Vehicle control methods and corresponding vehicles and devices

Abstract

A vehicle control method, along with a corresponding vehicle and device, is disclosed. By determining the operating state of the high-voltage circuit when a fault is detected in the high-voltage interlock state, and then determining a fault handling procedure based on the vehicle state and detection parameters when the operating state is a connected state, the method allows for the execution of corresponding fault handling procedures based on the high-voltage interlock state, operating state, vehicle state, and detection parameters, thereby improving vehicle convenience and safety.

Description

Technical Field

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

[0002] With societal development, the use of electric vehicles is becoming increasingly widespread. High-voltage safety is the bottom line and foundation of electric vehicle technology. Current technology typically involves installing a high-voltage interlock system in the high-voltage circuit of an electric vehicle. This system activates protective measures to disconnect the high-voltage power when a break or damage to the integrity of the high-voltage circuit is detected.

[0003] However, in some scenarios, if a faulty high-voltage device has little or no impact on the current situation, the existing protection measures can affect the operation of the entire vehicle, disrupt normal vehicle use, and even cause other safety accidents. Summary of the Invention

[0004] In view of this, the purpose of this invention is to provide a vehicle control method and a corresponding vehicle and device, which can execute corresponding fault handling procedures according to the high-voltage interlock status, working status, vehicle status and detection parameters, thereby improving the convenience and safety of the vehicle.

[0005] In a first aspect, embodiments of the present invention provide a vehicle control method, the method comprising:

[0006] Determine the high-voltage interlock status of the high-voltage circuit, which includes normal status and fault status;

[0007] In response to the high-voltage interlock state being a fault state, the operating state of the high-voltage circuit is determined, the operating state including a connected state and a disconnected state; and

[0008] In response to the high-voltage circuit being in a connected state, a fault handling procedure is determined based on the vehicle status and detection parameters.

[0009] In some embodiments, the method further includes:

[0010] In response to the high-voltage circuit being in a non-connected state, the fault handling procedure is determined to prohibit high-voltage connection.

[0011] In some embodiments, determining the high-voltage interlock state of the high-voltage circuit includes:

[0012] The high-voltage interlock status of the high-voltage circuit is determined based on the low-voltage hard-wire signal; and / or

[0013] Receive the high-voltage interlock status sent by the high-voltage controller.

[0014] In some embodiments, the high-voltage circuit includes one or more of a battery management system, a motor controller, a power converter, and an on-board charger;

[0015] The determination of the operating state of the high-voltage circuit includes:

[0016] In response to the battery management system being in operation, the operating state is determined to be a connected state; and

[0017] In response to the battery management system not being in operation, the operating state is determined to be a disconnected state.

[0018] In some embodiments, the vehicle state includes one or more of driving state, charging state, and parking power supply state.

[0019] In some embodiments, the detection parameters include one or more of the following: the output voltage of the battery management system, the input voltage of the battery management system, the output voltage of the charging pile, the input voltage of the motor controller, the input voltage of the power converter, and the input voltage of the on-board charger.

[0020] In some embodiments, determining the fault handling process based on vehicle status and detection parameters includes:

[0021] In response to the vehicle being in a driving state, the difference between the output voltage of the battery management system and the input voltage of the motor controller is obtained;

[0022] In response to the difference being greater than a first threshold, the fault handling procedure is determined to be stopping vehicle driving, and a fault message is displayed; and

[0023] In response to the difference being greater than the second threshold, the fault handling procedure is determined to control the vehicle to operate in crawl mode and to display fault information;

[0024] In response to the difference being less than or equal to the second threshold, the fault handling procedure is determined to be limiting the vehicle's driving speed, and a fault message is displayed;

[0025] Wherein, the first threshold is greater than the second threshold.

[0026] In some embodiments, determining the fault handling process based on vehicle status and detection parameters includes:

[0027] In response to the vehicle being in a charging state, the charging type is obtained, which includes DC charging and AC charging.

[0028] In response to the charging type being AC charging, the difference between the input voltage of the on-board charger and the input voltage of the battery management system is obtained;

[0029] In response to the difference being greater than the third threshold, the fault handling procedure is determined to be to stop charging the vehicle and to display a fault message;

[0030] In response to the difference being greater than a fourth threshold, the fault handling procedure is determined to be reducing the vehicle's charging power, and a fault message is displayed; and

[0031] In response to the difference being less than or equal to the fourth threshold, the fault handling process is determined to be a fault message prompt;

[0032] The third threshold is greater than the fourth threshold.

