CN118182144A

CN118182144A - Vehicle control method and device, storage medium and vehicle

Info

Publication number: CN118182144A
Application number: CN202410302080.XA
Authority: CN
Inventors: 刘元治; 李威; 曲振宁; 张长涛
Original assignee: FAW Group Corp
Current assignee: FAW Group Corp
Priority date: 2024-03-15
Filing date: 2024-03-15
Publication date: 2024-06-14

Abstract

The invention discloses a vehicle control method, a vehicle control device, a storage medium and a vehicle. Wherein the method comprises the following steps: evaluating the electric shock risk level of the vehicle by utilizing a collision signal of the vehicle, wherein the electric shock risk level is used for representing the electric shock risk of personnel caused by a high-voltage power supply system when the vehicle collides; determining a target power-down protection strategy based on the electric shock risk level, wherein the target power-down protection strategy is used for determining power-down control actions to be executed by a plurality of control components of the vehicle in a plurality of control phases; and driving the high-voltage power supply system to power down according to the target power-down protection strategy. The invention solves the technical problems of low safety and high maintenance cost caused by uniformly forcing the vehicle to be under high-voltage power down when the vehicle collides in the related technology.

Description

Vehicle control method and device, storage medium and vehicle

Technical Field

The invention relates to the technical field of automobiles, in particular to a vehicle control method and device, a storage medium and a vehicle.

Background

In the field of new energy automobiles, aiming at the situation that vehicles collide in different directions, in the prior art, an airbag control system is used for judging that the airbag of the vehicle needs to be exploded and forcing the whole vehicle to be powered down under high voltage, in the process, a fuse is excited to be cut off irreversibly, that is, a user is still required to replace a power battery even if the vehicle collides sideways or a high-voltage system of the vehicle is not damaged after collision, and the maintenance cost is high.

Specifically, the air bag control system judges that the activation condition of the air bag explosion is controlled to be disconnected by a Battery Management System (BMS) to control the disconnection of a high-voltage relay and simultaneously activate the disconnection of an intelligent fuse, so that the air bag control system is used as a double protection measure of the high-voltage reduction of the vehicle. However, in an actual application scenario, after the BMS receives the collision signal of the vehicle, the intelligent fuse is still forcibly opened even before the high-voltage relay is effectively opened, so that the intelligent fuse is unnecessarily damaged, and further, the maintenance cost of the power battery is increased. In addition, if the vehicle BMS communication fails, the high-voltage relay cannot be effectively controlled to be disconnected from the intelligent fuse, so that the vehicle loses functional safety control of redundancy protection.

In view of the above problems, no effective solution has been proposed at present.

Disclosure of Invention

The embodiment of the invention provides a vehicle control method, a device, a storage medium and a vehicle, which at least solve the technical problems of low safety and high maintenance cost caused by uniformly forcing the vehicle to be powered down under high voltage when the vehicle collides in the related technology.

According to an aspect of an embodiment of the present invention, there is provided a vehicle control method including: evaluating the electric shock risk level of the vehicle by utilizing a collision signal of the vehicle, wherein the electric shock risk level is used for representing the electric shock risk of personnel caused by a high-voltage power supply system when the vehicle collides; determining a target power-down protection strategy based on the electric shock risk level, wherein the target power-down protection strategy is used for determining power-down control actions to be executed by a plurality of control components of the vehicle in a plurality of control phases; and driving the high-voltage power supply system to power down according to the target power-down protection strategy.

Optionally, using the collision signal of the vehicle, evaluating the electric shock risk level of the vehicle includes: acquiring a collision signal sent by an air bag control unit of a vehicle; determining a collision direction when the vehicle collides by using the collision signal; and carrying out personnel electric shock risk assessment according to the collision direction, and determining the electric shock risk level.

Optionally, performing personnel electric shock risk assessment according to the collision direction, and determining the electric shock risk level includes: determining an electric shock risk level as a first risk level in response to the collision direction being a first direction, wherein the first direction indicates that a frontal collision of the vehicle occurs; and determining that the electric shock risk level is a second risk level in response to the collision direction being a second direction, wherein the second direction indicates that a side or back of the vehicle is collided, and the second risk level is lower than the first risk level.

Optionally, determining the target power-down protection policy based on the electric shock risk level includes: determining a target power-down protection strategy as a first risk control strategy in response to the electric shock risk level being a first risk level, wherein the first risk control strategy is at least used for determining that a fuse corresponding to the high-voltage power supply system is controlled to be disconnected in a plurality of control stages; and determining the target power-down protection strategy as a second risk control strategy in response to the electric shock risk level being a second risk level, wherein the second risk control strategy is at least used for determining that the output voltage of the high-voltage power supply system is controlled to be adjusted to be below a safety threshold in a plurality of control phases.

Optionally, when the target power-down protection policy is the first risk control policy, driving the high-voltage power supply system to power down according to the target power-down protection policy includes: and performing drive control of a plurality of control phases on the high-voltage power supply system according to a first risk control strategy, wherein the drive control of the plurality of control phases comprises: in a first risk control stage, controlling a battery management unit of a high-voltage power supply system to drive a fuse to be disconnected; in a second risk control stage, controlling the low-voltage distribution domain control unit to stop supplying power to the high-voltage relay of the high-voltage power supply system; and in a third risk control stage, controlling a high-voltage load corresponding to the high-voltage power supply system to perform active discharge.

Optionally, the driving control of the plurality of control phases further includes: in the fourth risk control stage, the battery management unit is controlled to stop responding to the high-voltage power-on request sent by the high-voltage relay, and the high-voltage and low-voltage direct-current converter is controlled to stop responding to the reverse pre-charging request of the vehicle.

Optionally, when the target power-down protection policy is the second risk control policy, driving the high-voltage power supply system to power down according to the target power-down protection policy includes: and performing drive control of a plurality of control phases on the high-voltage power supply system according to a second risk control strategy, wherein the drive control of the plurality of control phases at least comprises: in the first risk control stage, a high-voltage relay of the high-voltage power supply system is controlled to be disconnected, a high-voltage load corresponding to the high-voltage power supply system is controlled to perform active discharging, and the output voltage of the high-voltage power supply system is monitored.

Optionally, the driving control of the plurality of control phases further includes: responsive to the output voltage not decreasing below the safety threshold for a preset period of time, entering a second risk control phase; in the second risk control stage, the low-voltage distribution domain control unit is controlled to stop supplying power to the high-voltage relay of the high-voltage power supply system.

Optionally, the driving control of the plurality of control phases further includes: entering a third risk control phase in response to at least one of: the high-voltage relay is not disconnected, the output voltage is not lower than a safety threshold value, and the vehicle is in insulation failure; in a third risk control phase, a battery management unit of the high-voltage power supply system is controlled to drive a fuse to open.

Optionally, the driving control of the plurality of control phases further includes: in the fourth risk control phase, the battery management unit is controlled to keep responding to the high-voltage power-on request sent by the high-voltage relay, and the high-voltage and low-voltage direct-current converter is controlled to keep responding to the reverse pre-charge request of the vehicle.

