CN115436861A

CN115436861A - Current sensor detection method, device, equipment and storage medium

Info

Publication number: CN115436861A
Application number: CN202111152224.0A
Authority: CN
Inventors: 史伟奇; 孙韬
Original assignee: Beijing CHJ Automobile Technology Co Ltd
Current assignee: Beijing CHJ Automobile Technology Co Ltd
Priority date: 2021-09-29
Filing date: 2021-09-29
Publication date: 2022-12-06

Abstract

The present disclosure relates to a current sensor detection method, apparatus, device and storage medium, the method comprising: detecting the working state of the driving assembly; if the driving assembly works in a closed state, detecting whether a current sensor in the driving assembly fails; and if the current sensor fails, sending alarm information to a vehicle cloud. When current sensor broke down, then sent alarm information to the vehicle high in the clouds, vehicle manufacturer carries out after-sale spare goods to invite customer to come the maintenance, improve customer's use and experience.

Description

Current sensor detection method, device, equipment and storage medium

Technical Field

The present disclosure relates to the field of vehicle control technologies, and in particular, to a method, an apparatus, a device, and a storage medium for detecting a current sensor.

Background

At present, vehicles become indispensable transportation means, and due to the rapid increase of the number of vehicles, great influences are generated on the aspects of climate change, environmental pollution, energy shortage and the like. Therefore, the new energy electric vehicle is produced at the same time.

During the running process of the vehicle, the vehicle can shake due to various factors, such as vehicle fluctuation caused by uneven road, and vehicle shake caused by rotating speed fluctuation during the running process of the motor, so that the riding comfort is not good. In addition, for an electric vehicle, when a current sensor of an electric drive assembly fails to measure a current accurately, the vehicle may cause a severe shaking phenomenon.

The prior art only recognizes severe shaking and records inside the controller, requiring the customer to find a problem and go to after-market maintenance, before which only severe shaking vehicles can be driven, creating strong complaints that affect the brand and image of the product.

Disclosure of Invention

The present disclosure provides a current sensor detection method, device, equipment and storage medium, when the current sensor breaks down, alarm information is sent to a vehicle cloud, a vehicle manufacturer performs after-sale spare goods preparation, and invites a customer to come for maintenance, so as to improve the use experience of the customer.

In a first aspect, an embodiment of the present disclosure provides a current sensor detection method, including:

detecting the working state of the driving assembly;

if the driving assembly works in a closed state, detecting whether a current sensor in the driving assembly fails;

and if the current sensor has a fault, sending alarm information to the cloud end of the vehicle.

In one embodiment, detecting whether a current sensor in the drive assembly is malfunctioning comprises:

detecting a current null shift value of the current sensor;

determining the difference value between the current zero drift value and the initial zero drift value, and taking the difference value as zero drift deviation;

and when the zero drift deviation is larger than a zero drift threshold value, determining that the current sensor has a fault.

In one embodiment, the drive assembly off condition comprises:

the rotating speed of a motor in the driving assembly is less than a second rotating speed threshold value;

the other drive assembly allows the output torque to be greater than the first torque threshold;

the other drive assembly torque signal is active;

the other drive assembly is in normal communication;

the accelerator pedal opening is smaller than a first accelerator opening threshold value.

In one embodiment, the step of shutting down the drive assembly comprises at least one of:

controlling the current output torque of the driving assembly to change to a first value according to a first slope;

controlling the allowable drive torque of the drive assembly to change to a first value according to a second slope;

and controlling the allowable feedback torque of the driving assembly to change to the first value according to the third slope.

In one embodiment, the method further comprises:

if the current sensor does not break down, judging whether the driving assembly meets a restart condition;

and when the driving assembly meets the restart condition, actively starting the first driving assembly.

In one embodiment, the restart condition comprises:

the rotating speed of a motor in the driving assembly is less than a third rotating speed threshold value; or the like, or, alternatively,

the other drive assembly allows the output torque to be less than a second torque threshold; or the like, or, alternatively,

the other drive assembly torque signal is invalid; or the like, or, alternatively,

the other drive assembly is abnormal in communication; or the like, or a combination thereof,

the opening degree of the accelerator pedal is larger than a second accelerator opening degree threshold value, and the duration time exceeds the preset time length.

In one embodiment, the actively opening the first drive assembly comprises at least one of:

controlling the allowable drive torque of the drive assembly to resume to a normal value according to a fourth slope;

and controlling the allowable feedback torque of the driving assembly to be restored to the normal value according to a fifth slope.

In one embodiment, the method further comprises:

if the current sensor has a fault, setting a fault state flag bit of the current sensor to be in a first state;

and if the current sensor fails, setting the active pipe closing command flag bit to be in a second state.

In a second aspect, embodiments of the present disclosure provide a current sensor detection apparatus, the apparatus including:

the state detection module is used for detecting the working state of the drive assembly;

the fault detection module is used for detecting whether a current sensor in the driving assembly has a fault or not if the driving assembly works in a closed state;

and the information sending module is used for sending alarm information to the vehicle cloud end if the current sensor breaks down.

