Vehicle control method, device, apparatus and readable storage medium

Abstract

The application discloses a vehicle control method, device and equipment and a readable storage medium, and relates to the technical field of vehicle control. The vehicle control method comprises the following steps: acquiring first state information of a vehicle and a first contact state of a main positive contactor in the vehicle, wherein the first contact state is a contact state of the main positive contactor detected after the vehicle is powered off last time; after the first state information meets a high-voltage power-on condition, it is judged whether the first contact state is main positive contactor sticking; if the first contact state is not main positive contactor sticking, the vehicle is powered on. The application solves the technical problem that in the prior art, each time the vehicle is powered on at high voltage, the next step operation can be performed only after the detection of the main positive contactor is completed, thereby causing the response and timeliness of the vehicle power-on to be low.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a vehicle control method, apparatus, device, and readable storage medium. Background Technology

[0002] With the development of new energy vehicles, they are becoming increasingly popular. When a new energy vehicle starts, there is a high-voltage power-on process. Currently, during this process, before closing the main positive contactor, the pre-charge contactor is closed first, creating a charging and discharging circuit in the pre-charge circuit, causing the circuit voltage to rise slowly. Once the circuit voltage reaches a certain threshold, the main positive contactor is closed, and then the pre-charge contactor is opened, completing the entire high-voltage power-on process.

[0003] Currently, to reduce costs, the main positive contactors used in the market typically do not have auxiliary contacts. Therefore, detecting whether the main positive contactor is stuck requires judging the voltage difference across its two ends, which usually takes a certain amount of time. As a result, each time the vehicle is powered on at high voltage, the next operation can only be performed after the main positive contactor has been detected, leading to a relatively low timeliness of vehicle power-on response. Summary of the Invention

[0004] The main objective of this invention is to provide a vehicle control method that addresses the technical problem that the vehicle can only proceed with the next operation after the main positive contactor has completed its detection each time it is powered on, resulting in a low timeliness of the vehicle's power-on response.

[0005] To achieve the above objectives, in a first aspect, the present invention provides a vehicle control method, the vehicle control method comprising:

[0006] Acquire the first state information of the vehicle and the first contact state of the main positive contactor in the vehicle, wherein the first contact state is the contact state of the main positive contactor detected after the vehicle was last powered off;

[0007] After the first state information meets the high voltage power-on conditions, it is determined whether the first contact state is due to the main positive contactor sticking.

[0008] If the first contact state is not due to the main positive contactor sticking, then the vehicle is powered on.

[0009] Based on the above technical solution, by acquiring the vehicle's first state information and the first contact state of the main positive contactor in the vehicle, wherein the first contact state is the contact state of the main positive contactor detected after the vehicle was last powered down, and then, after the first state information meets the high-voltage power-on conditions, it is determined whether the first contact state indicates that the main positive contactor is stuck; if the first contact state indicates that the main positive contactor is not stuck, then the vehicle is powered on. This embodiment obtains the first contact state by detecting the contact state of the main positive contactor after the vehicle was last powered down, thus eliminating the need to detect the contact state of the main positive contactor again when the vehicle is powered on, thereby effectively improving the timeliness of the vehicle's power-on response.

[0010] According to the first aspect, after the step of determining whether the first contact state is due to adhesion of the main positive contactor, the method further includes:

[0011] If the first contact state is that the main positive contactor is stuck, then the main positive contactor is detected to obtain the second contact state;

[0012] If the second contact state is not due to the main positive contactor sticking, then the vehicle is powered on.

[0013] If the second contact state is that the main positive contactor is stuck, a preset prompt message will be output, and the vehicle will be controlled to stop powering on.

[0014] Based on the above technical solution, if the first contact state indicates that the main positive contactor is stuck, the main positive contactor is detected again to obtain a second contact state. If the second contact state indicates that the main positive contactor is not stuck, the vehicle is powered on. If the second contact state indicates that the main positive contactor is stuck, a preset prompt message is output, and the vehicle is powered off. Therefore, this embodiment improves the accuracy of detecting the contact state of the main positive contactor and allows for timely correction of the contact state.

[0015] According to the first aspect, or any implementation of the first aspect above, the step of detecting the main positive contactor to obtain the second contact state includes:

[0016] Obtain the voltage difference between the two ends of the main positive contactor;

[0017] If the voltage difference between the two ends is less than the preset voltage difference threshold, then the second contact state is determined to be not the main positive contactor adhesion.

[0018] If the voltage difference between the two ends is not less than a preset voltage difference threshold, then the second contact state is determined to be the main positive contactor sticking.

[0019] Based on the above technical solution, by obtaining the voltage difference across the two ends of the main positive contactor, if the voltage difference is less than a preset voltage difference threshold, it is determined that the second contact state is not due to the main positive contactor sticking; if the voltage difference is not less than the preset voltage difference threshold, it is determined that the second contact state is due to the main positive contactor sticking. Therefore, this embodiment uses the voltage difference across the two ends of the main positive contactor to determine whether the main positive contactor has been disconnected, thereby determining whether the main positive contactor has stuck and obtaining the second contact state.

