CN111746281A - Fault processing method and device for vehicle power system, storage medium and vehicle - Google Patents
Fault processing method and device for vehicle power system, storage medium and vehicle Download PDFInfo
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- CN111746281A CN111746281A CN201910239068.8A CN201910239068A CN111746281A CN 111746281 A CN111746281 A CN 111746281A CN 201910239068 A CN201910239068 A CN 201910239068A CN 111746281 A CN111746281 A CN 111746281A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
Abstract
The disclosure relates to a fault handling method, a fault handling device, a storage medium and a vehicle of a vehicle power system, wherein the method comprises the following steps: acquiring drive assembly information with faults and fault information of fault drive assemblies in the vehicle power system; determining the fault type of the fault driving component according to the fault information; and controlling the vehicle to execute a corresponding limp home strategy according to the information of the failed driving assembly and the failure type of the failed driving assembly. Through the technical scheme, faults in the power system are comprehensively covered, optimization and rationalization of vehicle limping processing are achieved, the motor rotating speed of the fault driving assembly is guaranteed to be within a safe range, and the problem that the vehicle cannot run to a maintenance point due to insufficient driving capability of the vehicle can be avoided. The method is suitable for fault limp processing of the vehicle power source and the multi-power source.
Description
Technical Field
The present disclosure relates to the field of vehicle technologies, and in particular, to a method and an apparatus for processing a fault of a vehicle powertrain, a storage medium, and a vehicle.
Background
Limp home is an important handling strategy when a power system of a vehicle fails, and aims to protect vehicle equipment and driving safety when the power system fails, and provide the maximum allowable driving capacity of the vehicle to help a driver drive the vehicle to an after-sales point or a maintenance point.
In the prior art, the vehicle is controlled to limp at a lower speed according to the information of the most serious drive assembly in the power system, or the drive assembly which does not have the fault is controlled to normally operate, the gearbox of the faulty drive assembly is disengaged, and the drive axle of the faulty drive assembly is subjected to follow-up processing.
However, with the first limp home approach, there may arise a problem that sufficient driving capability cannot be provided to the vehicle to the maintenance point; for the second limp processing mode, when the driving assembly is out of control due to gearbox failure, the driving axle of the normal driving assembly drives the driving axle of the failed driving assembly to rotate at high speed, so that the motor rotating speed of the failed driving assembly is too high to cause structural damage or generate counter electromotive force to puncture the motor controller.
Disclosure of Invention
In order to overcome the problems in the prior art, the disclosure provides a fault processing method and device of a vehicle power system, a storage medium and a vehicle.
In order to achieve the above object, the present disclosure provides a fault handling method of a vehicle power system, including:
acquiring drive assembly information with faults and fault information of fault drive assemblies in the vehicle power system;
determining the fault type of the fault driving component according to the fault information;
and controlling the vehicle to execute a corresponding limp home strategy according to the information of the failed driving assembly and the failure type of the failed driving assembly.
Optionally, the controlling the vehicle to execute a corresponding limp home strategy according to the information of the failed driving component and the failure type of the failed driving component comprises:
if the fault driving assemblies with the controllable fault types exist in the power system, taking the fault with the highest preset fault level appearing in all the fault driving assemblies with the controllable fault types as a target fault;
and controlling the vehicle to perform degraded limp home according to the target fault information and the fault driving component information with the target fault.
Optionally, the controlling the vehicle to execute a corresponding limp home strategy according to the information of the failed driving component and the failure type of the failed driving component further comprises:
and if the fault types of the other fault driving assemblies except the fault driving assembly with the controllable fault type in the power system are uncontrollable faults, controlling the motor of the fault driving assembly with the uncontrollable fault type to stop rotating.
Optionally, if the target failure is that a partial gear of a transmission is not available, the controlling the vehicle to perform degraded limp home running according to the target failure information and the information of the failed driving component with the target failure comprises:
for each fault driving assembly with controllable fault type and the target fault, judging whether the current gear of the gearbox of the fault driving assembly is normal or not;
if the current gear is normal, controlling the gearbox to keep the current gear;
and if the current gear is abnormal, controlling the gearbox to be switched to a normal gear higher than the current gear.
Optionally, if the target failure is that a partial gear of a transmission is not available, the controlling the vehicle to perform the degraded limp home running according to the target failure information and the information of the failed driving component with the target failure further includes:
if all gears of the gearbox which are higher than the current gear are abnormal, acquiring the current speed of the vehicle;
and controlling the gearbox to be switched to a target gear, wherein the target gear is normal and lower than the current gear, and the maximum vehicle speed allowed by the target gear is higher than the normal gear of the current vehicle speed.
Optionally, if the target failure is that the transmission cannot be out of neutral, controlling the vehicle to perform limp home degradation according to the target failure information and the information of the failed drive assembly with the target failure, including:
for each fault driving assembly with the controllable fault type and the target fault, acquiring the maximum vehicle speed allowed by the current gear of a gearbox of the fault driving assembly;
and controlling the vehicle to run at a speed not exceeding the target vehicle speed threshold value by taking the minimum value of all the acquired maximum vehicle speeds as the target vehicle speed threshold value.
