CN115958958A

CN115958958A - Gear monitoring method and device based on functional safety and electronic equipment

Info

Publication number: CN115958958A
Application number: CN202310064882.7A
Authority: CN
Inventors: 孙阳; 高世康
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2023-01-16
Filing date: 2023-01-16
Publication date: 2023-04-14

Abstract

When torque information and rotating speed information can be acquired, priority is given to ASILC-level torque information and rotating speed information as monitoring input information, a current gear of a C level can be directly calculated, the safety level of gear monitoring is improved, and driving risks caused by inaccurate gear monitoring are reduced; when the torque information or the rotating speed information cannot be acquired, the current vehicle speed of the ASILB grade is acquired as input information, and the monitoring of the current gear is guaranteed not to be interrupted. The method has the advantages that the C-grade information is adopted as the main part, the strategy that the B-grade information is adopted as the auxiliary part is utilized to monitor the functional safety gear of the vehicle, the safety level of gear monitoring is improved, meanwhile, the monitoring of the current gear cannot be stopped when the C-grade information monitoring fails, and the safety of driving the vehicle by a user is improved.

Description

Gear monitoring method and device based on functional safety and electronic equipment

Technical Field

The application relates to the technical field of vehicles, in particular to a gear monitoring method and device based on functional safety and electronic equipment.

Background

The new energy automobile has rapidly increased in quantity, is already the standard of the level of tens of millions of vehicles at present, the related industry of the new energy automobile also rapidly increases, and the related technology competition of the new energy automobile is more tired and more fierce, wherein the electromotion is the first half of the new energy automobile competition, and the intellectualization is the second half of the new energy automobile competition. The new energy automobile can better conform to the mind of the user and further guarantee the safety of the user in an intelligent way. This presents a formidable challenge to both the hardware conditions and software strategies of the vehicle. Functional safety of gears is of vital importance, and the generation of unintended torque, which is very dangerous for a car and which may cause serious injuries to the driver, passengers, pedestrians or other vehicles, due to gear selection errors at different times, requires a complete and strict gear monitoring strategy.

Disclosure of Invention

In view of this, an object of the present application is to provide a gear monitoring method and apparatus based on functional safety, and an electronic device, so as to solve the problem of lacking gear monitoring accuracy in functional safety monitoring.

In view of the above, a first aspect of the present application provides a gear monitoring method based on functional safety, including:

acquiring torque information and rotating speed information, and determining a first direction of the torque information and a second direction of the rotating speed information;

and determining a current gear and a current vehicle running mode according to the first direction and the second direction based on a pre-constructed motor four-quadrant coordinate system.

Optionally, the gear monitoring method based on functional safety further includes:

responding to the invalidity of the torque information or the rotating speed information, and acquiring the current vehicle speed;

and determining the current gear and the current vehicle running mode according to the current vehicle speed.

acquiring a gear lever position signal;

determining a current control gear according to the gear lever position signal;

and carrying out mutual verification according to the current control gear and the current gear.

Optionally, the mutually verifying according to the current control gear and the current gear includes:

comparing the current gear with the current control gear;

in response to the current gear and the current control gear being consistent, determining that the gear verification is passed;

and responding to the passing of the gear verification, and improving the functional safety level of the current gear.

determining that a gear safety fault exists in response to the current gear and the current control gear not being consistent;

and carrying out fault processing on the gear safety fault according to the current vehicle running mode.

Optionally, determining a current gear and a current vehicle running mode according to the first direction and the second direction based on a pre-constructed motor four-quadrant coordinate system comprises:

determining a target quadrant in a motor four-quadrant coordinate system according to the first direction and the second direction;

and determining the current gear and the current vehicle running mode according to the target quadrant.

Optionally, the motor four-quadrant coordinate system includes a first quadrant, a second quadrant, a third quadrant, and a fourth quadrant; the determining the current gear and the current vehicle operating mode according to the target quadrant includes:

in response to the target quadrant being the first quadrant, determining that the current gear is a forward gear and determining that the current vehicle operating mode is a forward acceleration mode;

in response to the target quadrant being the second quadrant, determining that the current gear is a forward gear and determining that the current vehicle operating mode is a reverse deceleration mode;

in response to the target quadrant being the third quadrant, determining that the current gear is a reverse gear, and determining that the current vehicle running mode is a reverse acceleration mode;

and responding to the fact that the target quadrant is the fourth quadrant, determining that the current gear is a reverse gear, and determining that the current vehicle running mode is a forward deceleration mode.

Optionally, the determining the current gear and the current vehicle operation mode according to the current vehicle speed includes:

responding to the fact that the current vehicle speed is larger than or equal to a preset speed threshold value, determining that the current gear is a neutral gear, and determining that the current vehicle running mode is forward speed reduction or reverse speed reduction;

and responding to the fact that the current vehicle speed is smaller than a preset speed threshold value, determining that the current gear is a parking gear, and determining that the current vehicle running mode is an automatic parking gear.

A second aspect of the present application provides a gear monitoring device based on functional safety, including:

a direction confirmation module configured to: in response to the torque information and the rotating speed information being available, determining a first direction of the torque information and a second direction of the rotating speed information;

a quadrant monitoring module configured to: and determining a current gear and a current vehicle running mode according to the first direction and the second direction based on a pre-constructed motor four-quadrant coordinate system.

A third aspect of the present application provides an electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, the processor implementing the method as provided by the first aspect of the present application when executing the program.