In one embodiment, the fault detection module, when detecting whether a current sensor in the drive assembly is faulty, includes:

the current zero drift value detection unit is used for detecting the current zero drift value of the current sensor;

a zero drift deviation determining unit, configured to determine a difference between the current zero drift value and the initial zero drift value, and use the difference as a zero drift deviation;

and the fault determining unit is used for determining that the current sensor has a fault when the zero drift deviation is greater than a zero drift threshold value.

In one embodiment, the drive assembly off condition comprises:

the rotating speed of a motor in the driving assembly is smaller than a second rotating speed threshold value;

the other drive assembly torque signal is active;

the other drive assembly is in normal communication;

the accelerator pedal opening is smaller than a first accelerator opening threshold.

In one embodiment, the apparatus further comprises:

the restarting judgment module is used for judging whether the driving assembly meets restarting conditions or not if the current sensor does not break down;

and the driving assembly starting module is used for actively starting the first driving assembly when the driving assembly meets the restarting condition.

In one embodiment, the restart condition includes:

the other drive assembly is abnormal in communication; or the like, or, alternatively,

In one embodiment, the drive assembly opening module, when actively opening the first drive assembly, includes at least one of:

the first control unit is used for controlling the allowable driving torque of the driving assembly to be restored to a normal value according to a fourth slope;

and the second control unit is used for controlling the allowable feedback torque of the driving assembly to be restored to the normal value according to a fifth slope.

In one embodiment, the apparatus further comprises:

the flag bit setting module is used for setting the fault state flag bit of the current sensor to be in a first state if the current sensor has a fault; and if the current sensor fails, setting the active pipe closing command flag bit to be in a second state.

In a third aspect, an embodiment of the present disclosure provides an electronic device, including:

a memory;

a processor; and

a computer program;

wherein the computer program is stored in the memory and configured to be executed by the processor to implement the method of the first aspect.

In a fourth aspect, a computer-readable storage medium has stored thereon a computer program which, when executed by a processor, implements the method according to the first aspect.

The embodiment of the disclosure provides a current sensor detection method, a current sensor detection device and a storage medium, wherein the method comprises the following steps: detecting the working state of the driving assembly; if the driving assembly works in a closed state, detecting whether a current sensor in the driving assembly has a fault; and if the current sensor fails, sending alarm information to a vehicle cloud. When current sensor broke down, then sent alarm information to the vehicle high in the clouds, vehicle manufacturer carried out after-sale spare goods to invite customer to come the maintenance, improve customer's use and experience.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and together with the description, serve to explain the principles of the disclosure.

In order to more clearly illustrate the embodiments or technical solutions in the prior art of the present disclosure, the drawings used in the description of the embodiments or prior art will be briefly described below, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without inventive exercise.

Fig. 1 is a flowchart of a current sensor detection method provided in an embodiment of the present disclosure;

FIG. 2 is a flow chart of a jitter logic detection provided by an embodiment of the present disclosure;

FIG. 3 is a flow chart of vehicle shudder control provided by embodiments of the present disclosure;

FIG. 4 is a flow chart of a current sensor detection provided by an embodiment of the present disclosure;

FIG. 5 is a block diagram of a current sensor detection device provided in an embodiment of the present disclosure;

fig. 6 is a block diagram of an electronic device provided in an embodiment of the present disclosure.

Detailed Description

In order that the above objects, features and advantages of the present disclosure may be more clearly understood, aspects of the present disclosure will be further described below. It should be noted that, in the case of no conflict, the embodiments and features in the embodiments of the present disclosure may be combined with each other.

In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present disclosure, but the present disclosure may be practiced otherwise than as described herein; it is to be understood that the embodiments disclosed in the specification are only a few embodiments of the present disclosure, and not all embodiments.

The new energy vehicle is a vehicle which adopts unconventional vehicle fuel as a power source (or adopts conventional vehicle fuel and a novel vehicle-mounted power device), integrates advanced technologies in the aspects of power control and driving of the vehicle, and is advanced in technical principle, novel in technology and novel in structure. Among them, the unconventional automotive fuel means fuel other than gasoline and diesel.

Currently, new energy vehicles include four major types: hybrid Electric Vehicles (HEV), pure electric vehicles (BEV, including solar vehicles), fuel Cell Electric Vehicles (FCEV), other new energy vehicles (such as super capacitors, high efficiency energy storage devices such as flywheels), and the like. The vehicle described in the following embodiments may be any one of the new energy vehicles described above, and in the present embodiment, a four-wheel drive electric vehicle is mainly taken as an example for description.

The four-wheel drive electric vehicle mainly uses an electric motor as a power device of the electric vehicle, and the power device may be one electric motor or a plurality of electric motors, which is not limited in the embodiment. Further, in the present embodiment, two motors are taken as an example, one motor is installed in front of the vehicle and is used for driving the front wheels of the vehicle, and the other motor is installed in the rear of the vehicle and is used for driving the rear wheels of the vehicle. The front wheels and the rear wheels are connected through a rotating shaft and the front and rear axles, the rotating shaft and the front and rear axles are controlled through an Electronic Control Unit (ECU), distribution of torque is controlled, and four-wheel drive is achieved.

In order to solve the above problems, embodiments of the present disclosure provide a current sensor detection method, device, apparatus, and storage medium, where when a current sensor fails, an alarm message is sent to a cloud of a vehicle, a vehicle manufacturer performs after-sale spare goods, and invites a customer to maintain the vehicle before, so as to improve the use experience of the customer. The technical solution of the present disclosure will be described in detail with reference to the following examples.