Optionally, if the target fault is a communication abnormality between a vehicle controller and a transmission controller of the vehicle, controlling the vehicle to perform degraded limp home running according to the target fault information and the fault driving assembly information with the target fault, including:
if the target faults occur to part of the fault driving assemblies with the controllable fault types, acquiring the highest vehicle speed allowed by the lowest gear of the gearbox of each fault driving assembly with the controllable fault type with the target faults;
and controlling the vehicle to run at a speed not exceeding the target vehicle speed threshold value by taking the minimum value of all the acquired maximum vehicle speeds as the target vehicle speed threshold value.
Optionally, if the target failure is communication abnormality between a vehicle controller and a transmission controller of the vehicle, controlling the vehicle to perform degraded limp home running according to the target failure information and the information of the faulty driving assembly with the target failure, further comprising:
and if the target faults occur to all the fault driving assemblies with the controllable fault types, controlling the gearbox of each fault driving assembly with the controllable fault type to be switched to a neutral gear.
Optionally, the controlling the vehicle to execute a corresponding limp home strategy according to the information of the failed driving component and the failure type of the failed driving component further comprises:
if a part of driving assemblies in the power system have faults and the fault type of the fault driving assembly is an uncontrollable fault, randomly combining the faults of the fault driving assembly aiming at each fault driving assembly to obtain at least one fault combination and a preset accelerator attenuation coefficient corresponding to each fault combination;
taking the minimum value of the acquired preset accelerator attenuation coefficient as a target accelerator attenuation coefficient;
and determining the accelerator control quantity of the vehicle according to the target accelerator attenuation coefficient and the stepping depth of an accelerator pedal of the vehicle, and controlling the vehicle to run according to the accelerator control quantity.
Optionally, the controlling the vehicle to execute a corresponding limp home strategy according to the information of the failed driving component and the failure type of the failed driving component further comprises:
and if all the driving assemblies in the power system have faults and the fault type of the faulty driving assembly is an uncontrollable fault, controlling the gearbox of the faulty driving assembly to be switched to a neutral gear and stopping driving the motor of the faulty driving assembly aiming at each faulty driving assembly.
The present disclosure also provides a fault handling device of a vehicle powertrain, including:
the acquisition module is used for acquiring the drive component information with faults and the fault information of the drive component with faults in the vehicle power system;
the determining module is used for determining the fault type of the fault driving component according to the fault information;
and the limp home control module is used for controlling the vehicle to execute a corresponding limp home strategy according to the information of the failed driving assembly and the failure type of the failed driving assembly.
Optionally, the limp control module comprises:
the first determining submodule is used for taking the fault with the highest preset fault level occurring in all the fault driving assemblies with controllable fault types as a target fault if the fault driving assemblies with controllable fault types exist in the power system;
and the first limp home control sub-module is used for controlling the vehicle to carry out limp home degradation according to the target fault information and the fault driving component information with the target fault.
Optionally, the first limp home control sub-module is further configured to:
and if the fault types of the other fault driving assemblies except the fault driving assembly with the controllable fault type in the power system are uncontrollable faults, controlling the motor of the fault driving assembly with the uncontrollable fault type to stop rotating.
Optionally, the first limp control sub-module is to:
if the target fault is that partial gears of the gearbox are unavailable, judging whether the current gear of the gearbox of the faulty driving assembly is normal or not aiming at each faulty driving assembly with the controllable fault type and the target fault;
if the current gear is normal, controlling the gearbox to keep the current gear;
and if the current gear is abnormal, controlling the gearbox to be switched to a normal gear higher than the current gear.
Optionally, the first limp home control sub-module is further configured to:
if all gears of the gearbox which are higher than the current gear are abnormal, acquiring the current speed of the vehicle;
and controlling the gearbox to be switched to a target gear, wherein the target gear is normal and lower than the current gear, and the maximum vehicle speed allowed by the target gear is higher than the normal gear of the current vehicle speed.
Optionally, the first limp control sub-module is to:
if the target fault is that the gearbox cannot be out of neutral, acquiring the highest vehicle speed allowed by the current gear of the gearbox of each fault driving assembly with the target fault and controllable fault type;
and controlling the vehicle to run at a speed not exceeding the target vehicle speed threshold value by taking the minimum value of all the acquired maximum vehicle speeds as the target vehicle speed threshold value.
Optionally, the first limp control sub-module is to:
if the target fault is communication abnormity between the vehicle controller and the gearbox controller of the vehicle and part of fault driving assemblies with controllable fault types have the target fault, acquiring the highest vehicle speed allowed by the lowest gear of the gearbox of the fault driving assembly aiming at each fault driving assembly with controllable fault type with the target fault;
and controlling the vehicle to run at a speed not exceeding the target vehicle speed threshold value by taking the minimum value of all the acquired maximum vehicle speeds as the target vehicle speed threshold value.
Optionally, the first limp home control sub-module is further configured to:
and if the target fault is that the communication between the vehicle controller and the gearbox controller of the vehicle is abnormal and all the fault driving assemblies with controllable fault types have the target fault, controlling the gearbox of each fault driving assembly with controllable fault types to be switched to a neutral gear.
