阅读说明：本技术 一种电动汽车安全监控方法、装置、存储介质及汽车 (Electric automobile safety monitoring method and device, storage medium and automobile ) 是由 李玲 梁潇 窦国伟 姜辛 牛胜福 于 2019-11-22 设计创作，主要内容包括：本申请提出一种电动汽车安全监控方法、装置、存储介质及汽车。依据传感器数据或扭矩请求生成前目标扭矩和后目标扭矩,获得VCU的需求扭矩,获取前电机反馈的第一实际扭矩和后电机反馈的第二实际扭矩,再通过回采得到的第一实际扭矩和第二实际扭矩,并结合前目标扭矩、后目标扭矩对电动汽车的电机扭矩状态进行分析,从而对电动汽车进行安全监控,避免电机未执行VCU需求的扭矩,从而减少安全事故发生。(The application provides a safety monitoring method and device for an electric automobile, a storage medium and an automobile. The method comprises the steps of generating a front target torque and a rear target torque according to sensor data or torque requests, obtaining a required torque of a VCU, obtaining a first actual torque fed back by a front motor and a second actual torque fed back by a rear motor, obtaining the first actual torque and the second actual torque through extraction, and analyzing a motor torque state of the electric automobile by combining the front target torque and the rear target torque, so that the electric automobile is safely monitored, the torque required by the VCU is prevented from being executed by the motor, and safety accidents are reduced.)

1. The safety monitoring method for the electric automobile is applied to a VCU, and is characterized by comprising the following steps:

generating a front target torque and a rear target torque according to sensor data or torque requests, wherein the sensor data comprises data transmitted by a first brake pedal sensor, a second brake pedal sensor, a first accelerator pedal sensor and a second accelerator pedal sensor, and the torque requests comprise target torque values required by other ECUs;

acquiring a first actual torque fed back by a front motor and a second actual torque fed back by a rear motor;

and carrying out safety monitoring on the electric automobile according to the front target torque, the rear target torque, the first actual torque and the second actual torque.

2. The electric vehicle safety monitoring method of claim 1, wherein the step of safety monitoring the electric vehicle according to the front target torque, the rear target torque, the first actual torque and the second actual torque comprises:

when the absolute value of the difference between the front target torque and the first actual torque is larger than a first threshold value, determining that the front motor is in a fault, and cutting off the input of the front motor;

and when the absolute value of the difference between the rear target torque and the second actual torque is larger than a second threshold value, determining that the rear motor is in a fault, and cutting off the input of the rear motor.

3. The electric vehicle safety monitoring method of claim 1, wherein the step of safety monitoring the electric vehicle according to the front target torque, the rear target torque, the first actual torque and the second actual torque comprises:

and cutting off the input of the front motor and the rear motor when the absolute value of the difference between the sum of the front target torque and the rear target torque and the sum of the first actual torque and the second actual torque is greater than a third threshold.

4. The electric vehicle safety monitoring method of claim 1, wherein the step of generating a front target torque and a rear target torque based on sensor data or a torque request comprises:

judging whether the torque request is obtained;

if so, generating the front target torque and the rear target torque according to the torque request;

and if not, generating the front target torque and the rear target torque according to the sensor data.

5. The electric vehicle safety monitoring method of claim 4, wherein the step of generating the front target torque and the rear target torque from the sensor data comprises:

carrying out validity check and rationality check on the sensor data to obtain standard sensor data;

generating the front target torque and the rear target torque in accordance with the standard sensor data.

6. The electric vehicle safety monitoring method according to claim 5, wherein the data transmitted by the first brake pedal sensor, the second brake pedal sensor, the first accelerator pedal sensor and the second accelerator pedal sensor are first brake data, second brake data, first acceleration data and second acceleration data, respectively, and the standard sensor data comprises standard brake data and standard acceleration data; the step of performing validity check and rationality check on the sensor data to obtain standard sensor data comprises:

making the standard braking data from the relatively small data which belongs to the first range in the first braking data and the second braking data;

and using the data which belongs to the second range and is relatively small in the first acceleration data and the second acceleration data as the standard acceleration data.

7. The electric vehicle safety monitoring method of claim 4, wherein the step of generating the front target torque and the rear target torque according to the torque request comprises:

performing rationality check on the torque request to obtain a standard torque request;

generating the front target torque and the rear target torque in accordance with the standard torque request.

