Safety control method of vehicle, electronic device and vehicle

Abstract

The application discloses a safety control method of a vehicle, an electronic device and the vehicle. The application relates to the field of intelligent vehicles, and the method comprises the following steps: acquiring the withstand voltage of different high-voltage loads in a high-voltage system of the vehicle and the cut-off voltage of the vehicle when the battery is charged, wherein the cut-off voltage is used for representing the voltage between the two ends of the battery when the battery starts to be charged; acquiring the minimum value in the withstand voltage of the different high-voltage loads to obtain a target voltage; determining the target limp-home speed of the vehicle based on the target voltage and the cut-off voltage; and performing safety control on the vehicle based on the target limp-home speed. The application solves the technical problem of low setting accuracy of the limp-home speed of the vehicle in the related art.

Description

Technical Field

[0001] This invention relates to the field of intelligent vehicles, and more specifically, to a vehicle safety control method, electronic equipment, and vehicle. Background Technology

[0002] When an electric vehicle experiences a minor malfunction, it often retains a certain degree of traction, meaning it has a limp speed. However, the vehicle system needs to constrain this traction to prevent irreversible damage from excessive speeds. In real-world driving scenarios, setting the maximum limp speed too high fails to ensure driver and property safety, while setting it too low significantly compromises vehicle performance and reduces the driving experience. Therefore, determining the optimal maximum limp speed is crucial. A reasonable speed limit protects driver safety while maximizing the vehicle's usability without damaging components.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] This invention provides a vehicle safety control method, electronic device, and vehicle to at least solve the technical problem of low accuracy in setting the limp speed of a vehicle in related technologies.

[0005] According to one aspect of the present invention, a vehicle safety control method is provided, comprising: acquiring the withstand voltage of different high-voltage loads in the high-voltage system of the vehicle, and the cutoff voltage of the vehicle's battery during charging, wherein the cutoff voltage is used to characterize the voltage across the battery terminals when charging begins; acquiring the minimum value among the withstand voltages of different high-voltage loads to obtain a target voltage; determining a target limp speed of the vehicle based on the target voltage and the cutoff voltage; and performing safety control on the vehicle based on the target limp speed.

[0006] Optionally, determining the target limp speed of the vehicle based on the target voltage and the cutoff voltage includes: obtaining a target electromotive force based on the target voltage and the cutoff voltage; and obtaining the target limp speed based on the target rotational speed corresponding to the target electromotive force.

[0007] Optionally, obtaining the target limp speed based on the target rotational speed corresponding to the target electromotive force includes: determining a first speed of the front wheels of the vehicle based on the target rotational speed and a first target transmission ratio, wherein the first target transmission ratio is used to characterize the transmission ratio from the first drive motor of the vehicle to the front wheels of the vehicle; determining a second speed of the rear wheels of the vehicle based on the target rotational speed and a second target transmission ratio, wherein the second target transmission ratio is used to characterize the transmission ratio from the second drive motor of the vehicle to the rear wheels of the vehicle; and determining the target limp speed based on the first speed and the second speed.

[0008] Optionally, determining the first vehicle speed of the front wheels based on the target rotational speed and the first target gear ratio includes: obtaining the radius of the front tire of the vehicle to obtain the first tire radius; and determining the first vehicle speed based on the first tire radius, the first target gear ratio, and the target rotational speed ratio.

[0009] Optionally, determining the first vehicle speed based on the ratio of the first tire radius to the target rotational speed and the first target transmission ratio includes: obtaining a first product of the target rotational speed, the first tire radius, and a first coefficient; obtaining a second product of the first target transmission ratio and a second coefficient; and determining the quotient of the first product and the second product to obtain the first vehicle speed.

[0010] Optionally, determining the second vehicle speed of the rear wheels based on the target rotational speed and the second target gear ratio includes: obtaining the radius of the rear tire of the vehicle to obtain the second tire radius; and determining the second vehicle speed based on the second tire radius, the second target gear ratio, and the target rotational speed.