Optionally, the limp control module further comprises:
the combined submodule is used for randomly combining the faults of the fault driving assemblies aiming at each fault driving assembly to obtain at least one fault combination and a preset accelerator attenuation coefficient corresponding to each fault combination if a part of driving assemblies in the power system have faults and the fault type of the fault driving assembly is an uncontrollable fault;
the second determining submodule is used for taking the minimum value of the acquired preset accelerator attenuation coefficient as a target accelerator attenuation coefficient;
and the second limp control submodule is used for determining the accelerator control quantity of the vehicle according to the target accelerator attenuation coefficient and the stepping depth of an accelerator pedal of the vehicle, and controlling the vehicle to run according to the accelerator control quantity.
Optionally, the limp control module further comprises:
and the third limp control sub-module is used for controlling the gearbox of the failed driving assembly to be switched to a neutral gear and stopping driving the motor of the failed driving assembly aiming at each failed driving assembly if all driving assemblies in the power system are failed and the failure type of the failed driving assembly is an uncontrollable failure.
The present disclosure also provides a computer readable storage medium having stored thereon computer program instructions that, when executed by a processor, implement a fault handling method of a vehicle powertrain system provided by the present disclosure.
The present disclosure also provides a fault handling device of a vehicle powertrain, including: a computer-readable storage medium provided by the present disclosure; and one or more processors for executing the program in the computer-readable storage medium.
The present disclosure also provides a vehicle comprising a powertrain and a fault handling device of a vehicle powertrain provided by the present disclosure, wherein the powertrain comprises at least one drive assembly.
Through the technical scheme, the fault information of the fault driving assembly is classified for the driving assembly with the fault in the power system, the vehicle is controlled to limp according to the fault condition and the fault type of the driving assembly, the fault in the power system is comprehensively covered, optimization and rationalization of limp processing of the vehicle are realized, and the problem that the vehicle cannot run to a maintenance point due to insufficient driving capability of the vehicle can be avoided while the motor rotating speed of the fault driving assembly is ensured to be within a safe range. The method is suitable for fault limp processing of the vehicle power source and the multi-power source.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
FIG. 1 is a block diagram illustrating a vehicle according to an exemplary embodiment of the present disclosure;
FIG. 2 is a flow chart illustrating a method of fault handling for a vehicle powertrain system according to an exemplary embodiment of the present disclosure;
FIG. 3 is a flow chart illustrating a method of controlling a vehicle to execute a corresponding limp home strategy according to an exemplary embodiment of the present disclosure;
FIG. 4 is a flow chart illustrating a method of controlling a vehicle to execute a corresponding limp home strategy in accordance with another exemplary embodiment of the present disclosure;
FIG. 5 is a block diagram illustrating a fault handling device of a vehicle powertrain, according to an exemplary embodiment of the present disclosure;
fig. 6 is a block diagram illustrating a fault handling device of a vehicle powertrain system according to another exemplary embodiment of the present disclosure.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
Before describing a method for handling a failure in a vehicle powertrain according to an embodiment of the present disclosure, a vehicle and a vehicle powertrain according to an embodiment of the present disclosure will be described first. Fig. 1 is a block diagram illustrating a structure of a vehicle according to an exemplary embodiment. As shown in fig. 1, the vehicle includes an accelerator pedal 100, a brake pedal 200, a vehicle controller 300, a power system and wheels 500, wherein the vehicle controller 300 is respectively connected to the accelerator pedal 100, the brake pedal 200 and the power system, controls the power system to operate according to an acceleration signal output by the accelerator pedal 100 and/or a braking signal output by the brake pedal 200, and outputs corresponding power from the power system to the wheels 500 to drive the vehicle to run.
Specifically, the powertrain includes at least one drive assembly 410, each drive assembly 410 including a motor controller 411, a motor 412, a gearbox 413, a transaxle 414, a gearbox controller 415, and a shift actuator 416. The motor controller 411 is connected to the vehicle controller 300 and is sequentially connected to the motor 412, the gearbox 413 and the drive axle 414. The transmission controller 415 is connected to the hybrid vehicle controller 300, and the shift actuator 416 is connected to the transmission controller 415 and the transmission 413, respectively. In a running state, the motor controller 411 controls the motor 412 to rotate under the control of the vehicle controller 300, and the output torque of the motor 412 is transmitted to the wheels 500 through the gearbox 413 and the drive axle 414 to drive the vehicle to run; at the same time, the transmission controller 415 controls the shift actuator 416 to shift the gear of the transmission 413 under the control of the hybrid controller 300.
It should be noted that the vehicle according to the embodiment of the present disclosure may be a pure electric vehicle, a hybrid vehicle, and the like, and the present disclosure does not limit this.
Based on the vehicle and the vehicle power system shown in fig. 1, the embodiment of the present disclosure provides a fault handling method of the vehicle power system, as shown in fig. 2, the method includes the following steps:
in step S21, drive component information that a failure has occurred in the vehicle powertrain and failure information of the failed drive component are acquired.
Wherein the failed drive assembly information is used to characterize which drive assemblies of the powertrain failed. In embodiments of the present disclosure, the failure of the drive assembly comprises one or more of the following: A. the method comprises the following steps of A, enabling partial gears of the gearbox to be unavailable, B, enabling the gearbox not to be out of neutral, C, abnormal communication between the vehicle control unit and the gearbox controller, D, abnormal communication between the vehicle control unit, the motor and the motor controller, failure of the motor rotating speed signal, and the like.