[0020] According to the first aspect, or any implementation of the first aspect above, the first state information includes a first operating state and a first key position. Before the step of determining whether the first contact state is stuck after the first state information meets the high-voltage energization conditions, the following steps are included:

[0021] After the first key position is in the working position, determine whether the vehicle is allowed to be powered on based on the first operating state;

[0022] If the vehicle is allowed to be powered on, then obtain the first duration for which the first key position is in the working position;

[0023] If the first duration exceeds the preset first detection period, then the first state information is determined to meet the high voltage power-on conditions.

[0024] Based on the above technical solution, after the first key position is in the working position, it is determined whether the vehicle is allowed to be powered on according to the first operating state; if the vehicle is allowed to be powered on, the first duration of the first key position being in the working position is obtained; after the first duration exceeds a preset first detection cycle, it is determined that the first state information meets the high-voltage power-on conditions. This avoids erroneous pre-charging processes caused by users accidentally switching the vehicle's key position, thereby improving the accuracy of recognizing the user's power-on intention, increasing the service life of the pre-charging contactor, and ensuring that the pre-charging resistor will not overheat and burn out due to prolonged use, thus improving the safety of the vehicle during the high-voltage power-on process.

[0025] According to the first aspect, or any implementation of the first aspect above, before the step of obtaining the first state information and the first contact state of the main positive contactor, the method further includes:

[0026] Obtain the second state information of the vehicle;

[0027] After the second state information meets the high-voltage power-off condition, the vehicle is controlled to power off.

[0028] The main positive contactor is tested to obtain its first contact state.

[0029] Based on the above technical solution, by acquiring the second state information of the vehicle, and after the second state information meets the high-voltage power-off conditions, the vehicle is controlled to power down. Then, the first contact state of the main positive contactor is obtained by detection. Therefore, when the vehicle is powered on again, the first contact state can be directly acquired, and the vehicle can be controlled to power on. Thus, without affecting the vehicle's rapid power-off, the responsiveness of vehicle power-on is improved.

[0030] According to the first aspect, or any implementation of the first aspect above, the first state information includes a second operating state and a second key position. Before the step of controlling the vehicle to power down after the second state information satisfies the high-voltage power-off condition, the following steps are included:

[0031] After the second key position is in the off position, determine whether the vehicle is allowed to be powered off based on the second operating state;

[0032] If the vehicle is allowed to be powered off, then obtain the second duration during which the second key position is in the off position;

[0033] If the second duration exceeds the preset second detection period, then the second state information is determined to meet the high voltage power-off condition.

[0034] Based on the above technical solution, after the second key position is in the off position, it is determined whether the vehicle is allowed to be powered down according to the second operating state; if the vehicle is allowed to be powered down, the second duration of the second key position being in the off position is obtained; after the second duration exceeds a preset second detection cycle, it is determined that the second state information meets the high-voltage power-down condition. Therefore, it is possible to avoid the vehicle being powered down due to the user's accidental shifting of the vehicle's gear, thus improving the accuracy of recognizing the user's intention to power down.

[0035] According to the first aspect, or any implementation of the first aspect above, the step of controlling the vehicle to power down includes:

[0036] A high-voltage power-down command is sent to the battery management system in the vehicle to cause the battery management system to disconnect the main positive contactor;

[0037] After receiving the main positive contactor disconnection signal from the battery management system, a capacitor discharge command is sent to the capacitor controller to enable the capacitor controller to perform capacitor charge discharge operation and complete the vehicle power-off.

[0038] Based on the above technical solution, a high-voltage power-down command is sent to the battery management system in the vehicle to disconnect the main positive contactor. Then, upon receiving the main positive contactor disconnection signal from the battery management system, a capacitor discharge command is sent to the capacitor controller to perform a capacitor charge discharge operation, thus completing the vehicle power-down.

[0039] In a second aspect, the present invention provides a vehicle control device, the vehicle control device comprising:

[0040] The acquisition module is used to acquire the first state information of the vehicle and the first contact state of the main positive contactor in the vehicle, wherein the first contact state is the contact state of the main positive contactor recorded after the vehicle was last powered off.

[0041] The judgment module is used to determine whether the first contact state is stuck after the first state information meets the high voltage power-on conditions.

[0042] The control module is used to control the vehicle to power on if the first contact state is not due to the main positive contactor sticking.

[0043] According to the second aspect, the control module is also used for:

[0044] If the first contact state is that the main positive contactor is stuck, then the main positive contactor is detected to obtain the second contact state;

[0045] If the second contact state is not due to the main positive contactor sticking, then the vehicle is powered on.

[0046] If the second contact state is that the main positive contactor is stuck, a preset prompt message will be output, and the vehicle will be controlled to stop powering on.

[0047] According to the second aspect, or any implementation of the second aspect above, the control module is also used for:

[0048] Obtain the voltage difference between the two ends of the main positive contactor;

[0049] If the voltage difference between the two ends is less than the preset voltage difference threshold, then the second contact state is determined to be not the main positive contactor adhesion.

