may undergo hidden or internal deformation, which, over time, can lead to structural failure.

[0233] For example, even at the same uneven terrain, different terrain conditions can cause a vehicle to experience multiple acceleration values, potentially resulting in multiple load impacts. Alternatively, due to the elastic design of the vehicle's suspension, the wheels may experience a minor impact upon bottoming out, causing the vehicle to rebound, which the driver will also feel. Furthermore, because the vehicle may experience a very short period of airtime after a minor impact, upon landing, the elastic design of the suspension and its own weight will cause the vehicle's structural components to be subjected to secondary acceleration, leading to a second load impact.

[0234] Scenario 2, roadblock section.

[0235] Please refer to Figure 6, which is a schematic diagram of another scenario of a first vehicle's driving process provided in an embodiment of this application. In Figure 6, the first vehicle travels through a road condition / location containing roadblocks. Exemplarily, the aforementioned roadblocks include speed bumps, pebbles, or other obstacles protruding from the road surface. In this embodiment of the application, an obstacle refers to an entity that may delay or hinder the terminal's movement during its journey, such as objects, terrain, or facilities. The object may include living or inanimate objects. Furthermore, the location of the obstacle may be fixed or movable.

[0236] When the first vehicle passes the obstacle, due to its maintained speed (e.g., above 30 km / h), the vehicle's wheels may directly impact the obstacle, resulting in acceleration due to the impact. Furthermore, since obstacles are generally small, the wheels can directly run over them. Due to the vehicle's weight and rigid structure, the vehicle's attitude may change, such as one side lifting up. In this case, at least one acceleration due to the change in the vehicle's attitude will occur. Both of these accelerations may cause a certain load impact on the vehicle's structural components.

[0237] Furthermore, when a vehicle passes over a speed bump, due to the curved structure of the speed bump, the vehicle's wheels may not experience impact acceleration upon first contact with the speed bump (except for speed bumps with non-curved structures). However, since the vehicle maintains a certain speed, it may still exhibit a parabolic wheel trajectory (the wheel's trajectory relative to the speed bump's parabola). This results in the wheel experiencing impact acceleration upon contact with the ground after passing through this parabolic trajectory. Additionally, due to the elastic structure of the vehicle's suspension and its own weight, the vehicle may rebound, generating even more acceleration.

[0238] In more complex scenarios, such as when a vehicle hits a curb, brakes on one wheel to cross a pothole, brakes on both wheels to cross a road obstacle, brakes on one wheel to cross a slope pothole, or brakes to cross a road obstacle, the vehicle will be affected by a wider variety and larger number of acceleration values, which will not be elaborated on here.

[0239] It should be noted that the above-mentioned scenarios 1 and 2 are common scenarios during vehicle operation. They are only used to illustrate that vehicles may be affected by acceleration in different scenarios, which may lead to impact on vehicle structural components. They are not intended to limit the scenarios of the embodiments of this application.

[0240] In an optional implementation, the acceleration information is obtained through a sensor module in the first vehicle. The first vehicle includes a sensor module, and step S401 may specifically include:

[0241] The acceleration information of the first vehicle is obtained based on a sensor module, which includes a vehicle body acceleration sensor.

[0242] It should be understood that common vehicles are generally equipped with vehicle body acceleration sensors. This application embodiment uses the acceleration information from the vehicle's built-in vehicle body acceleration sensor to monitor the damage status / risk of damage to vehicle structural components. This can be accomplished simply by upgrading the level of the sensor, and the cost is low.

[0243] It should be noted that the acceleration information mentioned above includes multiple acceleration values, which can include multiple acceleration values ​​of the first vehicle at the current moment. For example, the first vehicle includes multiple body acceleration sensors, each of which acquires the acceleration value of the first vehicle at the current moment, i.e., the aforementioned multiple acceleration values. These multiple acceleration values ​​can also include one or more acceleration values ​​acquired by the first vehicle during its historical driving. It should be understood that in this case, the first vehicle itself may have only one acceleration sensor.

[0244] In this embodiment, the acceleration information mainly includes one or more acceleration values ​​acquired by the first vehicle during its historical driving process. Based on the above, it is understood that acceleration values ​​correspond to structural damage conditions / damage risks. Therefore, by using one or more acceleration values ​​acquired by the first vehicle during its historical driving process, the historical operating conditions of the first vehicle's structural components can be monitored. In other words, by using one or more acceleration values ​​acquired by the first vehicle during its historical driving process, the residual fatigue capacity of the first vehicle's structural components can be monitored.

[0245] Optionally, the acceleration information described above may include the first acceleration value currently acquired and historical acceleration values ​​acquired prior to the first acceleration value. It should be understood that the historical acceleration values ​​correspond to relatively small cumulative loads on the aforementioned vehicle structural components.

[0246] Optionally, the acceleration information may specifically include vehicle body acceleration, the direction of which may be horizontal. Under special operating conditions, such as abuse conditions, the acceleration information may also include longitudinal acceleration, for example, obtained through acceleration sensors installed at vehicle wheels, suspension structural components, or rigid connecting parts. Due to limitations in sensor installation location, the direction of the obtained acceleration may be arbitrary. Generally, the acceleration can be converted into the component load direction / direction of component failure, such as a direction perpendicular to the component.

[0247] Optionally, the acceleration information mentioned above can be obtained by sending a data request to the vehicle domain controller and receiving a response.

[0248] In one alternative embodiment, the sensor module further includes one or more of the following: an acceleration sensor mounted on a structural component at the wheel of the first vehicle; an acceleration sensor mounted on the front end of the first vehicle; an acceleration sensor mounted on the middle of the first vehicle; an acceleration sensor mounted on the rear end of the first vehicle; an acceleration sensor mounted on a first structural component of the first vehicle; and an acceleration sensor mounted on a second structural component of the first vehicle.

[0249] Optionally, the aforementioned sensor module can monitor the vehicle's vertical, longitudinal, and lateral acceleration information via acceleration sensors located at the steering knuckles of the vehicle's suspension and / or the powertrain housing. In one embodiment, acceleration sensors can be located at multiple steering knuckles of the suspension, such as the four steering knuckles of the front and rear suspensions: the front left steering knuckle, the front right steering knuckle, the rear left steering knuckle, and the rear right steering knuckle. Alternatively, they can be located at other key locations on the vehicle capable of responding to changes in acceleration. Significant vertical, longitudinal, and lateral accelerations occur when a user drives the vehicle over bumps, potholes, or experiences a lateral impact.

[0250] Optionally, by monitoring acceleration signals from multiple locations and performing fusion analysis of multiple sets of data, it is possible to accurately determine whether the vehicle has received vertical, longitudinal, or lateral overload impacts.

[0251] Furthermore, multiple acceleration sensors can acquire multiple acceleration values ​​under a single operating condition. Based on these multiple acceleration values, it can be analyzed which structural component received a greater load impact. For example, the suspension of the first vehicle includes four steering knuckles, and acceleration sensors are respectively mounted on these four steering knuckles. Based on the magnitude of the acceleration values ​​acquired by the acceleration sensors on the four steering knuckles, it can be determined which steering knuckle received a greater load impact. Generally speaking, the larger the acceleration value, the greater the corresponding load impact.