According to another aspect of the embodiment of the present invention, there is also provided a vehicle control apparatus including: the evaluation module is used for evaluating the electric shock risk level of the vehicle by utilizing the collision signal of the vehicle, wherein the electric shock risk level is used for representing the electric shock risk of personnel caused by the high-voltage power supply system when the vehicle collides; the system comprises a determining module, a target power-down protection strategy, a control module and a control module, wherein the determining module is used for determining a target power-down protection strategy based on the electric shock risk level, and the target power-down protection strategy is used for determining power-down control actions to be executed by a plurality of control components of the vehicle in a plurality of control stages; and the control module is used for driving the high-voltage power supply system to be powered down according to the target power-down protection strategy.

Optionally, the evaluation module is further configured to: acquiring a collision signal sent by an air bag control unit of a vehicle; determining a collision direction when the vehicle collides by using the collision signal; and carrying out personnel electric shock risk assessment according to the collision direction, and determining the electric shock risk level.

Optionally, the evaluation module is further configured to: determining an electric shock risk level as a first risk level in response to the collision direction being a first direction, wherein the first direction indicates that a frontal collision of the vehicle occurs; and determining that the electric shock risk level is a second risk level in response to the collision direction being a second direction, wherein the second direction indicates that a side or back of the vehicle is collided, and the second risk level is lower than the first risk level.

Optionally, the determining module is further configured to: determining a target power-down protection strategy as a first risk control strategy in response to the electric shock risk level being a first risk level, wherein the first risk control strategy is at least used for determining that a fuse corresponding to the high-voltage power supply system is controlled to be disconnected in a plurality of control stages; and determining the target power-down protection strategy as a second risk control strategy in response to the electric shock risk level being a second risk level, wherein the second risk control strategy is at least used for determining that the output voltage of the high-voltage power supply system is controlled to be adjusted to be below a safety threshold in a plurality of control phases.

Optionally, the control module is further configured to: and performing drive control of a plurality of control phases on the high-voltage power supply system according to a first risk control strategy, wherein the drive control of the plurality of control phases comprises: in a first risk control stage, controlling a battery management unit of a high-voltage power supply system to drive a fuse to be disconnected; in a second risk control stage, controlling the low-voltage distribution domain control unit to stop supplying power to the high-voltage relay of the high-voltage power supply system; and in a third risk control stage, controlling a high-voltage load corresponding to the high-voltage power supply system to perform active discharge.

Optionally, in the control module, according to the first risk control strategy, the driving control of the plurality of control phases further includes: in the fourth risk control stage, the battery management unit is controlled to stop responding to the high-voltage power-on request sent by the high-voltage relay, and the high-voltage and low-voltage direct-current converter is controlled to stop responding to the reverse pre-charging request of the vehicle.

Optionally, the control module is further configured to: and performing drive control of a plurality of control phases on the high-voltage power supply system according to a second risk control strategy, wherein the drive control of the plurality of control phases at least comprises: in the first risk control stage, a high-voltage relay of the high-voltage power supply system is controlled to be disconnected, a high-voltage load corresponding to the high-voltage power supply system is controlled to perform active discharging, and the output voltage of the high-voltage power supply system is monitored.

Optionally, in the control module, according to the second risk control strategy, the driving control of the plurality of control phases further includes: responsive to the output voltage not decreasing below the safety threshold for a preset period of time, entering a second risk control phase; in the second risk control stage, the low-voltage distribution domain control unit is controlled to stop supplying power to the high-voltage relay of the high-voltage power supply system.

Optionally, in the control module, according to the second risk control strategy, the driving control of the plurality of control phases further includes: entering a third risk control phase in response to at least one of: the high-voltage relay is not disconnected, the output voltage is not lower than a safety threshold value, and the vehicle is in insulation failure; in a third risk control phase, a battery management unit of the high-voltage power supply system is controlled to drive a fuse to open.

Optionally, in the control module, according to the second risk control strategy, the driving control of the plurality of control phases further includes: in the fourth risk control phase, the battery management unit is controlled to keep responding to the high-voltage power-on request sent by the high-voltage relay, and the high-voltage and low-voltage direct-current converter is controlled to keep responding to the reverse pre-charge request of the vehicle.

According to another aspect of the embodiment of the present invention, there is also provided a storage medium, the storage medium including a stored program, wherein the apparatus on which the storage medium is controlled to execute any one of the above-described vehicle control methods when the program runs.

According to another aspect of the embodiments of the present invention, there is also provided a vehicle including an in-vehicle memory in which a computer program is stored, and an in-vehicle processor configured to run the computer program to perform the vehicle control method of any one of the above.

In the embodiment of the invention, the collision signal of the vehicle is utilized to evaluate the electric shock risk level of the vehicle, wherein the electric shock risk level is used for representing the electric shock risk of personnel caused by a high-voltage power supply system when the vehicle collides; determining a target power-down protection strategy based on the electric shock risk level, wherein the target power-down protection strategy is used for determining power-down control actions to be executed by a plurality of control components of the vehicle in a plurality of control phases; and driving the high-voltage power supply system to power down according to the target power-down protection strategy. Therefore, the invention achieves the aim of controlling the vehicle to carry out high-voltage power down according to different strategies according to different electric shock risks caused by different collisions, thereby realizing the technical effects of improving the safety of the high-voltage power down process after the collision of the vehicle and saving the maintenance cost after the collision of the vehicle, and further solving the technical problems of low safety and high maintenance cost caused by uniformly forcing the high-voltage power down of the vehicle when the collision of the vehicle occurs in the related technology.

Drawings

The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention and do not constitute a limitation on the invention. In the drawings:

FIG. 1 is a block diagram of the hardware architecture of an alternative vehicle terminal for a vehicle control method according to an embodiment of the invention;

FIG. 2 is a flow chart of a vehicle control method according to an embodiment of the invention;

FIG. 3 is a schematic illustration of an alternative vehicle control system according to an embodiment of the invention;

FIG. 4 is a schematic illustration of an alternative vehicle control process according to an embodiment of the invention;

Fig. 5 is a block diagram of a vehicle control apparatus according to an embodiment of the present invention.

Detailed Description

In order that those skilled in the art will better understand the present invention, a technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.

It should be noted that the terms "first," "second," and the like in the description and the claims of the present invention and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the invention described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

According to an embodiment of the present invention, there is provided an embodiment of a vehicle control method, it being noted that the steps shown in the flowcharts of the drawings may be performed in a computer system such as a set of computer executable instructions, and that although a logical order is shown in the flowcharts, in some cases the steps shown or described may be performed in an order different from that herein.

Fig. 1 is a hardware block diagram of an alternative vehicle terminal for a vehicle control method according to an embodiment of the invention, as shown in fig. 1, a vehicle terminal 10 (or a mobile device 10 associated with a vehicle having communication) may include one or more processors 102 (the processors 102 may include, but are not limited to, a microprocessor (Microcontroller Unit, MCU) or a processing means such as a programmable logic device (Field Programmable GATE ARRAY, FPGA)), a memory 104 for storing data, and a transmission device 106 for communication functions. In addition, the method may further include: display device 110, input/output device 108 (i.e., I/O device), universal serial bus (Universal Serial Bus, USB) port (which may be included as one of the ports of a computer bus, not shown), network interface (not shown), power supply (not shown), and/or camera (not shown). It will be appreciated by those of ordinary skill in the art that the configuration shown in fig. 1 is merely illustrative and is not intended to limit the configuration of the vehicle terminal 10 described above. For example, the vehicle terminal 10 may also include more or fewer components than shown in FIG. 1, or have a different configuration than shown in FIG. 1.