[0050] If the voltage difference between the two ends is not less than a preset voltage difference threshold, then the second contact state is determined to be the main positive contactor sticking.

[0051] According to the second aspect, or any implementation of the second aspect above, the vehicle control device further includes a power-on detection module; the power-on detection module is used for:

[0052] After the first key position is in the working position, determine whether the vehicle is allowed to be powered on based on the first operating state;

[0053] If the vehicle is allowed to be powered on, then obtain the first duration for which the first key position is in the working position;

[0054] If the first duration exceeds the preset first detection period, then the first state information is determined to meet the high voltage power-on conditions.

[0055] According to the second aspect, or any implementation of the second aspect above, the vehicle control device further includes a power-down module; the power-down module is used for:

[0056] Obtain the second state information of the vehicle;

[0057] After the second state information meets the high-voltage power-off condition, the vehicle is controlled to power off.

[0058] The main positive contactor is tested to obtain its first contact state.

[0059] According to the second aspect, or any implementation of the second aspect above, the power-down module is also used for:

[0060] After the second key position is in the off position, determine whether the vehicle is allowed to be powered off based on the second operating state;

[0061] If the vehicle is allowed to be powered off, then obtain the second duration during which the second key position is in the off position;

[0062] If the second duration exceeds the preset second detection period, then the second state information is determined to meet the high voltage power-off condition.

[0063] According to the second aspect, or any implementation of the second aspect above, the power-down module is also used for:

[0064] A high-voltage power-down command is sent to the battery management system in the vehicle to cause the battery management system to disconnect the main positive contactor;

[0065] After receiving the main positive contactor disconnection signal from the battery management system, a capacitor discharge command is sent to the capacitor controller to enable the capacitor controller to perform capacitor charge discharge operation and complete the vehicle power-off.

[0066] The second aspect and any implementation thereof correspond to the first aspect and any implementation thereof, respectively. The technical effects of the second aspect and any implementation thereof are similar to those of the first aspect and any implementation thereof, and will not be repeated here.

[0067] Thirdly, the present invention provides a vehicle control device, the vehicle control device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the vehicle control method as described above.

[0068] The third aspect and any implementation thereof correspond to the first aspect and any implementation thereof, respectively. The technical effects of the third aspect and any implementation thereof are similar to those of the first aspect and any implementation thereof, and will not be repeated here.

[0069] Fourthly, the present invention provides a computer-readable storage medium storing a computer program that, when executed by a processor, causes the processor to perform a vehicle control method as described in any one of the first aspects or possible implementations thereof.

[0070] The fourth aspect and any implementation thereof correspond to the first aspect and any implementation thereof, respectively. The technical effects of the fourth aspect and any implementation thereof are similar to those of the first aspect and any implementation thereof, and will not be repeated here.

[0071] Fifthly, embodiments of the present invention provide a computer program including instructions for executing the vehicle control method in the first aspect and any possible implementation thereof.

[0072] The fifth aspect and any implementation thereof correspond to the first aspect and any implementation thereof, respectively. The technical effects of the fifth aspect and any implementation thereof are similar to those of the first aspect and any implementation thereof, and will not be repeated here. Attached Figure Description

[0073] Figure 1 This is a schematic diagram of the high-voltage power-on / off control circuit of the vehicle involved in the present invention;

[0074] Figure 2This is a schematic diagram of a scenario representing the first embodiment of the vehicle control method of the present invention;

[0075] Figure 3 This is a flowchart illustrating the second embodiment of the vehicle control method of the present invention;

[0076] Figure 4 This is a schematic diagram of the vehicle control device of the present invention;

[0077] Figure 5 This is a schematic diagram of the device structure of the hardware operating environment involved in the embodiments of the present invention.

[0078] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0079] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0080] In this article, the term "and / or" is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can represent three situations: A exists alone, A and B exist simultaneously, and B exists alone.

[0081] The terms "first" and "second," etc., used in the specification and claims of this application are used to distinguish different objects, not to describe a specific order of objects. For example, "first target object" and "second target object," etc., are used to distinguish different target objects, not to describe a specific order of target objects.

[0082] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0083] It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0084] With the development of new energy vehicles, they are becoming increasingly popular. When a new energy vehicle starts, there is a high-voltage power-on process. To avoid the high-voltage surge upon connection, new energy vehicles generally require a pre-charging circuit for pre-charging.

[0085] Reference Figure 1 , Figure 1 This is a schematic diagram of the high-voltage power-on / off control circuit for a vehicle, as per the present invention. The high-voltage power-on / off control circuit typically comprises components such as a main positive contactor 1, a main negative contactor 2, a pre-charge contactor 3, and a pre-charge resistor 4, wherein the main positive contactor 1, pre-charge contactor 3, and pre-charge resistor 4 are connected in parallel. Currently, during the high-voltage power-on process, the main negative contactor 2 is closed. Before closing the main positive contactor 1, the pre-charge contactor 3 is closed first, forming a charging / discharging circuit in the pre-charge circuit, causing the circuit voltage to rise slowly. When the circuit voltage reaches a certain threshold (e.g., 90% or 95% of the total battery voltage), the main positive contactor 1 is closed, and then the pre-charge contactor 3 is opened, completing the entire high-voltage power-on process.