[0033] In some embodiments, determining the fault handling process based on vehicle status and detection parameters further includes:

[0034] In response to the charging type being DC charging, the difference between the output voltage of the charging pile and the input voltage of the battery management system is obtained;

[0035] If the difference between the output voltage of the charging pile and the input voltage of the battery management system exceeds a fifth threshold, the fault handling procedure is determined to be to stop charging the vehicle and display a fault message; and

[0036] If the difference between the output voltage of the charging pile and the output voltage of the battery management system is less than or equal to a fifth threshold, the fault handling process is determined to be to prompt a fault message.

[0037] In some embodiments, determining the fault handling process based on vehicle status and detection parameters includes:

[0038] In response to the vehicle being in a parked power supply state, the difference between the output voltage of the battery management system and the input voltage of the power converter is obtained;

[0039] In response to the difference exceeding a sixth threshold, the fault handling procedure is determined to be to control the battery management system to stop outputting electrical signals and to display fault information; and

[0040] In response to the difference being less than or equal to the sixth threshold, the fault handling procedure is determined to be to prompt fault information.

[0041] Secondly, embodiments of the present invention provide a vehicle, the vehicle comprising:

[0042] High-voltage circuits include one or more of the following: battery management system, motor controller, power converter, and on-board charger; and

[0043] A main controller includes a memory and a processor, the memory being used to store one or more computer program instructions, wherein the one or more computer program instructions are executed by the processor to implement the method as described in the first aspect.

[0044] Thirdly, embodiments of the present invention provide a vehicle control device, the device comprising:

[0045] A high-voltage interlock status determination unit is used to determine the high-voltage interlock status of the high-voltage circuit, which includes a normal status and a fault status.

[0046] Operating status determination unit, configured to determine the operating status of the high-voltage circuit in response to the high-voltage interlock status being a fault state, the operating status including a connected state and a disconnected state; and

[0047] The fault handling unit is used to determine the fault handling process based on the vehicle status and detection parameters in response to the high-voltage circuit being in a connected state.

[0048] Fourthly, embodiments of the present invention provide a computer-readable storage medium storing computer program instructions thereon, which, when executed by a processor, implement the method described in the first aspect.

[0049] The technical solution of this invention determines the operating state of the high-voltage circuit when a fault is detected in the high-voltage interlock state, and determines the fault handling procedure based on the vehicle status and detection parameters when the operating state is a connected state. Therefore, the corresponding fault handling procedure can be executed according to the high-voltage interlock state, operating state, vehicle status, and detection parameters, improving vehicle convenience and safety. Attached Figure Description

[0050] The above and other objects, features and advantages of the present invention will become clearer from the following description of embodiments of the invention with reference to the accompanying drawings, in which:

[0051] Figure 1 This is a circuit diagram of a vehicle according to an embodiment of the present invention;

[0052] Figure 2 This is a flowchart of a vehicle control method according to an embodiment of the present invention;

[0053] Figure 3 This is a circuit diagram of the high-voltage interlocking system according to an embodiment of the present invention;

[0054] Figure 4 This is a flowchart of a vehicle control method according to another embodiment of the present invention;

[0055] Figure 5 This is a schematic diagram of a vehicle control device according to an embodiment of the present invention;

[0056] Figure 6 This is a schematic diagram of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0057] The present invention is described below based on embodiments, but the invention is not limited to these embodiments. In the detailed description of the invention below, certain specific details are described in detail. Those skilled in the art will fully understand the invention even without these details. To avoid obscuring the essence of the invention, well-known methods, processes, flows, elements, and circuits are not described in detail.

[0058] Furthermore, those skilled in the art should understand that the accompanying drawings provided herein are for illustrative purposes only and are not necessarily drawn to scale.

[0059] Furthermore, it should be understood that in the following description, "circuit" refers to a conductive loop consisting of at least one element or sub-circuit connected by electrical or electromagnetic connections. When an element or circuit is said to be "connected" to another element or "connected" between two nodes, it can be directly coupled or connected to another element, or there may be intermediate elements. The connection between elements can be physical, logical, or a combination thereof. Conversely, when an element is said to be "directly coupled to" or "directly connected" to another element, it means that there are no intermediate elements between them.

[0060] Unless the context explicitly requires it, words such as "including" or "contains" in the instruction manual should be interpreted as including rather than exclusive or exhaustive; that is, meaning "including but not limited to".