Fig. 1 is a flowchart of a current sensor detection method provided in an embodiment of the present disclosure. As shown in fig. 1, the current sensor detection method provided by the embodiment of the present disclosure includes the following specific steps:

s11, detecting the working state of the driving assembly.

A drive assembly is understood to mean, among other things, a set of assembly equipment for driving a vehicle, which is usually mounted on the bottom of the vehicle. Further, the above-mentioned driving assembly is preferably an electric driving assembly, and the electric driving assembly refers to a driving assembly unit of an electric vehicle, mainly including a motor and a speed reducer. The motor is used for driving the vehicle to run, and the speed reducer user controls the vehicle to decelerate.

The working state of the driving assembly comprises an opening state and a closing state.

Further, the working state of the driving assembly is determined by detecting the flag bit of the active pipe closing state, when the flag bit of the active pipe closing state is in a first state, the driving assembly is determined to be in a closing state, and when the flag bit of the active pipe closing state is in a second state, the driving assembly is determined to be in an opening state. Specifically, the flag bit of the active close state is a flag bit of 1 in the first state and a flag bit of 0 in the second state.

And S12, if the driving assembly works in a closed state, detecting whether a current sensor in the driving assembly has a fault.

In one embodiment, if the drive assembly is dithered, setting the dithered drive assembly as a first drive assembly, actively turning off torque of the first drive assembly when an active torque off condition is met, and setting a status flag of the first drive assembly to a first state.

The electric drive assembly with the jitter is set as a first drive assembly, the jitter flag bit of the drive assembly is set to be in a first state, and the active pipe closing command flag bit is set to be in the first state. At the same time, another electric drive assembly is provided as a second drive assembly.

Preferably, the setting of the wobble flag to the first state is wobble flag position 1, and the setting of the active off command flag to the first state is active off command flag position 1.

In this embodiment, if the wobble flag is detected to be in the first state and the active shutdown command flag is in the first state, it is determined whether the torque shutdown condition is satisfied.

Wherein the drive assembly off condition comprises: the rotating speed of the motor in the first driving assembly is less than a second rotating speed threshold value; a second drive assembly allowing output torque greater than a first torque threshold, the second drive assembly being another drive assembly in a four-wheel drive vehicle other than the first drive assembly; the second drive assembly torque signal is active; the communication of the second drive assembly is normal; the accelerator pedal opening is smaller than a first accelerator opening threshold value.

Wherein the second threshold rotation speed is in the range of any value between 785rpm and 825rpm, and the second threshold rotation speed is preferably 800rpm, i.e. when the motor in the first drive assembly rotates at a speed less than 800rpm, one of the conditions for shutting down the first drive assembly is met. The motor speed is greater than 800rpm, indicating that the motor is in high speed operation and the condition for shutting down the first drive assembly is not satisfied.

Wherein the second drive assembly allows output torque greater than the first torque threshold, the second drive assembly torque signal is active; the second driving assembly is in normal communication, and the three conditions are used for judging that the second driving assembly can normally drive the vehicle to run. Wherein the first torque threshold may be any value between 45-66, optionally, the first torque threshold is 50Nm,

in one embodiment, the method for determining whether the second drive assembly is communicating properly is: and sending a request instruction to the second drive assembly, if a response message of the second drive assembly is received, determining that the second drive assembly is normal in communication, and if the response message of the second drive assembly is not received within a preset time length, determining that the second drive assembly is abnormal in communication.

In one embodiment, the method of determining whether the second drive assembly torque signal is valid is: and directly reading the identification bit of the second driving assembly torque signal, and determining that the second driving assembly torque signal is valid when the identification bit of the second driving assembly torque signal is in the first state. The flag of the second drive assembly torque signal is a first state and preferably the flag of the second drive assembly torque signal is 1.

Further, the first accelerator opening threshold value can be set according to actual conditions. The first throttle opening threshold may be any value between 85% and 90%, with a preferred first throttle opening threshold being 90%. When the opening degree of the accelerator pedal is less than 90%, one of the conditions for closing the first drive assembly is satisfied. When the opening of the accelerator pedal is larger than 90%, the situation shows that a driver steps on the accelerator suddenly, the vehicle needs strong power support, and the driver is particularly not good experience when one electric drive assembly is turned off.

In this embodiment, meeting the active torque off condition requires that five conditions be met simultaneously: the rotating speed of the motor in the first driving assembly is less than a second rotating speed threshold value; the second drive assembly allows the output torque to be greater than the first torque threshold; the second drive assembly torque signal is active; the communication of the second drive assembly is normal; the accelerator pedal opening is smaller than a first accelerator opening threshold. Wherein any one of the conditions is not met, indicating that the first drive assembly being turned off will affect the user's ride, and not turning off the first electric drive assembly.

And the second driving assembly is started while the torque of the first driving assembly is actively closed so as to ensure the normal running of the vehicle.

In one embodiment, said actively shutting off torque of said first drive assembly comprises: controlling the current output torque of the first drive assembly to change to a first value according to a first slope; controlling the allowable drive torque of the first drive assembly to change to a first value according to a second slope; controlling the allowable feedback torque of the first drive assembly to change to a first value according to a third slope.