[0086] Currently, to reduce costs, the main positive contactors used in the market typically do not have auxiliary contacts. Therefore, detecting whether the main positive contactor is stuck requires judging the voltage difference across its two ends, which usually takes a certain amount of time. As a result, each time the vehicle is powered on at high voltage, the next operation can only be performed after the main positive contactor has been detected, leading to a relatively low timeliness of vehicle power-on response.

[0087] The vehicle control method of the present invention will be described below with reference to some embodiments:

[0088] The vehicle control method of the present invention can be executed by a vehicle control device, which can be a VCU (Vehicle Control Unit), PC (Personal Computer), tablet computer, portable computer or server, etc.

[0089] In one embodiment of the present invention, first state information of the vehicle and a first contact state of the main positive contactor in the vehicle are obtained, wherein the first contact state is the contact state of the main positive contactor detected after the vehicle was last powered down. Then, after the first state information meets the high-voltage power-on conditions, it is determined whether the first contact state indicates that the main positive contactor is stuck; if the first contact state indicates that the main positive contactor is not stuck, the vehicle is powered on. This embodiment obtains the first contact state by detecting the contact state of the main positive contactor after the vehicle was last powered down, thus eliminating the need to detect the contact state of the main positive contactor again when the vehicle is powered on, thereby effectively improving the timeliness of the vehicle's power-on response.

[0090] Please refer to Figure 2 , Figure 2This is a flowchart illustrating the first embodiment of the vehicle control method of the present invention. It should be noted that although the logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in a different order than that shown here.

[0091] The first embodiment of the present invention provides a vehicle control method, the vehicle control method comprising the following steps:

[0092] Step S100: Obtain the first state information of the vehicle and the first contact state of the main positive contactor in the vehicle, wherein the first contact state is the contact state of the main positive contactor detected after the vehicle was last powered off.

[0093] In this embodiment, it should be noted that the first contact state is the contact state of the main positive contactor detected after the vehicle was last powered off. After the vehicle was last powered off, the first contact state is obtained by detecting the contact state of the main positive contactor, and then the first contact state is recorded. For example, when the first contact state is that the main positive contactor is stuck, the "contactor sticking detection flag" can be set to 1, so that when the vehicle is about to be powered on, the "contactor sticking detection flag" can be read to know that the first contact state is that the main positive contactor is stuck. When the first contact state is not that the main positive contactor is stuck, the "contactor sticking detection flag" is not set to avoid frequent erasing and writing of the storage device, which would affect the service life of the storage device.

[0094] Furthermore, it should be noted that the vehicle's first state information may include a first operating state and a first key position. The first operating state may include hardware operating state information of the vehicle, such as the power battery state, DC-DC converter state, and motor state. The first key position may be the ON position, OFF position, ACC position, or LOCK position.

[0095] Step S200: After the first state information meets the high voltage power-on conditions, determine whether the first contact state is the main positive contactor stuck.

[0096] It should be noted that the high-voltage power-on condition refers to the status information of whether the vehicle is allowed to be powered on. For example, the first operating state in the first status information indicates that the vehicle is fault-free and allowed to be powered on, and the first key position is the working position.

[0097] Once the first state information meets the high-voltage power-on conditions, it indicates that the vehicle is permitted to be powered on. This allows for determination of whether the first contact state indicates the main positive contactor is stuck. This is to prevent high-voltage surges caused by the main positive contactor sticking when the vehicle is powered on, which could burn out vehicle components and create a safety hazard.

[0098] The first status information includes a first operating status and a first key position. Step S200, after the first status information meets the high-voltage power-on conditions and before determining whether the first contact status is stuck to the main positive contactor, includes:

[0099] Step S210: After the first key position is in the working position, determine whether the vehicle is allowed to be powered on based on the first operating state;

[0100] Step S220: If the vehicle is allowed to power on, obtain the first duration for which the first key position is in the working position;

[0101] Step S230: After the first duration exceeds the preset first detection period, it is determined that the first state information meets the high voltage power-on conditions.

[0102] Specifically, after the first key position is in the working position, the vehicle's hardware status can be determined based on the first operating state to determine whether the vehicle is allowed to be powered on. That is, if the first key position is in the working position and the vehicle's hardware status is not faulty, the vehicle can be determined to be allowed to be powered on. If the vehicle is allowed to be powered on, the first key position is detected at preset detection intervals (e.g., 50ms, 100ms, 150ms, etc.) to obtain the first duration of the first key position being in the working position. If the first duration is longer than the preset first detection cycle (e.g., 200ms, 300ms, 400ms, etc.), it indicates that the first key position being in the working position is the user's true intention, and the first state information is determined to meet the high-voltage power-on conditions. This avoids erroneous pre-charging processes caused by users mistakenly switching the vehicle's key position, thereby improving the accuracy of recognizing the user's power-on intention, increasing the lifespan of the pre-charging contactor, and ensuring that the pre-charging resistor will not overheat and burn out due to prolonged use, thus improving the vehicle's safety during the high-voltage power-on process.