[0061] In the description of this invention, it should be understood that the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Furthermore, in the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0062] Figure 1 This is a circuit diagram of a vehicle according to an embodiment of the present invention. Figure 1 In the illustrated embodiment, the vehicle includes a main controller 11, a battery management system 12, a motor controller 13, a power converter 14, and an on-board charger 15.

[0063] In this embodiment, the battery management system 12, motor controller 13, power converter 14, and on-board charger 15 form a high-voltage circuit. The battery management system 12 is used to output high-voltage electrical signals through the power battery, and the motor controller 13, power converter 14, and on-board charger 15 are high-voltage electrical devices in the high-voltage circuit.

[0064] Among them, the battery management system (BMS) 12 is used for intelligent management and maintenance of each battery cell, to prevent overcharging and over-discharging of the battery, extend the battery's lifespan, and monitor the battery's status.

[0065] The motor controller 13 is used to convert the electrical energy stored in the power battery into the electrical energy required to drive the motor according to commands such as gear position, throttle, and brake, so as to control the starting and running, forward and reverse speed, climbing force and other driving states of the electric vehicle, or to assist the electric vehicle in braking.

[0066] The power converter 14 is a DC-DC converter used to convert the DC voltage output from the power battery into other DC voltages to power other devices, such as the vehicle's air conditioning system, instruments, data acquisition devices, and low-speed alarms.

[0067] The on-board charger 15 is used to convert the electrical signal output by the power battery and output it to the charging interface so that the vehicle can charge other devices, such as mobile phones, tablets and other user terminal devices.

[0068] In this embodiment, the main controller 11 is used to control the high-voltage circuit according to the status of the motor controller 13, the power converter 14 and the on-board charger 15, so as to improve the convenience and safety of the vehicle.

[0069] Furthermore, the main controller 11 determines the high-voltage interlock status of the high-voltage circuit, which includes a normal state and a fault state. In response to the high-voltage interlock status being a fault state, the main controller 11 determines the operating state of the high-voltage circuit, which includes a connected state and a disconnected state. In response to the operating state of the high-voltage circuit being a connected state, the main controller 11 determines the fault handling process based on the vehicle status and detection parameters.

[0070] The detection parameters include one or more of the following: the output voltage of the battery management system, the input voltage of the battery management system, the output voltage of the charging pile, the input voltage of the motor controller, the input voltage of the power converter, and the input voltage of the on-board charger.

[0071] Specifically, the output voltage of the battery management system is the output voltage of the power battery, which can be obtained through real-time detection or determined based on the rated output voltage of the power battery.

[0072] The input voltage of the battery management system is the charging voltage of the power battery, that is, the charging voltage input to the power battery when the vehicle is charging.

[0073] The output voltage of a charging station can be obtained through communication with the charging station. When the charging gun is connected to the vehicle's charging port, the vehicle establishes a communication connection with the charging station and obtains the charging station's output voltage by exchanging information with it. Alternatively, the charging station's output voltage can be obtained by detecting the voltage at the vehicle's charging port.

[0074] The input voltages of the motor controller, power converter, and on-board charger are acquired through real-time detection. Specifically, a sampling circuit can be configured to acquire the input voltages of the motor controller, power converter, and on-board charger, etc.

[0075] It should be understood that Figure 1 The circuit structure shown is merely an example provided by the embodiments of the present invention. The embodiments of the present invention do not limit the circuit structure. For example, the high-voltage circuit may also include other electrical equipment in the vehicle.

[0076] It should also be understood that the high voltage and low voltage mentioned in the embodiments of the present invention are relative, and there is no limitation on the specific numerical range of high voltage and low voltage. In this embodiment, the high voltage electrical signal can be the output voltage of the power battery, and correspondingly, the high voltage electrical equipment or high voltage device is an electrical equipment or device that can directly receive the output voltage of the power battery.

[0077] Furthermore, Figure 2 This is a flowchart of a vehicle control method according to an embodiment of the present invention. Figure 2 In the illustrated embodiment, the vehicle control method includes the following steps:

[0078] Step S101: Determine the high-voltage interlock status of the high-voltage circuit.

[0079] In this embodiment, the main controller determines the high-voltage interlock status of the high-voltage circuit, which includes a normal state and a fault state.