As can be seen from the foregoing, when the torque information and the rotational speed information can be obtained, the gear monitoring method, the gear monitoring device and the electronic device based on functional Safety provided by the application determine the first direction of the torque information and the second direction of the rotational speed information, determine the current gear and the current vehicle operating mode according to the first direction and the second direction based on a pre-constructed motor four-quadrant coordinate system, and use the torque information and the rotational speed information with the Automobile Safety Integrity Level (ASIL) of the C Level as the monitored input information, so that higher reliability is achieved, the current gear and the vehicle operating mode of the C Level can be directly calculated, the gear monitoring Safety Level is improved, and the driving risk caused by inaccurate gear monitoring is reduced.

Drawings

In order to more clearly illustrate the technical solutions in the present application or the related art, the drawings needed to be used in the description of the embodiments or the related art will be briefly introduced below, and it is obvious that the drawings in the following description are only embodiments of the present application, and it is obvious for those skilled in the art that other drawings can be obtained according to these drawings without creative efforts.

FIG. 1 is a flowchart of a method for monitoring gears based on functional safety according to an embodiment of the present application;

FIG. 2 is a flowchart illustrating gear monitoring according to vehicle speed according to an embodiment of the present disclosure;

FIG. 3 is a flowchart illustrating a gear shift verification according to an embodiment of the present disclosure;

FIG. 4 is a flowchart of a gear checking process according to an embodiment of the present application;

FIG. 5 is a flowchart of another gear checking process according to an embodiment of the present application;

FIG. 6 is a flow chart of direction determination according to an embodiment of the present application;

FIG. 7 is a flowchart illustrating a method for determining a current gear and a current vehicle operating mode in accordance with an embodiment of the present disclosure;

FIG. 8 is a diagram of a four-quadrant coordinate system of a motor according to an embodiment of the present disclosure;

FIG. 9 is another flow chart illustrating the determination of a current gear and a current vehicle operating mode in accordance with the exemplary embodiment of the present application;

FIG. 10 is a flow chart of the fault handling of an embodiment of the present application;

FIG. 11 is a structural schematic diagram of a shift monitoring device based on functional safety according to an embodiment of the present application;

fig. 12 is a schematic structural diagram of an electronic device according to an embodiment of the present application.

Detailed Description

In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is further described in detail below with reference to the accompanying drawings in combination with specific embodiments.

It should be noted that technical terms or scientific terms used in the embodiments of the present application should have a general meaning as understood by those having ordinary skill in the art to which the present application belongs, unless otherwise defined. The use of "first," "second," and similar terms in the embodiments of the present application do not denote any order, quantity, or importance, but rather the terms are used to distinguish one element from another. The word "comprising" or "comprises", and the like, means that the element or item listed before the word covers the element or item listed after the word and its equivalents, but does not exclude other elements or items. The terms "connected" or "coupled" and the like are not restricted to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "upper", "lower", "left", "right", and the like are used only to indicate relative positional relationships, and when the absolute position of the object being described is changed, the relative positional relationships may also be changed accordingly.

As shown in the background art, the monitoring strategy for the gears in the related art is to monitor the gear information of the gear shifter, and the information can only achieve the safety integrity level of the automobile as the level B in the market at present, and the information is obtained by mutually verifying the position information of two gears. And the final C-level gear lever position monitoring is limited by the vehicle speed, the current gear is finally judged according to the vehicle speed and other functions on the vehicle, such as auxiliary conditions of the vehicle in a forward gear during crawling activation, and the monitoring is carried out, so that the gear monitoring process for achieving the C-level gear is complex, and the accuracy and the real-time performance of a monitoring result obtained by adopting vehicle speed limitation and other functions on the vehicle are slightly poor.

Functional safety refers, among other things, to avoiding unacceptable risks caused by a functional failure of the system. It focuses on the behavior of the system after a failure rather than on the original functionality or performance of the system. Therefore, the purpose of functional safety is to enable the system to enter a safe and controllable mode after the system fails, so that personal and property injuries are avoided. The most important step for realizing functional Safety is to analyze and evaluate the system for damage, identify the damage of the system, and evaluate the risk Level of the damage, namely, the ASIL Level (automatic Safety integrity Level).

ASIL has four levels, a, B, C, D, where a is the lowest level and D is the highest level. The four levels are divided mainly according to three indexes: severity (S), exposure (E) and Controllability (C).

Severity: potential severity of injury or loss due to a hazardous event.

The injury is mainly the injury to users, including drivers and passengers in vehicles, pedestrians on roadside, pedestrians in nearby vehicles, pedestrians in non-motor vehicles, and pedestrians in other vehicles. According to the severity of the injury, the following can be classified: four levels of S0, S1, S2, and S3, as shown in table 1:

TABLE 1 severity ratings grading Table

Rank of	Description of injury
		S0	Without harm
S1	Mild or limited injury
		S2	Serious or life threatening injury (may survive)
S3	Life threatening injury (which may not survive) or fatal injury

Exposure rate: the likelihood of personnel being exposed to hazards or the likelihood of driving conditions where hazardous events may occur under operating conditions.

According to the size of the possibility, the following can be divided: e0, E1, E2, E3, E4, E0 is only some suggested term in risk assessment, and ASIL rating is not considered when the exposure risk is E0. The distinction between E1 and E2 is mainly to see the reasonable and normal use condition of the vehicle in the target market, which is specifically shown in table 2:

table 2 exposure rate rating table

Rank of	Description of the possibilities
		E0	Is almost impossible to use
E1	Very low probability
		E2	Low possibility of
E3	Moderate possibility
		E4	High possibility of

Controllability: the possibility of accidents or injuries can be avoided for the driver or other persons involved in the risk.