[0103] Step S300: If the first contact state is not the main positive contactor sticking, then control the vehicle to be powered on.

[0104] Specifically, if the first contact state is not due to the main positive contactor sticking, the vehicle can be powered on normally. A high-voltage power-on command can be first issued to the vehicle's battery management system, causing the system to close the main negative contactor and the pre-charge contactor, resulting in a slow increase in the circuit voltage. Once the circuit voltage reaches a preset threshold (e.g., 90% or 95% of the total battery voltage), the main positive contactor is closed, and the pre-charge contactor is opened, completing the high-voltage power-on process for the vehicle.

[0105] Furthermore, after determining in step S200 whether the first contact state is due to adhesion of the main positive contactor, the method further includes:

[0106] Step S400: If the first contact state is that the main positive contactor is stuck, then the main positive contactor is detected to obtain the second contact state.

[0107] Step S500: If the second contact state is not the main positive contactor sticking, then control the vehicle to be powered on.

[0108] In step S600, if the second contact state is that the main positive contactor is stuck, a preset prompt message is output, and the vehicle is controlled to stop powering on.

[0109] Specifically, if the first contact state indicates that the main positive contactor is stuck, it means that the vehicle detected the main positive contactor being stuck during the last power-down. The second contact state can then be obtained by detecting the main positive contactor. If the second contact state indicates that the main positive contactor is not stuck, it means that the vehicle may have had the main positive contactor repaired after power-down, or the sticking was minor and it disconnected on its own. In this case, the vehicle can be powered on. If the second contact state indicates that the main positive contactor is stuck, it means that the main positive contactor showed sticking in both detections. A preset prompt message is then output, and the vehicle is powered off to prevent high-voltage surges that could burn out vehicle components and create safety hazards when the vehicle is powered on due to the sticking of the main positive contactor. The preset prompt message is used to alert the user that the main positive contactor is stuck. The preset prompt message can be output to a preset terminal, such as the user's smartphone or the vehicle's main control unit, in any one or more forms, including voice, text, and images.

[0110] This embodiment improves the accuracy of detecting the contact state of the main positive contactor by re-detecting it if the first contact state indicates that the main positive contactor is stuck, thus obtaining a second contact state. If the second contact state indicates that the main positive contactor is not stuck, the vehicle is powered on. If the second contact state indicates that the main positive contactor is stuck, a preset prompt message is output, and the vehicle is powered off. Therefore, this embodiment improves the accuracy of detecting the contact state of the main positive contactor and allows for timely correction of the contact state.

[0111] In step S400, the main positive contactor is detected to obtain a second contact state, including:

[0112] Step S410: Obtain the voltage difference between the two ends of the main positive contactor;

[0113] Step S420: If the voltage difference between the two ends is less than a preset voltage difference threshold, then it is determined that the second contact state is not the main positive contactor adhesion.

[0114] Step S430: If the voltage difference between the two ends is not less than a preset voltage difference threshold, then the second contact state is determined to be the main positive contactor sticking.

[0115] In this embodiment, it should be noted that the main positive contactor is in an open state before the vehicle is energized with high voltage, and the voltage difference across the main positive contactor is small. If the main positive contactor becomes stuck, a large voltage difference across the main positive contactor will be detected.

[0116] It is understood that a detection circuit is provided at both ends of the main positive contactor to collect a first voltage and a second voltage at both ends of the main positive contactor. Therefore, the voltage difference across the main positive contactor can be obtained by calculating the difference between the first voltage and the second voltage.

[0117] Furthermore, it can be determined whether the voltage difference between the two ends is less than a preset voltage difference threshold (such as 3V, 5V, 7V, etc.). If the voltage difference between the two ends is less than the preset voltage difference threshold, it indicates that the main positive contactor has been disconnected, and it can be determined that the second contact state is not due to the main positive contactor being stuck. If the voltage difference between the two ends is not less than the preset voltage difference threshold, it indicates that the main positive contactor has not been disconnected, and it can be determined that the second contact state is due to the main positive contactor being stuck.

[0118] In this embodiment, by acquiring the voltage difference across the two ends of the main positive contactor, if the voltage difference is less than a preset voltage difference threshold, it is determined that the second contact state is not due to the main positive contactor sticking; if the voltage difference is not less than the preset voltage difference threshold, it is determined that the second contact state is due to the main positive contactor sticking. Therefore, this embodiment uses the voltage difference across the two ends of the main positive contactor to determine whether the main positive contactor has been disconnected, thereby determining whether the main positive contactor has stuck and obtaining the second contact state.