[0011] Optionally, determining the second vehicle speed based on the second tire radius, the second target gear ratio, and the target rotational speed includes: obtaining a first target product of the target rotational speed, the second tire radius, and a first coefficient; obtaining a second target product of the second target gear ratio and a second coefficient; and determining the quotient of the second target product to obtain the second vehicle speed.

[0012] Optionally, determining the target limp speed based on the first vehicle speed and the second vehicle speed includes: determining a target difference between the first vehicle speed and the second vehicle speed; determining the second vehicle speed as the target limp speed in response to the target difference being greater than a preset threshold; and determining the first vehicle speed as the target limp speed in response to the target difference being less than or equal to the preset threshold.

[0013] According to another aspect of the present invention, a vehicle safety control device is also provided, comprising: a first acquisition module, configured to acquire the withstand voltage of different high-voltage loads in the high-voltage system of the vehicle, and the cutoff voltage when the vehicle's battery is charging, wherein the cutoff voltage is used to characterize the voltage across the battery terminals when charging begins; a second acquisition module, configured to acquire the minimum value among the withstand voltages of different high-voltage loads to obtain a target voltage; a determination module, configured to determine a target limp speed of the vehicle based on the target voltage and the cutoff voltage; and a control module, configured to perform safety control on the vehicle based on the target limp speed.

[0014] According to another aspect of the present invention, an electronic device is also provided, including one or more processors and a storage device, wherein the storage device is used to store one or more programs, which, when executed by one or more processors, cause the one or more processors to perform the vehicle safety control method described above.

[0015] According to another aspect of the present invention, a vehicle is also provided, including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the vehicle safety control method described in any of the above embodiments.

[0016] In this embodiment of the invention, the withstand voltages of different high-voltage loads in the vehicle's high-voltage system and the cutoff voltage during battery charging are obtained. The cutoff voltage characterizes the voltage across the battery terminals when charging begins. The minimum withstand voltage among the different high-voltage loads is obtained to obtain the target voltage. The target limp speed of the vehicle is determined based on the target voltage and the cutoff voltage. Safety control of the vehicle is then performed based on the target limp speed. It is noteworthy that the minimum withstand voltage among the different high-voltage loads and the cutoff voltage during battery charging can be used to determine the target limp speed, and then the vehicle can be controlled using this target limp speed. This ensures that the determined target limp speed satisfies both the driving experience and the safety of the driver and their property, thereby improving the accuracy of the vehicle's limp speed setting and solving the technical problem of low accuracy in setting vehicle limp speed in related technologies. Attached Figure Description

[0017] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0018] Figure 1 This is a flowchart of a vehicle safety control method according to an embodiment of the present invention;

[0019] Figure 2This is a schematic diagram illustrating the determination of a target limp speed according to an embodiment of the present invention;

[0020] Figure 3 This is a schematic diagram of a vehicle safety control device according to an embodiment of the present invention. Detailed Implementation

[0021] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0022] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0023] Example 1

[0024] According to an embodiment of the present invention, a vehicle safety control method embodiment is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0025] Figure 1 This is a flowchart of a vehicle safety control method according to an embodiment of the present invention, such as... Figure 1 As shown, the method includes the following steps:

[0026] Step S102: Obtain the withstand voltage of different high-voltage loads in the high-voltage system of the vehicle, and the cutoff voltage when the vehicle's battery is charging. The cutoff voltage is used to characterize the voltage across the battery when charging begins.

[0027] The vehicles mentioned above can be electric vehicles.

[0028] The high-voltage loads in the aforementioned high-voltage system may include: high-voltage water heaters, high-voltage air conditioners, voltage converters, inverters, high-voltage positive temperature coefficient (PTC) and other high-voltage equipment.

[0029] The aforementioned cutoff voltage can be a threshold value of the voltage applied to the positive and negative terminals of the power battery, also known as the minimum cutoff voltage for charging the high-voltage power battery. Optionally, when the voltage applied to the positive and negative terminals of the power battery exceeds this threshold value, the power battery will be charged.