Assuming that a driver is in a normal condition (non-fatigue driving, drunk driving, driving without a license, etc.), the driver can be classified into four grades of C0, C1, C2 and C3, which are specifically shown in table 3:

TABLE 3 controllability grade division Table

Rank of	Description of controllability
		C0	Is generally controllable
C1	Simple and controllable
		C2	Can be controlled normally
C3	Difficult or uncontrollable

The division and the combined addition as above result in 5 ASIL levels (QM, a, B, C, D), as shown in table 4:

TABLE 4ASIL grade-ranking table

As shown in table 4, the combination of harmless S0 is not considered, the combination of controllable C0 is not considered in general, and the combination of almost impossible E0 is not considered. The remaining combinations are added: equal to 7 into ASIL A rating; an ASIL B level equal to 8, an ASIL C level equal to 9, and a highest ASIL D level equal to 10, ASIL levels a, B, C, and D represent Safety-related functions (Safety Relevant Function), and the remaining score Safety is evaluated as QM representing Safety-unrelated functions (Non-Safety Relevant Function).

The gear monitoring method based on functional safety aims at avoiding unexpected gears which belong to risks of ASIL C grade, so that higher-grade gear monitoring is needed. When the input information of which the automobile safety integrity level is the C level cannot be acquired, the current speed of which the automobile safety integrity level is the B level is acquired as the input information, and the monitoring of the current gear is not interrupted. The C-level information is adopted as a main strategy, the B-level information is utilized as an auxiliary strategy to monitor the functional safety gear of the vehicle, the safety level of gear monitoring is improved, meanwhile, the monitoring of the current gear cannot be stopped when the C-level information monitoring fails, and the safety of driving the vehicle by a user is improved. Embodiments of the present application are described in detail below with reference to the accompanying drawings.

In some embodiments, as shown in fig. 1, a method for gear monitoring based on functional safety includes:

step 100: the method comprises the steps of obtaining torque information and rotating speed information, and determining a first direction of the torque information and a second direction of the rotating speed information.

In some optional embodiments, when the safety integrity level of the automobile is C-level torque information and rotation speed information, the torque information not only includes a numerical value representing the magnitude of the torque output by the motor system, but also includes a sign used for representing the direction of the torque, wherein the sign is generally omitted, and the numerical value can be directly displayed, or the sign can be added, so that the direction of the torque can be more intuitively represented; the rotating speed information not only comprises a numerical value representing the rotating speed, but also comprises a positive sign and a negative sign used for representing the rotating speed direction, wherein the positive sign is generally omitted, the numerical value can be directly displayed, and the positive sign can be added, so that the rotating speed direction can be more intuitively represented; after the torque information and the rotation speed information are obtained, for example, if the value of the rotation speed in the rotation speed information is a positive value, the right direction may be taken as the first direction, and if the value of the rotation speed in the rotation speed information is a negative value, the left direction may be taken as the first direction; the right direction may be taken as the second direction if the value of the torque in the torque information is a positive value, and the left direction may be taken as the second direction if the value of the torque in the torque information is a negative value.

Step 200: and determining the current gear and the current vehicle running mode according to the first direction and the second direction based on a pre-constructed motor four-quadrant coordinate system.

In some optional embodiments, the four-quadrant coordinate system of the motor is a plane coordinate system XOY, the running rotating speed of the motor is represented by a number axis X, which represents the magnitude and direction of the rotating speed, the positive direction of the X axis represents that the rotating speed is a positive value, and the negative direction of the X axis represents that the rotating speed is a negative value; the electromagnetic torque of the motor is expressed by a number axis Y, which represents the magnitude and direction of the torque, the positive direction of the Y axis represents that the torque is a positive value, and the negative direction of the Y axis represents that the torque is a negative value. Then the first quadrant of the four-quadrant coordinate system of the motor is in forward rotation, and the rotating speed and the torque rotating direction are the same, which is the normal electric mode (assuming that the motor rotates in forward direction). The second quadrant is that the motor rotates forwards, but the torque is opposite, and the motor is in a power generation state, namely, regenerative braking. The third quadrant is reverse motoring, where the speed is in the same direction as the torque, which is reverse motoring mode. The rotation speed and the torque direction of the fourth quadrant are opposite, and the motor is in a power generation state, namely, regenerative braking. The quadrants in which the first direction and the second direction are located can be determined in the motor four-quadrant coordinate system, and then the current gear and the current vehicle running mode are determined according to the motor four-quadrant coordinate system.

In some embodiments, as shown in fig. 2, the method for monitoring gears based on functional safety further includes:

step 300: and responding to invalidity of the torque information or the rotating speed information, and acquiring the current vehicle speed.

In some optional embodiments, for example, in some cases, after the motor stops rotating, the vehicle may continue to run at a certain speed, and the obtained safety integrity level of the vehicle is C level torque information and the obtained rotation speed information is zero, which are invalid information; when the torque and rotating speed monitoring equipment breaks down, the safety integrity level of the automobile cannot be acquired to be C-level torque information and rotating speed information (at the moment, zero value is defaulted due to the fact that the torque information or the rotating speed information cannot be acquired, and the information belongs to invalid information), when the torque information or the rotating speed information is invalid and the C-level information cannot be acquired, the current gear is continuously monitored by adopting the B-level current speed, when the torque information and the rotating speed information cannot be acquired, the gear of the automobile is in a non-monitored blind box state, although the monitoring level is reduced, the gear of the automobile is guaranteed to be in a monitoring state before the automobile is powered off, and the driving safety is improved.