It should be noted that the one or more processors 102 and/or other data processing circuits described above may be embodied in whole or in part in software, hardware, firmware, or any combination thereof. Further, the data processing circuitry may be a single stand-alone processing module, or incorporated in whole or in part into any of the other elements in the vehicle terminal 10 (or mobile device).

The memory 104 may be used to store software programs and modules of application software, such as program instructions/data storage devices corresponding to the vehicle control method in the embodiment of the present invention, and the processor 102 executes the software programs and modules stored in the memory 104 to perform various functional applications and data processing, that is, implement the vehicle control method described above. Memory 104 may include high-speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some examples, the memory 104 may further include memory remotely located relative to the processor 102, which may be connected to the vehicle terminal 10 via a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.

The transmission device 106 is used to receive or transmit data via a network. The specific examples of the network described above may include a wireless network provided by a communication provider of the vehicle terminal 10. In one example, the transmission device 106 includes a network adapter (Network Interface Controller, NIC) that can connect to other network devices through a base station to communicate with the internet. In one example, the transmission device 106 may be a Radio Frequency (RF) module for communicating with the internet wirelessly.

In the above-described operation environment, the embodiment of the present invention provides a vehicle control method as shown in fig. 2, and fig. 2 is a flowchart of a vehicle control method according to an embodiment of the present invention, as shown in fig. 2, and the method includes the following implementation steps:

Step S201, evaluating the electric shock risk level of the vehicle by utilizing a collision signal of the vehicle, wherein the electric shock risk level is used for representing the electric shock risk of personnel caused by a high-voltage power supply system when the vehicle collides;

Step S202, determining a target power-down protection strategy based on the electric shock risk level, wherein the target power-down protection strategy is used for determining power-down control actions to be executed by a plurality of control components of the vehicle in a plurality of control phases;

and step S203, powering down the high-voltage power supply system according to the target power-down protection strategy.

According to the method steps provided by the embodiment of the invention, a multistage control system for vehicle collision high-voltage power down shown in figure 3 is built. As shown in fig. 3, the core components of the multi-stage control system include: the vehicle safety control device comprises an airbag control unit 310 (with a vehicle collision acceleration monitoring function in different directions), a low-voltage distribution domain control unit 312 (for maintaining and disconnecting a high-voltage relay 12V power supply), a vehicle control unit 311, a battery management unit 316, a high-voltage relay unit 317 and an excitation fuse unit 318.

As shown in fig. 3, the airbag control unit 310 is configured to: and safety risk information such as front collision, side collision, back collision and the like of the vehicle is acquired in real time, and alarm information of corresponding collision types is sent.

As shown in fig. 3, the whole vehicle control unit 311 is configured to: the alarm CAN information of different collision types sent by the air bag control unit 310 is received, and the high-voltage relay unit 317, the excitation fuse unit 318 and the low-voltage distribution control unit 312 are coordinated and controlled to perform staged high-voltage and low-voltage protection actions through the built multistage protection strategy of high-voltage and low-voltage after the vehicle collides.

As shown in fig. 3, the low-voltage distribution area control unit 312 uses the low-voltage storage battery 313 as a power input, and is used for performing 312V distribution output for different areas of the whole vehicle through a control circuit inside the unit; and the device is also used for receiving a low-voltage power supply interruption request of the high-voltage relay sent by the whole vehicle control unit 311 and driving the corresponding 312V power supply output interface to be closed.

As shown in fig. 3, the DC/DC assembly 314 is configured to: in the high-voltage power-on process of the whole vehicle, the direct-current low-voltage electric energy from the storage battery 313 is converted into direct-current high-voltage electric energy and output to all high-voltage load assemblies 315, and all input capacitors are precharged; in the whole vehicle driving process, the direct-current high-voltage electric energy from the power battery is converted into direct-current low-voltage electric energy, and the direct-current low-voltage electric energy is output to the storage battery 313 and a low-voltage load network connected with the storage battery 313.

As shown in fig. 3, the whole vehicle high voltage load 315 is composed of an electric drive system, an air conditioning system, a thermal management system, etc., and is configured to receive a disable enabling command sent by the whole vehicle control unit 311 and stop the respective assembly operations before the high voltage power supply is turned off; and is further configured to receive an active discharge enabling command sent by the vehicle control unit 311 after the high-voltage power supply is turned off.

As shown in fig. 3, the battery control unit 316 is configured to: receiving each high-voltage relay enabling command sent by the whole vehicle control unit 311, and hard-wire driving corresponding high-voltage relays in the high-voltage relay unit 317 to be closed or opened; the vehicle collision CAN information sent by the airbag control unit 310 in different directions is received, and the hard wire drives the intelligent fuse unit 318 to be disconnected according to the function strategy.

In addition, as shown in fig. 3, the multi-stage control system further includes a system supporting component, such as a 12V battery, a high-voltage load of the whole vehicle, and the like.

The vehicle control method provided by the embodiment of the invention is realized based on the vehicle collision high-voltage power down multilevel control system shown in the figure 3, the electric shock risk level identification of personnel is realized based on the whole vehicle collision signal and the whole vehicle high-voltage system layout, the high-voltage power down multilevel control strategy is established to control the safety high-voltage power down of the whole vehicle, and the relay 12V power supply control strategy is further added on the basis of the relay disconnection control strategy according to the high-voltage power down multilevel control strategy provided by the invention, so that the abnormal driving control of the relay after the vehicle collides can be prevented, the safety of the vehicle collision high-voltage power down is improved, and the vehicle collision maintenance cost is reduced.

Optionally, in the step S201, the step of evaluating the electric shock risk level of the vehicle by using the collision signal of the vehicle may further include the following steps:

Step S211, acquiring a collision signal sent by an air bag control unit of the vehicle;

Step S212, determining a collision direction when the vehicle collides by using the collision signal;

Step S213, personnel electric shock risk assessment is carried out according to the collision direction, and electric shock risk level is determined.

In an application scenario, according to the above-mentioned optional method steps of the embodiment of the present invention, a vehicle control process shown in fig. 4 is provided, as shown in fig. 4, when an airbag control unit of a vehicle monitors that the vehicle collides (i.e. 410), a collision direction (i.e. 420) when the vehicle collides is determined by using a collision signal sent by the airbag control unit, and further, different electric shock risk levels are determined according to different collision directions, so as to represent electric shock risks of personnel under different collision conditions.

Specifically, as shown in fig. 4, in step 410, the airbag control unit comprehensively determines whether a collision accident with a severity exceeding a safety threshold occurs in the vehicle through a related vehicle acceleration sensor and a self-control algorithm; in step 420, the airbag control unit identifies whether the collision azimuth relates to a region where high-voltage system damage is likely to occur or not and the collision azimuth is likely to occur through a related vehicle acceleration sensor and a self-control algorithm, and the whole vehicle starts different control strategies according to the electric shock risk level reported by the airbag control unit.