8. An electric automobile safety monitoring device is applied to VCU, its characterized in that, the device includes:

the processing unit is used for generating a front target torque and a rear target torque according to sensor data or torque requests, wherein the sensor data comprises data transmitted by a first brake pedal sensor, a second brake pedal sensor, a first accelerator pedal sensor and a second accelerator pedal sensor, and the torque requests comprise target torque values required by other ECUs;

the information acquisition unit is used for acquiring a first actual torque fed back by the front motor and a second actual torque fed back by the rear motor;

the processing unit is further used for carrying out safety monitoring on the electric automobile according to the front target torque, the rear target torque, the first actual torque and the second actual torque.

9. A 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 1-7.

10. An automobile, comprising: a processor and memory for storing one or more programs; the one or more programs, when executed by the processor, implement the method of any of claims 1-7.

Technical Field

The application relates to the field of electric automobiles, in particular to a safety monitoring method and device for an electric automobile, a storage medium and an automobile.

Background

With the development of society, four-wheel drive electric vehicles are more and more popular. The existing four-wheel drive electric automobile can adopt a four-wheel drive torque control scheme. The four-wheel-drive torque control scheme comprises the steps that a VCU acquires torque requirements of an accelerator pedal, a brake pedal and other ECUs, calculates the torque requirements of a front motor and a rear motor, and sends the torque requirements to the front motor and the rear motor to be executed.

The existing four-wheel drive torque control scheme has no requirement on the actual torque of front and rear motors. If the front and rear motors are not executed according to the control requirements of the VCU, serious safety accidents can be caused.

Disclosure of Invention

The application aims to provide a method and a device for monitoring safety of an electric vehicle, a storage medium and the vehicle, so as to solve the problems.

In order to achieve the above purpose, the embodiments of the present application employ the following technical solutions:

in a first aspect, an embodiment of the present application provides an electric vehicle safety monitoring method, which is applied to a VCU, and the method includes: generating a front target torque and a rear target torque according to sensor data or torque requests, wherein the sensor data comprises data transmitted by a first brake pedal sensor, a second brake pedal sensor, a first accelerator pedal sensor and a second accelerator pedal sensor, and the torque requests comprise target torque values required by other ECUs; acquiring a first actual torque fed back by a front motor and a second actual torque fed back by a rear motor; and carrying out safety monitoring on the electric automobile according to the front target torque, the rear target torque, the first actual torque and the second actual torque.

In a second aspect, an embodiment of the present application provides an electric vehicle safety monitoring device, which is applied to a VCU, and the device includes: the processing unit is used for generating a front target torque and a rear target torque according to sensor data or torque requests, wherein the sensor data comprises data transmitted by a first brake pedal sensor, a second brake pedal sensor, a first accelerator pedal sensor and a second accelerator pedal sensor, and the torque requests comprise target torque values required by other ECUs; the information acquisition unit is used for acquiring a first actual torque fed back by the front motor and a second actual torque fed back by the rear motor; the processing unit is further used for carrying out safety monitoring on the electric automobile according to the front target torque, the rear target torque, the first actual torque and the second actual torque.

In a third aspect, the present application provides a storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the method as described above is implemented.

In a fourth aspect, an embodiment of the present application provides an automobile, including: a processor and memory for storing one or more programs; when executed by the processor, the one or more programs implement the methods as described above.

Compared with the prior art, the electric vehicle safety monitoring method, the device, the storage medium and the vehicle provided by the embodiment of the application have the beneficial effects that: the method comprises the steps of generating a front target torque and a rear target torque according to sensor data or torque requests, obtaining a required torque of a VCU, obtaining a first actual torque fed back by a front motor and a second actual torque fed back by a rear motor, obtaining the first actual torque and the second actual torque through extraction, and analyzing a motor torque state of the electric automobile by combining the front target torque and the rear target torque, so that the electric automobile is safely monitored, the torque required by the VCU is prevented from being executed by the motor, and safety accidents are reduced.

In order to make the aforementioned objects, features and advantages of the present application more comprehensible, preferred embodiments accompanied with figures are described in detail below.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present application and therefore should not be considered as limiting the scope, and it will be apparent to those skilled in the art that other related drawings can be obtained from the drawings without inventive effort.