[0030] In one alternative embodiment, a vehicle bench test can be performed to obtain the withstand voltage of different high-voltage loads in the vehicle's high-voltage system, as well as the cut-off voltage of the vehicle's battery during charging. Furthermore, the withstand voltage of different high-voltage loads in the vehicle's high-voltage system, as well as the cut-off voltage of the vehicle's battery during charging, can also be obtained by acquiring the vehicle's factory data.

[0031] Step S104: Obtain the minimum value among the withstand voltages of different high-voltage loads to obtain the target voltage.

[0032] The target voltage mentioned above can be the minimum value among the withstand voltages of different high-voltage loads in a high-voltage system.

[0033] In one optional embodiment, after obtaining the withstand voltage of different high-voltage loads in the high-voltage system of the vehicle, the withstand voltage of different high-voltage loads in the high-voltage system of the vehicle can be compared to obtain the minimum value among the withstand voltages of different high-voltage loads in the high-voltage system of the vehicle, and the minimum value is determined as the target voltage.

[0034] To illustrate, let's take the following example. Assume that different high-voltage loads in the high-voltage system include a high-voltage water heater, a high-voltage air conditioner, a voltage converter, an inverter, and a high-voltage PTC. We determine that the withstand voltage of the high-voltage water heater is 230 volts, the withstand voltage of the high-voltage air conditioner is 210 volts, the withstand voltage of the voltage converter is 300 volts, the withstand voltage of the inverter is 220 volts, and the withstand voltage of the high-voltage PTC is 500 volts. By comparison, we can conclude that the withstand voltage of the high-voltage air conditioner is the lowest. Therefore, the withstand voltage of the high-voltage air conditioner can be determined as the target voltage.

[0035] Step S106: Determine the target limp speed of the vehicle based on the target voltage and the cutoff voltage.

[0036] The target limp speed mentioned above can be the maximum speed that the vehicle can reach in a limp state.

[0037] In one alternative embodiment, the drive motor on the vehicle can consume the electrical energy of the power battery and convert it into mechanical energy. In this case, the drive motor can act as an electric motor. Conversely, when the drive motor is passively running, it can also generate electrical energy, thus acting as a generator. For electric vehicles with two drive motors (front and rear), when one motor fails and becomes inoperable, the vehicle can control the other motor to drive the vehicle. In this case, the faulty motor, unable to work, is dragged forward. The passive operation of the faulty motor generates a back electromotive force (EMF), i.e., a voltage. This EMF increases with the speed of rotation. When the EMF is large enough, it may charge the power battery, thereby generating heat. Furthermore, when the vehicle's thermal management system malfunctions, this heat becomes uncontrollable and may damage the battery or drive motor. Therefore, it is necessary to determine the target limp speed of the vehicle by comprehensively considering the target voltage and the cutoff voltage, thereby actively constraining the maximum speed of the vehicle.

[0038] Optionally, after obtaining the target voltage and the cutoff voltage, the target voltage and the cutoff voltage can be compared, and the minimum voltage between the target voltage and the cutoff voltage can be determined. Then, the target limp speed can be obtained by performing corresponding calculations on the minimum voltage between the target voltage and the cutoff voltage.

[0039] Step S108: Perform safety control on the vehicle based on the target limp speed.

[0040] In one alternative embodiment, after determining the target limp speed, the vehicle can be controlled using the target limp speed. This allows the vehicle's performance to be maximized without damaging vehicle components when the drive motor is limp, thereby greatly improving the driving experience and ensuring driving safety.

[0041] In this embodiment of the invention, the withstand voltages of different high-voltage loads in the vehicle's high-voltage system and the cutoff voltage during battery charging are obtained. The cutoff voltage characterizes the voltage across the battery terminals when charging begins. The minimum withstand voltage among the different high-voltage loads is obtained to obtain the target voltage. The target limp speed of the vehicle is determined based on the target voltage and the cutoff voltage. Safety control of the vehicle is then performed based on the target limp speed. It is readily apparent that the minimum withstand voltage among the different high-voltage loads and the cutoff voltage during battery charging can be used to determine the target limp speed. Furthermore, the vehicle can be controlled using this target limp speed, ensuring that the determined target limp speed satisfies both driving experience and driver safety, thereby improving the accuracy of limp speed settings and solving the technical problem of low accuracy in setting vehicle limp speeds in related technologies.