Optionally, in the step S213, the step of evaluating the risk of electric shock of the person according to the collision direction and determining the risk of electric shock may further include the following steps:

step S2131, determining an electric shock risk level as a first risk level in response to the collision direction being a first direction, wherein the first direction indicates that a frontal collision of the vehicle has occurred;

In step S2132, in response to the collision direction being the second direction, determining that the electric shock risk level is a second risk level, wherein the second direction indicates that a side or back of the vehicle has collided, the second risk level being lower than the first risk level.

According to priori data in the application scene, when the front of the vehicle collides, determining that the electric shock risk level is a first risk level, namely the high-voltage electric shock risk is high, and indicating that the risk of high-voltage electric shock of personnel after the vehicle collides is higher; when the side or the back of the vehicle collides, the electric shock risk level is determined to be a second risk level, namely, the high-voltage electric shock low risk, and the risk of high-voltage electric shock of personnel after the vehicle collides is lower. On the basis, different risk control branch flows are entered according to different control strategies aiming at high-voltage electric shock high risk and high-voltage electric shock low risk, namely, different high-voltage electric control actions are carried out on the vehicle aiming at high-voltage electric shock high risk and high-voltage electric shock low risk collision in a plurality of risk control stages.

Optionally, in the step S202, the determining the target power-down protection policy based on the electric shock risk level may further include the following steps:

Step S221, determining a target power-down protection strategy as a first risk control strategy in response to the electric shock risk level being a first risk level, wherein the first risk control strategy is at least used for determining that a fuse corresponding to the high-voltage power supply system is controlled to be disconnected in a plurality of control stages;

In step S222, in response to the electric shock risk level being the second risk level, determining that the target power-down protection policy is the second risk control policy, where the second risk control policy is at least used to determine that the output voltage of the high-voltage power supply system is controlled to be adjusted to be below the safety threshold in the multiple control phases.

In the application scene, when the vehicle collides with high voltage electric shock and high risk, the vehicle is subjected to high voltage electric shock control according to a first risk control strategy, the fuse is preferentially driven to be disconnected in a plurality of control stages, and then other control actions are performed as redundant control. When the vehicle collides with high voltage electric shock and low risk, the vehicle is subjected to high voltage electric shock control according to a second risk control strategy, the output voltage of the high voltage power supply system is preferentially controlled to be lower than a safety threshold value in a plurality of control stages, and then other control actions are performed as redundant control.

Optionally, in the step S203, when the target power-down protection policy is the first risk control policy, the high-voltage power supply system is driven to power down according to the target power-down protection policy, and the method may further include the following steps:

step S231, performing driving control of a plurality of control phases on the high-voltage power supply system according to the first risk control strategy, where the driving control of the plurality of control phases includes:

In a first risk control stage, controlling a battery management unit of a high-voltage power supply system to drive a fuse to be disconnected;

In a second risk control stage, controlling the low-voltage distribution domain control unit to stop supplying power to the high-voltage relay of the high-voltage power supply system;

and in a third risk control stage, controlling a high-voltage load corresponding to the high-voltage power supply system to perform active discharge.

Optionally, according to the first risk control strategy, the driving control of the plurality of control phases further includes:

in the fourth risk control stage, the battery management unit is controlled to stop responding to the high-voltage power-on request sent by the high-voltage relay, and the high-voltage and low-voltage direct-current converter is controlled to stop responding to the reverse pre-charging request of the vehicle.

Still as shown in fig. 4, the control flows of steps 431, 432, 433, 440, 450 and 460 are entered according to the control strategy corresponding to the high risk of high voltage electric shock.

Specifically, in the first risk control stage, step 431, the battery management module receives the high-voltage electric shock high risk alarm signal reported by the air bag control unit, drives the intelligent fuse to be disconnected, and is used as a high-voltage electric shock protection measure in the first risk control stage of the whole vehicle, so that the high-voltage output of the power battery is stopped in a time as short as possible, and the whole vehicle is prevented from getting on fire or getting in electric shock.

Specifically, in step 432, the low-voltage distribution domain control unit receives the high-voltage down command sent by the whole vehicle control unit, and after confirming that the high-voltage down demand is valid, cuts off 12V power supply output to the high-voltage relay, and uses the power supply as a high-voltage down protection measure in the second risk control stage of the whole vehicle to realize the disconnection of the contacts of the high-voltage relay.

Specifically, in step 433, the vehicle control unit receives the high-voltage electric shock high-risk alarm signal reported by the airbag control unit, sends an active discharge command to each high-voltage load assembly of the whole vehicle, and reduces the voltage of the whole high-voltage system to be below the safety threshold within 5 seconds (i.e. a preset duration), so as to be used as a high-voltage power-down protection measure in the third risk control stage of the whole vehicle.

Specifically, in step 440, the bms records that the collision failure is valid according to the collision warning information reported from the airbag control unit, and jumps to step 450 or step 470 according to the electric shock risk level of the vehicle. In addition, the vehicle DC/DC converter assembly may also be used to record the crash fault and make a jump decision.

Specifically, in step 450, the battery management unit is controlled to not respond to the closing requirement of the high voltage relay of the whole vehicle after the vehicle collides corresponding to the high voltage electric shock. In step 460, after the vehicle collides with the high-voltage electric shock, the DC/DC assembly does not respond to the reverse pre-charging requirement (i.e. the enabling requirement of reverse pre-charging) of the vehicle, so that the high-voltage power supply system of the vehicle does not output high voltage. Thus, the steps 450 and 460 serve as protection measures for the high-voltage reduction in the fourth risk control stage of the whole vehicle.

According to the embodiment of the invention, when the multi-stage control system (for example, an airbag protection system) identifies that a collision (or an electric shock high risk collision, for example, a frontal collision) with high risk of personnel electric shock occurs, high risk alarm information is sent to a vehicle control bus (CAN line) and a multi-stage control flow is entered. Specifically, in the first stage, the BMS receives the high-risk alarm information and automatically ignites the intelligent fuse, so that the high-voltage down time is shortened; in the second stage, the vehicle controller receives the high-risk alarm information and requests the low-voltage distribution control unit to cut off 12V power supply of all high-voltage relays, so that the situation that the relays cannot be disconnected due to abnormal relay control is avoided; in the third stage, the whole vehicle controller executes a conventional high-voltage power-down strategy, and requests a high-voltage load to execute an active power-down strategy; in the fourth stage, that is, after the crash high-voltage power down is completed, the BMS prohibits the driving of the high-voltage relay to be closed again, and the vehicle high-low voltage direct current converter (i.e., DC/DC, having a reverse pre-charging function) records the vehicle crash information. It should be noted that, before the fault code is erased, the reverse precharge high voltage output may be disabled to avoid personnel shock during maintenance.