[0252] In an optional implementation, the first vehicle further includes a sensing device for acquiring road information around the vehicle. Exemplarily, the sensing device may be a sensing system or sensor module as described in the embodiments corresponding to Figures 2 or 3, such as radar, laser rangefinder, camera, etc. Step S401 may specifically include:

[0253] Based on road information, it is determined that the first road on which the first vehicle travels meets preset conditions, which are related to vehicle abuse conditions; the speed information of the first vehicle as it passes through the first road is obtained; based on the speed information, the acceleration information of the first vehicle is determined.

[0254] Optionally, the abuse conditions mainly include one or more of the following: driving on risky roads, such as scenarios 1 and 2 above, as well as frequent starts and stops, high-speed driving, frequent acceleration and deceleration, uphill driving, low-temperature starts, driving on wet and slippery roads, overloaded driving, long-term idling, driving in high-temperature environments, and driving on snow or muddy roads.

[0255] Sensing devices can accurately predict where a vehicle might be misused, and then obtain acceleration information in a timely manner when the vehicle passes through the location, avoiding information delays and preventing accidents from occurring before safety risk warnings are issued.

[0256] It should be understood that the aforementioned preset conditions include one or more conditions of the first road on which the first vehicle is traveling, such as whether it is a muddy road, a slippery road surface, or other road conditions that may cause impact to the first vehicle, and obtaining the road segment in scenario 1 or scenario 2. In this embodiment, by using road feature sensing devices such as cameras and lidar, combined with the vehicle speed when passing through the first road (or through a road segment of the first road that meets the preset conditions), the correlation between the acceleration signal and the load (especially the correlation in terms of timeliness) can be further improved, thereby improving the final prediction accuracy.

[0257] Whether a vehicle's structural components are subjected to load impact also depends on the vehicle's own conditions, such as speed. In an optional implementation, the aforementioned road information can also be scenario information, which includes road conditions, environmental information, and vehicle condition information. For example, scenario information includes vehicle usage scenarios related to abuse conditions, such as driving terrain, temperature, overloading, and road surface environment.

[0258] Step S402: Output the first prompt message based on the acceleration information.

[0259] The first alert is used to warn of the risk of damage to vehicle structural components.

[0260] Based on the above, it is clear that vehicle structural components, after being subjected to acceleration, may experience load impacts, potentially leading to component failure and damage. The main reasons for this risk of damage to vehicle structural components can be categorized into two types, as detailed below.

[0261] Reason 1: The structural components are subjected to a large amount of load impact at once.

[0262] Reason two: The structural components were subjected to multiple small load impacts.

[0263] Before elaborating on the two reasons, it is necessary to first clarify that the risk of damage to vehicle structural components represents the point at which the fatigue capacity of the structural components changes. For example, structural components generally have a boundary value where their fatigue capacity decreases sharply, as shown in Figure 7, a line graph illustrating the change in the fatigue capacity of a structural component according to an embodiment of this application. In Figure 7, the horizontal axis of the line graph represents the acceleration value / component load value, and the vertical axis represents fatigue capacity. As can be seen from the figure, after being affected by an acceleration value / load exceeding the boundary value, the fatigue capacity of the structural component will decrease sharply, indicating that the structural component may fail within a short period of time, leading to a safety accident. Reason 1 above can represent the risk of damage that occurs after a structural component is affected by at least one acceleration value / load exceeding the boundary value. It should be understood that the acceleration value / load exceeding the boundary value can be an acceleration value / load that directly leads to the failure and fracture of the structural component.

[0264] Furthermore, considering that even when a structural component is subjected to an acceleration / load value less than the boundary value, although it may not reach the boundary where fatigue capacity decreases sharply, internal damage, such as microcracks, may still occur. Further, macrocracks may also form. If internal damage occurs in a structural component, it is very difficult to detect without visual abnormalities and will continue to accumulate until surface cracks (such as the aforementioned macrocracks) appear. This undoubtedly indicates that there is still a risk of damage to the structural component even after it is subjected to an acceleration / load value less than the boundary value.

[0265] It should be noted that stress concentration points in structural components may initially form microcracks. Subsequently, these cracks propagate along the direction of maximum shear stress, approximately at a semi-right angle to the principal stresses, developing into macrocracks. The appearance of macrocracks in a structural component indicates that it may have reached a boundary value where fatigue capacity decreases sharply.

[0266] In summary, structural components are at risk of damage regardless of whether they are subjected to large or small load impacts. However, considering that structural components subjected to a large single load impact, as described in reason one, generally exhibit visible or directly perceptible damage without the need for warning messages, this application focuses primarily on situations where structural components, despite lacking visible damage, are at risk of damage due to multiple small load impacts.

[0267] In one optional implementation, the above-mentioned outputting of the first prompt information based on the acceleration information specifically includes:

[0268] If at least N acceleration values ​​in the acceleration information exceed the cumulative acceleration threshold, output the first prompt message, where N is a positive integer greater than or equal to the cumulative number threshold.

[0269] Optionally, the cumulative acceleration threshold is either the boundary value at which the fatigue capacity of the aforementioned structural component decreases sharply, or less than the boundary value at which the fatigue capacity of the aforementioned structural component decreases sharply.

[0270] Optionally, the threshold for the number of accumulations can be a threshold obtained by detecting the first vehicle in a simulation test or bench test.

[0271] When at least N acceleration values ​​in the acceleration information exceed the cumulative acceleration threshold, a timely warning message is output to help users take timely measures to avoid structural component damage and extend the vehicle's service life. It should be understood that acceleration values ​​exceeding the cumulative acceleration threshold represent the magnitude of acceleration that could cause localized plastic deformation of vehicle structural components without obvious visual damage. The cumulative acceleration threshold indicates that even if the number of acceleration values ​​exceeding the cumulative acceleration threshold exceeds a certain limit, there is still a potential safety risk.

[0272] Optionally, in this embodiment, the cumulative acceleration threshold and the cumulative number of times threshold are determined based on the fatigue capability threshold of the structural component, which is the boundary value at which the fatigue capability of the structural component decreases sharply.

[0273] In one possible implementation, the acceleration information mentioned above includes a first acceleration value acquired at the current time point, wherein the first acceleration value is the last of N acceleration values ​​that exceeds the cumulative acceleration threshold.

[0274] Alternatively, other methods can be used to provide prompts based on acceleration information, such as through artificial intelligence or other rules.

[0275] Specifically, in the case corresponding to reason two, vehicles are generally susceptible to relatively small but numerous load impacts when on high-risk road sections or under conditions of misuse. For example, please refer to Figure 8, which is a schematic diagram of a scenario where a first vehicle is traveling on a high-risk road section according to an embodiment of this application.

[0276] In Figure 8, the first vehicle experienced multiple load impacts while traveling on a high-risk road section including continuous potholes and speed bumps. The following uses a cumulative impact threshold of 5 (in units of impact) and a cumulative acceleration threshold of 10 (m / s²). 2 Let's take an example to illustrate.

[0277] For ease of understanding, the first vehicle is simply estimated to have an acceleration value at each pothole or obstacle location. For example, in Figure 8, the first vehicle is affected by an acceleration value of 1 at the first pothole location.

[0278] Figure 8 illustrates that the first vehicle experienced a total of 7 load impacts while driving on a high-risk road section. The magnitudes of acceleration values ​​are as follows: acceleration value 1 is 11, acceleration value 2 is 12, acceleration value 3 is 13, acceleration value 4 is 14, acceleration value 5 is 8, acceleration value 6 is 12, and acceleration value 7 is 13. The naming of these acceleration values ​​depends on the order in which the first vehicle was affected by the acceleration values; for example, acceleration value 1 is the first recorded acceleration value for the first vehicle, with a magnitude of 11.