[0080] In one optional implementation, the high-voltage interlock state of the high-voltage circuit is determined based on the low-voltage hard-wire signal. Specifically, the main controller uses a High Voltage Interlock System (HVIL) to determine the high-voltage interlock state of the high-voltage circuit based on the low-voltage hard-wire signal. Figure 3 This is a circuit diagram of a high-voltage interlocking system according to an embodiment of the present invention. Figure 3In the illustrated embodiment, the high-voltage interlock system includes high-voltage devices such as a main controller 11, a battery management system 12, a motor controller 13, a power converter 14, and an on-board charger 15, as well as high-voltage connectors a1, a2, a3, and a4. These high-voltage connectors a1, a2, a3, and a4 are respectively connected to the on-board charger 15, the power converter 14, the motor controller 13, and the battery management system 12. Each of the battery management system 12, the motor controller 13, the power converter 14, and the on-board charger 15 is equipped with an interface compatible with the high-voltage connectors. When the high-voltage connector is not connected to a high-voltage device, it is disconnected; when the interface between the high-voltage connector and the high-voltage device is properly connected, the high-voltage connector is conductive. Further, the main controller includes an output interface p1 and an input interface p2. The output interface p1 is used to output a low-voltage signal, and the input interface p2 is used to receive a low-voltage signal. The high-voltage connectors a1, a2, a3, and a4 are connected in series between the output interface p1 and the input interface p2 of the main controller via low-voltage hardwires. When the low-voltage signal received by the main controller 11 through input interface p2 is consistent with or substantially consistent with the low-voltage signal output through output interface p1 (within a certain range), it indicates that the high-voltage connectors a1, a2, a3, and a4 are well connected to the on-board charger 15, power converter 14, motor controller 13, and battery management system 12, meaning the high-voltage interlock is in a normal state. When the low-voltage signal received by the main controller 11 through input interface p2 differs significantly from the low-voltage signal output through output interface p1, it indicates that the high-voltage connectors a1, a2, a3, and a4 are loosely or disconnected from the on-board charger 15, power converter 14, motor controller 13, and battery management system 12, meaning the high-voltage interlock is in a fault state.

[0081] The low-voltage signal output by the output interface p1 of the main controller 11 can be a PWM (Pulse Width Modulation) signal or other types of signals; this embodiment of the invention does not impose any restrictions on this. Furthermore, the value of the low-voltage signal is not limited; for example, when the low-voltage signal is a PWM signal, the amplitude can be 5V or 12V, etc.

[0082] In another optional implementation, the main controller 11 determines the high-voltage interlock state of the high-voltage circuit by receiving the high-voltage interlock state sent by the high-voltage controller. Specifically, a high-voltage interlock detection circuit is set in the circuit to detect the connection status between the high-voltage connector and each high-voltage device. The high-voltage interlock detection circuit sends the detection result to the main controller. The detection of the connection status between the high-voltage connector and each high-voltage device by the high-voltage interlock detection circuit can be implemented using various existing methods. The specific implementation method of this embodiment is not limited; for example, it can be implemented using the same method as the main controller described above. Furthermore, there can be one or multiple high-voltage interlock detection circuits.

[0083] It should be noted that the timing of high-voltage interlock detection can be implemented in any way. For example, detection can be performed before the vehicle is powered on, and when it is detected that the user may need to use the vehicle (such as when a door is opened or the power is turned on), the high-voltage interlock detection can be performed. Alternatively, detection can be performed at predetermined intervals after the vehicle is powered on (while driving, parked, or charging).

[0084] Step S102: Check whether the high-voltage interlock status is in a fault state.

[0085] In this embodiment, the main controller can obtain the high-voltage interlock status of the high-voltage circuit through the above method, determine whether the high-voltage interlock status is a fault state, and if so, execute steps S103-S130 to execute the corresponding fault handling process. If not, it indicates that the high-voltage interlock status is a normal state, and proceed to step S130 to end this detection.

[0086] Step S103: Determine the working status.

[0087] In this embodiment, the operating state includes a connected state and a disconnected state. The connected state indicates the presence of a high-voltage device in operation, while the disconnected state indicates the presence of a high-voltage device that is not in operation.

[0088] Specifically, as mentioned above, the battery management system (BMS) can control the charging and discharging of the power battery. Therefore, the operating state can be determined by the operating status of the BMS. Specifically: in response to the BMS being in an operating state, the operating state is determined to be a connected state; in response to the BMS not being in an operating state, the operating state is determined to be a disconnected state. For example, when the vehicle is not powered on and not charging, the high-voltage electrical equipment in the vehicle is not working, and the BMS does not need to control charging and discharging. At this time, the BMS is not in an operating state, and the vehicle is in a disconnected state. When the vehicle is charging, driving, or parked (powered on but not driving), the high-voltage electrical equipment in the vehicle is working, and the BMS needs to control charging and discharging. At this time, the BMS is in an operating state, and the vehicle is in a connected state.