The first slope, the second slope, and the third slope may be the same or different, and this embodiment is not limited. Further, the first slope is determined by a first electric drive assembly maximum drive torque, and the second slope and the third slope are determined by a first electric drive assembly maximum back-off torque. In particular, the first slope may be a ratio of the first electric drive assembly maximum drive torque to a particular value. The second slope and the third slope may be a ratio of the maximum feedback torque of the first electric drive assembly to a specified value.

In this embodiment, the current output torque, the allowable output torque and the allowable feedback torque are controlled to be respectively reduced to 0 according to a certain slope, so that the torque is controlled to be slowly reduced, and unstable running of the automobile and damage of devices caused by sudden and large-amplitude drop of the torque are avoided.

The first slope is the ratio of the maximum driving torque of the first electric driving assembly to a first value, the second slope is the ratio of the maximum driving torque of the first electric driving assembly to the first value, and the third slope is the ratio of the maximum feedback torque of the first electric driving assembly to the first value. Wherein the first value may be selected according to the actual condition of the electric drive and the first value may be any value between 800 and 1200. The preferred first value is 1000. The first slope is the maximum driving torque Nm/1000ms of the first electric drive assembly, the second slope is the maximum driving torque Nm/1000ms of the first electric drive assembly, and the third slope is the maximum feedback torque Nm/1000ms of the first electric drive assembly. It should be noted that the three slopes may be set according to actual situations, and in this embodiment, the three slopes are only used for illustration and are not limited. The first value is preferably 0.

In this embodiment, the current output torque of the first driving assembly, the allowable driving torque, and the allowable feedback torque all change to 0 according to the respective slopes. Therefore, the first driving assembly can be controlled to be slowly closed, and the situation that the first driving assembly is quickly closed, so that the power of the vehicle is suddenly changed, and bad driving experience is brought is avoided.

And S13, if the current sensor has a fault, sending alarm information to a vehicle cloud.

In one embodiment, detecting an operating state of a current sensor in the drive assembly comprises: detecting a current zero drift value of the current sensor; determining the difference value between the current zero drift value and the initial zero drift value, and taking the difference value as zero drift deviation; and when the zero drift deviation is larger than a zero drift threshold value, determining that the current sensor has a fault.

Null shift is understood to mean the change in the output electrical signal from zero when the input electrical signal is 0. The null shift value is a value at which the output electrical signal deviates from a zero value when the input electrical signal is 0. The electrical signal may be a voltage signal or a current signal, and the embodiment is not limited thereto.

The current zero drift value can be understood as the zero drift value of a current sensor in the driving assembly at the current moment after the vehicle shakes; the initial zero drift value refers to the zero drift value of the current sensor in the current drive assembly when both drive assemblies work normally. Further, the initial zero drift value can be obtained by zero drift learning when the vehicle leaves a factory. The current null shift value can be obtained by performing null shift learning at the current moment. It should be noted that, this embodiment only provides a method for determining a null shift value, and other manners may also be adopted to obtain the null shift value, which are all within the protection range of this embodiment.

Wherein, the zero drift threshold value can be set according to the actual situation. Further, when the electric signal is a current, the null shift threshold is any value between 17 and 25, and preferably, the null shift threshold is 20A. Namely, when the difference value between the current zero drift value and the initial zero drift value is larger than 20A, the current sensor is determined to be in fault. Further, when the electric signal is a voltage, the zero-shift threshold is any value between 3 and 8, and preferably, the zero-shift threshold is 5V. Namely, when the difference value between the current zero drift value and the initial zero drift value is larger than 5V, the current sensor is determined to be in fault.

In this embodiment, when it is detected that the first driving assembly is in the off state and the current sensor in the previous period has not failed, the current null shift value of the current sensor is detected; determining the difference value between the current null shift value and the initial null shift value, and taking the difference value as the null shift deviation; when the zero drift deviation is greater than the zero drift threshold, it is determined that the current sensor is malfunctioning, and then the electric drive assembly current sensor fault status is set to the first state, i.e., the electric drive assembly current sensor fault status is set to 1.

And when the fault state of the current sensor of the electric drive assembly is a second state, determining that the current sensor in the previous period has no fault. Preferably, the electric drive assembly current sensor fault condition is the second condition may be the electric drive assembly current sensor fault condition is 0.

Further, the fault state of the current sensor in the electric drive assembly is set to be a first state, which indicates that the assembly has a hardware failure; this data is reported to the vehicle manufacturer through the high in the clouds platform and is reported to the police, and the vehicle manufacturer carries out after-sale spare goods to invite customer to come the maintenance before.

The embodiment of the disclosure provides a current sensor detection method, which includes: detecting the working state of the driving assembly; if the driving assembly works in a closed state, detecting whether a current sensor in the driving assembly has a fault; and if the current sensor fails, sending alarm information to a vehicle cloud. When current sensor broke down, then sent alarm information to the vehicle high in the clouds, vehicle manufacturer carried out after-sale spare goods to invite customer to come the maintenance, improve customer's use and experience.

In one embodiment, the method further comprises: if the current sensor does not break down, judging whether the first driving assembly meets a restart condition; and actively starting the torque of the first driving assembly when the first driving assembly meets the restarting condition.