Step 400: and determining the current gear and the current vehicle running mode according to the current vehicle speed.

In some optional embodiments, when there is no torque or rotation speed, the gear cannot be judged by only the output torque or rotation speed, at this time, the judgment is performed in combination with the vehicle speed, the intelligent vehicle has a function of automatically entering the stop gear (P gear), and if the vehicle speed is less than 2 (preset speed threshold) at a certain time, the vehicle automatically enters the P gear. By utilizing the characteristic, when the torque or the rotating speed is zero (the torque or the rotating speed is considered to be unavailable), whether the gear is in a gear or in a neutral position is judged according to the vehicle speed (the gear is not generally in a parking gear or the neutral position when the torque information and the rotating speed information can be acquired); when the torque information or the rotating speed information cannot be acquired, the current speed is acquired, the current gear and the current vehicle running mode are determined according to the current speed, and when the input information of which the automobile safety integrity level is C level cannot be acquired, the current speed of which the automobile safety integrity level is B level is acquired as the input information, so that the monitoring of the current gear cannot be interrupted. The C-level information is adopted as a main strategy, the B-level information is utilized as an auxiliary strategy to monitor the functional safety gear of the vehicle, the safety level of gear monitoring is improved, meanwhile, the monitoring of the current gear cannot be stopped when the C-level information monitoring fails, and the safety of driving the vehicle by a user is improved. It should be noted that the input information of the C level is mainly used for gear monitoring of the forward gear or the reverse gear with a higher safety level, and the input information of the B level is mainly used for gear monitoring of the neutral gear or the parking gear with a lower safety level, because the forward gear and the reverse gear are the gears used most during the driving process of the vehicle, and the neutral gear and the parking gear are generally the gears commonly used when the vehicle brakes or stops.

In some embodiments, as shown in fig. 3, the method for monitoring gears based on functional safety further includes:

step 500: and acquiring a gear lever position signal.

In some optional embodiments, it is not possible to determine whether there is a fault or a danger only by performing gear monitoring, and it is necessary to determine a current control gear that a driver currently wants to enter by monitoring a gear lever position signal, and compare the current control gear with the monitored current gear, so as to determine whether there is a safety control risk in the vehicle at present. The method can select to obtain a gear lever position signal with the safety integrity level of the automobile being the level B to carry out mutual verification on the current gear with the level C determined according to the four-quadrant coordinate system of the motor, if the verification is passed, the reliability of the current gear is improved based on the verification of the level B and the level C, and the monitoring result of the current gear can be increased to the level D. It should be noted that, since only the current control gear can be determined according to the gear position signal, the actual operation condition of the electric motor cannot be reflected, the operation mode of the vehicle cannot be determined according to the gear position signal, and other information needs to be acquired for assistance, the level of the gear position signal is classified into B level.

Step 600: and determining the current control gear according to the gear lever position signal.

In some optional embodiments, for example, if the lever position signal determines that the lever is located in the forward gear flag, it determines that the current control gear is the forward gear; if the gear lever position signal determines that the gear lever is positioned at the reverse gear mark position, determining that the current control gear is the reverse gear; if the gear lever position signal determines that the gear lever is positioned at the neutral gear mark position, determining that the current control gear is neutral; and if the gear lever position signal determines that the gear lever is positioned at the parking gear mark position, determining that the current control gear is the parking gear.

Step 700: and carrying out mutual verification according to the current control gear and the current gear.

In some optional embodiments, the current gear is a gear obtained through gear monitoring, belongs to information obtained according to real-time data of a motor, and represents a current actual gear of a vehicle, and the current control gear is an expected gear in which the vehicle responds to control of a gear lever by a user, and when the current gear is inconsistent with the current control gear, it is indicated that the gear of the vehicle is not controlled by a driver or does not accord with control will of the driver, so that it can be determined that a higher-level safety control risk exists under the condition.

To sum up, when the torque information and the rotation speed information of the level C can be acquired, the torque information and the rotation speed information of which the automobile safety integrity level is the level C are used as the input of monitoring, the current gear of the level C is directly calculated, the gear monitoring of the level C is realized, the safety level of the gear monitoring is improved, and the driving risk caused by inaccurate gear monitoring is reduced. When the input information of which the automobile safety integrity level is the C level cannot be acquired, the current speed of which the automobile safety integrity level is the B level is acquired as the input information, and the monitoring of the current gear is not interrupted. The C-level information is adopted as a main strategy, the B-level information is utilized as an auxiliary strategy to monitor the functional safety gear of the vehicle, the safety level of gear monitoring is improved, meanwhile, the monitoring of the current gear cannot be stopped when the C-level information monitoring fails, and the safety of driving the vehicle by a user is improved. It is also possible to perform an independent analysis with the monitoring of level C and the monitoring of level B, but to perform a mutual check to achieve a higher level gear monitoring.

In some embodiments, as shown in fig. 4, the mutual checking according to the current control gear and the current gear includes:

step 710: and comparing the current gear with the current control gear.