[0279] Combined with a cumulative acceleration threshold of 10 (m / s²) 2 The case study illustrates the situation where the first prompt message is output.

[0280] Optionally, after the first vehicle is affected by an acceleration value of 1 while traveling on a risky road section, its information is stored to detect whether to output the first warning message. Subsequent acceleration values ​​are processed in the same way. Please refer to Table 1.

[0281] Table 1

[0282] As shown in Table 1, the threshold for the number of accumulations is 5 (in times), and the threshold for the cumulative acceleration is 10 (m / s²). 2 In the case of acceleration value 1 exceeding the cumulative acceleration threshold, but the corresponding number of times it exceeds the cumulative number threshold, no first prompt message is output. The same applies to acceleration values ​​2, 3, and 4. Before acceleration value 5 arrives, the first vehicle has accumulated four acceleration values ​​exceeding the cumulative acceleration threshold. However, acceleration value 5 does not exceed the cumulative acceleration threshold, so it is not recorded. At this point, the first vehicle has still accumulated four acceleration values ​​exceeding the cumulative acceleration threshold. After being affected by acceleration value 6, it is determined that its magnitude exceeds the cumulative acceleration threshold, and this is the fifth acceleration value exceeding the cumulative acceleration threshold experienced by the first vehicle. In this case, acceleration value 6 is the aforementioned first acceleration value. At this point, at least five acceleration values ​​in the acceleration information exceed the cumulative acceleration threshold, so the first prompt message is output.

[0283] Optionally, after the first vehicle outputs the first information, it is also affected by the acceleration value 7, and the magnitude of the acceleration value 7 exceeds the cumulative acceleration threshold. At this time, the acceleration value 7 is still recorded.

[0284] It should be understood that the acceleration value 7 only represents the 7th acceleration value that the first vehicle was affected by in this road segment or in this time period, and does not mean that its serial number recorded in the system is 7. Considering that the first prompt message may have been output before the acceleration value 7 arrives, the acceleration value 7 may be recorded as serial number 1 in the system, or it may still be recorded as serial number 7 in the system because the record has not been updated or the vehicle has not been inspected.

[0285] It should be noted that Table 1 and the corresponding implementation method are only illustrative examples. In actual applications, the control module of the first vehicle may record acceleration information in the manner shown in the table above, or it may record it in other ways. The recorded data and format may not be as shown in Table 1, but may use other formats or contents. This application does not limit this.

[0286] Furthermore, the examples of acceleration information and acceleration values ​​in Figure 8 and Table 1 above are merely illustrative. In practical applications, acceleration values ​​caused by the acceleration, deceleration, or other means of the first vehicle may be recorded and monitored, and this application does not limit this.

[0287] Considering the diverse structural components in a vehicle, and the varying impact loads they can withstand, in one alternative implementation, the cumulative acceleration threshold and the cumulative number of loads threshold are determined based on the fatigue strength of a first structural component in the first vehicle. It should be understood that fatigue strength refers to the maximum stress a material can withstand without failure under an infinite number of alternating loads; this is known as fatigue strength or fatigue limit.

[0288] Optionally, the first structural component includes the structural component in the first vehicle with the smallest boundary value for a sharp decrease in fatigue capability.

[0289] Considering that vehicles typically use steel, aluminum alloys, and magnesium alloys, which are relatively few types, during the testing process, structural components made of any one of these materials or those with the lowest load-bearing capacity can be selected for testing, thereby unifying the cumulative acceleration threshold. Furthermore, considering that the number of impact loads that structural components can withstand varies depending on their style and materials, the first structural component may optionally include the component in the first vehicle with the fewest fatigue damage failures.

[0290] It should be noted that fatigue damage refers to the accumulation of damage during cyclic loading. The fatigue damage failure count is the number of times that the accumulated damage during cyclic loading leads to component failure (fracture). The structural component with the fewest fatigue damage failure counts is used to indicate one or more structural components with the lowest fatigue strength, or a structural component that fails after the fewest acceleration impacts at the cumulative acceleration threshold in fatigue capability testing; it can also be called a weak link component.

[0291] Considering that the short-board components are most prone to failure under abusive conditions, in one possible implementation, the aforementioned cumulative acceleration threshold and cumulative number threshold are mainly for the short-board components, and are obtained mainly through bench testing and simulation testing of the short-board components.

[0292] In this embodiment, the short-board components corresponding to different vehicles / models may be the same or different, and this application does not limit this.

[0293] Of course, the cumulative acceleration thresholds for different structural components may be the same or different, and this application does not limit this.

[0294] Optionally, the first structural component includes the structural component that has the fewest fatigue damage failures under abusive conditions. The abusive conditions mainly include one or more of the following: frequent starts and stops, high-speed driving, frequent acceleration and deceleration, uphill driving, low-temperature starts, driving on wet and slippery roads, overloaded driving, long-term idling, driving in high-temperature environments, and driving on snow or muddy roads.

[0295] Optionally, in an embodiment where the first structural component includes the component with the fewest fatigue failures in the first vehicle, the first prompt information can be used to indicate the residual fatigue capacity of the first structural component. For example, please refer to Figure 9, which is a schematic diagram of a first prompt information provided in an embodiment of this application. Figure 9 mainly illustrates the residual fatigue capacity of the first structural component, presented as a progress bar, to indicate the current residual fatigue capacity of the first structural component to the user. This allows the user to better understand the status of the vehicle's structural components and perceive their condition in advance when different users are driving the vehicle, enabling them to choose a more suitable and safer driving method or route.

[0296] In one possible implementation, the first structural component also includes other non-replaceable components besides the aforementioned short-board components, such as the A-pillar, B-pillar, C-pillar, or frame. Generally, short-board components are relatively easy to replace. However, during the continuous impacts on the first vehicle, in addition to the short-board components, other structural components are also susceptible to impact. These components also need to be monitored. Even though the replacement cost of these components is high, monitoring them can improve the safety of the vehicle and avoid safety accidents and public relations risks caused by the sudden failure of these components. Optionally, the first structural component includes one or more of the A-pillar, B-pillar, C-pillar, or frame. It should be understood that the first structural component includes non-replaceable components in the first vehicle. The A-pillar, B-pillar, C-pillar, or frame are cited as examples of structural components with high replacement costs. In practical applications, non-replaceable components in the first vehicle can also be other components, such as the battery pack.

[0297] For example, the first structural component includes a tire and brake pads. To monitor damage to the wear-prone structural component, the method further includes acquiring monitoring data of the first structural component.

[0298] Optionally, the monitoring data of the first structural component includes any one or a combination of the following: vehicle braking force information, cumulative braking duration information, cumulative braking mileage information, brake pad wear information, brake pad temperature information, cumulative tire mileage information, tire temperature information, and tire speed information.

[0299] Taking into account the impact of a single impact acceleration on vehicle structural components, in one optional implementation, a first prompt message is output based on the acceleration information, including:

[0300] If the first acceleration value in the acceleration information exceeds the single impact acceleration threshold, the first prompt message will be output.