[0042] Optionally, determining the target limp speed of the vehicle based on the target voltage and the cutoff voltage includes: obtaining a target electromotive force based on the target voltage and the cutoff voltage; and obtaining the target limp speed based on the target rotational speed corresponding to the target electromotive force.

[0043] The target electromotive force mentioned above can be the electromotive force corresponding to the smaller of the target voltage and the cutoff voltage.

[0044] In one alternative implementation, after obtaining the target voltage and the cutoff voltage, the smaller of the target voltage and the cutoff voltage can be determined by comparing them. The target electromotive force corresponding to the smaller of the target voltage and the cutoff voltage can be obtained, and the target rotational speed corresponding to the target electromotive force can be obtained. The target limp speed can then be determined using the target rotational speed.

[0045] The smaller of the target voltage and the cutoff voltage represents the maximum possible back electromotive force (EMF) of the vehicle's motor. In most cases, the target voltage is greater than the cutoff voltage, but exceptions exist. Therefore, it is necessary to compare the target voltage and the cutoff voltage to determine the smaller of the two. Further, the back EMF corresponding to the smaller of the target voltage and the cutoff voltage (i.e., the target EMF) can be obtained through vehicle bench testing, or by obtaining relevant parameters from the supplier to calculate the target EMF. Furthermore, the target rotational speed corresponding to the target EMF can be determined, and this target rotational speed can then be used to determine the target limp speed.

[0046] Optionally, obtaining the target limp speed based on the target rotational speed corresponding to the target electromotive force includes: determining a first speed of the front wheels of the vehicle based on the target rotational speed and a first target transmission ratio, wherein the first target transmission ratio is used to characterize the transmission ratio from the first drive motor of the vehicle to the front wheels of the vehicle; determining a second speed of the rear wheels of the vehicle based on the target rotational speed and a second target transmission ratio, wherein the second target transmission ratio is used to characterize the transmission ratio from the second drive motor of the vehicle to the rear wheels of the vehicle; and determining the target limp speed based on the first speed and the second speed.

[0047] The first target transmission ratio mentioned above can be the transmission ratio from the vehicle's front drive motor to the vehicle's front wheels.

[0048] The aforementioned first drive motor can be the vehicle's front drive motor.

[0049] The first speed mentioned above can be the wheel speed of the vehicle's front wheels.

[0050] The second target transmission ratio mentioned above can be the transmission ratio from the vehicle's rear drive motor to the vehicle's rear wheels.

[0051] The aforementioned second drive motor can be the vehicle's rear drive motor.

[0052] The second speed mentioned above can be the speed of the rear wheels of the vehicle.

[0053] In one optional embodiment, when determining the target limp speed, the wheel speeds of the front and rear wheels can be determined first. The wheel speeds of the front and rear wheels can then be compared, and the smaller of the two wheel speeds can be determined as the target limp speed. Optionally, a first target gear ratio can be determined, and the first speed can be determined using this first target gear ratio in conjunction with a target engine speed. Similarly, a second target gear ratio can be determined, and the second speed can be determined using this second target gear ratio in conjunction with a target engine speed. Optionally, the first speed can be obtained by performing corresponding mathematical calculations with the first target gear ratio and the target engine speed, and the second speed can be obtained by performing corresponding mathematical calculations with the second target gear ratio and the target engine speed.

[0054] Optionally, determining the first vehicle speed of the front wheels based on the target rotational speed and the first target gear ratio includes: obtaining the radius of the front tire of the vehicle to obtain the first tire radius; and determining the first vehicle speed based on the first tire radius, the first target gear ratio, and the target rotational speed ratio.

[0055] The first speed mentioned above can be the wheel speed of the vehicle's front wheels.