In some optional embodiments, it is not possible to determine whether a fault or a danger exists only by performing gear monitoring or only by using the current control gear, and it is necessary to determine whether a safety control risk exists in the vehicle by comparing the current control gear with the current gear to determine whether the monitoring results of the two levels of gears are the same, and if the monitoring results are the same, it is determined that the safety control risk does not exist, and if the monitoring results are not the same, it is determined that the safety control risk exists.

Step 720: and determining that the gear verification is passed in response to the current gear and the current control gear being consistent.

In some optional embodiments, the step of mutually verifying the current gear of the C level determined according to the four-quadrant coordinate system of the motor is performed by selecting a gear lever position signal of which the obtained automobile safety integrity level is the B level, and if the current gear is consistent with the current control gear, the verification is passed.

Step 730: and responding to the passing of gear verification, and improving the functional safety level of the current gear.

In some optional embodiments, based on the verification of the level B and the level C, the reliability of the current gear is improved, the monitoring result of the current gear of the level C can be raised to the level D, the accuracy of gear monitoring is improved, and the possibility of danger is reduced.

In some embodiments, as shown in fig. 5, the mutually verifying according to the current control gear and the current gear further comprises:

step 740: and determining that a gear safety fault exists in response to the current gear and the current control gear not being consistent.

In some optional embodiments, when the current gear and the current control gear are not consistent, for example, if the current gear obtained by the gear monitoring is a forward gear and the user has moved the gear lever to a reverse gear (R gear), so that the current control gear is the reverse gear, it may be determined that a failure of the forward gear is not expected in the functional safety monitoring, and for example, it may be seen from table 5 that the failure of the forward gear is a risk of a D level.

TABLE 5 unexpected forward gear fault description table

Step 750: and carrying out fault processing on the gear safety fault according to the current vehicle running mode.

In some optional embodiments, for example, when an unexpected forward gear occurs, if the operation mode of the vehicle is reverse acceleration, the corresponding expected gear should be reverse gear, so that the output torque and output power of the vehicle motor should be reduced to reduce the current vehicle speed of the vehicle, and the vehicle should automatically enter neutral gear, so as to avoid further aggravating the risk of vehicle runaway.

In some embodiments, as shown in FIG. 6, determining a first direction of torque information and a second direction of rotational speed information comprises:

step 110: determining the positive and negative of the torque in response to the non-zero value of the torque in the torque information;

in some alternative embodiments, it may be considered that the torque information cannot be obtained when the torque in the torque information is zero, so when the torque in the torque information is not zero, the first direction of the torque information needs to be determined by the positive and negative of the torque.

Step 120: in response to the torque being positive, determining a positive torque direction as a first direction;

in some alternative embodiments, when the torque is positive, the positive torque direction is determined as the first direction, and the positive torque direction may be regarded as the right direction in the four-quadrant coordinate system of the motor.

Step 130: determining a negative direction of torque as a first direction in response to the torque being negative;

in some alternative embodiments, when the torque is a negative value, the negative direction of the torque is determined as the first direction, and the negative direction here can be regarded as the left direction in the four-quadrant coordinate system of the motor.

Step 140: determining the positive and negative of the rotating speed in response to the non-zero value of the rotating speed in the rotating speed information;

in some alternative embodiments, when the rotation speed in the rotation speed information is zero, it may be regarded that the rotation speed information cannot be obtained, so when the rotation speed in the rotation speed information is not zero, it is necessary to determine the second direction of the rotation speed information by the positive and negative of the rotation speed.

Step 150: determining the positive direction of the rotation speed as a second direction in response to the rotation speed being a positive value;

in some alternative embodiments, when the rotation speed is positive, the positive rotation speed direction is determined as the second direction, and the positive direction here can be regarded as the direction to the right in the four-quadrant coordinate system of the motor.

Step 160: in response to the negative value of the rotation speed, the negative direction of the rotation speed is determined as the second direction.

In some alternative embodiments, when the rotation speed is negative, the negative direction of the rotation speed is determined as the second direction, and the negative direction here can be regarded as the left direction in the four-quadrant coordinate system of the motor.

In this embodiment, the magnitude of the specific values of the torque and the rotation speed is not important information for monitoring, because the target quadrant in the four-quadrant coordinate system of the motor can be determined as long as the rotation speed and the direction of the torque are determined, and therefore the current gear and the current vehicle running mode of the vehicle can be determined, the current gear can be determined more quickly by determining the rotation speed and the direction of the torque.

In some embodiments, as shown in fig. 7, determining the current gear and the current vehicle operating mode according to the first direction and the second direction based on a pre-constructed four-quadrant coordinate system of the motor comprises:

step 210: and determining a target quadrant in a four-quadrant coordinate system of the motor according to the first direction and the second direction.

In some alternative embodiments, determining a target quadrant in the four-quadrant coordinate system of the motor according to the first direction and the second direction as known from the four-quadrant coordinate system of the motor as shown in fig. 8 and the current gear determination table as shown in table 6 comprises:

determining a first quadrant of a four-quadrant coordinate system of the motor as a target quadrant in response to that the first direction is a positive torque direction and the second direction is a positive rotating speed direction;

determining a second quadrant of a four-quadrant coordinate system of the motor as a target quadrant in response to that the first direction is a positive torque direction and the second direction is a negative rotating speed direction;

determining a third quadrant of a four-quadrant coordinate system of the motor as a target quadrant in response to that the first direction is a torque negative direction and the second direction is a rotating speed negative direction;

and determining a fourth quadrant of a four-quadrant coordinate system of the motor as a target quadrant in response to the first direction being a torque negative direction and the second direction being a rotating speed positive direction.