[0301] It should be noted that yield strength refers to the critical stress value at which a component begins to undergo irreversible plastic deformation under external force. When the applied stress exceeds this threshold, the material will lose its elastic recovery ability, leading to permanent deformation or structural failure. It should be understood that the second structural component being the one with the lowest yield strength in the first vehicle means that the second structural component is one or more structural components with the lowest yield strength in the first vehicle. These structural components are prone to deformation and failure under strong impact. Furthermore, a low yield strength does not necessarily mean low fatigue strength; therefore, a distinction is made between structural components corresponding to the single impact acceleration threshold and the cumulative acceleration threshold. Considering that the single impact acceleration threshold mainly considers a single stress value exceeding the second structural component's bearing capacity, this stress value corresponds to or exceeds the corresponding single impact acceleration threshold. In an optional embodiment, the single impact acceleration threshold is determined based on the yield strength of the second structural component in the first vehicle, where the second structural component is the one with the lowest yield strength in the first vehicle.

[0302] In one alternative implementation, the cumulative acceleration threshold, the number of cumulative accelerations threshold, and the single impact acceleration threshold are related to vehicle parameters of the first vehicle, including one or more of the following: maximum speed, mass, wheelbase, ground clearance, or suspension structure.

[0303] Optionally, vehicle parameters may also include vehicle size, ground clearance, tire condition, tire type, and weak points. It should be understood that the cumulative acceleration threshold, the cumulative number of accelerations threshold, and the single impact acceleration threshold are related to the vehicle structure.

[0304] Optionally, the cumulative acceleration threshold, the cumulative number of times threshold, and the single impact acceleration threshold are also related to the vehicle model. It should be understood that different vehicle models have different applicable structural components, so the detected short-board components may also be different. Therefore, the cumulative acceleration threshold, the cumulative number of times threshold, and the single impact acceleration threshold applicable to different vehicle models may be the same or different.

[0305] In one optional implementation, the first notification message is further used to inform the user that an abuse situation has occurred. Optionally, a third notification message can be output to inform the user of the location and time of the abuse situation. For example, the location of the abuse situation experienced by the user can be marked in a map component.

[0306] Optionally, the first prompt information may also be used to prompt for replacement of the first structural component. Optionally, the first prompt information may also include a suggestion of the nearest repair shop to the user capable of replacing the first structural component. Furthermore, the navigation information is updated, changing the navigation destination to the nearest repair shop to the user capable of replacing the first structural component.

[0307] Please refer to Figure 10 for details. Figure 10 is a schematic diagram of another type of first prompting information provided in an embodiment of this application. In Figure 10, the first prompting information is used to indicate the risk of damage to the structural component and to replace the first structural component. Optionally, the left side of the steering wheel in Figure 10, indicated by the arrow, is a speaker, through which the first prompting information is output. The first prompting information is output through the vehicle's infotainment screen. It should be understood that the first prompting information output on the screen includes a vehicle image and warning signs, while the first prompting information output by the speaker includes a voice prompt, such as "The first structural component is at risk of damage; please replace the first structural component immediately."

[0308] Optionally, the first prompt information may also be used to indicate the historical operating conditions of the first structural component. Optionally, the historical operating conditions of the first structural component may specifically be the residual fatigue capacity of the first structural component. Further optionally, the historical operating conditions of the first structural component may include historical damage risk warnings for the first structural component. For example, if the first structural component has corresponding (historical) first prompt information during the vehicle's historical usage, then when the current first prompt information is output, relevant content regarding the historical risk warnings for the first structural component will be output simultaneously.

[0309] Optionally, the first alert message can be sent to a device with display function, such as a vehicle, mobile APP, or smart wearable device, and the user can be alerted through screen, sound, light, electricity, vibration, or other means.

[0310] In one alternative implementation, based on the description of the above-described implementation of structural component detection, the workflow for outputting the first prompt information can be as follows:

[0311] (1) Perform data cleaning on the vehicle's stored acceleration information, remove invalid sampled data such as extreme values ​​and null values, and filter out valid data.

[0312] (2) The selected valid data (such as acceleration values ​​exceeding the cumulative acceleration threshold) are divided into driving data segments for each time period by time, or into driving data segments for each mileage by mileage.

[0313] (3) Analyze the residual fatigue capacity of vehicle structural components through effective data analysis and store the records.

[0314] (4) Check whether the residual fatigue capacity of the vehicle structural components is close to or reaches the boundary value of the fatigue capacity.

[0315] (5) Output a first prompt message when the residual value of the fatigue capacity of the vehicle structural component is close to or reaches the boundary value of the fatigue capacity. Optionally, generate an analysis report for all structural components of the vehicle, including but not limited to the number of structural components, the damage status of each structural component, the quality assessment of each structural component, the cost assessment of the use of each structural component, the maintenance cost and maintenance location of each structural component, etc. This application embodiment does not limit this.

[0316] (6) When individual structural components approach or reach the boundary value of fatigue capacity, or when at least N recorded acceleration values ​​exceed the cumulative acceleration threshold, the first prompt message is sent to a device with display function such as the vehicle / mobile APP / smart wearable device, and a warning is issued.

[0317] In an optional implementation, the above method further includes:

[0318] Output a second warning message, which is used to display structural components that are at risk of damage.

[0319] Please refer to Figure 11 for details. Figure 11 is a schematic diagram of a second prompt message provided in an embodiment of this application. In Figure 11, the second prompt message is used to display structural components at risk of damage. Optionally, the second prompt message can also be sent to the user's terminal device, such as the user's mobile phone, computer, or APP.

[0320] In one optional implementation, different levels of risk warnings are sequentially set based on the damage risk of different vehicle structural components. For example, each structural component in the vehicle has a corresponding importance level, which represents the risk level of a safety accident that may result from damage to that structural component. Structural components with higher importance levels receive a higher level of risk warning when damage risk exists. Optionally, when the number of structural components exceeding a first threshold shows damage risk, the highest level of risk warning is output.

[0321] For example, different levels of risk warnings can be set from low to high, such as yellow warning, orange warning and red warning.

[0322] In one optional implementation, the broadcast and / or displayed content corresponding to yellow, orange, and red alerts is shown in Table 2 below:

[0323] Table 2

[0324] In one alternative implementation, an orange warning is further characterized by the simultaneous illumination of a warning light on the instrument panel. A red warning is further characterized by the flashing of a warning light on the instrument panel at a certain frequency, while the vehicle's external lights flash and the horn sounds at a certain frequency to warn objects around the vehicle not to approach it, such as to warn vehicles behind to avoid a chain-reaction accident.

[0325] The vehicle control method and system provided in this application construct a dual evaluation mechanism based on cumulative acceleration threshold and single impact acceleration threshold by real-time acquisition of vehicle acceleration information. This mechanism can effectively identify the cumulative damage risk and instantaneous impact risk of structural components under various operating conditions, realizing dynamic monitoring and risk warning of vehicle operation status. Combined with the prompts provided by the human-machine interface, it significantly improves the driver's perception and response speed to potential risks. While ensuring vehicle control accuracy, this technical solution can automatically adjust the control strategy for different operating conditions, avoiding the limitations of single threshold judgment in traditional control methods, and achieving the dual effect of improving driving safety and extending the service life of key components.

[0326] In one alternative implementation, before executing the above vehicle control method, a correspondence between acceleration value, load, and damage risk for any vehicle model or vehicle is established through full vehicle testing, simulation testing, or bench testing. This will be explained in detail below.