[0056] In one alternative embodiment, the front tire radius of the vehicle can be obtained by measurement or by retrieving the vehicle's factory data. Further, after obtaining the first tire radius, the first vehicle speed can be obtained by performing corresponding mathematical calculations with the first tire radius, a first target gear ratio, and a target rotational speed.

[0057] Optionally, determining the first vehicle speed based on the ratio of the first tire radius to the target rotational speed and the first target transmission ratio includes: obtaining a first product of the target rotational speed, the first tire radius, and a first coefficient; obtaining a second product of the first target transmission ratio and a second coefficient; and determining the quotient of the first product and the second product to obtain the first vehicle speed.

[0058] The first coefficient mentioned above can be set by those skilled in the art according to their needs. In this invention, there is no specific limitation on the size of the first coefficient. In this invention, the first coefficient is 2π as an example for explanation, where π is the ratio of pi to π.

[0059] The second coefficient mentioned above can be set by those skilled in the art according to their needs. In this invention, there is no specific limitation on the size of the second coefficient. In this invention, the second coefficient of 60×3.6 is used as an example for explanation.

[0060] In an optional embodiment, the first vehicle speed can be determined by determining the first product of the target rotational speed, the first tire radius, and the first coefficient, and by determining the second product of the first target gear ratio and the second coefficient. Furthermore, the first product and the second product can be compared to determine the first vehicle speed.

[0061] Specifically, the first vehicle speed can be determined using the following formula, where V1 represents the first vehicle speed, N represents the target rotational speed, R1 represents the first tire radius, and S1 represents the first target gear ratio.

[0062]

[0063] Optionally, determining the second vehicle speed of the rear wheels based on the target rotational speed and the second target gear ratio includes: obtaining the radius of the rear tire of the vehicle to obtain the second tire radius; and determining the second vehicle speed based on the second tire radius, the second target gear ratio, and the target rotational speed.

[0064] The second speed mentioned above can be the wheel speed of the vehicle's rear wheels.

[0065] In one alternative embodiment, the rear tire radius of the vehicle can be obtained by measurement or by retrieving the vehicle's factory data. Further, after obtaining the second tire radius, the second vehicle speed can be obtained by performing corresponding mathematical calculations with the second tire radius, a second target gear ratio, and a target rotational speed.

[0066] Optionally, determining the second vehicle speed based on the second tire radius, the second target gear ratio, and the target rotational speed includes: obtaining a first target product of the target rotational speed, the second tire radius, and a first coefficient; obtaining a second target product of the second target gear ratio and a second coefficient; and determining the quotient of the second target product to obtain the second vehicle speed.

[0067] In an alternative embodiment, the second vehicle speed can be determined by determining a first target product of the target rotational speed, the second tire radius, and a first coefficient, and a second target product of the second target gear ratio and a second coefficient. Furthermore, the first target product and the second target product can be compared to determine the second vehicle speed.

[0068] Specifically, the first vehicle speed can be determined using the following formula, where V2 represents the second vehicle speed, N represents the target rotational speed, R2 represents the second tire radius, and S2 represents the second target gear ratio.

[0069]

[0070] Optionally, determining the target limp speed based on the first vehicle speed and the second vehicle speed includes: determining a target difference between the first vehicle speed and the second vehicle speed; determining the second vehicle speed as the target limp speed in response to the target difference being greater than a preset threshold; and determining the first vehicle speed as the target limp speed in response to the target difference being less than or equal to the preset threshold.

[0071] The target difference mentioned above can be obtained by subtracting the first vehicle speed from the second vehicle speed.

[0072] The aforementioned preset threshold can be set by those skilled in the art according to their needs. In this invention, the size of the preset threshold is not specifically limited. In this invention, the preset threshold of 0 is used as an example for illustration.

[0073] In one optional embodiment, after determining the first vehicle speed and the second vehicle speed, the smaller of the two speeds can be determined as the target limp speed. Optionally, the target difference between the first and second speeds can be obtained and compared with a preset threshold of 0. If the target difference is greater than the preset threshold of 0, the first speed is considered greater than the second speed, and therefore the second speed can be determined as the target limp speed. Optionally, if the target difference is less than the preset threshold of 0, the first speed is considered less than the second speed, and therefore the first speed can be determined as the target limp speed. Optionally, if the target difference is equal to the preset threshold of 0, the first speed is considered equal to the second speed, and therefore either the first or second speed can be determined as the target limp speed.