In table 6, "+" indicates a positive direction, corresponding to a rightward arrow in the four-quadrant coordinate system of the motor, "-" indicates a negative direction, corresponding to a leftward arrow in the four-quadrant coordinate system of the motor, it can be seen from table 6 and fig. 5 that, when the first direction of the torque information is the positive direction of the torque, and the second direction of the rotational speed information is the positive direction of the rotational speed, the target quadrant is the first quadrant of the four-quadrant coordinate system of the motor; when the first direction of the torque information is the positive torque direction and the second direction of the rotating speed information is the negative rotating speed direction, the target quadrant is the second quadrant of a four-quadrant coordinate system of the motor; when the first direction of the torque information is a torque negative direction, the second direction of the rotating speed information is a rotating speed negative direction, and the target quadrant is a third quadrant of a four-quadrant coordinate system of the motor; when the first direction of the torque information is a torque negative direction, the second direction of the rotating speed information is a rotating speed positive direction, and the target quadrant is a fourth quadrant of a four-quadrant coordinate system of the motor.

Step 220: and determining the current gear and the current vehicle running mode according to the target quadrant.

In some alternative embodiments, as seen from table 6, determining the current gear and the current vehicle operating mode based on the target quadrant includes:

in response to the target quadrant being a first quadrant, determining that the current gear is a forward gear, and determining that the current vehicle running mode is a forward acceleration mode;

in response to the target quadrant being a second quadrant, determining that the current gear is a forward gear, and determining that the current vehicle running mode is a reverse deceleration mode;

in response to that the target quadrant is a third quadrant, determining that the current gear is a reverse gear, and determining that the current vehicle running mode is a reverse acceleration mode;

and in response to the target quadrant being the fourth quadrant, determining that the current gear is a reverse gear, and determining that the current vehicle running mode is a forward deceleration mode.

The rotating speed of the motor represents the driving direction of the vehicle, the torque direction and the rotating speed direction are the same, the vehicle is in an acceleration state, and the vehicle is in a deceleration state if the torque direction and the rotating speed direction are different. Therefore, when the target quadrant is the first quadrant, the rotating speed direction of the motor is a positive direction, the motor rotates forwards to indicate that the vehicle runs forwards, the rotating speed and the torque direction are the same, the current gear is a forward gear, and the vehicle running mode is positive acceleration; when the target quadrant is a second quadrant, the rotating speed direction of the motor is a negative direction, the motor rotates reversely to indicate that the vehicle runs reversely (in a reverse direction), the rotating speed and the torque direction are opposite to each other, the current gear is a forward gear, and the running mode of the vehicle is reverse deceleration; when the target quadrant is a third quadrant, the rotating speed direction of the motor is a negative direction, the motor rotates reversely to indicate that the vehicle runs reversely, the rotating speed and the torque direction are the same to indicate that the current gear is a reverse gear, and the running mode of the vehicle is reverse acceleration; when the target quadrant is a fourth quadrant, the rotating speed direction of the motor is a positive direction, the motor rotates forwards to indicate that the vehicle runs forwards, the rotating speed and the torque are opposite in direction, the current gear is a reverse gear, and the vehicle running mode is forward deceleration; the monitoring of the current gear and the current vehicle running mode of the vehicle according to the signal of the grade C is achieved, the grade of the function safety monitoring is improved, whether the function safety risk exists in the vehicle or not can be monitored after the current gear and the current vehicle running mode are determined, and the risk caused by inaccurate gear monitoring in the driving process is reduced.

TABLE 6 confirmation table for current gear

In some embodiments, as shown in FIG. 9, determining the current gear and current vehicle operating mode based on the current vehicle speed includes:

step 410: and in response to the current vehicle speed being greater than or equal to a preset speed threshold value, determining that the current gear is a neutral gear, and determining that the current vehicle running mode is forward speed reduction or reverse speed reduction.

In some optional embodiments, when the vehicle is not in a fault or when the torque monitoring device and the rotation speed monitoring device of the vehicle are not damaged, the rotation speed information cannot be acquired or the torque information is generally that in some special cases, after the motor stops rotating, the vehicle may continue to run at a certain speed, and at this time, the torque information and the rotation speed information with the safety integrity level of C cannot be acquired, for example, a user stops on a slope, and if a parking gear is not engaged, the vehicle slides downwards along the slope; when the torque and rotating speed monitoring equipment breaks down, the torque information and the rotating speed information with the safety integrity level of the automobile being the C level cannot be obtained, on the basis that the C level information cannot be obtained, the current gear is continuously monitored by adopting the B level current speed, when the current speed is larger than or equal to a preset speed threshold value, the motor stops running at the moment, the automobile runs by means of inertia, the current gear is determined to be a neutral gear, the current automobile running mode is determined to be forward speed reduction or reverse speed reduction, because the motor stops running at the moment, the automobile does not have a power source at the moment and can only run in a speed reduction mode, and the running direction depends on the running direction of the automobile before the motor stops running. The vehicle speed is used for monitoring the current gear, the condition that the gear of the vehicle is in a non-monitored blind box state when torque information and rotating speed information cannot be acquired is avoided, the monitoring level is reduced, the gear of the vehicle is guaranteed to be in a monitoring state before power off, and the driving safety is improved.