In this embodiment, if the current sensor detects that no fault occurs, after the first driving assembly is closed for a period of time, it is determined whether the first driving assembly meets the restart condition, and if so, the first driving assembly is restarted, so that the problem of insufficient power caused by long-time supply of vehicle power by one driving assembly of the second driving assembly can be avoided.

Wherein the restart condition comprises: the rotating speed of the motor in the first driving assembly is less than a third rotating speed threshold value; or, the second drive assembly allows the output torque to be less than the second torque threshold; or, the second drive assembly torque signal is invalid; or, the second drive assembly is abnormal in communication; or the opening degree of the accelerator pedal is greater than the second accelerator opening degree threshold value, and the duration time exceeds the preset time length.

The third rotation speed threshold value may be any value between 850 and 950, and preferably, the third rotation speed threshold value is 900rpm.

Wherein the second torque threshold is any one of the threshold values between 25 and 35, preferably the second torque threshold is 30Nm.

The method for determining the invalidity of the second driving assembly torque signal is similar to the method for determining the validity of the second driving assembly torque signal, and reference may be made to the description of the above embodiments, which is not repeated in this embodiment.

The method for determining the communication abnormality of the second drive assembly is similar to the method for determining the communication normality of the second drive assembly, and reference may be made to the description of the above embodiments, which is not repeated in this embodiment.

The second accelerator opening threshold may be any value between 91% and 98%, the second accelerator opening threshold is preferably 91%, and the preset time period is 100ms.

Further, actively turning on the torque of the first drive assembly includes:

controlling the allowable drive torque of the first drive assembly to resume a normal value according to a fourth slope; and controlling the allowable feedback torque of the first driving assembly to be restored to the normal value according to a fifth slope.

The fourth slope and the fifth slope may be the same or different, and the embodiment is not limited. Further, a fourth slope is determined by a maximum driving torque of the first electric drive assembly, and a fifth slope is determined by a maximum feedback torque of the first electric drive assembly. The normal value is determined by the current running state of the vehicle, namely, the current allowable driving torque and the allowable feedback torque of the first electric drive assembly are determined according to the gear and the accelerator opening degree input by the driver.

The fourth slope is a ratio of a maximum driving torque of the first electric driving assembly to a first value, the fifth slope is a ratio of a maximum feedback torque of the first electric driving assembly to the first value, wherein the first value can be selected according to actual conditions of electric driving, and the first value can be any value between 800 and 1200. The preferred first value is 1000. That is, the fourth slope is the maximum driving torque Nm/1000ms of the first electric drive assembly, and the fifth slope is the maximum feedback torque Nm/1000ms of the first electric drive assembly. It should be noted that the three slopes may be set according to actual situations, and in this embodiment, the three slopes are only exemplary and are not limited.

In this embodiment, after the torque of the first drive assembly is actively turned on, the active shutdown command status of the first drive assembly is reset to 0, and the jitter flag is reset to 0.

In this embodiment, the allowable driving torque and the allowable feedback torque of the first driving assembly are changed to normal values according to the respective slopes. Therefore, the first driving assembly can be controlled to be slowly started, and the situation that the first driving assembly is quickly started to cause sudden change of vehicle power and bring severe driving experience is avoided.

In this embodiment, a method for determining vehicle judder is provided, which mainly includes: judging whether the driving assembly is in a normal working state or not; when the driving assembly is in a normal working state, judging whether the rotating speed of a motor in the driving assembly is smaller than a first rotating speed threshold value; if the rotating speed of the motor is smaller than the first rotating speed threshold value, judging whether the vehicle shakes; and if the vehicle shakes, detecting the working state of a current sensor in the driving assembly.

Specifically, the vehicle shake determination method provided by the embodiment of the present disclosure has periodicity, that is, is executed according to a certain period. One period may be any value of 0.1 to 0.4 ms, and further, the period is preferably 0.2 ms. The vehicle shake determination method provided by the embodiment mainly determines the vehicle shake condition in the current period.

In one embodiment, the driving assembly being in a normal operating state comprises: the driving assembly is in a running state, the anti-shake function is in an opening state, and the current sensor does not break down in the previous period.

Judging whether the driving assembly is in a normal working state mainly comprises the following steps: and judging whether the drive assembly is in a running state or not, judging whether the anti-shake function is in an opening state or not, and judging whether the current sensor does not break down in the previous period. The anti-shake function refers to the ability to prevent the vehicle from shaking for a long time.

In one embodiment, the method for determining whether the drive assembly is in the operating state may be: whether a motor in the drive assembly is in a running state is detected, and if the motor is in the running state, the drive assembly is determined to be in the running state. The method for judging whether the driving assembly is in the running state can also be as follows: and directly reading the running state identifier of the drive assembly from the ECU, and determining that the drive assembly is in a running state when the running identifier of the drive assembly is in a second state. The driving assembly running state identification can be set on a vehicle or can be set according to requirements. The drive assembly operating flag is preferably a drive assembly operating flag of 1 in the first state.

In one embodiment, whether the anti-shake function is in an ON state is judged, whether a switch of the anti-shake function is in an "ON" position can be directly judged, an anti-shake function ON identifier can also be read from the ECU, and when the anti-shake function identifier is in a first state, it is determined that the anti-shake function is in the ON state. Wherein, anti-shake function sign can set up on-vehicle, also can set up according to the demand. The first state of the anti-shake function flag is preferably the anti-shake function flag is 1.