Optionally, in the step S203, when the target power-down protection policy is the second risk control policy, the high-voltage power supply system is driven to power down according to the target power-down protection policy, and the method may further include the following steps:

Step S232, performing driving control of a plurality of control phases on the high-voltage power supply system according to the second risk control strategy, where the driving control of the plurality of control phases at least includes:

in the first risk control stage, a high-voltage relay of the high-voltage power supply system is controlled to be disconnected, a high-voltage load corresponding to the high-voltage power supply system is controlled to perform active discharging, and the output voltage of the high-voltage power supply system is monitored.

Optionally, according to the second risk control strategy, the driving control of the plurality of control phases further includes: responsive to the output voltage not decreasing below the safety threshold for a preset period of time, entering a second risk control phase; in the second risk control stage, the low-voltage distribution domain control unit is controlled to stop supplying power to the high-voltage relay of the high-voltage power supply system.

Optionally, according to the second risk control strategy, the driving control of the plurality of control phases further includes: entering a third risk control phase in response to at least one of: the high-voltage relay is not disconnected, the output voltage is not lower than a safety threshold value, and the vehicle is in insulation failure; in a third risk control phase, a battery management unit of the high-voltage power supply system is controlled to drive a fuse to open.

Optionally, according to the second risk control strategy, the driving control of the plurality of control phases further includes: in the fourth risk control phase, the battery management unit is controlled to keep responding to the high-voltage power-on request sent by the high-voltage relay, and the high-voltage and low-voltage direct-current converter is controlled to keep responding to the reverse pre-charge request of the vehicle.

As also shown in fig. 4, the control flow of steps 434, 435, 436, 437, 438, 440, 470 and 480 is entered according to the control strategy corresponding to the high risk of high voltage electric shock.

Specifically, in the first risk control stage, in step 434, the vehicle control unit executes a high-voltage power down process after receiving the high-voltage electric shock low risk alarm signal reported by the airbag control unit, and controls the high-voltage relay of the high-voltage power supply system to be turned off. In step 435, the vehicle control unit sends an active discharge command to each high voltage load assembly of the whole vehicle, so as to reduce the voltage of the whole high voltage system below the safety threshold within 5 seconds (i.e. a preset duration), and the active discharge command is used as a protection measure for high voltage reduction in the first risk control stage of the whole vehicle.

Specifically, in the second risk control stage, step 436, after the low-voltage distribution domain control unit receives the high-voltage power down instruction sent by the vehicle control unit and confirms that the high-voltage power down demand is valid, the low-voltage distribution domain control unit cuts off 12V power supply output to the high-voltage relay, thereby serving as a protection measure for the high-voltage power down in the second risk control stage of the vehicle, and preventing the high-voltage power supply system from being abnormal due to vehicle collision, so that the high-voltage relay is not driven to be disconnected in step 434.

Specifically, in the third risk control phase, step 437, if the BMS monitoring determines that at least one of the following target conditions is met, step 438 is entered, where the target conditions include: the high-voltage relay is not disconnected as expected, the high-voltage load voltage of the whole vehicle is not reduced below a safety threshold value, and the insulation of the whole vehicle fails. In step 438, the battery management unit drives the intelligent fuse to open to realize that the whole vehicle forces the high-voltage down again, thereby serving as a protection measure for the high-voltage down in the third risk control stage of the whole vehicle.

Specifically, in the fourth risk control stage, the bms or the DC/DC assembly jumps the high-voltage power down control flow to step 470 according to the electric shock risk level of the vehicle. In step 470, the battery management unit is controlled to remain responsive to the closing demand of the full vehicle high voltage relay after a vehicle collision corresponding to a high voltage shock low risk. In step 480, the DC/DC assembly remains responsive to the reverse pre-charge requirement (i.e., the enabling requirement of reverse pre-charge) of the vehicle after the vehicle encounters a collision corresponding to a low risk of high voltage electric shock, such that the high voltage power supply system of the vehicle can continue to output high voltage.

According to the embodiment of the invention, when the safety airbag protection system identifies that a collision (or electric shock low risk collision, such as side collision and back collision) with low electric shock risk of personnel occurs, low risk alarm information is sent to the CAN line, and a multi-stage control flow is entered. Specifically, in the first stage, the vehicle controller receives the low-risk alarm information and executes a normal high-voltage power down strategy and an active discharge strategy; in the second stage, the vehicle controller monitors whether the voltage at the high-voltage load side falls below a safety threshold (for example, 60V) within a preset time period (for example, 5 seconds), and if the voltage does not meet the condition of falling below the safety threshold, the vehicle controller requests the low-voltage distribution control unit to cancel 12V power supply of the high-voltage relay (namely, controls the high-voltage relay to be forcibly turned off), so that the vehicle electric shock prevention strategy failure or the excessive discharge of a power battery caused by BMS control failure is avoided; in the third stage, if the BMS monitors at least one of the following target conditions, the intelligent explosion-proof fuse is disconnected to realize forced high-voltage power down of the whole vehicle again, the target conditions comprise that the high-voltage relay is not disconnected as expected, the high-voltage load voltage of the whole vehicle is not reduced below a safety threshold, and the insulation of the whole vehicle fails.

It is easy to find that in the fourth stage of the multi-stage control flow of the airbag protection system described above, if it is recognized that the vehicle is involved in an electric shock high-risk collision (e.g., a frontal collision), the entire vehicle is prohibited from being powered on again at high voltage; if a low risk of shock collision (e.g., side collision, back collision) of the vehicle is identified, the whole vehicle is allowed to be powered up again at high voltage so that the vehicle moves from the collision place to the maintenance area.

The embodiment of the invention provides a multi-stage control system for high-voltage reduction in vehicle collision, which is used for realizing high-cost performance high-voltage reduction measures under the premise of safety and reliability when a vehicle collides.

In summary, the invention provides a multistage control system for high-voltage and low-voltage in vehicle collision, which is based on the whole vehicle collision direction recognition technology, combines the whole vehicle high-voltage system layout, realizes personnel electric shock risk grade recognition, establishes a multistage control strategy for high-voltage and low-voltage to control the safety high-voltage and low-voltage of the whole vehicle, improves the safety of high-voltage and low-voltage in vehicle collision and reduces the vehicle collision maintenance cost.

The high-voltage down-voltage multilevel control strategy provided by the invention is further added with the 12V power supply control strategy of the relay on the basis of the relay disconnection control strategy, so that the abnormal driving control of the relay after the collision of the vehicle can be prevented.

In addition, based on the high-voltage power-down multistage control strategy, when the vehicle is in electric shock low-risk collision, unnecessary activation of the intelligent fuse can be avoided, the vehicle can be allowed to be electrified again after being electrified under high voltage, convenience is brought to a user to move the vehicle from a collision place to a maintenance place, and user experience is improved.

In this embodiment, a vehicle control device is further provided, and the device is used to implement the foregoing embodiments and preferred embodiments, and will not be described in detail. As used below, a combination of software and/or hardware that belongs to a "module" may implement a predetermined function. While the means described in the following embodiments are preferably implemented in software, implementation in hardware, or a combination of software and hardware, is also possible and contemplated.