[0327] Please refer to Figure 12, which is a flowchart illustrating a testing method provided in an embodiment of this application. Optionally, this method is applied to a computing device, which can be a device with computing capabilities, including a processor (such as a chip, integrated circuit), a chip system (such as a SOC), a device integrating a processor, a smart terminal integrating multiple devices, a network device, etc. Among them, computing devices integrating processors include mobile data centers (MDCs), domain controllers (DCs), electronic control units (ECUs), vehicle integrated / integration units (VIUs), etc.; smart terminals integrating multiple devices include handheld terminals, wearable terminals, vehicles, smart home devices (such as smart refrigerators, televisions, or air conditioners), etc.; and network devices include gateways (GWs), etc. This application does not limit the scope of these devices.

[0328] For ease of description, the following explanation will use a computing device as the execution subject.

[0329] The test method shown in Figure 12 may include one or more steps from S1201 to S1203. It should be understood that, for ease of description, the steps S1201 to S1203 are described in sequence, but this embodiment does not limit the order of execution, the execution time, or the number of executions of the above steps. Steps S1201 to S1203 are as follows:

[0330] Step S1201: The calculation device obtains the first correspondence between the second acceleration value of the first vehicle and the load of the vehicle structural components.

[0331] Step S1202: The calculation device obtains a second correspondence between the load on the vehicle structural components of the first vehicle and the degree of damage to the vehicle structural components.

[0332] Step S1203: The computing device determines the cumulative acceleration threshold and the cumulative number of times threshold of the vehicle structural component based on the first correspondence and the second correspondence.

[0333] The first vehicle mentioned above may be the same type of vehicle as the first vehicle in the embodiment corresponding to FIG4, or the same vehicle, or may be the vehicle shown in FIG1, or vehicle 100 shown in FIG2, or vehicle 100 shown in FIG3. This application does not limit this.

[0334] The structural component in this embodiment can be any of the structural components in the corresponding embodiment of Figure 4, such as the first structural component or the second structural component.

[0335] Optionally, the aforementioned second acceleration value may be a second acceleration value applied to the first vehicle by the computing device, or an acceleration value applied to the first vehicle by the computing device through other devices, or one or more acceleration values ​​obtained by the computing device during whole-vehicle inspection of the first vehicle. In one possible implementation, the second acceleration value is a set of accelerations obtained during whole-vehicle inspection of the first vehicle, such as acceleration values ​​of different magnitudes from negative to positive.

[0336] Considering that the method embodiment corresponding to Figure 12 can be performed not only during the vehicle development stage, but also after the vehicle leaves the factory and is executed through actual road testing, the above three steps can also be performed during actual use after the vehicle rolls off the production line. This means that the above computing device can be the vehicle end or remote server end in Figure 1, and the second acceleration value can be the acceleration value of the first vehicle on the actual road in the embodiment corresponding to Figure 4, such as the acceleration value 1 mentioned above. This application does not limit this.

[0337] Based on the relevant content of the embodiment corresponding to Figure 4, it can be seen that after the first vehicle is affected by the second acceleration value, the vehicle structural components will bear a certain load. Therefore, in an optional embodiment, the load impact or stress change of the vehicle structural components can be sensed by using specific sensors, such as electromagnetic induction sensors and / or strain gauge sensors, thereby obtaining a first correspondence between the second acceleration value of the first vehicle and the load of the vehicle structural components. Of course, the computing device can also obtain the first correspondence between the second acceleration value of the first vehicle and the load of the vehicle structural components through other methods.

[0338] Furthermore, the degree of damage to the corresponding structural components can be obtained based on the load on the vehicle structural components. Different load values ​​correspond to slightly different degrees of damage, but it should be understood that, generally speaking, the greater the load value borne by the structural component, the higher the degree of damage. Optionally, the degree of damage can be quantified by levels, for example, from low to high, it can be divided into Level 1 damage, Level 2 damage, and Level 3 damage. Level 1 damage represents the micro-crack stage of the structural component, where cracks exist only inside the structural component. Level 2 damage represents the macro-crack stage of the structural component, where macro-cracks appear on the surface of the structural component, but failure has not occurred. Level 3 damage represents the failure stage of the structural component, where the structural component is completely damaged and fails.

[0339] Optionally, the degree of damage to the aforementioned vehicle structural components can be quantified as the residual value of the fatigue capacity of the corresponding structural components; the higher the residual value, the less severe the damage.

[0340] As can be seen from the above, based on the first and second correspondences, a correspondence between acceleration value, load, and damage risk / condition can be established for any vehicle model or vehicle, thereby enabling the monitoring of load and damage conditions of structural components based on acceleration information.

[0341] Based on the same considerations as the partial embodiments corresponding to Figure 4, the embodiments of this application mainly focus on structural damage or even failure caused by multiple small load impacts. Therefore, based on the first and second correspondences mentioned above, a correspondence between a single acceleration value and the damage status of vehicle structural components can be established.

[0342] Optionally, the aforementioned vehicle structural component can be a bottleneck component, which is the component that causes the vehicle to undergo abuse conditions and fails the fastest during the whole vehicle testing process. In an optional embodiment, the above method further includes: a computing device determining a first structural component based on a first correspondence and a second correspondence, wherein the first structural component includes the structural component with the fewest fatigue damage failures in the first vehicle.

[0343] Optionally, the first structural member includes one or more of the A-pillar, B-pillar, C-pillar, or vehicle frame. Furthermore, possible implementations of the first structural member can be found in the relevant descriptions of the embodiments corresponding to Figure 4, and will not be repeated here.

[0344] Please refer to Figure 13, which is a schematic diagram of a test method provided in an embodiment of this application. In Figure 13, the load value borne by the component can be obtained in various ways. Based on the second acceleration value and the load value borne by the component, load simulation calibration is performed to obtain the first correspondence.

[0345] In Figure 13, the second correspondence between the structural components of the entire vehicle can be obtained through bench testing and component structure simulation. The damage condition of the structural components is based on the boundary value of a sharp decline in fatigue capacity. This boundary value and the number of fatigue damage failures are determined, thus obtaining the structural component strength-load-time failure relationship. This relationship represents the number of loads applied when the structural component fails, and is used to determine the cumulative acceleration threshold and the cumulative number of loads threshold. In one possible implementation, the cumulative acceleration threshold and the cumulative number of loads threshold are determined based on the short-board components in the vehicle's structural components, the boundary value of a sharp decline in the fatigue capacity of the structural components, the component strength-load-time failure relationship, and the first and second correspondences between the second acceleration value and the component's load application.

[0346] Based on the boundary value of a sharp decline in fatigue capacity and the weakest component in the vehicle structure, as well as the first and second correspondences, a single impact acceleration threshold is determined. In an optional embodiment, the method further includes: a computing device determining the single impact acceleration threshold of the vehicle structure based on the first and second correspondences.

[0347] It should be noted that since internal damage to structural components is difficult to observe during actual vehicle use, the damage status of structural components can be compared to damage risk or failure risk for users.

[0348] Considering that the stiffness / yield strength of different structural components of the first vehicle differs under a single impact with a large acceleration, and that the structural component with the lowest yield strength is not necessarily the first structural component, in an optional embodiment, the method further includes: a computing device determining a second structural component based on a first correspondence and a second correspondence, wherein the second structural component is the structural component with the lowest yield strength in the first vehicle. The second structural component can be used to determine the single impact acceleration threshold for the corresponding vehicle.

[0349] In one alternative implementation, the cumulative acceleration threshold, the number of cumulative accelerations threshold, and the single impact acceleration threshold are related to vehicle parameters of the first vehicle, including one or more of the following: maximum speed, mass, wheelbase, ground clearance, or suspension structure.