Fig. 1 is a schematic structural diagram of an electronic device according to an embodiment of the present disclosure;

FIG. 2 is a schematic diagram of the connection between the VCU and other components provided by the embodiments of the present application;

fig. 3 is a schematic flow chart of a safety monitoring method for an electric vehicle according to an embodiment of the present application;

fig. 4 is a schematic view of the substeps of S105 provided in the embodiment of the present application;

fig. 5 is a schematic view of another substep of S105 according to an embodiment of the present disclosure;

fig. 6 is a schematic diagram illustrating the substeps of S103 according to an embodiment of the present application;

FIG. 7 is a schematic diagram illustrating the substeps of S103-3 provided in the embodiments of the present application;

FIG. 8 is a schematic diagram illustrating the substeps of S103-3-1 provided in an embodiment of the present application;

FIG. 9 is a schematic diagram illustrating the substeps of S103-2 provided in the embodiments of the present application;

fig. 10 is another schematic flow chart of a safety monitoring method for an electric vehicle according to an embodiment of the present application;

fig. 11 is a schematic unit diagram of an electric vehicle safety monitoring device according to an embodiment of the present application.

In the figure: 10-a processor; 11-a memory; 12-a bus; 201-a processing unit; 202-information acquisition unit.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all embodiments. The components of the embodiments of the present application, generally described and illustrated in the figures herein, can be arranged and designed in a wide variety of different configurations.

Thus, the following detailed description of the embodiments of the present application, presented in the accompanying drawings, is not intended to limit the scope of the claimed application, but is merely representative of selected embodiments of the application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures. Meanwhile, in the description of the present application, the terms "first", "second", and the like are used only for distinguishing the description, and are not to be construed as indicating or implying relative importance.

It is noted that, herein, 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 phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.

In the description of the present application, it should be noted that the terms "upper", "lower", "inner", "outer", and the like indicate orientations or positional relationships based on orientations or positional relationships shown in the drawings or orientations or positional relationships conventionally found in use of products of the application, and are used only for convenience in describing the present application and for simplification of description, but do not indicate or imply that the referred devices or elements must have a specific orientation, be constructed in a specific orientation, and be operated, and thus should not be construed as limiting the present application.

In the description of the present application, it is also to be noted that, unless otherwise explicitly specified or limited, the terms "disposed" and "connected" are to be interpreted broadly, e.g., as being either fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood in a specific case by those of ordinary skill in the art.

Some embodiments of the present application will be described in detail below with reference to the accompanying drawings. The embodiments described below and the features of the embodiments can be combined with each other without conflict.

The embodiment of the application provides an electronic device, which can be a Vehicle Control Unit (VCU). Please refer to fig. 1, a schematic structural diagram of an electronic device. The electronic device comprises a processor 10, a memory 11, a bus 12. The processor 10 and the memory 11 are connected by a bus 12, and the processor 10 is configured to execute an executable module, such as a computer program, stored in the memory 11.

The processor 10 may be an integrated circuit chip having signal processing capabilities. In the implementation process, the steps of the electric vehicle safety monitoring method may be implemented by an integrated logic circuit of hardware in the processor 10 or instructions in the form of software. The Processor 10 may be a general-purpose Processor, and includes a Central Processing Unit (CPU), a Network Processor (NP), and the like; the device can also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other Programmable logic device, a discrete Gate or transistor logic device, or a discrete hardware component.

The memory 11 may comprise a high-speed Random Access Memory (RAM) and may further comprise a non-volatile memory (non-volatile memory), such as at least one disk memory.

The bus 12 may be an ISA (Industry Standard architecture) bus, a PCI (peripheral component interconnect) bus, an EISA (extended Industry Standard architecture) bus, or the like. Only one bi-directional arrow is shown in fig. 1, but this does not indicate only one bus 12 or one type of bus 12.

The memory 11 is used for storing programs, such as programs corresponding to the electric vehicle safety monitoring device. The safety monitoring device for the electric vehicle includes at least one software function module which can be stored in a memory 11 in the form of software or firmware (firmware) or is fixed in an Operating System (OS) of the electronic device. After receiving the execution instruction, the processor 10 executes the program to implement the electric vehicle safety monitoring method.