Fig. 5 is a block diagram of a vehicle control apparatus according to an embodiment of the present invention, as shown in fig. 5, including:

the evaluation module 501 is configured to evaluate an electric shock risk level of the vehicle by using a collision signal of the vehicle, where the electric shock risk level is used to represent an electric shock risk of a person caused by the high-voltage power supply system when the vehicle collides;

A determining module 502, configured to determine a target power-down protection policy based on the electric shock risk level, where the target power-down protection policy is used to determine power-down control actions to be executed by a plurality of control components of the vehicle in a plurality of control phases;

and the control module 503 is used for driving the high-voltage power supply system to be powered down according to the target power-down protection strategy.

Optionally, the evaluation module 501 is further configured to: acquiring a collision signal sent by an air bag control unit of a vehicle; determining a collision direction when the vehicle collides by using the collision signal; and carrying out personnel electric shock risk assessment according to the collision direction, and determining the electric shock risk level.

Optionally, the evaluation module 501 is further configured to: determining an electric shock risk level as a first risk level in response to the collision direction being a first direction, wherein the first direction indicates that a frontal collision of the vehicle occurs; and determining that the electric shock risk level is a second risk level in response to the collision direction being a second direction, wherein the second direction indicates that a side or back of the vehicle is collided, and the second risk level is lower than the first risk level.

Optionally, the determining module 502 is further configured to: determining a target power-down protection strategy as a first risk control strategy in response to the electric shock risk level being a first risk level, wherein the first risk control strategy is at least used for determining that a fuse corresponding to the high-voltage power supply system is controlled to be disconnected in a plurality of control stages; and determining the target power-down protection strategy as a second risk control strategy in response to the electric shock risk level being a second risk level, wherein the second risk control strategy is at least used for determining that the output voltage of the high-voltage power supply system is controlled to be adjusted to be below a safety threshold in a plurality of control phases.

Optionally, the control module 503 is further configured to: and performing drive control of a plurality of control phases on the high-voltage power supply system according to a first risk control strategy, wherein the drive control of the plurality of control phases comprises: in a first risk control stage, controlling a battery management unit of a high-voltage power supply system to drive a fuse to be disconnected; in a second risk control stage, controlling the low-voltage distribution domain control unit to stop supplying power to the high-voltage relay of the high-voltage power supply system; and in a third risk control stage, controlling a high-voltage load corresponding to the high-voltage power supply system to perform active discharge.

Optionally, in the control module 503, according to the first risk control strategy, the driving control of the multiple control stages further includes: in the fourth risk control stage, the battery management unit is controlled to stop responding to the high-voltage power-on request sent by the high-voltage relay, and the high-voltage and low-voltage direct-current converter is controlled to stop responding to the reverse pre-charging request of the vehicle.

Optionally, the control module 503 is further configured to: and performing drive control of a plurality of control phases on the high-voltage power supply system according to a second risk control strategy, wherein the drive control of the plurality of control phases at least comprises: in the first risk control stage, a high-voltage relay of the high-voltage power supply system is controlled to be disconnected, a high-voltage load corresponding to the high-voltage power supply system is controlled to perform active discharging, and the output voltage of the high-voltage power supply system is monitored.

Optionally, in the control module 503, according to the second risk control strategy, the driving control of the multiple control stages further includes: responsive to the output voltage not decreasing below the safety threshold for a preset period of time, entering a second risk control phase; in the second risk control stage, the low-voltage distribution domain control unit is controlled to stop supplying power to the high-voltage relay of the high-voltage power supply system.

Optionally, in the control module 503, according to the second risk control strategy, the driving control of the multiple control stages further includes: entering a third risk control phase in response to at least one of: the high-voltage relay is not disconnected, the output voltage is not lower than a safety threshold value, and the vehicle is in insulation failure; in a third risk control phase, a battery management unit of the high-voltage power supply system is controlled to drive a fuse to open.

Optionally, in the control module 503, according to the second risk control strategy, the driving control of the multiple control stages further includes: in the fourth risk control phase, the battery management unit is controlled to keep responding to the high-voltage power-on request sent by the high-voltage relay, and the high-voltage and low-voltage direct-current converter is controlled to keep responding to the reverse pre-charge request of the vehicle.

In the embodiment of the invention, an evaluation module is adopted, and the collision signal of the vehicle is utilized to evaluate the electric shock risk level of the vehicle, wherein the electric shock risk level is used for representing the electric shock risk of personnel caused by a high-voltage power supply system when the vehicle collides; further utilizing a determining module to determine a target power-down protection strategy based on the electric shock risk level, wherein the target power-down protection strategy is used for determining power-down control actions to be executed by a plurality of control components of the vehicle in a plurality of control phases; and driving the high-voltage power supply system to power down according to the target power-down protection strategy through the control module. Therefore, the invention achieves the aim of controlling the vehicle to carry out high-voltage power down according to different strategies according to different electric shock risks caused by different collisions, thereby realizing the technical effects of improving the safety of the high-voltage power down process after the collision of the vehicle and saving the maintenance cost after the collision of the vehicle, and further solving the technical problems of low safety and high maintenance cost caused by uniformly forcing the high-voltage power down of the vehicle when the collision of the vehicle occurs in the related technology.

It should be noted that each of the above modules may be implemented by software or hardware, and for the latter, it may be implemented by, but not limited to: the modules are all located in the same processor; or the above modules may be located in different processors in any combination.

According to still another aspect of the embodiments of the present invention, there is provided a computer-readable storage medium, the storage medium including a stored program, wherein the device on which the storage medium is controlled to execute any one of the aforementioned vehicle control methods when the program runs.

Alternatively, in the present embodiment, the above-described storage medium may be configured to store a computer program for performing the steps of: evaluating the electric shock risk level of the vehicle by utilizing a collision signal of the vehicle, wherein the electric shock risk level is used for representing the electric shock risk of personnel caused by a high-voltage power supply system when the vehicle collides; determining a target power-down protection strategy based on the electric shock risk level, wherein the target power-down protection strategy is used for determining power-down control actions to be executed by a plurality of control components of the vehicle in a plurality of control phases; and driving the high-voltage power supply system to power down according to the target power-down protection strategy.

Alternatively, in the present embodiment, the above-described storage medium may be configured to store a computer program for performing the steps of: acquiring a collision signal sent by an air bag control unit of a vehicle; determining a collision direction when the vehicle collides by using the collision signal; and carrying out personnel electric shock risk assessment according to the collision direction, and determining the electric shock risk level.

Alternatively, in the present embodiment, the above-described storage medium may be configured to store a computer program for performing the steps of: determining an electric shock risk level as a first risk level in response to the collision direction being a first direction, wherein the first direction indicates that a frontal collision of the vehicle occurs; and determining that the electric shock risk level is a second risk level in response to the collision direction being a second direction, wherein the second direction indicates that a side or back of the vehicle is collided, and the second risk level is lower than the first risk level.

Alternatively, in the present embodiment, the above-described storage medium may be configured to store a computer program for performing the steps of: determining a target power-down protection strategy as a first risk control strategy in response to the electric shock risk level being a first risk level, wherein the first risk control strategy is at least used for determining that a fuse corresponding to the high-voltage power supply system is controlled to be disconnected in a plurality of control stages; and determining the target power-down protection strategy as a second risk control strategy in response to the electric shock risk level being a second risk level, wherein the second risk control strategy is at least used for determining that the output voltage of the high-voltage power supply system is controlled to be adjusted to be below a safety threshold in a plurality of control phases.