[0350] The testing method provided in this application can accurately establish the "acceleration-load-damage" correspondence for different vehicle models. Secondly, it focuses on the weakest components in the vehicle that are most prone to damage, such as structural components where fatigue damage occurs fastest. Combining material yield strength data, two safety thresholds are set: a cumulative impact warning line for long-term small impacts and a single impact red line for dealing with sudden large impacts. This method can both detect the cumulative effects of metal fatigue and promptly capture sudden, severe impacts. While ensuring driving safety, it can also effectively extend the service life of critical components.

[0351] The foregoing has described the application scenarios and methods provided by the embodiments of this application. The apparatus of the embodiments of this application is provided below. It is understood that the various apparatuses provided in the embodiments of this application, such as interactive devices, computing devices, chips, etc., include hardware structures, software units, or combinations of hardware and software structures to perform the functions described in the above method embodiments. Those skilled in the art should readily recognize that the apparatus and modules within it can be implemented in hardware or a combination of hardware and computer software in conjunction with the various functions described in the embodiments disclosed herein. Whether a function is executed by hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different apparatus implementations in different application scenarios to implement the aforementioned method embodiments, and different implementations of the apparatus should not be considered beyond the scope of the embodiments of this application.

[0352] For example, some devices, such as controllers, may include one or more processors, which can be used to execute programs or instructions corresponding to programs to implement corresponding functions. In one implementation, the processor may include circuitry with instruction read and execute capabilities, such as an arithmetic logic unit (ALU), processor core, central processing unit (CPU), microprocessor, microcontroller unit (MCU), graphics processing unit (GPU), or digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logic of hardware circuitry, where the logic of the hardware circuitry is fixed or reconfigurable. For example, the processor may be a hardware circuitry implemented using an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field-programmable gate array (FPGA). In reconfigurable hardware circuitry, the process of the processor loading a configuration document to configure the hardware circuitry can be understood as the process of the processor loading instructions to implement corresponding functions. Furthermore, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), tensor processing unit (TPU), or deep learning processing unit (DPU). In some implementations, the controller includes at least one processor integrated as a system-on-chip (SOC), commonly referred to as an SOC by those skilled in the art. This SOC may include at least one processor; when the SOC includes multiple processors, the types of processors can be different, such as including a CPU, an MCU, and an NPU.

[0353] Several possible devices are listed below.

[0354] Please refer to Figure 14, which is a structural schematic diagram of a vehicle control device provided in an embodiment of this application.

[0355] As shown in Figure 14, the vehicle control device 140 may include a first communication module 1401 and a first processing module 1402. The first communication module 1401 and the first processing module 1402 may be software, hardware, or a combination of software and hardware.

[0356] The first communication module 1401 can implement sending and / or receiving functions, and can also be described as a transceiver unit. The first communication module 1401 can also be a unit integrating an acquisition unit and a sending unit, wherein the acquisition unit is used to implement the receiving function, and the sending unit is used to implement the sending function. Optionally, the first communication module 1401 can be used to receive information sent by other devices, and can also be used to send information to other devices.

[0357] In one possible design, the vehicle control device 140 may correspond to the first vehicle or remote server in the method embodiment shown in FIG. 4. For example, the vehicle control device 140 may be the first vehicle or remote server, or it may be a chip within the first vehicle or remote server. The vehicle control device 140 may include units for performing the operations performed by the first vehicle or remote server in the method embodiment shown in FIG. 4, and each unit in the vehicle control device 140 is for implementing the operations performed by the first vehicle or remote server in the method embodiment shown in FIG. 4. The descriptions of each unit are as follows:

[0358] The first communication module 1401 is used to acquire the acceleration information of the first vehicle, the acceleration information including multiple acceleration values ​​experienced by the first vehicle during operation;

[0359] The first communication module 1401 is also used to output a first prompt message based on the acceleration information, the first prompt message being used to indicate the risk of damage to vehicle structural components.

[0360] In one possible implementation, the device further includes:

[0361] In one possible implementation, based on the acceleration information, a first prompt message is output, and the first communication module 1401 is specifically used for:

[0362] If at least N acceleration values ​​in the acceleration information exceed the cumulative acceleration threshold, output the first prompt message, where N is a positive integer greater than or equal to the cumulative number threshold.

[0363] In one possible implementation, based on the acceleration information, a first prompt message is output, and the first communication module 1401 is specifically used for:

[0364] If the first acceleration value in the acceleration information exceeds the single impact acceleration threshold, the first prompt message will be output.

[0365] In one possible implementation, the cumulative acceleration threshold and the cumulative number of times threshold are determined based on the fatigue strength of the first structural component in the first vehicle.

[0366] In one possible implementation, the first structural component includes the structural component with the fewest fatigue damage failures in the first vehicle.

[0367] In one possible implementation, the first structural member includes one or more of the A-pillar, B-pillar, C-pillar, or vehicle frame.

[0368] In one possible implementation, the single impact acceleration threshold is determined based on the yield strength of a second structural member in the first vehicle, which is the structural member with the lowest yield strength in the first vehicle.

[0369] In one possible implementation, the cumulative acceleration threshold, the number of cumulative accelerations threshold, and the single impact acceleration threshold are related to vehicle parameters of the first vehicle, including one or more of the following: maximum speed, mass, wheelbase, ground clearance, or suspension structure.

[0370] In one possible implementation, the first notification message is also used to inform the user that the device has experienced abuse.

[0371] In one possible implementation, the first prompt message is also used to prompt for replacement of the first structural component.

[0372] In one possible implementation, the first prompt information is also used to indicate the historical operating conditions of the first structural component.

[0373] In one possible implementation, the first communication module 1401 is further configured to:

[0374] Output a second warning message, which is used to display structural components that are at risk of damage.

[0375] In one possible implementation, the first vehicle includes a sensor module to acquire acceleration information of the first vehicle, and the first communication module 1401 is further configured to:

[0376] The acceleration information of the first vehicle is obtained based on a sensor module, which includes a vehicle body acceleration sensor.

[0377] In one possible implementation, the sensor module further includes one or more of the following: an acceleration sensor mounted on a structural member at the wheel of the first vehicle; an acceleration sensor mounted on the front end of the first vehicle; an acceleration sensor mounted in the middle of the first vehicle; an acceleration sensor mounted on the rear end of the first vehicle; an acceleration sensor mounted on a first structural member of the first vehicle; and an acceleration sensor mounted on a second structural member of the first vehicle.

[0378] In one possible implementation, the first vehicle further includes a sensing device for acquiring road information around the vehicle, and the first processing module 1402 is further configured to: determine, based on the road information, that the first road on which the first vehicle travels meets preset conditions, the preset conditions being related to vehicle abuse conditions.

[0379] The first communication module 1401 is also used to: obtain the speed information of the first vehicle passing through the first road.

[0380] The first processing module 1402 is also used to: determine the acceleration information of the first vehicle based on the vehicle speed information.

[0381] For the technical effects of this design and any possible implementation, please refer to the description of the technical effects corresponding to Figure 4 and the corresponding implementation.

[0382] Alternatively, in any possible design of the vehicle control device 140 shown in Figure 14 above:

[0383] In one implementation, the vehicle control device is a communication device. When the vehicle control device is a communication device, the first communication module can be a transceiver or an input / output interface; the processing unit can be at least one processor. Optionally, the transceiver can be a transceiver circuit. Optionally, the input / output interface can be an input / output circuit.