In one embodiment, the method for determining that the current sensor has not failed in the previous period is as follows: and directly reading the fault state of the current sensor in the last period, and determining that the current sensor is in the non-fault state in the last period when the fault state of the current sensor in the last period is the second state. The fault state of the current sensor is the second state and preferably the fault state of the current sensor is identified as 0. And if the current sensor is detected in the previous period and is determined not to work in the fault state, setting the current fault state to be in the second state.

In this embodiment, the driving assembly in the normal working state needs to satisfy three conditions simultaneously: the driving assembly is in a running state, the anti-shake function is in an opening state, and the current sensor does not break down in the previous period. If any one of the conditions is not satisfied, the driving assembly is not in a normal working state, and the operation is directly finished without executing any operation.

It should be noted that, a vehicle is shaken once only by chance, and the vehicle cannot be determined to be shaken.

In one embodiment, the vehicle is shaken, comprising: the driving assembly continuously generates a plurality of period jitters, wherein the ratio of the fluctuation amount of each period jitter exceeding the fluctuation threshold value exceeds a preset ratio.

The above cycle jitter can be understood as jitter of the driving assembly in each cycle.

The fluctuation amount is energy generated by each fluctuation, and may be represented by a frequency or a baud rate, which is not limited in this embodiment.

Preferably, the amount of fluctuation is expressed in revolutions per minute (rpm), i.e. the number of revolutions per minute of the motor. The fluctuation threshold is a preset fluctuation threshold, and the proportion is understood as the proportion of the time for which the fluctuation exceeds the fluctuation threshold to the whole period. Wherein, the fluctuation threshold value can be any value between 45 and 55, preferably, the fluctuation threshold value is 50rpm, the preset proportion can be any value between 50 percent and 70 percent, preferably, the preset proportion is 60 percent. Specifically, the fluctuation amount exceeding 50rpm in one period accounts for more than 60% of the entire period, indicating that the period is jittered.

The continuous occurrence of a plurality of periods of jitter is understood to mean that the drive assembly jitters in a plurality of consecutive periods. In this embodiment, the number of cycles may be any value from 3 to 7, and further, the number of cycles is preferably 5, that is, the vehicle is shaken when the driving assembly shakes for 5 consecutive cycles.

In this embodiment, the vehicle is shaken before an active shutdown command is sent, which is used to instruct the vehicle assembly to shut down.

Further, the jitter flag is set to a first state, and the proactive shutdown command flag is set to the first state. The first state may be represented by a number or a color. Preferably, the setting of the dither flag to the first state is dither flag position 1, and the active off command flag position 1.

In the embodiment, if the vehicle shakes, the driving assembly is turned off and is set as the first driving assembly, and after the first driving assembly is detected to be in the turned-off state, the working state of a current sensor in the driving assembly is detected.

In the embodiment, before determining whether the vehicle shakes, it is determined whether the motor rotation speed is less than a first rotation speed threshold. When the rotating speed of the motor is smaller than the first rotating speed threshold value, the vehicle can shake, when the rotating speed of the motor is larger than the first rotating speed threshold value, the vehicle cannot shake, and vehicle shake judgment can be omitted, so that the vehicle shake judgment times can be saved, the data calculation amount is reduced, and the memory consumption is saved.

Wherein the first rotation speed threshold is in the range of 685rpm to 725rpm, and the first rotation speed threshold is preferably 700rpm. Namely, when the rotating speed of the motor is less than the first rotating speed threshold value 700rpm, the step of judging whether the vehicle shakes is executed, and when the rotating speed of the motor is greater than the first rotating speed threshold value 700rpm, the step is directly finished without any operation.

The method for determining whether the vehicle shakes is the same as the method for determining whether the vehicle shakes provided in the above embodiment, and specific reference may be made to the description in the above embodiment, and the present embodiment is not limited again.

In one embodiment, before determining whether the driving assembly is in a normal operating state, the method further includes: and judging whether the driving assembly meets an initialization condition, and initializing the jitter flag bit and the active pipe closing command flag bit when the driving assembly meets the initialization condition.

The vehicle shake determination method provided by the embodiment of the disclosure has periodicity, namely, is executed according to a certain period. Wherein the period is preferably 0.2 milliseconds. The vehicle shake determination method provided by the embodiment mainly determines the vehicle shake situation in the current period.

Wherein the initialization conditions include: the drive assembly is in a closed state in the previous period, the drive assembly is in an open state in the current period, and the current sensor does not have a fault in the previous period.

Further, the determining whether the driving assembly satisfies the initialization condition mainly includes: and judging whether the drive assembly in the previous period is in a closed state or not, wherein the drive assembly in the current period is in an open state, and the current sensor does not break down in the previous period.

In one embodiment, the method for determining whether the driving assembly is in the off state in the previous period is as follows: and directly reading the active tube closing state of the previous period, and determining that the driving assembly of the previous period is in a closing state when the active tube closing state is the first state in the previous period. The active off state indicator is a first state and preferably is an active off state indicator of 1.

And if the driving assembly is closed after the last period sends the active tube closing command, the active tube closing state is set to be the first state.