Step 420: and responding to the fact that the current vehicle speed is smaller than a preset speed threshold value, determining that the current gear is a parking gear, and determining that the current vehicle running mode is the automatic parking gear.

In some optional embodiments, when the current vehicle speed is less than the preset speed threshold, it indicates that the motor stops rotating, and the vehicle is in the final stage of running by means of inertia, i.e. the vehicle is about to stop moving; or the vehicle starts to automatically slide on the slope, and at the moment, the current vehicle running mode is to automatically enter the P gear to stop the vehicle, so the current gear is the parking gear. The vehicle speed is used for monitoring the current gear, the condition that the gear of the vehicle is in a non-monitoring blind box state when torque information and rotating speed information cannot be acquired is avoided, although the monitoring grade is reduced, the condition that the gear of the vehicle is in a monitoring state before power-off is ensured, and the driving safety is improved.

In some embodiments, as shown in fig. 10, the fail-handling of the gear safety fault according to the current vehicle operating mode includes:

step 751: a hazard control operation inconsistent with the current vehicle operating mode is determined.

In some optional embodiments, for example, taking the gear monitoring in which the torque information is in the positive direction and the rotation speed information is in the positive direction in table 6 as an example, it may be determined that the monitored current gear is a forward gear, the current vehicle operation mode is a forward acceleration, the functional safety monitoring target at this time is to avoid unexpected D, and if the user has moved the gear lever to the forward gear, it may be determined that the forward gear is expected to occur at this time; if the user has moved the shift lever to the reverse gear (R gear) so that the current control gear is the reverse gear, it may be determined that a failure of the forward gear is not expected to occur in the current functional safety monitoring, at this time, if a control operation of the reverse gear of the user is responded, the expected vehicle operation mode should be a forward deceleration, but the current vehicle operation mode obtained by the gear monitoring is a forward acceleration, in order to avoid that the user performs a wrong control operation by confusion at this time, which further aggravates a risk of vehicle runaway, it is necessary to determine a dangerous control operation inconsistent with the current vehicle operation mode, and lock the dangerous control operations.

Step 752: the execution of the hazard control operation is prohibited while the output power and the output torque are reduced, and the vehicle is controlled to enter neutral.

In some optional embodiments, in order to avoid further aggravation of the risk, the output power and the output torque are reduced while the execution of the hazard control operation is prohibited, the vehicle is controlled to enter neutral, the vehicle is automatically brought into neutral while being decelerated and stopped at a safe acceleration, the motor is not used for providing power for the vehicle, the risk is reduced further aggravated, and the fault detection and maintenance are performed after the vehicle is stopped.

It should be noted that the method of the embodiment of the present application may be executed by a single device, such as a computer or a server. The method of the embodiment can also be applied to a distributed scene and is completed by the mutual cooperation of a plurality of devices. In this distributed scenario, one device of the multiple devices may only perform one or more steps of the method of the embodiment of the present application, and the multiple devices interact with each other to complete the method.

It should be noted that the foregoing describes some embodiments of the present application. Other embodiments are within the scope of the following claims. In some cases, the actions or steps recited in the claims may be performed in a different order than in the embodiments described above and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In some embodiments, multitasking and parallel processing may also be possible or may be advantageous.

Based on the same inventive concept, corresponding to the method of any embodiment, the application also provides a gear monitoring device based on functional safety.

Referring to fig. 11, the functional safety-based gear monitoring apparatus includes:

a direction confirmation module 10 configured to: in response to the torque information and the rotation speed information being available, determining a first direction of the torque information and a second direction of the rotation speed information;

a quadrant monitoring module 20 configured to: determining a current gear and a current vehicle running mode according to a first direction and a second direction based on a pre-constructed motor four-quadrant coordinate system;

a vehicle speed acquisition module 30 configured to: acquiring a current vehicle speed in response to the fact that torque information or rotating speed information cannot be acquired;

a vehicle speed monitoring module 40 configured to: and determining the current gear and the current vehicle running mode according to the current vehicle speed.

For convenience of description, the above devices are described as being divided into various modules by functions, and are described separately. Of course, the functionality of the various modules may be implemented in the same one or more software and/or hardware implementations as the present application.

The device of the above embodiment is used to implement the corresponding gear monitoring method based on functional safety in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which are not described herein again.

Based on the same inventive concept, corresponding to the method of any embodiment described above, the present application further provides an electronic device, which includes a memory, a processor, and a computer program stored in the memory and capable of running on the processor, and when the processor executes the program, the gear monitoring method based on functional security according to any embodiment described above is implemented.

Fig. 12 is a schematic diagram illustrating a more specific hardware structure of an electronic device according to this embodiment, where the electronic device may include: a processor 1010, a memory 1020, an input/output interface 1030, a communication interface 1040, and a bus 1050. Wherein the processor 1010, memory 1020, input/output interface 1030, and communication interface 1040 are communicatively coupled to each other within the device via bus 1050.

The processor 1010 may be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an Application Specific Integrated Circuit (ASIC), or one or more Integrated circuits, and is configured to execute related programs to implement the technical solutions provided in the embodiments of the present disclosure.

The Memory 1020 may be implemented in the form of a ROM (Read Only Memory), a RAM (Random Access Memory), a static storage device, a dynamic storage device, or the like. The memory 1020 may store an operating system and other application programs, and when the technical solution provided by the embodiments of the present specification is implemented by software or firmware, the relevant program codes are stored in the memory 1020 and called to be executed by the processor 1010.