[0074] Figure 2 This is a schematic diagram illustrating the determination of a target limp speed according to an embodiment of the present invention, as shown below. Figure 2 As shown, after determining the target limp speed, the target voltage and the cutoff voltage can be obtained first. Furthermore, after obtaining the target voltage and the cutoff voltage, the smaller value between the target voltage and the cutoff voltage can be determined, and the electromotive force corresponding to the smaller value between the target voltage and the cutoff voltage, i.e., the target electromotive force, can be determined. Further, the target rotational speed can be determined, and the target limp speed can be determined using the target rotational speed, thereby achieving safe vehicle control.

[0075] Example 2

[0076] According to another aspect of the present invention, a vehicle safety control device is also provided. Figure 3 This is a schematic diagram of a vehicle safety control device according to an embodiment of the present invention, such as... Figure 3 As shown, the device includes:

[0077] The first acquisition module 302 is used to acquire the withstand voltage of different high-voltage loads in the high-voltage system of the vehicle, as well as the cutoff voltage when the vehicle's battery is being charged. The cutoff voltage is used to characterize the voltage across the battery when charging begins.

[0078] The second acquisition module 304 is used to acquire the minimum value among the withstand voltages of different high-voltage loads to obtain the target voltage.

[0079] The determination module 306 is used to determine the target limp speed of the vehicle based on the target voltage and the cutoff voltage.

[0080] Control module 308 is used for safety control of the vehicle based on the target limp speed.

[0081] Optionally, the determining module 306 includes: a first determining unit, used to obtain a target electromotive force based on the target voltage and the cutoff voltage; and a second determining unit, used to obtain the target limp speed based on the target rotational speed corresponding to the target electromotive force.

[0082] Optionally, the second determining unit includes: a first determining subunit, configured to determine a first vehicle speed of the front wheels of the vehicle based on the target rotational speed and a first target transmission ratio, wherein the first target transmission ratio is used to characterize the transmission ratio from the first drive motor of the vehicle to the front wheels of the vehicle; a second determining subunit, configured to determine a second vehicle speed of the rear wheels of the vehicle based on the target rotational speed and the second target transmission ratio, wherein the second target transmission ratio is used to characterize the transmission ratio from the second drive motor of the vehicle to the rear wheels of the vehicle; and a third determining subunit, configured to determine the target limp speed based on the first vehicle speed and the second vehicle speed.

[0083] Optionally, the first determining subunit is further configured to obtain the front tire radius of the vehicle to obtain a first tire radius; and to determine the first vehicle speed based on the first tire radius, the first target transmission ratio, and the target speed ratio.

[0084] Optionally, the first determining subunit is further configured to obtain the first product of the target rotational speed, the first tire radius, and the first coefficient; obtain the second product of the first target transmission ratio and the second coefficient; and determine the quotient of the first product and the second product to obtain the first vehicle speed.

[0085] Optionally, the second determining subunit is further configured to obtain the rear tire radius of the vehicle to obtain the second tire radius; and to determine the second vehicle speed based on the second tire radius, the second target transmission ratio, and the target rotational speed.

[0086] Optionally, the second determining subunit is further configured to obtain the first target product of the target rotational speed, the second tire radius, and the first coefficient; obtain the second target product of the second target transmission ratio and the second coefficient; and determine the quotient of the second target product to obtain the second vehicle speed.

[0087] Optionally, the third determining subunit is further configured to determine a target difference between the first vehicle speed and the second vehicle speed; in response to the target difference being greater than a preset threshold, determine the second vehicle speed as the target limp speed; and in response to the target difference being less than or equal to the preset threshold, determine the first vehicle speed as the target limp speed.