In one embodiment, the method for determining that the driving assembly in the current cycle is in the on state is: and directly reading the active tube closing state of the current period, and determining that the driving assembly of the current period is in the opening state when the active tube closing state in the current period is the second state. The active off state flag is a second state and preferably the active off state flag is 0.

In one embodiment, the method for determining that the current sensor has not failed in the previous period is as follows: and directly reading the fault state of the current sensor in the last period, and determining that the current sensor is in the fault state in the last period when the fault state of the current sensor in the last period is the second state. The fault state of the current sensor is the second state and preferably the fault state of the current sensor is identified as 0. Wherein the fault state of the current sensor of the previous cycle is determined by the result of the execution of the vehicle shaking judging method executed in the previous cycle, and if the current sensor is detected in the previous cycle and is determined not to be operated in the fault state, the current fault state is set to the second state.

In this embodiment, the drive assembly satisfying the initialization condition requires that three conditions be simultaneously satisfied: the drive assembly is in a closed state in the previous period, the drive assembly is in an open state in the current period, and the current sensor does not have a fault in the previous period. If any one of the conditions is not satisfied, it means that the drive assembly does not need to perform the initialization operation, and step S23 is executed.

In this embodiment, the initializing operation between the wobble flag and the active pipe closing command flag includes: and resetting the jitter flag bit and resetting the active shutdown command flag bit. The reset operation is to reset the jitter flag to 0 and the active shutdown command flag to 0.

Fig. 2 is a flow chart of logic detection for jitter according to an embodiment of the present disclosure, as shown in fig. 3, a preset determination condition is used to determine whether a motor has severe jitter, and a specific determination flow is as follows: periodically executing the jitter detection logic and then determining whether the electric drive assembly satisfies initialization conditions, wherein the initialization conditions include: the active tube closing state of the previous period is 1, the active tube closing state of the current period is 0, and the fault state of the current sensor of the previous period is 0. If the initialization condition is met, the dither flag bit is reset to 0 and the active power-off command is reset to 0.

And when the electric drive assembly is judged not to meet the initialization condition, directly judging whether the drive assembly is in a normal working state or not. And directly judging whether the electric drive assembly is in a normal working state after the initialization is finished. Wherein, normal operating condition includes: the electric drive assembly is currently in a running state, the anti-shake function is turned on, and the fault state of the current sensor in the previous period is 0.

And if the electric drive assembly is in a normal working state, judging whether the rotating speed of a motor in the drive assembly is less than 700rpm. If the electric drive assembly is not in a normal operating state, the operation is finished directly without performing any operation.

And if the rotating speed of the motor is less than 700rpm, judging that the driving assembly shakes in 5 continuous periods, wherein the fluctuation amount of which the fluctuation amount exceeds 50rpm accounts for more than 60 percent of the whole period. And if the rotating speed of the motor is greater than or equal to 700rpm, directly ending without executing any operation.

If the driving assembly shakes in 5 continuous periods, and the fluctuation amount exceeding 50rpm accounts for more than 60% of the whole period, the shaking mark position 1 is marked, the active tube closing command mark position 1 is marked, and the shaking detection logic is finished. If the drive assembly does not dither within 5 consecutive cycles, this is ended directly.

Fig. 3 is a vehicle torque control flow chart according to an embodiment of the disclosure, where after the end of the shake detection logic, if the result of execution of a certain electric drive assembly is: and if the jitter flag bit is 1 and the active pipe closing command is 1, setting the electric drive assembly as a first electric drive assembly and the other electric drive assembly as a second electric drive assembly, and entering the active torque switch control logic of the first electric drive assembly to judge whether active torque control is required to be closed. As shown in fig. 4, the vehicle torque control flow mainly includes: and judging whether the active pipe closing command is 1 or not, or the fault state of the current sensor in the previous period is 1, and if any one condition is met, judging whether the active torque closing condition is met. And if the active shutdown command is not 1 and the fault state of the current sensor in the previous period is not 1, directly ending the vehicle torque control process without any control.

Wherein the active torque off condition comprises: the rotating speed of a motor in the first driving assembly is less than 800rpm; the second drive assembly allows an output torque greater than 50 Nm; the second drive assembly torque signal is active; the communication of the second drive assembly is normal; the opening degree of the accelerator pedal is less than 90 percent.

If the active torque closing condition is met, controlling the current output torque of the first driving assembly to change to 0 according to a first slope; controlling the allowable drive torque of the first drive assembly to change to 0 according to a second slope; controlling the allowable feedback torque of the first drive assembly to change to 0 according to a third slope. And if the active torque closing condition is not met, directly ending the vehicle torque control process without any control.

After the first driving assembly is controlled to be closed, the active closed state of the first driving assembly is set to be 1, the jitter flag bit of the first driving assembly is set to be 0, and meanwhile, the current sensor fault judgment process of the first driving assembly is activated.

If the current sensor of the first driving assembly does not break down, judging whether the first driving assembly meets a restart condition, and if the restart condition is met, controlling the allowable driving torque of the first driving assembly to recover to a normal value according to a fourth slope; and controlling the allowable feedback torque of the first driving assembly to be restored to the normal value according to a fifth slope. This time, the vehicle shake control flow ends. And the flag bit of the active pipe closing command is reset to 0, and the flag bit of the active pipe closing state is reset to 0.