[0384] In another implementation, the vehicle control device is a chip (system) or circuit used in a communication device. When the vehicle control device is a chip (system) or circuit used in a communication device, the first communication module may be a communication interface (input / output interface), interface circuit, output circuit, input circuit, pins, or related circuits on the chip (system) or circuit; the processing unit may be at least one processor, processing circuit, or logic circuit.

[0385] According to embodiments of this application, the various units in the device shown in FIG14 can be individually or entirely merged into one or more other units, or some of the units can be further divided into multiple functionally smaller units. This achieves the same operation without affecting the technical effect of the embodiments of this application. The above units are based on logical function division. In practical applications, the function of one unit can also be implemented by multiple units, or the function of multiple units can be implemented by one unit. In other embodiments of this application, the electronic device may also include other units. In practical applications, these functions can also be implemented with the assistance of other units, and can be implemented collaboratively by multiple units.

[0386] It should be noted that the implementation of each unit can also refer to the corresponding description of the method embodiment shown in Figure 4 above.

[0387] Please refer to Figure 15, which is a structural schematic diagram of another vehicle control device provided in the embodiments of this application.

[0388] It should be understood that the vehicle control device 150 shown in FIG15 is only an example. The vehicle control device of the present application embodiment may also include other components, or include components with functions similar to the various components in FIG15, or may not be intended to include all the components in FIG15.

[0389] The vehicle control unit 150 includes a communication interface 1501 and at least one processor 1502.

[0390] The vehicle control device 150 can correspond to either the vehicle itself or a remote server. A communication interface 1501 is used for sending and receiving signals, and at least one processor 1502 executes program instructions, causing the vehicle control device 150 to implement the corresponding flow of the method executed by the corresponding device in the above method embodiments.

[0391] In one possible design, the vehicle control device 150 may correspond to the vehicle-side or remote server-side in the method embodiment shown in FIG4 above. For example, the vehicle control device 150 may be the vehicle-side or remote server-side, or it may be a chip within the vehicle-side or remote server-side. The vehicle control device 150 may include components for performing the operations performed by the vehicle-side or remote server-side in the above method embodiment, and each component in the vehicle control device 150 is respectively for implementing the operations performed by the vehicle-side or remote server-side in the above method embodiment. Specific operations will not be described in detail here.

[0392] Please refer to Figure 16, which is a schematic diagram of the structure of a testing device provided in an embodiment of this application.

[0393] As shown in Figure 16, the testing device 160 may include a second communication module 1601 and a second processing module 1602. The second communication module 1601 and the second processing module 1602 may be software, hardware, or a combination of software and hardware.

[0394] The second communication module 1601 can implement sending and / or receiving functions, and can also be described as a transceiver unit. The second communication module 1601 can also be a unit integrating an acquisition unit and a sending unit, wherein the acquisition unit is used to implement the receiving function, and the sending unit is used to implement the sending function. Optionally, the second communication module 1601 can be used to receive information sent by other devices, and can also be used to send information to other devices.

[0395] In one possible design, the test device 160 may correspond to the computing device in the method embodiment shown in FIG12 above. For example, the test device 160 may be a computing device or a chip within the computing device. The test device 160 may include units for performing the operations performed by the computing device in the method embodiment shown in FIG12 above, and each unit in the test device 160 is respectively for implementing the operations performed by the computing device in the method embodiment shown in FIG12 above. The descriptions of each unit are as follows:

[0396] The second communication module 1601 is used to obtain the first correspondence between the second acceleration value of the first vehicle and the load of the vehicle structural components;

[0397] The second communication module 1601 is also used to obtain a second correspondence between the load of the vehicle structural component of the first vehicle and the degree of damage of the vehicle structural component;

[0398] The second processing module 1602 is used to determine the cumulative acceleration threshold and the cumulative number threshold of the vehicle structural component based on the first correspondence and the second correspondence.

[0399] Other implementations will not be elaborated here; please refer to the relevant descriptions in the corresponding implementation of Figure 12.

[0400] According to embodiments of this application, the various units in the device shown in FIG16 can be individually or entirely merged into one or more other units, or some of the units can be further divided into multiple functionally smaller units. This achieves the same operation without affecting the technical effect of the embodiments of this application. The above units are based on logical function division. In practical applications, the function of one unit can also be implemented by multiple units, or the function of multiple units can be implemented by one unit. In other embodiments of this application, the electronic device may also include other units. In practical applications, these functions can also be implemented with the assistance of other units, and can be implemented collaboratively by multiple units.

[0401] It should be noted that the implementation of each unit can also refer to the corresponding description of the method embodiment shown in Figure 4 above.

[0402] In an optional implementation, the testing apparatus may further include a communication interface and at least one processor. The communication interface is used to send and receive signals, and the at least one processor executes program instructions, causing the testing apparatus to implement the corresponding flow of the method executed by the corresponding device in the above method embodiments.

[0403] When the vehicle control / testing device can be a chip or a chip system, the chip includes a processor and an interface. There can be one or more processors, and multiple interfaces. It should be noted that the functions of the processor and interface can be implemented through hardware design, software design, or a combination of both; no restrictions are placed here.

[0404] Optionally, the chip may also include a memory for storing necessary program instructions and data.

[0405] In this application, the processor can be used to call the implementation program of the communication method provided in one or more embodiments of this application on the vehicle end or remote server end from memory, and execute the instructions contained in the program. The interface can be used to output the processor's execution results. In this application, the interface can specifically be used to output various messages or information from the processor.

[0406] The upgrade methods provided by one or more embodiments of this application can be referred to the various embodiments shown in FIG4 and / or FIG12 above, and will not be repeated here.

[0407] The processor in this embodiment can be a Central Processing Unit (CPU), but it can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0408] The memory in this application embodiment is used to provide storage space, in which data such as operating system and computer programs can be stored. The memory includes, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), or compact disc read-only memory (CD-ROM).

[0409] According to the method provided in the embodiments of this application, the embodiments of this application also provide a computer-readable storage medium storing a computer program. When the computer program is run on one or more processors, it can implement the method shown in FIG4 and / or FIG12.

[0410] According to the method provided in the embodiments of this application, the embodiments of this application also provide a computer program product, which includes a computer program. When the computer program is run on a processor, it can implement the method shown in FIG4 and / or FIG12.

[0411] This application also provides a vehicle terminal, which includes at least one vehicle control device 140 or vehicle control device 150 or chip as described above, for performing the steps performed by the corresponding device in any of the embodiments of FIG4.

[0412] This application also provides a processing apparatus, including a processor and an interface; the processor is used to execute the method in any of the above method embodiments.

[0413] It should be understood that the aforementioned processing device can be a chip. For example, the processing device can be a field-programmable gate array (FPGA), a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), an off-the-shelf FPGA, or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, a system-on-chip (SoC), a central processing unit (CPU), a network processor (NP), a digital signal processor (DSP), a microcontroller unit (MCU), a programmable logic device (PLD), or other integrated chips. It can implement or execute the various methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this application can be directly embodied in the execution of a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software module can reside in a mature storage medium in the field, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, or registers. This storage medium is located in memory, and the processor reads information from the memory and, in conjunction with its hardware, completes the steps of the above method.