In step S22, the failure type of the failed drive component is determined from the failure information.
Specifically, the fault type may include a controllable fault and an uncontrollable fault, where, for any faulty driving assembly, if the working state of the relevant component (e.g. the motor) can still be monitored to be normal after the faulty driving assembly is faulty, the fault type of the faulty driving assembly may be considered as a controllable fault, for example, only one or more of the faults A, B and C occurs; if the operating state of the related component (e.g., the motor) is not normal after the failed drive assembly fails, the failed drive assembly may be considered as an uncontrollable failure, such as any of the above-mentioned failures D, E.
In step S23, the vehicle is controlled to execute a corresponding limp home strategy according to the information of the failed driving assembly and the failure type of the failed driving assembly.
Depending on the number of drive assemblies that fail and the type of failure of the respective failed drive assembly, there can be three cases for each of which a respective limp home strategy can be implemented.
Next, three cases and a limp home strategy corresponding to each case will be described.
The first condition is as follows: a fault driving component with controllable fault type exists in the power system.
For this case, as shown in fig. 3, the step S23 may include the following steps:
in step S231, the fault with the highest preset fault level occurring in the faulty drive assemblies of all the controllable fault types is taken as the target fault.
In specific implementation, each fault corresponds to a preset fault level, and the fault level can be obtained by evaluating according to the severity of the fault.
For example, also taking the above-mentioned faults A, B and C as examples, the preset fault levels of the three faults are fault a < fault B < fault C, and if there are two faulty drive assemblies in the vehicle powertrain, i.e., drive assembly 1 and drive assembly 2, where drive assembly 1 has fault B and drive assembly 2 has fault C, the target fault can be determined to be fault C according to step S231.
In step S232, the vehicle is controlled to perform degraded limp home based on the target failure information and the failed drive component information in which the target failure has occurred.
Optionally, if the target failure is that some gears of the gearbox are unavailable (failure a), judging whether the current gear of the gearbox of the failed drive assembly is normal or not for each failed drive assembly of the controllable failure type with the target failure; if the current gear is normal, controlling the gearbox to keep the current gear, and under the condition, the vehicle can normally respond to accelerator driving; and if the current gear is abnormal, controlling the gearbox to be switched to a normal gear higher than the current gear.
In specific implementation, when the gearbox is controlled to be switched to a high gear, a gear which is one gear higher than the current gear is taken as a target gear, whether the target gear is normal or not is judged, if the target gear is abnormal, the target gear is continuously shifted by one gear to obtain a new target gear, the step of judging whether the target gear is normal or not is repeated, if the target gear is abnormal, the step of continuously shifting the target gear by one gear is carried out until the target gear is normal, and at this time, the gear of the gearbox is switched to the target gear.
Further, if all gears of the gearbox higher than the current gear are abnormal, the current speed of the vehicle is obtained, the gearbox is controlled to be switched to a target gear, the target gear is normal and lower than the current gear, and the maximum speed allowed by the target gear is greater than the current speed of the vehicle.
In specific implementation, when the gearbox is controlled to be switched to a low gear, a gear which is one gear lower than the current gear is taken as a target gear, whether the target gear is abnormal or not is judged, if the target gear is normal, whether the highest speed allowed by the target gear is greater than the current speed of the vehicle or not is judged, and if the highest speed allowed by the target gear is greater than the current speed of the vehicle, the gearbox is switched to the target gear; and if the target gear is abnormal, the target gear is shifted to the first gear, and the steps are repeatedly executed until the maximum speed allowed by the target gear is less than or equal to the current speed of the vehicle, and at the moment, the gear shifting operation is finished.
Optionally, if the target failure is that the gearbox cannot be out of neutral (failure B), for each failure drive assembly of a controllable failure type with the target failure, acquiring a highest vehicle speed allowed by a current gear of the gearbox of the failure drive assembly, and controlling the vehicle speed to run at a speed not exceeding the target vehicle speed threshold by taking a minimum value of all the acquired highest vehicle speeds as the target vehicle speed threshold. Each gear of the gearbox corresponds to an allowed highest vehicle speed, the highest vehicle speed is obtained through calculation according to the speed ratio of the gear and the preset highest rotating speed of the motor, the lower the gear is, the larger the speed ratio is, and the lower the allowed highest vehicle speed is under the same rotating speed. Therefore, the motor rotating speed of the fault driving assembly can be ensured to be within a safety range, and structural damage or breakdown of a motor controller caused by the fact that the motor rotating speed of the fault driving assembly is too high is avoided.
Illustratively, taking the vehicle power system comprising two driving assemblies (namely, the driving assembly 1 and the driving assembly 2) as an example, if the driving assembly 1 is a controllable type of failed driving assembly and a failure B (target failure) occurs, and the driving assembly 2 is a normal driving assembly, the highest vehicle speed V1 allowed by the current gear of the gearbox of the driving assembly 1 is taken as a target speed threshold value to limit the speed of the vehicle; if the driving assembly 1 and the driving assembly 2 are both controllable type failure driving assemblies and have a failure B (target failure), and the maximum vehicle speed allowed by the current gear of the driving assembly 1 is V1 and the maximum vehicle speed allowed by the current gear of the driving assembly 2 is V2, taking the minimum value of the maximum vehicle speed V1 and the maximum vehicle speed V2 as a target vehicle speed threshold value to limit the speed of the vehicle.