Alternatively, in the present embodiment, the above-described storage medium may be configured to store a computer program for performing the steps of: and performing drive control of a plurality of control phases on the high-voltage power supply system according to a first risk control strategy, wherein the drive control of the plurality of control phases comprises: in a first risk control stage, controlling a battery management unit of a high-voltage power supply system to drive a fuse to be disconnected; in a second risk control stage, controlling the low-voltage distribution domain control unit to stop supplying power to the high-voltage relay of the high-voltage power supply system; and in a third risk control stage, controlling a high-voltage load corresponding to the high-voltage power supply system to perform active discharge.

Alternatively, in the present embodiment, the above-described storage medium may be configured to store a computer program for performing the steps of: in the fourth risk control stage, the battery management unit is controlled to stop responding to the high-voltage power-on request sent by the high-voltage relay, and the high-voltage and low-voltage direct-current converter is controlled to stop responding to the reverse pre-charging request of the vehicle.

Alternatively, in the present embodiment, the above-described storage medium may be configured to store a computer program for performing the steps of: and performing drive control of a plurality of control phases on the high-voltage power supply system according to a second risk control strategy, wherein the drive control of the plurality of control phases at least comprises: in the first risk control stage, a high-voltage relay of the high-voltage power supply system is controlled to be disconnected, a high-voltage load corresponding to the high-voltage power supply system is controlled to perform active discharging, and the output voltage of the high-voltage power supply system is monitored.

Alternatively, in the present embodiment, the above-described storage medium may be configured to store a computer program for performing the steps of: responsive to the output voltage not decreasing below the safety threshold for a preset period of time, entering a second risk control phase; in the second risk control stage, the low-voltage distribution domain control unit is controlled to stop supplying power to the high-voltage relay of the high-voltage power supply system.

Alternatively, in the present embodiment, the above-described storage medium may be configured to store a computer program for performing the steps of: entering a third risk control phase in response to at least one of: the high-voltage relay is not disconnected, the output voltage is not lower than a safety threshold value, and the vehicle is in insulation failure; in a third risk control phase, a battery management unit of the high-voltage power supply system is controlled to drive a fuse to open.

Alternatively, in the present embodiment, the above-described storage medium may be configured to store a computer program for performing the steps of: in the fourth risk control phase, the battery management unit is controlled to keep responding to the high-voltage power-on request sent by the high-voltage relay, and the high-voltage and low-voltage direct-current converter is controlled to keep responding to the reverse pre-charge request of the vehicle.

Alternatively, in the present embodiment, the storage medium may include, but is not limited to: a usb disk, a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), a removable hard disk, a magnetic disk, or an optical disk, or other various media in which a computer program can be stored.

According to still another aspect of the embodiments of the present invention, there is also provided a vehicle including an in-vehicle memory in which a computer program is stored, and an in-vehicle processor configured to run the computer program to perform the vehicle control method of any one of the foregoing.

Alternatively, in the present embodiment, the above-described in-vehicle processor may be configured to execute the following steps by a computer program: evaluating the electric shock risk level of the vehicle by utilizing a collision signal of the vehicle, wherein the electric shock risk level is used for representing the electric shock risk of personnel caused by a high-voltage power supply system when the vehicle collides; determining a target power-down protection strategy based on the electric shock risk level, wherein the target power-down protection strategy is used for determining power-down control actions to be executed by a plurality of control components of the vehicle in a plurality of control phases; and driving the high-voltage power supply system to power down according to the target power-down protection strategy.

Alternatively, in the present embodiment, the above-described in-vehicle processor may be configured to execute the following steps by a computer program: acquiring a collision signal sent by an air bag control unit of a vehicle; determining a collision direction when the vehicle collides by using the collision signal; and carrying out personnel electric shock risk assessment according to the collision direction, and determining the electric shock risk level.

Alternatively, in the present embodiment, the above-described in-vehicle processor may be configured to execute the following steps by a computer program: determining an electric shock risk level as a first risk level in response to the collision direction being a first direction, wherein the first direction indicates that a frontal collision of the vehicle occurs; and determining that the electric shock risk level is a second risk level in response to the collision direction being a second direction, wherein the second direction indicates that a side or back of the vehicle is collided, and the second risk level is lower than the first risk level.

Alternatively, in the present embodiment, the above-described in-vehicle processor may be configured to execute the following steps by a computer program: determining a target power-down protection strategy as a first risk control strategy in response to the electric shock risk level being a first risk level, wherein the first risk control strategy is at least used for determining that a fuse corresponding to the high-voltage power supply system is controlled to be disconnected in a plurality of control stages; and determining the target power-down protection strategy as a second risk control strategy in response to the electric shock risk level being a second risk level, wherein the second risk control strategy is at least used for determining that the output voltage of the high-voltage power supply system is controlled to be adjusted to be below a safety threshold in a plurality of control phases.

Alternatively, in the present embodiment, the above-described in-vehicle processor may be configured to execute the following steps by a computer program: and performing drive control of a plurality of control phases on the high-voltage power supply system according to a first risk control strategy, wherein the drive control of the plurality of control phases comprises: in a first risk control stage, controlling a battery management unit of a high-voltage power supply system to drive a fuse to be disconnected; in a second risk control stage, controlling the low-voltage distribution domain control unit to stop supplying power to the high-voltage relay of the high-voltage power supply system; and in a third risk control stage, controlling a high-voltage load corresponding to the high-voltage power supply system to perform active discharge.

Alternatively, in the present embodiment, the above-described in-vehicle processor may be configured to execute the following steps by a computer program: in the fourth risk control stage, the battery management unit is controlled to stop responding to the high-voltage power-on request sent by the high-voltage relay, and the high-voltage and low-voltage direct-current converter is controlled to stop responding to the reverse pre-charging request of the vehicle.

Alternatively, in the present embodiment, the above-described in-vehicle processor may be configured to execute the following steps by a computer program: and performing drive control of a plurality of control phases on the high-voltage power supply system according to a second risk control strategy, wherein the drive control of the plurality of control phases at least comprises: in the first risk control stage, a high-voltage relay of the high-voltage power supply system is controlled to be disconnected, a high-voltage load corresponding to the high-voltage power supply system is controlled to perform active discharging, and the output voltage of the high-voltage power supply system is monitored.

Alternatively, in the present embodiment, the above-described in-vehicle processor may be configured to execute the following steps by a computer program: responsive to the output voltage not decreasing below the safety threshold for a preset period of time, entering a second risk control phase; in the second risk control stage, the low-voltage distribution domain control unit is controlled to stop supplying power to the high-voltage relay of the high-voltage power supply system.

Alternatively, in the present embodiment, the above-described in-vehicle processor may be configured to execute the following steps by a computer program: entering a third risk control phase in response to at least one of: the high-voltage relay is not disconnected, the output voltage is not lower than a safety threshold value, and the vehicle is in insulation failure; in a third risk control phase, a battery management unit of the high-voltage power supply system is controlled to drive a fuse to open.