[0088] Example 3

[0089] According to another aspect of the present invention, an electronic device is also provided, including one or more processors and a storage device, wherein the storage device is used to store one or more programs, which, when executed by one or more processors, cause the one or more processors to perform the vehicle safety control method described above.

[0090] Example 4

[0091] According to another aspect of the present invention, a vehicle is also provided, including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the vehicle safety control method described above.

[0092] 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.

[0093] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0094] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0095] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0096] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0097] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0098] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A vehicle safety control method, characterized in that, include: Based on the vehicle's factory data, the withstand voltage of different high-voltage loads in the vehicle's high-voltage system and the cutoff voltage when the vehicle's battery is charging are obtained. The cutoff voltage is used to characterize the voltage across the battery when charging begins. The high-voltage load includes at least: a high-voltage water heater, a high-voltage air conditioner, a voltage converter, and an inverter. The minimum withstand voltage among the different high-voltage loads is obtained to obtain the target voltage; The target limp speed of the vehicle is determined based on the target voltage and the cutoff voltage. The vehicle is controlled for safety based on the target limp speed; The method of determining the target limp speed of the vehicle based on the target voltage and the cutoff voltage includes: comparing the target voltage and the cutoff voltage to determine the smaller value between the target voltage and the cutoff voltage; determining the electromotive force corresponding to the smaller value as the target electromotive force; and obtaining the target limp speed based on the target rotational speed corresponding to the target electromotive force. The target limp speed is obtained based on the target rotational speed corresponding to the target electromotive force, including: determining a first speed of the front wheels of the vehicle based on the target rotational speed and a first target transmission ratio, wherein the first target transmission ratio is used to characterize the transmission ratio from the first drive motor of the vehicle to the front wheels of the vehicle; determining a second speed of the rear wheels of the vehicle based on the target rotational speed and a second target transmission ratio, wherein the second target transmission ratio is used to characterize the transmission ratio from the second drive motor of the vehicle to the rear wheels of the vehicle; and determining the target limp speed based on the first speed and the second speed.

2. The method according to claim 1, characterized in that, Determining the first vehicle speed of the front wheels based on the target rotational speed and the first target gear ratio includes: Obtain the radius of the front tires of the vehicle to obtain the first tire radius; The first vehicle speed is determined based on the first tire radius, the first target gear ratio, and the target rotational speed.

3. The method according to claim 2, characterized in that, Determining the first vehicle speed based on the first tire radius, the target rotational speed, and the first target gear ratio includes: Obtain the first product of the target rotational speed, the first tire radius, and the first coefficient; Obtain the second product of the first target transmission ratio and the second coefficient; The quotient of the first product and the second product is determined to obtain the first vehicle speed.

4. The method according to claim 1, characterized in that, Determining the second vehicle speed of the rear wheels based on the target rotational speed and the second target gear ratio includes: Obtain the radius of the rear tire of the vehicle to obtain the second tire radius; The second vehicle speed is determined based on the second tire radius, the second target gear ratio, and the target rotational speed.

5. The method according to claim 4, characterized in that, Determining the second vehicle speed based on the second tire radius, the second target gear ratio, and the target rotational speed includes: Obtain the first target product of the target rotational speed, the second tire radius, and the first coefficient; Obtain the second target product of the second target transmission ratio and the second coefficient; The quotient of the first target product and the second target product is determined to obtain the second vehicle speed.

6. The method according to claim 1, characterized in that, Determining the target limp speed based on the first vehicle speed and the second vehicle speed includes: Determine the target difference between the first vehicle speed and the second vehicle speed; In response to the target difference being greater than a preset threshold, the second vehicle speed is determined to be the target limp speed; In response to the target difference being less than or equal to the preset threshold, the first vehicle speed is determined to be the target limp speed.

7. An electronic device, characterized in that, include: One or more processors; Storage device for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors perform the vehicle safety control method according to any one of claims 1-6.

8. A vehicle, characterized in that, include: One or more processors; A storage device for storing one or more programs, which, when executed by the one or more processors, cause the one or more processors to perform the vehicle safety control method according to any one of claims 1-6.

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