Optionally, if the target failure is a communication abnormality (failure C) between the vehicle controller and the transmission controller of the vehicle and only part of the failed drive assemblies of the controllable failure type have the target failure, for each failed drive assembly of the controllable failure type having the target failure, acquiring a highest vehicle speed allowed by a lowest gear of the transmission of the failed drive assembly, and controlling the vehicle to run at a speed not exceeding the target vehicle speed threshold by taking a minimum value of all the acquired highest vehicle speeds as the target vehicle speed threshold. The gear information of the gearbox of the fault driving assembly with the target fault cannot be acquired due to the fact that the gear is lower and the speed ratio of the gearbox is larger, the highest vehicle speed allowed by the lowest gear with the largest speed ratio limits the speed of the vehicle, the rotating speed of the motor of the fault driving assembly can be guaranteed to be within a safety range, and structural damage or breakdown of a motor controller due to the fact that the rotating speed of the motor of the fault driving assembly is too high is avoided.
If the target fault is communication abnormity (fault C) between the vehicle controller and the gearbox controller of the vehicle and all fault driving assemblies with controllable fault types have the target fault, in order to ensure that the rotating speed of the motor of the fault driving assembly is within a safe range, the gearbox of each fault driving assembly with controllable fault type is controlled to be switched to a neutral gear.
It is worth noting that the above-mentioned situations include three situations, the first is that all the driving components in the vehicle power system are failed and the failure types of the failed driving components are all controllable failures; the second is that only part of the driving components in the vehicle power system have faults and the fault types of the faulty driving components are controllable faults; the third is that only part of the driving components in the vehicle power system are failed, and the failure type of one part of the failed driving components is controllable failure, while the failure type of the other part of the failed driving components is uncontrollable failure.
For the third case, to further protect the malfunctioning drive component of the uncontrollable fault type. Specifically, as shown in fig. 3, the step S23 may further include:
in step S233, the motor of the faulty drive component that controls the type of the uncontrollable fault in the power system stops rotating.
Case two: a portion of the drive assemblies of the powertrain fail and the type of failure of the failed drive assembly is an uncontrollable failure.
In this case, in order to ensure that the driving assembly is still in a safe operation state under a severe uncontrollable fault and the vehicle can still limp at a low speed, as shown in fig. 4, the step S23 may include:
in step S234, for each faulty driving assembly, faults occurring in the faulty driving assembly are arbitrarily combined to obtain at least one faulty combination and a preset throttle attenuation coefficient corresponding to each faulty combination.
In step S235, the minimum value of the acquired preset accelerator damping coefficients is set as the target accelerator damping coefficient.
Each fault combination corresponds to an accelerator attenuation coefficient, the accelerator attenuation coefficient can be obtained through testing in advance and can be used for the severity degree of a limp requirement, and specifically, if the accelerator attenuation coefficient is 0, the driving assembly does not respond to a received acceleration signal; the throttle damping factor is 100%, indicating that the drive assembly is not limiting torque output. The smaller the throttle attenuation coefficient is, the more strict the requirement on vehicle limping is, and the vehicle can be ensured to limp by selecting the minimum throttle attenuation coefficient.
Illustratively, taking the power system including two driving assemblies (i.e., the driving assembly 1 and the driving assembly 2) as an example, if the driving assembly 1 has faults B, C and D, and the driving assembly 2 is normal, by performing any combination on the faults occurring in the driving assembly 1, seven combinations of B, C, D, BC, CD, BD and BCD and the throttle attenuation coefficient corresponding to each combination can be obtained, and the minimum value of the throttle attenuation coefficients is selected as the target throttle attenuation coefficient.
In step S236, the accelerator control amount of the vehicle is determined based on the target accelerator damping coefficient and the depression depth of the accelerator pedal of the vehicle.
In step S237, the vehicle is controlled to run according to the accelerator control amount.
In specific implementation, the target accelerator attenuation coefficient and the stepping depth of the accelerator pedal can be used as the accelerator control amount.
Case three: all drive assemblies of the power system fail and the type of failure of the failed drive assembly is an uncontrollable failure.
In this case, the motors of all the drive assemblies cannot be controlled to output torque normally, and at this time, for each failed drive assembly, the transmission of the failed drive assembly is controlled to be switched to a neutral gear and the motor of the failed drive assembly is stopped, so that the vehicle is stopped.
By adopting the method, the fault information of the fault driving assembly is classified for the driving assembly with the fault in the power system, the vehicle is controlled to limp according to the fault condition and the fault type of the driving assembly, the fault in the power system is comprehensively covered, the optimization and rationalization of limp processing of the vehicle are realized, and the problem that the vehicle cannot run to a maintenance point due to insufficient driving capability provided for the vehicle can be avoided while the rotating speed of the motor of the fault driving assembly is ensured to be in a safe range. The method is suitable for fault limp processing of the vehicle power source and the multi-power source.