In one possible implementation, the VCU may be connected to other components of the electric vehicle via a bus 12 and hard-wiring. Referring to fig. 2, the VCU is connected to the first brake pedal sensor, the second brake pedal sensor, the first accelerator pedal sensor, and the second accelerator pedal sensor through hard wires. The VCU is connected to other Electronic Control Units (ECU), a front electric drive system, a rear electric drive system, and a BATTERY management system (BATTERY MANAGEMENT SYSTEM, BMS system) through a bus 12. The VCU may receive sensor data transmitted by the first brake pedal sensor, the second brake pedal sensor, the first accelerator pedal sensor, and the second accelerator pedal sensor and torque requests transmitted by other ECUs. The VCU may also send corresponding commands to the front electric drive system, the rear electric drive system, and the BMS system. The connecting lines of the first accelerator pedal sensor, the second accelerator pedal sensor and the VCU are divided into two paths, and the power supply and the grounding are completely independent; the connecting lines of the first brake pedal sensor, the second brake pedal sensor and the VCU are divided into two paths, and the power supply and the grounding are completely independent. The front electric drive system is a front motor. The rear electric drive system is the rear motor.

It should be understood that the structure shown in fig. 1 is merely a structural schematic diagram of a portion of an electronic device, which may also include more or fewer components than shown in fig. 1, or have a different configuration than shown in fig. 1. The components shown in fig. 1 may be implemented in hardware, software, or a combination thereof.

The safety monitoring method for the electric vehicle provided by the embodiment of the invention can be applied to the electronic device shown in fig. 1, and please refer to fig. 3 for a specific process:

and S103, generating a front target torque and a rear target torque according to the sensor data or the torque request.

The sensor data comprises data transmitted by a first brake pedal sensor, a second brake pedal sensor, a first accelerator pedal sensor and a second accelerator pedal sensor, and the torque request comprises target torque values required by other ECUs.

Specifically, the target torque value represents a torque value that requires motor execution calculated by the other ECUs. The front target torque represents the torque value that the VCU requires the front electric machine to execute. The rear target torque represents the torque value that the VCU requires the rear motor to execute.

And S104, acquiring a first actual torque fed back by the front motor and a second actual torque fed back by the rear motor.

And S105, carrying out safety monitoring on the electric automobile according to the front target torque, the rear target torque, the first actual torque and the second actual torque.

In summary, a front target torque and a rear target torque are generated according to sensor data or torque requests, a required torque of the VCU is obtained, a first actual torque fed back by the front motor and a second actual torque fed back by the rear motor are obtained, the first actual torque and the second actual torque obtained through the extraction are analyzed in combination with the front target torque and the rear target torque, and therefore the motor torque state of the electric vehicle is analyzed, the electric vehicle is safely monitored, the torque required by the VCU is not executed by the motor is avoided, and safety accidents are reduced.

On the basis of fig. 3, for the content in S105, the embodiment of the present application further provides a possible implementation manner, please refer to fig. 4, where S105 includes:

s105-1, judging whether the absolute value of the difference between the front target torque and the first actual torque is larger than a first threshold value. If yes, executing S105-2; if not, S105-3 is executed.

The absolute value of the difference between the current target torque and the first actual torque is larger than a first threshold value, which indicates that the previous motor is not executed according to the actual requirement of the VCU, and then S105-2 is executed; otherwise, S105-3 is executed.

And S105-2, determining the fault of the front motor, and cutting off the input of the front motor.

Specifically, the input to the front motor may be cut off by turning off the VCU connection bus 12 to the front motor.

And S105-3, determining that the front motor is normal.

And S105-4, judging whether the absolute value of the difference between the rear target torque and the second actual torque is larger than a second threshold value. If yes, executing S105-5; if not, S105-6 is executed.

When the absolute value of the difference between the rear target torque and the second actual torque is larger than a second threshold, the rear motor is not executed according to the actual requirement of the VCU, and S105-5 is executed at the moment; otherwise, S105-6 is performed.

And S105-5, determining the fault of the rear motor, and cutting off the input of the rear motor.

Specifically, the input to the rear motor may be cut off by turning off the VCU connection bus 12 to the rear motor.

And S105-6, determining that the motor is normal after the motor is normal.