The input/output interface 1030 is used for connecting an input/output module to input and output information. The i/o module may be configured as a component in a device (not shown) or may be external to the device to provide a corresponding function. The input devices may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output devices may include a display, a speaker, a vibrator, an indicator light, etc.

The communication interface 1040 is used for connecting a communication module (not shown in the drawings) to implement communication interaction between the present device and other devices. The communication module can realize communication in a wired mode (such as USB, network cable and the like) and also can realize communication in a wireless mode (such as mobile network, WIFI, bluetooth and the like).

Bus 1050 includes a path that transfers information between various components of the device, such as processor 1010, memory 1020, input/output interface 1030, and communication interface 1040.

It should be noted that although the above-mentioned device only shows the processor 1010, the memory 1020, the input/output interface 1030, the communication interface 1040 and the bus 1050, in a specific implementation, the device may also include other components necessary for normal operation. In addition, those skilled in the art will appreciate that the above-described apparatus may also include only those components necessary to implement the embodiments of the present description, and not necessarily all of the components shown in the figures.

The electronic device of the above embodiment is used to implement the corresponding gear monitoring method based on functional safety in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiment, which are not described herein again.

Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application further provides a computer-readable storage medium storing computer instructions for causing the computer to execute the function safety-based gear monitoring method according to any of the above-mentioned embodiments.

Computer-readable media of the present embodiments, including both non-transitory and non-transitory, removable and non-removable media, may implement information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static Random Access Memory (SRAM), dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), read Only Memory (ROM), electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information that can be accessed by a computing device.

The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the gear monitoring method based on functional safety according to any embodiment, and have the beneficial effects of the corresponding method embodiment, which are not described herein again.

Those of ordinary skill in the art will understand that: the discussion of any embodiment above is meant to be exemplary only, and is not intended to intimate that the scope of the disclosure, including the claims, is limited to these examples; within the context of the present application, features from the above embodiments or from different embodiments may also be combined, steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of brevity.

In addition, well-known power/ground connections to Integrated Circuit (IC) chips and other components may or may not be shown within the provided figures for simplicity of illustration and discussion, and so as not to obscure the embodiments of the application. Further, devices may be shown in block diagram form in order to avoid obscuring embodiments of the application, and this also takes into account the fact that specifics with respect to implementation of such block diagram devices are highly dependent upon the platform within which the embodiments of the application are to be implemented (i.e., specifics should be well within purview of one skilled in the art). Where specific details (e.g., circuits) are set forth in order to describe example embodiments of the application, it should be apparent to one skilled in the art that the embodiments of the application can be practiced without, or with variation of, these specific details. Accordingly, the description is to be regarded as illustrative instead of restrictive.

While the present application has been described in conjunction with specific embodiments thereof, many alternatives, modifications, and variations of these embodiments will be apparent to those of ordinary skill in the art in light of the foregoing description. For example, other memory architectures, such as Dynamic RAM (DRAM), may use the discussed embodiments.

The present embodiments are intended to embrace all such alternatives, modifications and variances which fall within the broad scope of the appended claims. Therefore, any omissions, modifications, substitutions, improvements, and the like that may be made without departing from the spirit and principles of the embodiments of the present application are intended to be included within the scope of the present application.

Claims

1. A gear monitoring method based on functional safety is characterized by comprising the following steps:

and determining the current gear and the current vehicle running mode according to the first direction and the second direction based on a pre-constructed four-quadrant coordinate system of the motor.

2. The method of claim 1, further comprising:

responding to the invalidity of the torque information or the rotating speed information, and acquiring the current speed;

3. The method of claim 1, further comprising:

acquiring a gear lever position signal;

determining a current control gear according to the gear lever position signal;

and performing mutual verification according to the current control gear and the current gear.

4. The method of claim 3, wherein said mutually verifying as a function of said current control gear and said current gear comprises:

comparing the current gear with the current control gear;

and responding to the gear verification passing, and improving the function safety level of the current gear.

5. The method of claim 3, wherein said mutually verifying as a function of said current control gear and said current gear comprises:

in response to the current gear and the current control gear not being consistent, determining that a gear safety fault exists;

6. The method of claim 1, wherein determining a current gear and a current vehicle operating mode from the first direction and the second direction based on a pre-constructed electric machine four-quadrant coordinate system comprises:

7. The method of claim 6, wherein the motor four quadrant coordinate system comprises a first quadrant, a second quadrant, a third quadrant, and a fourth quadrant; the determining the current gear and the current vehicle operating mode according to the target quadrant includes:

in response to the target quadrant being the third quadrant, determining that the current gear is a reverse gear and determining that the current vehicle operating mode is a reverse acceleration mode;

8. The method of claim 2, wherein said determining said current gear and said current vehicle operating mode based on said current vehicle speed comprises:

responding to the fact that the current vehicle speed is larger than or equal to a preset speed threshold value, determining that the current gear is a neutral gear, and determining that the current vehicle running mode is forward deceleration or reverse deceleration;

9. A gear monitoring device based on functional safety is characterized by comprising:

a quadrant monitoring module configured to: and determining the current gear and the current vehicle running mode according to the first direction and the second direction based on a pre-constructed four-quadrant coordinate system of the motor.

10. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, characterized in that the processor implements the method according to any of claims 1 to 8 when executing the program.