The disclosed embodiment also provides a fault handling apparatus of a vehicle powertrain, as shown in fig. 5, the apparatus 500 includes:
an obtaining module 501, configured to obtain information of a failed drive component and failure information of a failed drive component in the vehicle powertrain;
a determining module 502, configured to determine a fault type of the faulty driving component according to the fault information;
a limp home control module 503 for controlling the vehicle to execute a corresponding limp home strategy according to the information of the failed driving assembly and the failure type of the failed driving assembly.
Optionally, as shown in fig. 6, the limp home control module 503 comprises:
the first determining submodule 531 is configured to, if a fault driving component with a controllable fault type exists in the power system, take a fault with a highest preset fault level occurring in all fault driving components with controllable fault types as a target fault;
and the first limp home control sub-module 532 is used for controlling the vehicle to carry out the limp home degradation according to the target fault information and the fault driving component information with the target fault.
Optionally, the first limp control sub-module 532 is further configured to:
and if the fault types of the other fault driving assemblies except the fault driving assembly with the controllable fault type in the power system are uncontrollable faults, controlling the motor of the fault driving assembly with the uncontrollable fault type to stop rotating.
Optionally, the first limp control sub-module 532 is configured to:
if the target fault is that partial gears of the gearbox are unavailable, judging whether the current gear of the gearbox of the faulty driving assembly is normal or not aiming at each faulty driving assembly with the controllable fault type and the target fault;
if the current gear is normal, controlling the gearbox to keep the current gear;
and if the current gear is abnormal, controlling the gearbox to be switched to a normal gear higher than the current gear.
Optionally, the first limp control sub-module 532 is further configured to:
if all gears of the gearbox which are higher than the current gear are abnormal, acquiring the current speed of the vehicle;
and controlling the gearbox to be switched to a target gear, wherein the target gear is normal and lower than the current gear, and the maximum vehicle speed allowed by the target gear is higher than the normal gear of the current vehicle speed.
Optionally, the first limp control sub-module 532 is configured to:
if the target fault is that the gearbox cannot be out of neutral, acquiring the highest vehicle speed allowed by the current gear of the gearbox of each fault driving assembly with the target fault and controllable fault type;
and controlling the vehicle to run at a speed not exceeding the target vehicle speed threshold value by taking the minimum value of all the acquired maximum vehicle speeds as the target vehicle speed threshold value.
Optionally, the first limp control sub-module 532 is configured to:
if the target fault is communication abnormity between the vehicle controller and the gearbox controller of the vehicle and part of fault driving assemblies with controllable fault types have the target fault, acquiring the highest vehicle speed allowed by the lowest gear of the gearbox of the fault driving assembly aiming at each fault driving assembly with controllable fault type with the target fault;
and controlling the vehicle to run at a speed not exceeding the target vehicle speed threshold value by taking the minimum value of all the acquired maximum vehicle speeds as the target vehicle speed threshold value.
Optionally, the first limp control sub-module 532 is further configured to:
and if the target fault is that the communication between the vehicle controller and the gearbox controller of the vehicle is abnormal and all the fault driving assemblies with controllable fault types have the target fault, controlling the gearbox of each fault driving assembly with controllable fault types to be switched to a neutral gear.
Optionally, as shown in fig. 6, the limp home control module 503 further comprises:
the combining submodule 533 is configured to, if a part of the driving assemblies in the power system fails and the failure type of the failed driving assembly is an uncontrollable failure, arbitrarily combine the failures of the failed driving assemblies for each failed driving assembly to obtain at least one failure combination and a preset accelerator attenuation coefficient corresponding to each failure combination;
the second determining submodule 534 is used for taking the acquired minimum value of the preset accelerator attenuation coefficient as a target accelerator attenuation coefficient;
and a second limp control submodule 535, configured to determine a throttle control amount of the vehicle according to the target throttle attenuation coefficient and a tread depth of a throttle pedal of the vehicle, and control the vehicle to run according to the throttle control amount.
Optionally, as shown in fig. 6, the limp home control module 503 further comprises:
a third limp home control submodule 536 for controlling the gearbox of the faulty drive assembly to shift to neutral and stop the motor driving the faulty drive assembly for each faulty drive assembly if all drive assemblies in the powertrain are faulty and the type of fault of the faulty drive assembly is an uncontrollable fault.
It is obvious to those skilled in the art that, for convenience and simplicity of description, the foregoing division of the functional modules is merely used as an example, and in practical applications, the above function distribution may be performed by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to perform all or part of the above described functions. For the specific working process of the functional module, reference may be made to the corresponding process in the foregoing method embodiment, which is not described herein again.
By adopting the device, the fault information of the fault driving component is classified for the driving component with the fault in the power system, the vehicle is controlled to limp according to the fault condition and the fault type of the driving component, the fault in the power system is comprehensively covered, the optimization and rationalization of limp processing of the vehicle are realized, and the problem that the vehicle cannot run to a maintenance point due to insufficient driving capability of the vehicle can be avoided while the rotating speed of the motor of the fault driving component is ensured to be in a safe range. The method is suitable for fault limp processing of the vehicle power source and the multi-power source.