[0119] In the first embodiment of the present invention, first state information of the vehicle and first contact state of the main positive contactor in the vehicle are obtained, wherein the first contact state is the contact state of the main positive contactor detected after the vehicle was last powered down. Then, after the first state information meets the high-voltage power-on conditions, it is determined whether the first contact state indicates that the main positive contactor is stuck; if the first contact state indicates that the main positive contactor is not stuck, the vehicle is powered on. This embodiment obtains the first contact state by detecting the contact state of the main positive contactor after the vehicle was last powered down, thus eliminating the need to detect the contact state of the main positive contactor again when the vehicle is powered on, thereby effectively improving the timeliness of vehicle power-on response while ensuring the safety of the vehicle power-on process.

[0120] Furthermore, referring to Figure 3The second embodiment of the present invention provides a vehicle control method based on the above. Figure 2 In the embodiment shown, before step S100 of obtaining the first state information and the first contact state of the main positive contactor, the method further includes:

[0121] Step A10: Obtain the second state information of the vehicle;

[0122] Step A20: After the second state information meets the high voltage power-off condition, the vehicle is powered off.

[0123] Step A30: Detect the main positive contactor to obtain the first contact state of the main positive contactor.

[0124] It should be noted that the second state information of the vehicle may include a second operating state and a second key position. The second operating state may include hardware operating state information of the vehicle, such as the power battery state, DC-DC converter state, and motor state. The second key position may be the ON position, OFF position, ACC position, or LOCK position.

[0125] In addition, it should be noted that the high-voltage power-off condition refers to the state information of whether the vehicle is allowed to be powered off. For example, the first operating state in the first state information indicates that the vehicle is fault-free and allowed to be powered on, the real-time speed of the vehicle is lower than a preset low-speed threshold (such as 3km / h, 5km / h, 7km / h, etc.), and the first key position is the working position.

[0126] By acquiring the vehicle's second state information, and if the second state information satisfies the high-voltage power-off condition, it indicates that the vehicle is permitted to be powered off, and the vehicle can be controlled to power off. Then, after the vehicle is powered off, the main positive contactor can be detected to obtain its first contact state. Similarly, by acquiring the voltage difference across the main positive contactor, if the voltage difference is less than a preset voltage difference threshold, it is determined that the first contact state is not due to the main positive contactor sticking. If the voltage difference is not less than the preset voltage difference threshold, it is determined that the first contact state is due to the main positive contactor sticking.

[0127] This embodiment acquires the vehicle's second state information. Once the second state information meets the high-voltage power-off conditions, the vehicle is powered down. Then, the main positive contactor is detected to obtain its first contact state. Therefore, when the vehicle is powered on again, the first contact state can be directly acquired, and the vehicle can be powered on accordingly. Thus, the responsiveness of the vehicle's power-on is improved without affecting its rapid power-off capability.

[0128] Wherein, the first status information includes a second operating status and a second key position, and step A20, which occurs after the second status information meets the high-voltage power-off condition and before the step of controlling the vehicle to power off, includes:

[0129] Step B10: After the second key position is in the off position, determine whether the vehicle is allowed to be powered off based on the second operating state;

[0130] Step B20: If the vehicle allows power-off, then obtain the second duration during which the second key position is in the off position;

[0131] Step B30: After the second duration exceeds the preset second detection cycle, it is determined that the second state information meets the high voltage power-off condition.

[0132] Specifically, after the second key position is in the off position, the second operating state can be used to determine whether there is a hardware malfunction in the vehicle, thus determining whether the vehicle is allowed to be powered down. That is, if the second key position is in the working position and the vehicle's hardware is not faulty, it can be determined that the vehicle is allowed to be powered down. If the vehicle is allowed to be powered on, the second key position is detected at preset detection intervals (e.g., 50ms, 100ms, 150ms, etc.) to obtain a second duration for which the second key position is in the working position. If the second duration is longer than a preset second detection period (e.g., 200ms, 300ms, 400ms, etc.), it indicates that the second key position is in the off position, which is the user's true intention, and the second state information is determined to meet the high-voltage power-on conditions. Therefore, it is possible to avoid the vehicle being powered down due to the user's accidental switching of the vehicle's gear, improving the accuracy of recognizing the user's intention to power down.

[0133] The step of controlling the vehicle to power down in step A20 includes:

[0134] Step C10: Send a high-voltage power-down command to the battery management system in the vehicle to cause the battery management system to disconnect the main positive contactor;

[0135] Step C20: After receiving the main positive contactor disconnection signal from the battery management system, a capacitor discharge command is sent to the capacitor controller to enable the capacitor controller to perform capacitor charge discharge operation and complete the vehicle power-off.

[0136] It should be noted that there are still a large number of capacitors in the vehicle's power-on / off control circuit. Even after the battery management system disconnects the main positive contactor, the capacitors still have a large amount of charge that needs to be released.

[0137] Specifically, after the second state information meets the high-voltage power-off condition, a high-voltage power-off command is sent to the battery management system in the vehicle to cause the battery management system to disconnect the main positive contactor. After receiving the main positive contactor disconnection signal from the battery management system, a capacitor discharge command is sent to the capacitor controller to cause the capacitor controller to perform a capacitor charge discharge operation, thus completing the vehicle power-off.