[0414] It is understood that the memory in the embodiments of this application can be volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. The non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. The volatile memory can be random access memory (RAM), which is used as an external cache. By way of example, but not limitation, many forms of RAM are available, such as static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous linked dynamic random access memory (SLDRAM), and direct rambus RAM (DR RAM). It should be noted that the memory used in the systems and methods described herein is intended to include, but is not limited to, these and any other suitable types of memory.

[0415] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product. The computer program product includes one or more computer instructions. When the computer instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium accessible to a computer or a data storage device such as a server or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., high-density digital video discs (DVDs)), or semiconductor media (e.g., solid-state disks (SSDs)).

[0416] The units in the above-described device embodiments and the electronic devices in the method embodiments completely correspond to each other, with corresponding modules or units performing corresponding steps. For example, the communication unit (transceiver) performs the receiving or sending steps in the method embodiments, while other steps besides sending and receiving can be performed by the processing unit (processor). The functions of specific units can be found in the corresponding method embodiments. There can be one or more processors.

[0417] It is understood that in the embodiments of this application, the electronic device may perform some or all of the steps in the embodiments of this application. These steps or operations are merely examples, and the embodiments of this application may also perform other operations or variations thereof. Furthermore, the steps may be performed in different orders as presented in the embodiments of this application, and it is not necessarily necessary to perform all the operations in the embodiments of this application.

[0418] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0419] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0420] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0421] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0422] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0423] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the contributing part, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0424] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A vehicle control method, characterized in that, The method is applied to a first vehicle, the first vehicle including a structural component, the method comprising: Obtain the acceleration information of the first vehicle, the acceleration information including multiple acceleration values ​​experienced by the first vehicle during operation; Based on the acceleration information, a first warning message is output, which is used to warn of the risk of damage to vehicle structural components.

2. The method according to claim 1, characterized in that, The step of outputting a first prompt message based on the acceleration information includes: If at least N acceleration values ​​in the acceleration information exceed the cumulative acceleration threshold, the first prompt information is output, where N is a positive integer greater than or equal to the cumulative number threshold.

3. The method according to claim 1 or 2, characterized in that, The step of outputting a first prompt message based on the acceleration information includes: If the first acceleration value in the acceleration information exceeds the single impact acceleration threshold, the first prompt information is output.

4. The method according to claim 2, characterized in that, The cumulative acceleration threshold and the cumulative number threshold are determined based on the fatigue strength of the first structural component in the first vehicle.

5. The method according to claim 4, characterized in that, The first structural component includes the structural component with the fewest fatigue damage failures in the first vehicle.

6. The method according to claim 4 or 5, characterized in that, The first structural component includes one or more of the following: A-pillar, B-pillar, C-pillar, or vehicle frame.

7. The method according to claim 3, characterized in that, The single impact acceleration threshold is determined based on the yield strength of the second structural component in the first vehicle, which is the structural component with the lowest yield strength in the first vehicle.

8. The method according to any one of claims 2-7, characterized in that, The cumulative acceleration threshold, the cumulative number of times threshold, and the single impact acceleration threshold are related to the vehicle parameters of the first vehicle, which include one or more of the following: maximum speed, mass, wheelbase, ground clearance, or suspension structure.

9. The method according to any one of claims 1-8, characterized in that, The first prompt message is also used to remind the user that the device has been abused.

10. The method according to any one of claims 4 or 5, characterized in that, The first prompt message is also used to prompt the replacement of the first structural component.

11. The method according to claim 6, characterized in that, The first prompt information is also used to indicate the historical operating conditions of the first structural component.

12. The method according to any one of claims 1-11, characterized in that, The method further includes: Output a second prompt message, which is used to display structural components that are at risk of damage.

13. The method according to any one of claims 1-12, characterized in that, The first vehicle includes a sensor module, and the step of acquiring the acceleration information of the first vehicle includes: The acceleration information of the first vehicle is obtained based on the sensor module, which includes a vehicle body acceleration sensor.

14. The method according to claim 13, characterized in that, The sensor module also includes one or more of the following: Acceleration sensors of structural components installed at the wheels of the first vehicle; An acceleration sensor installed at the front of the first vehicle; An acceleration sensor installed in the middle of the first vehicle; An acceleration sensor installed at the rear of the first vehicle; An acceleration sensor installed on the first structural component of the first vehicle; An acceleration sensor is installed on the second structural component of the first vehicle.

15. The method according to any one of claims 1-14, characterized in that, The first vehicle further includes a sensing device for acquiring road information around the vehicle, wherein acquiring the acceleration information of the first vehicle includes: Based on the road information, it is determined that the first road on which the first vehicle travels meets preset conditions, and the preset conditions are related to vehicle abuse conditions; Obtain the speed information of the first vehicle as it passes through the first road; Based on the vehicle speed information, the acceleration information of the first vehicle is determined.

16. A testing method, characterized in that, The method includes: Obtain the first correspondence between the second acceleration value of the first vehicle and the load of the vehicle structural components; Obtain a second correspondence between the load on the vehicle structural components of the first vehicle and the degree of damage to the vehicle structural components; Based on the first correspondence and the second correspondence, the cumulative acceleration threshold and the cumulative number of times threshold of the vehicle structural component are determined.

17. The method according to claim 16, characterized in that, The method further includes: Based on the first correspondence and the second correspondence, the single impact acceleration threshold of the vehicle structural component is determined.

18. The method according to claim 16 or 17, characterized in that, The method further includes: Based on the first correspondence and the second correspondence, a first structural component is determined, which includes the structural component with the fewest fatigue damage failures in the first vehicle.

19. The method according to claim 18, characterized in that, The first structural component includes one or more of the following: A-pillar, B-pillar, C-pillar, or vehicle frame.

20. The method according to any one of claims 16-19, characterized in that, The method further includes: Based on the first correspondence and the second correspondence, a second structural component is determined, which is the structural component with the lowest yield strength in the first vehicle.

21. The method according to any one of claims 16-20, characterized in that, The cumulative acceleration threshold, the cumulative number of times threshold, and the single impact acceleration threshold are related to the vehicle parameters of the first vehicle, which include one or more of the following: maximum speed, mass, wheelbase, ground clearance, or suspension structure.

22. A vehicle control device, characterized in that, The device includes: The first communication module is used to acquire the acceleration information of the first vehicle, the acceleration information including multiple acceleration values ​​experienced by the first vehicle during operation; The first communication module is further configured to output a first prompt message based on the acceleration information, the first prompt message being used to indicate the risk of damage to vehicle structural components.

23. A testing device, characterized in that, The device includes: The second communication module is used to obtain the first correspondence between the second acceleration value of the first vehicle and the load of the vehicle structural components; The second communication module is further configured to obtain a second correspondence between the load on the vehicle structural components of the first vehicle and the degree of damage to the vehicle structural components; The second processing module is used to determine the cumulative acceleration threshold and the cumulative number of times threshold of the vehicle structural component based on the first correspondence and the second correspondence.

24. A chip, characterized in that, The chip includes a processor and a communication interface; The communication interface is used to receive and / or send data, and / or the communication interface is used to provide input and / or output to the processor; The processor is used to implement the method according to any one of claims 1-21.

25. An electronic device, characterized in that, The electronic device includes a memory and a processor, the memory storing computer instructions, and the processor being used to invoke the computer instructions to implement the method of any one of claims 1-21.

26. A vehicle, characterized in that, The vehicle includes the vehicle control device of claim 22, or the chip of claim 24, or the electronic device of claim 25.

27. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores instructions that, when executed on at least one processor, implement the method as described in any one of claims 1-21.

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