Accordingly, the present disclosure also provides a computer readable storage medium having stored thereon computer program instructions, which when executed by a processor, implement the fault handling method of a vehicle powertrain system provided by the present disclosure.
Correspondingly, the present disclosure also provides a fault handling device of a vehicle power system, comprising: a computer-readable storage medium provided by the present disclosure; and one or more processors for executing the program in the computer-readable storage medium.
Correspondingly, the present disclosure also provides a vehicle, which comprises a power system and the fault processing device of the vehicle power system provided by the present disclosure, wherein the power system comprises at least one driving assembly. The fault processing device of the vehicle power system can be a vehicle control unit which realizes the vehicle through software, hardware or a combination of the software and the hardware.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. In order to avoid unnecessary repetition, various possible combinations will not be separately described in this disclosure.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.
Claims (23)
1. A method of fault handling for a vehicle powertrain, comprising:
acquiring drive assembly information with faults and fault information of fault drive assemblies in the vehicle power system;
determining the fault type of the fault driving component according to the fault information;
and controlling the vehicle to execute a corresponding limp home strategy according to the information of the failed driving assembly and the failure type of the failed driving assembly.
2. The method of claim 1, wherein controlling the vehicle to execute a respective limp home strategy based on the failed drive assembly information and the type of failure of the failed drive assembly comprises:
if the fault driving assemblies with the controllable fault types exist in the power system, taking the fault with the highest preset fault level appearing in all the fault driving assemblies with the controllable fault types as a target fault;
and controlling the vehicle to perform degraded limp home according to the target fault information and the fault driving component information with the target fault.
3. The method of claim 2, wherein controlling the vehicle to execute a respective limp home strategy based on the failed drive assembly information and the type of failure of the failed drive assembly further comprises:
and if the fault types of the other fault driving assemblies except the fault driving assembly with the controllable fault type in the power system are uncontrollable faults, controlling the motor of the fault driving assembly with the uncontrollable fault type to stop rotating.
4. The method of claim 2, wherein if the target malfunction is partial gear of a transmission is not available, the controlling the vehicle to perform degraded limp home based on the target malfunction information and the malfunctioning drive component information that the target malfunction occurs comprises:
for each fault driving assembly with controllable fault type and the target fault, judging whether the current gear of the gearbox of the fault driving assembly is normal or not;
if the current gear is normal, controlling the gearbox to keep the current gear;
and if the current gear is abnormal, controlling the gearbox to be switched to a normal gear higher than the current gear.
5. The method of claim 4, wherein if the target malfunction is a partial gear of a transmission is not available, the controlling the vehicle to perform degraded limp home based on the target malfunction information and the malfunctioning drive component information that the target malfunction occurs, further comprising:
if all gears of the gearbox which are higher than the current gear are abnormal, acquiring the current speed of the vehicle;
and controlling the gearbox to be switched to a target gear, wherein the target gear is normal and lower than the current gear, and the maximum vehicle speed allowed by the target gear is greater than the current vehicle speed.
6. The method of claim 2, wherein if the target malfunction is a transmission not being able to be out of neutral, the controlling the vehicle to perform degraded limp home based on the target malfunction information and the malfunctioning drive component information that the target malfunction occurred comprises:
for each fault driving assembly with the controllable fault type and the target fault, acquiring the maximum vehicle speed allowed by the current gear of a gearbox of the fault driving assembly;
and controlling the vehicle to run at a speed not exceeding the target vehicle speed threshold value by taking the minimum value of all the acquired maximum vehicle speeds as the target vehicle speed threshold value.
7. The method of claim 2, wherein if the target failure is an abnormal communication between a vehicle controller and a transmission controller of the vehicle, the controlling the vehicle to perform degraded limp home running according to the target failure information and the information of the failed driving component with the target failure comprises:
if the target faults occur to part of the fault driving assemblies with the controllable fault types, acquiring the highest vehicle speed allowed by the lowest gear of the gearbox of each fault driving assembly with the controllable fault type with the target faults;
and controlling the vehicle to run at a speed not exceeding the target vehicle speed threshold value by taking the minimum value of all the acquired maximum vehicle speeds as the target vehicle speed threshold value.
8. The method of claim 7, wherein if the target failure is an abnormal communication between a vehicle controller and a transmission controller of the vehicle, controlling the vehicle to perform degraded limp home running according to the target failure information and the information of the failed driving component with the target failure, further comprises:
and if the target faults occur to all the fault driving assemblies with the controllable fault types, controlling the gearbox of each fault driving assembly with the controllable fault type to be switched to a neutral gear.
9. The method of claim 2, wherein controlling the vehicle to execute a respective limp home strategy based on the failed drive assembly information and the type of failure of the failed drive assembly further comprises:
if a part of driving assemblies in the power system have faults and the fault type of the fault driving assembly is an uncontrollable fault, randomly combining the faults of the fault driving assembly aiming at each fault driving assembly to obtain at least one fault combination and a preset accelerator attenuation coefficient corresponding to each fault combination;
taking the minimum value of the acquired preset accelerator attenuation coefficient as a target accelerator attenuation coefficient;
and determining the accelerator control quantity of the vehicle according to the target accelerator attenuation coefficient and the stepping depth of an accelerator pedal of the vehicle, and controlling the vehicle to run according to the accelerator control quantity.