On the basis of fig. 3, for the content in S105, the embodiment of the present application further provides a possible implementation manner, please refer to fig. 5, where S105 includes:

and S105-7, judging whether the absolute value of the difference between the sum of the front target torque and the rear target torque and the sum of the first actual torque and the second actual torque is larger than a third threshold value. If yes, executing S105-8; if not, S105-9 is executed.

The absolute value of the difference between the sum of the current target torque and the rear target torque and the sum of the first actual torque and the second actual torque is larger than a third threshold, which indicates that the front motor and/or the rear motor is not executed according to the actual requirement of the VCU, and in case that the specific reason is not clear, in order to prevent larger damage, S105-8 is executed; otherwise, S105-9 is executed.

And S105-8, cutting off the input of the front motor and the rear motor.

S105-9, temporarily not adjusting.

On the basis of fig. 3, for the content in S103, the embodiment of the present application further provides a possible implementation manner, please refer to fig. 6, where S103 includes:

s103-1, judging whether a torque request is obtained or not. If yes, executing S103-2; if not, S103-3 is executed.

When the torque request is obtained, the priority response to the torque requests transmitted by other ECUs is needed, and S103-2 is executed at the moment; otherwise, when the torque request is not obtained, S103-3 is executed.

And S103-2, generating a front target torque and a rear target torque according to the torque request.

And S103-3, generating a front target torque and a rear target torque according to the sensor data.

On the basis of fig. 6, for the content in S103-3, the embodiment of the present application further provides a possible implementation manner, please refer to fig. 7, where S103-3 includes:

s103-3-1, validity check and rationality check are carried out on the sensor data to obtain standard sensor data.

Specifically, effective and relatively more reasonable data is screened from the sensor data as standard sensor data through validity check and rationality check.

And S103-3-2, generating a front target torque and a rear target torque according to the standard sensor data.

In one possible implementation manner, the data transmitted by the first brake pedal sensor, the second brake pedal sensor, the first accelerator pedal sensor and the second accelerator pedal sensor are first brake data, second brake data, first acceleration data and second acceleration data, respectively, and the standard sensor data includes standard brake data and standard acceleration data. On the basis of fig. 7, for the content in S103-3-1, the embodiment of the present application further provides a possible implementation manner, please refer to fig. 8, where S103-3-1 includes:

and S103-3-1-1, making the data which belongs to the first range and is relatively small in the first brake data and the second brake data as standard brake data.

Specifically, validity checking is performed first, and whether the first braking data and the second braking data belong to a first range or not is respectively judged. When the first brake data and the second brake data do not belong to the first range, namely the two paths of signals transmitted by the first brake pedal sensor and the second brake pedal sensor are invalid, a fault is determined, the limp-home mode is switched, and the VCU outputs default values to the front motor and the rear motor. And when the first braking data and the second braking data both belong to the first range, performing rationality verification, and using relatively small data in the first braking data and the second braking data as standard braking data. When the first brake data or the second brake data both belong to the first range, the data belonging to the first range is taken as the standard brake data.

And S103-3-1-2, using the relatively small data in the first acceleration data and the second acceleration data, which belong to the second range, as standard acceleration data.

Specifically, validity check is performed first, and whether the first acceleration data and the second acceleration data belong to the second range is determined respectively. When the first acceleration data and the second acceleration data do not belong to the second range, namely the two paths of signals transmitted by the first accelerator pedal sensor and the second accelerator pedal sensor are invalid, a fault is determined, the limp-home mode is switched, and the VCU outputs default values to the front motor and the rear motor. And when the first acceleration data and the second acceleration data both belong to the second range, performing rationality check, and taking relatively small data in the first acceleration data and the second acceleration data as standard acceleration data. When the first acceleration data or the second acceleration data both belong to the second range, the data belonging to the second range is taken as the standard acceleration data.

On the basis of fig. 6, for the content in S103-2, the embodiment of the present application further provides a possible implementation manner, please refer to fig. 9, where S103-2 includes:

s103-2-1, performing rationality check on the torque request to obtain a standard torque request.

Specifically, the ECU checks the rationality of the torque request signal input to the VCU via the bus 12(CAN) via the Checksum or Rolling counter safety check algorithm to ensure that the torque request is rational and correct. (ii) not responding to the torque request when either Checksum or Rolling counter is disabled; when the signal times out, the torque request is not responded to. The torque request is, for example, an ESP torque request or a smart driving torque request, and is derived from a torque calculated by another controller and used for adjusting the front and rear motor output torques.