Alternatively, in the present embodiment, the above-described in-vehicle processor may be configured to execute the following steps by a computer program: in the fourth risk control phase, the battery management unit is controlled to keep responding to the high-voltage power-on request sent by the high-voltage relay, and the high-voltage and low-voltage direct-current converter is controlled to keep responding to the reverse pre-charge request of the vehicle.

Alternatively, specific examples in this embodiment may refer to examples described in the foregoing embodiments and alternative implementations thereof, and are not described herein.

The foregoing embodiment numbers of the present invention are merely for the purpose of description, and do not represent the advantages or disadvantages of the embodiments.

In the foregoing embodiments of the present invention, the descriptions of the embodiments are emphasized, and for a portion of this disclosure that is not described in detail in this embodiment, reference is made to the related descriptions of other embodiments.

In the several embodiments provided in the present invention, it should be understood that the disclosed technology may be implemented in other manners. The above-described embodiments of the apparatus are merely exemplary, and the division of the units, for example, may be a logic function division, and may be implemented in another manner, for example, a plurality of units or components may be combined or may be integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some interfaces, units or modules, or may be in electrical or other forms.

The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

In addition, each functional unit in the embodiments of the present invention may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.

The integrated units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied essentially or in part or all of the technical solution or in part in the form of a software product stored in a storage medium, including instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: various media capable of storing program codes, such as a U disk, ROM, RAM, a mobile hard disk, a magnetic disk or an optical disk.

The foregoing is merely a preferred embodiment of the present invention and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present invention, which are intended to be comprehended within the scope of the present invention.

Claims

1. A vehicle control method characterized by comprising:

Evaluating the electric shock risk level of the vehicle by utilizing a collision signal of the vehicle, wherein the electric shock risk level is used for representing the electric shock risk of personnel caused by a high-voltage power supply system when the vehicle collides;

Determining a target power-down protection strategy based on the electric shock risk level, wherein the target power-down protection strategy is used for determining power-down control actions to be executed by a plurality of control components of the vehicle in a plurality of control phases;

And driving the high-voltage power supply system to be powered down according to the target power-down protection strategy.

2. The vehicle control method according to claim 1, characterized in that evaluating the electric shock risk level of the vehicle using the collision signal of the vehicle includes:

Acquiring the collision signal sent by an air bag control unit of the vehicle;

determining a collision direction when the vehicle collides by using the collision signal;

And carrying out personnel electric shock risk assessment according to the collision direction, and determining the electric shock risk grade.

3. The vehicle control method according to claim 2, wherein performing a person electrocution risk assessment according to the collision direction, determining the electrocution risk level includes:

determining the electric shock risk level as a first risk level in response to the collision direction being a first direction, wherein the first direction indicates that a frontal collision of the vehicle occurs;

And determining that the electric shock risk level is a second risk level in response to the collision direction being a second direction, wherein the second direction indicates that a side or back of the vehicle collides, and the second risk level is lower than the first risk level.

4. The vehicle control method of claim 1, wherein determining the target power-down protection strategy based on the shock risk level comprises:

Determining the target power-down protection strategy as a first risk control strategy in response to the electric shock risk level being a first risk level, wherein the first risk control strategy is at least used for determining that fuses corresponding to the high-voltage power supply system are controlled to be disconnected in the plurality of control stages;

And determining that the target power-down protection strategy is a second risk control strategy in response to the electric shock risk level being a second risk level, wherein the second risk control strategy is at least used for determining that the output voltage of the high-voltage power supply system is controlled to be regulated below a safety threshold in the plurality of control phases.

5. The vehicle control method of claim 1, wherein driving the high voltage power supply system down according to the target power down protection strategy when the target power down protection strategy is a first risk control strategy comprises:

and performing drive control of a plurality of control phases on the high-voltage power supply system according to the first risk control strategy, wherein the drive control of the plurality of control phases comprises:

In a first risk control stage, controlling a battery management unit of the high-voltage power supply system to drive a fuse to be disconnected;

In a second risk control stage, controlling a low-voltage distribution domain control unit to stop supplying power to a high-voltage relay of the high-voltage power supply system;

and in a third risk control stage, controlling the high-voltage load corresponding to the high-voltage power supply system to perform active discharge.

6. The vehicle control method according to claim 5, characterized in that the drive control of the plurality of control phases further includes:

In a fourth risk control stage, the battery management unit is controlled to stop responding to the high-voltage power-on request sent by the high-voltage relay, and the high-voltage and low-voltage direct-current converter is controlled to stop responding to the reverse pre-charging request of the vehicle.

7. The vehicle control method of claim 1, wherein driving the high voltage power supply system down according to the target power down protection strategy when the target power down protection strategy is a second risk control strategy comprises:

And performing drive control of a plurality of control phases on the high-voltage power supply system according to the second risk control strategy, wherein the drive control of the plurality of control phases at least comprises:

In a first risk control stage, a high-voltage relay of the high-voltage power supply system is controlled to be disconnected, a high-voltage load corresponding to the high-voltage power supply system is controlled to perform active discharging, and the output voltage of the high-voltage power supply system is monitored.

8. The vehicle control method according to claim 7, characterized in that the drive control of the plurality of control phases further includes:

responsive to the output voltage not decreasing below a safety threshold for a preset period of time, entering a second risk control phase;

and in the second risk control stage, controlling a low-voltage distribution domain control unit to stop supplying power to a high-voltage relay of the high-voltage power supply system.

9. The vehicle control method according to claim 8, characterized in that the drive control of the plurality of control phases further includes:

Entering a third risk control phase in response to at least one of: the high-voltage relay is not disconnected, the output voltage is not lower than the safety threshold, and the vehicle is in insulation failure;

and in the third risk control stage, controlling a battery management unit of the high-voltage power supply system to drive a fuse to be opened.

10. The vehicle control method according to claim 9, characterized in that the drive control of the plurality of control phases further includes:

In a fourth risk control phase, the battery management unit is controlled to keep responding to a high-voltage power-on request sent by the high-voltage relay, and the high-voltage and low-voltage direct-current converter is controlled to keep responding to a reverse pre-charge request of the vehicle.

11. A vehicle control apparatus characterized by comprising:

the system comprises an evaluation module, a control module and a control module, wherein the evaluation module is used for evaluating the electric shock risk level of a vehicle by utilizing a collision signal of the vehicle, wherein the electric shock risk level is used for representing the electric shock risk of personnel caused by a high-voltage power supply system when the vehicle collides;

the determining module is used for determining a target power-down protection strategy based on the electric shock risk level, wherein the target power-down protection strategy is used for determining power-down control actions to be executed by a plurality of control components of the vehicle in a plurality of control phases;

And the control module is used for driving the high-voltage power supply system to be powered down according to the target power-down protection strategy.

12. A storage medium comprising a stored program, wherein the program, when run, controls a device in which the storage medium is located to execute the vehicle control method according to any one of claims 1 to 10.

13. A vehicle comprising an on-board memory in which a computer program is stored and an on-board processor arranged to run the computer program to perform the vehicle control method of any one of claims 1 to 10.