10. The method of claim 2, wherein controlling the vehicle to execute a respective limp home strategy based on the failed drive assembly information and the type of failure of the failed drive assembly further comprises:
and if all the driving assemblies in the power system have faults and the fault type of the faulty driving assembly is an uncontrollable fault, controlling the gearbox of the faulty driving assembly to be switched to a neutral gear and stopping driving the motor of the faulty driving assembly aiming at each faulty driving assembly.
11. A fault handling device of a vehicle powertrain, comprising:
the acquisition module is used for acquiring the drive component information with faults and the fault information of the drive component with faults in the vehicle power system;
the determining module is used for determining the fault type of the fault driving component according to the fault information;
and the limp home control module is used for controlling the vehicle to execute a corresponding limp home strategy according to the information of the failed driving assembly and the failure type of the failed driving assembly.
12. The device of claim 11, wherein the limp control module comprises:
the first determining submodule is used for taking the fault with the highest preset fault level occurring in all the fault driving assemblies with controllable fault types as a target fault if the fault driving assemblies with controllable fault types exist in the power system;
and the first limp home control sub-module is used for controlling the vehicle to carry out limp home degradation according to the target fault information and the fault driving component information with the target fault.
13. The apparatus of claim 12, wherein the first limp control sub-module is further configured to:
and if the fault types of the other fault driving assemblies except the fault driving assembly with the controllable fault type in the power system are uncontrollable faults, controlling the motor of the fault driving assembly with the uncontrollable fault type to stop rotating.
14. The apparatus of claim 12, wherein the first limp control sub-module is to:
if the target fault is that partial gears of the gearbox are unavailable, judging whether the current gear of the gearbox of the faulty driving assembly is normal or not aiming at each faulty driving assembly with the controllable fault type and the target fault;
if the current gear is normal, controlling the gearbox to keep the current gear;
and if the current gear is abnormal, controlling the gearbox to be switched to a normal gear higher than the current gear.
15. The apparatus of claim 14, wherein the first limp control sub-module is further configured to:
if all gears of the gearbox which are higher than the current gear are abnormal, acquiring the current speed of the vehicle;
and controlling the gearbox to be switched to a target gear, wherein the target gear is normal and lower than the current gear, and the maximum vehicle speed allowed by the target gear is higher than the normal gear of the current vehicle speed.
16. The apparatus of claim 12, wherein the first limp control sub-module is to:
if the target fault is that the gearbox cannot be out of neutral, acquiring the highest vehicle speed allowed by the current gear of the gearbox of each fault driving assembly with the target fault and controllable fault type;
and controlling the vehicle to run at a speed not exceeding the target vehicle speed threshold value by taking the minimum value of all the acquired maximum vehicle speeds as the target vehicle speed threshold value.
17. The apparatus of claim 12, wherein the first limp control sub-module is to:
if the target fault is communication abnormity between the vehicle controller and the gearbox controller of the vehicle and part of fault driving assemblies with controllable fault types have the target fault, acquiring the highest vehicle speed allowed by the lowest gear of the gearbox of the fault driving assembly aiming at each fault driving assembly with controllable fault type with the target fault;
and controlling the vehicle to run at a speed not exceeding the target vehicle speed threshold value by taking the minimum value of all the acquired maximum vehicle speeds as the target vehicle speed threshold value.
18. The apparatus of claim 17, wherein the first limp control sub-module is further configured to:
and if the target fault is that the communication between the vehicle controller and the gearbox controller of the vehicle is abnormal and all the fault driving assemblies with controllable fault types have the target fault, controlling the gearbox of each fault driving assembly with controllable fault types to be switched to a neutral gear.
19. The apparatus of claim 12, wherein the limp control module further comprises:
the combined submodule is used for randomly combining the faults of the fault driving assemblies aiming at each fault driving assembly to obtain at least one fault combination and a preset accelerator attenuation coefficient corresponding to each fault combination if a part of driving assemblies in the power system have faults and the fault type of the fault driving assembly is an uncontrollable fault;
the second determining submodule is used for taking the minimum value of the acquired preset accelerator attenuation coefficient as a target accelerator attenuation coefficient;
and the second limp control submodule is used for determining the accelerator control quantity of the vehicle according to the target accelerator attenuation coefficient and the stepping depth of an accelerator pedal of the vehicle, and controlling the vehicle to run according to the accelerator control quantity.
20. The apparatus of claim 12, wherein the limp control module further comprises:
and the third limp control sub-module is used for controlling the gearbox of the failed driving assembly to be switched to a neutral gear and stopping driving the motor of the failed driving assembly aiming at each failed driving assembly if all driving assemblies in the power system are failed and the failure type of the failed driving assembly is an uncontrollable failure.
21. A computer-readable storage medium, on which computer program instructions are stored, which program instructions, when executed by a processor, implement the method of any one of claims 1 to 10.
22. A fault handling device of a vehicle powertrain, comprising:
the computer-readable storage medium recited in claim 21; and
one or more processors to execute the program in the computer-readable storage medium.
23. A vehicle comprising a powertrain and a fault handling arrangement of the vehicle powertrain of any of claims 11-20, wherein the powertrain includes at least one drive assembly.
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