[0138] In this embodiment, a high-voltage power-down command is sent to the battery management system in the vehicle to disconnect the main positive contactor. Then, upon receiving the main positive contactor disconnection signal from the battery management system, a capacitor discharge command is sent to the capacitor controller to perform a capacitor charge discharge operation, thus completing the vehicle power-down process.

[0139] Reference Figure 4 , Figure 4 This is a schematic diagram of the vehicle control device of the present invention.

[0140] The present invention also provides a vehicle control device, the vehicle control device comprising:

[0141] The acquisition module 10 acquires the first state information of the vehicle and the first contact state of the main positive contactor in the vehicle, wherein the first contact state is the contact state of the main positive contactor detected after the vehicle was last powered off.

[0142] The judgment module 20 is used to determine whether the first contact state is stuck after the first state information meets the high voltage power-on conditions.

[0143] The control module 30 is used to control the vehicle to power on if the first contact state is not due to the main positive contactor sticking.

[0144] Optionally, the control module 30 is also used for:

[0145] If the first contact state is that the main positive contactor is stuck, then the main positive contactor is detected to obtain the second contact state;

[0146] If the second contact state is not due to the main positive contactor sticking, then the vehicle is powered on.

[0147] If the second contact state is that the main positive contactor is stuck, a preset prompt message will be output, and the vehicle will be controlled to stop powering on.

[0148] Optionally, the control module 30 is also used for:

[0149] Obtain the voltage difference between the two ends of the main positive contactor;

[0150] If the voltage difference between the two ends is less than the preset voltage difference threshold, then the second contact state is determined to be not the main positive contactor adhesion.

[0151] If the voltage difference between the two ends is not less than a preset voltage difference threshold, then the second contact state is determined to be the main positive contactor sticking.

[0152] Optionally, the vehicle control device further includes a power-on detection module; the power-on detection module is used for:

[0153] After the first key position is in the working position, determine whether the vehicle is allowed to be powered on based on the first operating state;

[0154] If the vehicle is allowed to be powered on, then obtain the first duration for which the first key position is in the working position;

[0155] If the first duration exceeds the preset first detection period, then the first state information is determined to meet the high voltage power-on conditions.

[0156] Optionally, the vehicle control device further includes a power-down module; the power-down module is used for:

[0157] Obtain the second state information of the vehicle;

[0158] After the second state information meets the high-voltage power-off condition, the vehicle is controlled to power off.

[0159] The main positive contactor is tested to obtain its first contact state.

[0160] Optionally, the power-down module is also used for:

[0161] After the second key position is in the off position, determine whether the vehicle is allowed to be powered off based on the second operating state;

[0162] If the vehicle is allowed to be powered off, then obtain the second duration during which the second key position is in the off position;

[0163] If the second duration exceeds the preset second detection period, then the second state information is determined to meet the high voltage power-off condition.

[0164] Optionally, the power-down module is also used for:

[0165] A high-voltage power-down command is sent to the battery management system in the vehicle to cause the battery management system to disconnect the main positive contactor;

[0166] After receiving the main positive contactor disconnection signal from the battery management system, a capacitor discharge command is sent to the capacitor controller to enable the capacitor controller to perform capacitor charge discharge operation and complete the vehicle power-off.

[0167] like Figure 5 As shown, Figure 5 This is a schematic diagram of the device structure of the hardware operating environment involved in the embodiments of the present invention.

[0168] Specifically, the vehicle control device may be a VCU (Vehicle Control Unit), PC (Personal Computer), tablet computer, portable computer, or server, etc.

[0169] like Figure 5 As shown, the vehicle control device may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to enable communication between these components. The user interface 1003 may include a display screen or an input unit such as a keyboard; optionally, the user interface 1003 may also include a standard wired interface or a wireless interface. The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wi-Fi interface). The memory 1005 may be a high-speed random access memory (RAM) or a stable non-volatile memory (NVM), such as a disk drive. The memory 1005 may also optionally be a storage device independent of the aforementioned processor 1001.

[0170] Those skilled in the art will understand that Figure 5 The device structure shown does not constitute a limitation on the vehicle control device, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0171] like Figure 5 As shown, the memory 1005, which serves as a computer storage medium, may include an operating system, a network communication module, a user interface module, and a vehicle control application.

[0172] exist Figure 5 In the device shown, the network interface 1004 is mainly used to connect to the backend server and communicate data with the backend server; the user interface 1003 is mainly used to connect to the client and communicate data with the client; and the processor 1001 can be used to call the vehicle control program stored in the memory 1005 to implement the operations in the vehicle control method provided in the above embodiments.

[0173] Furthermore, embodiments of the present invention also propose a vehicle including the aforementioned vehicle control equipment. It is understood that the vehicle may also include energy storage devices, drive systems, and other devices that ensure the normal operation of the vehicle.

[0174] Furthermore, this embodiment of the invention also proposes a computer storage medium storing a computer program. When the computer program is executed by a processor, it implements the operations in the vehicle control method provided in the above embodiments. The specific steps will not be described in detail here.