The first slope is the maximum driving torque Nm/1000ms of the first electric driving assembly, the second slope is the maximum driving torque Nm/1000ms of the first electric driving assembly, the third slope is the maximum feedback torque Nm/1000ms of the first electric driving assembly, the fourth slope is the maximum driving torque Nm/1000ms of the first electric driving assembly, and the fifth slope is the maximum feedback torque Nm/1000ms of the first electric driving assembly.

FIG. 4 is a flow chart of a current sensor detection provided by an embodiment of the present disclosure; as shown in fig. 5, the current sensor detection process mainly includes: and judging whether the active tube closing state is 1 or not, or whether the current sensor state in the previous period is 0 or not, if the active tube closing state is 1 or whether the current sensor state in the previous period is 0 or not, performing null shift learning, determining the current null shift value, and calculating the difference value between the current null shift value and the initial null shift value to be used as a null shift difference value. And if the dynamic tube closing state is not 1 and the current sensor state in the previous period is not 0, directly ending the process and not executing the current sensor detection flow.

And judging whether the zero drift difference value is greater than 20A or not and the duration exceeds 512ms, if so, determining that the current sensor has a fault, setting the fault state of the current sensor to be 1, and ending the current sensor detection process. If not, the active shut-off command is reset to 0. The current sensor detection process ends this time.

Fig. 5 is a structural diagram of a current sensor detection device according to an embodiment of the present disclosure. As shown in fig. 5, a current sensor detecting device 50 provided in the embodiment of the present disclosure mainly includes: a status detection module 51, a fault detection module 52 and an information transmission module 53.

The state detection module 51 is used for detecting the working state of the drive assembly;

a fault detection module 52, configured to detect whether a current sensor in the drive assembly fails if the drive assembly is operating in an off state;

and the information sending module 53 is configured to send alarm information to a vehicle cloud end if the current sensor fails.

The embodiment of the present disclosure provides a current sensor detection device for executing the following steps: detecting the working state of the driving assembly; if the driving assembly works in a closed state, detecting whether a current sensor in the driving assembly has a fault; and if the current sensor has a fault, sending alarm information to the cloud end of the vehicle. When current sensor broke down, then sent alarm information to the vehicle high in the clouds, vehicle manufacturer carried out after-sale spare goods to invite customer to come the maintenance, improve customer's use and experience.

In one embodiment, the fault detection module, when detecting whether a current sensor in the driving assembly is faulty, includes:

In one embodiment, the drive assembly off condition comprises:

the other drive assembly torque signal is active;

the other drive assembly is in normal communication;

In one embodiment, the apparatus further comprises:

In one embodiment, the restart condition includes:

In one embodiment, a drive assembly activation module, when used to actively activate the first drive assembly, comprises:

In one embodiment, the apparatus further comprises:

the flag bit setting module is used for setting the fault state flag bit of the current sensor to be in a first state if the current sensor has a fault; and if the current sensor fails, setting the active pipe closing command flag bit to be in a second state. The current sensor detecting device in the embodiment shown in fig. 6 can be used to implement the technical solution of the above method embodiments, and the implementation principle and technical effects are similar, which are not described herein again.

Fig. 6 is a schematic structural diagram of an electronic device according to an embodiment of the present disclosure. The electronic device may specifically be a current sensor detection device, and the electronic device provided in the embodiment of the present disclosure may execute the processing procedure provided in the embodiment of the current sensor detection method, as shown in fig. 6, the electronic device 60 includes: memory 61, processor 62, computer program 63; wherein a computer program is stored in the memory 61 and is configured to execute the current sensor detection method as described above by the processor 62.

In addition, the disclosed embodiments also provide a computer-readable storage medium, on which a computer program is stored, the computer program being executed by a processor to implement the current sensor detection method described in the above embodiments.

It is noted that, in this document, relational terms such as "first" and "second," and the like, may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrases "comprising a," "8230," "8230," or "comprising" does not exclude the presence of additional like elements in a process, method, article, or apparatus that comprises the element.

The foregoing are merely exemplary embodiments of the present disclosure, which enable those skilled in the art to understand or practice the present disclosure. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the disclosure. Thus, the present disclosure is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A current sensor detection method, the method comprising:

detecting the working state of the driving assembly;

if the driving assembly works in a closed state, detecting whether a current sensor in the driving assembly has a fault;

2. The method of claim 1, wherein detecting whether a current sensor in the drive assembly is malfunctioning comprises:

detecting a current null shift value of the current sensor;

3. The method of claim 1, wherein the drive assembly off condition comprises:

the other drive assembly torque signal is active;

the other drive assembly is in normal communication;

4. The method of claim 1, wherein the step of driving the assembly shut down comprises at least one of:

5. The method of claim 1, further comprising:

if the current sensor is not in fault, judging whether the driving assembly meets a restart condition;

6. The method of claim 5, wherein the reopening condition comprises:

the other drive assembly torque signal is invalid; or the like, or a combination thereof,

7. The method of claim 5, wherein the actively opening the first drive assembly comprises at least one of:

8. The method of claim 1, further comprising:

9. A current sensor sensing apparatus, the apparatus comprising:

10. An electronic device, comprising:

a memory;

a processor; and

a computer program;

wherein the computer program is stored in the memory and configured to be executed by the processor to implement the method of any one of claims 1-8.

11. A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the method according to any one of claims 1-8.