And S103-2-2, generating a front target torque and a rear target torque according to the standard torque request.

On the basis of fig. 3, regarding how to drive the front motor and the rear motor to work, a possible implementation manner is further provided in the embodiment of the present application, please refer to fig. 10, where the method for monitoring the safety of the electric vehicle further includes:

and S101, generating a torque command according to the sensor data or the torque request.

And S102, correspondingly transmitting the torque commands to the front motor and the rear motor so as to enable the front motor and the rear motor to execute the corresponding torque commands.

In one possible implementation, the VCU checks for safety related faults including faults of CPU, RAM, ROM, Clock, MCU peripheral circuits, power modules, and CAN shut off the CAN module of the torque output through the safety pin when a fault occurs, thereby cutting off the input of the motor.

Possibly, the processor 10 is provided with an external watchdog monitor.

Referring to fig. 11, fig. 11 is a view of an electric vehicle safety monitoring device according to an embodiment of the present application, and optionally, the electric vehicle safety monitoring device is applied to the electronic device described above.

Electric automobile safety monitoring device includes: a processing unit 201 and an information acquisition unit 202.

The processing unit 201 is configured to generate a front target torque and a rear target torque according to sensor data or a torque request, where the sensor data includes data transmitted by a first brake pedal sensor, a second brake pedal sensor, a first accelerator pedal sensor, and a second accelerator pedal sensor, and the torque request includes target torque values required by other ECUs. Specifically, the processing unit 201 may execute S103 described above.

The information obtaining unit 202 is configured to obtain a first actual torque fed back by the front motor and a second actual torque fed back by the rear motor. Specifically, the information acquisition unit 202 may execute S104 described above.

The processing unit 201 is further configured to perform safety monitoring on the electric vehicle according to the front target torque, the rear target torque, the first actual torque, and the second actual torque. Specifically, the processing unit 201 may execute S105 described above.

It should be noted that the safety monitoring device for an electric vehicle provided in the embodiment may execute the method flow shown in the above method flow embodiment to achieve the corresponding technical effect. For the sake of brevity, the corresponding contents in the above embodiments may be referred to where not mentioned in this embodiment.

The embodiment of the invention also provides a storage medium, wherein the storage medium stores computer instructions and programs, and the computer instructions and the programs execute the electric vehicle safety monitoring method of the embodiment when being read and run. The storage medium may include memory, flash memory, registers, or a combination thereof, etc.

The following provides an automobile, which is an electric automobile, and the safety of the electric automobile includes the electronic device shown in fig. 1, and the above-mentioned safety monitoring method for the electric automobile can be implemented. The electric vehicle further includes a first brake pedal sensor, a second brake pedal sensor, a first accelerator pedal sensor, a second accelerator pedal sensor, other ECUs, a front electric drive system, a rear electric drive system, and a BMS system as shown in fig. 3. Specifically, the electronic device includes: processor 10, memory 11, bus 12. The processor 10 may be a CPU. The processor 10 may be of the type ASIL D. The memory 11 is used for storing one or more programs, and when the one or more programs are executed by the processor 10, the electric vehicle safety monitoring method of the above embodiment is performed.

In the embodiments provided in the present application, it should be understood that the disclosed apparatus and method may be implemented in other ways. The apparatus embodiments described above are merely illustrative, and for example, the flowchart and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods and computer program products according to various embodiments of the present application. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.

In addition, functional modules in the embodiments of the present application may be integrated together to form an independent part, or each module may exist separately, or two or more modules may be integrated to form an independent part.

The functions, if implemented in the form of software functional modules and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present application or portions thereof that substantially contribute to the prior art may be embodied in the form of a software product stored in a storage medium and including instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present application. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.

The above description is only a preferred embodiment of the present application and is not intended to limit the present application, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present application shall be included in the protection scope of the present application.

It will be evident to those skilled in the art that the present application is not limited to the details of the foregoing illustrative embodiments, and that the present application may be embodied in other specific forms without departing from the spirit or essential attributes thereof. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the application being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any reference sign in a claim should not be construed as limiting the claim concerned.