[0175] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity / operation / object from another, and do not necessarily require or imply any such actual relationship or order between these entities / operations / objects; the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0176] For the device embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and relevant details can be found in the description of the method embodiments. The device embodiments described above are merely illustrative, and the units described as separate components may or may not be physically separate. Some or all of the modules can be selected to achieve the purpose of the present invention according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0177] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0178] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, vehicle, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0179] The above are merely preferred embodiments of the present invention and do not limit the scope of the patent. Any equivalent structural or procedural transformations made based on the description and drawings of the present invention, or direct or indirect applications in other related technical fields, are similarly included within the scope of patent protection of the present invention.

Claims

1. A vehicle control method, characterized in that, The vehicle control method includes the following steps: Acquire the first state information of the vehicle and the first contact state of the main positive contactor in the vehicle, wherein the first contact state is the contact state of the main positive contactor detected after the vehicle was last powered off; The first status information includes a first operating status and a first key position. After the first key position is in the working position, it is determined whether the vehicle is allowed to be powered on based on the first operating status. If the vehicle is allowed to be powered on, then obtain the first duration for which the first key position is in the working position; After the first duration exceeds the preset first detection period, it is determined that the first state information meets the high voltage power-on condition, wherein the preset first detection period is 200ms-400ms; After the first state information meets the high voltage power-on conditions, it is determined whether the first contact state is due to the main positive contactor sticking. If the first contact state is not due to the main positive contactor sticking, then the vehicle is powered on. If the first contact state is that the main positive contactor is stuck, then the main positive contactor is detected to obtain the second contact state; If the second contact state is not due to the main positive contactor sticking, then the vehicle is powered on. If the second contact state is that the main positive contactor is stuck, a preset prompt message will be output in any one or more forms of voice, text, or image, and the vehicle will be controlled to stop powering on.

2. The vehicle control method as described in claim 1, characterized in that, The step of detecting the main positive contactor to obtain the second contact state includes: Obtain the voltage difference between the two ends of the main positive contactor; If the voltage difference between the two ends is less than the preset voltage difference threshold, then the second contact state is determined to be not the main positive contactor adhesion. If the voltage difference between the two ends is not less than a preset voltage difference threshold, then the second contact state is determined to be the main positive contactor sticking.

3. The vehicle control method as described in claim 1 or 2, characterized in that, Before the steps of acquiring the first state information and the first contact state of the main positive contactor, the method further includes: Obtain the second state information of the vehicle; After the second state information meets the high-voltage power-off condition, the vehicle is controlled to power off. The main positive contactor is tested to obtain its first contact state.

4. The vehicle control method as described in claim 3, characterized in that, The first status information includes a second operating status and a second key position. Before the step of controlling the vehicle to power down after the second status information meets the high-voltage power-off condition, the following steps are included: After the second key position is in the off position, determine whether the vehicle is allowed to be powered off based on the second operating state; If the vehicle is allowed to be powered off, then obtain the second duration during which the second key position is in the off position; If the second duration exceeds the preset second detection period, then the second state information is determined to meet the high voltage power-off condition.

5. The vehicle control method as described in claim 3, characterized in that, The step of controlling the vehicle to power down includes: A high-voltage power-down command is sent to the battery management system in the vehicle to cause the battery management system to disconnect the main positive contactor; After receiving the main positive contactor disconnection signal from the battery management system, a capacitor discharge command is sent to the capacitor controller to enable the capacitor controller to perform capacitor charge discharge operation and complete the vehicle power-off.

6. A vehicle control device, characterized in that, The vehicle control device includes: The acquisition module is used to acquire the first state information of the vehicle and the first contact state of the main positive contactor in the vehicle, wherein the first contact state is the contact state of the main positive contactor detected after the vehicle was last powered off. The judgment module is used to determine whether the first contact state is stuck after the first state information meets the high voltage power-on conditions. The control module is used to control the vehicle to power on if the first contact state is not due to the main positive contactor sticking. The vehicle control device also includes: The first status information includes a first operating status and a first key position. After the first key position is in the working position, it is determined whether the vehicle is allowed to be powered on based on the first operating status. If the vehicle is allowed to be powered on, then obtain the first duration for which the first key position is in the working position; After the first duration exceeds the preset first detection period, it is determined that the first state information meets the high voltage power-on condition, wherein the preset first detection period is 200ms-400ms; The vehicle control device also includes: If the first contact state is that the main positive contactor is stuck, then the main positive contactor is detected to obtain the second contact state; If the second contact state is not due to the main positive contactor sticking, then the vehicle is powered on. If the second contact state is that the main positive contactor is stuck, a preset prompt message will be output in any one or more forms of voice, text, or image, and the vehicle will be controlled to stop powering on.

7. A vehicle control device, characterized in that, The vehicle control device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program, when executed by the processor, implements the steps of the vehicle control method as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a vehicle control program, which, when executed by a processor, implements the steps of the vehicle control method as described in any one of claims 1 to 5.

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