[0089] Step S104: High-voltage connection is prohibited.

[0090] In this embodiment, if the vehicle malfunctions and is in a disconnected state, the corresponding fault handling procedure is to prohibit high-voltage connection, that is, not allow it. Figure 1 The high-voltage circuit shown is on.

[0091] Step S105: Determine the vehicle status.

[0092] In this embodiment, as described above, when the working state is connected, the vehicle may be charging, driving, or parking and powering on. Therefore, when the working state is connected, the vehicle state is determined, which includes charging, driving, and parking and powering on.

[0093] The charging status indicates that the vehicle is charging. The vehicle can be charging while the engine is on or off. Fault handling is then performed via steps S106-S112.

[0094] The driving status is used to characterize the vehicle's operation under the drive of the power battery. At this time, fault handling is performed through steps S113-S124.

[0095] The parking power supply status indicates that the vehicle is powered on, but is not being driven by the power battery and is not charging. In this case, fault handling is performed through steps S125-S129.

[0096] Step S106, Driving status.

[0097] In this embodiment, the vehicle status is determined to be in driving status, and fault handling is performed through steps S107-S112.

[0098] Step S107: Obtain the difference between the output voltage of the battery management system and the input voltage of the motor controller.

[0099] In this embodiment, when the vehicle is in motion, it mainly drives the vehicle by converting the output voltage of the power battery into a driving voltage through the motor controller. Therefore, the difference between the output voltage of the battery management system and the input voltage of the motor controller can be obtained, and the connection of the high-voltage connector connected to the motor controller can be determined based on the difference. If the high-voltage connector connected to the motor controller is connected well, it means that the normal driving of the vehicle will not be affected.

[0100] Furthermore, the difference between the output voltage of the battery management system and the input voltage of the motor controller is denoted as the first difference ΔV1, where the formula for calculating the first difference is:

[0101] ΔV1=V B -V E

[0102] Among them, V B V is the output voltage of the power battery. E This is the input voltage for the motor controller.

[0103] Step S108: The difference is greater than the first threshold.

[0104] In this embodiment, since electrical signals experience some loss during transmission, a first threshold V can be set. f1 Second threshold V f2 This is used to determine whether the high-voltage connector connected to the motor controller is properly secured. The first threshold V... f1 Set to a larger value, the second threshold V f2 Set to a smaller value.

[0105] Furthermore, the difference ΔV1 is compared with the first threshold V. f1 The size of the difference, if the difference ΔV1 is greater than the first threshold V f1 This indicates that the high-voltage connector connected to the motor controller is severely loose or has been disconnected. In this case, the fault level is relatively high, and the process proceeds to step S112. If the difference ΔV1 is less than or equal to the first threshold V... f1 This indicates that the high-voltage connector connected to the motor controller is slightly loose or properly connected. In this case, proceed to step S109 for further judgment.

[0106] Step S109: The difference is greater than the second threshold.

[0107] In this embodiment, if the difference ΔV1 is less than or equal to the first threshold V f1 This indicates that the high-voltage connector connected to the motor controller is slightly loose or properly connected. In this case, the difference ΔV1 is compared with the second threshold V. f2 If the difference ΔV1 is greater than the second threshold V f2 This indicates a slight loosening of the high-voltage connector connected to the motor controller, proceeding to step S111. If the difference ΔV1 is less than or equal to the second threshold V... f2 This indicates that the high-voltage connector connected to the motor controller is properly connected. At this point, proceed to step S110.

[0108] Step S110: Limit the vehicle's speed and display a fault message.

[0109] In this embodiment, if the difference ΔV1 is less than or equal to the second threshold V f2 This indicates that the high-voltage connector connected to the motor controller is in good condition. At this time, since the motor controller is working normally, the normal driving of the vehicle will not be affected. However, since the high-voltage interlock state has been determined to be a fault state in step S102, in order to avoid the possible harm caused by the abnormal operation of other high-voltage devices, the driving speed of the vehicle is limited to a certain range, and a fault message is displayed so that the user can drive the vehicle to a safe position and then troubleshoot the fault.

[0110] Furthermore, since the high-voltage connector connected to the motor controller is determined to be in good condition at this time, meaning the cause of the fault is unclear, the fault information can be messages that prompt the user to troubleshoot the fault, such as "The high-voltage interlock is in a fault state, please troubleshoot the fault in time," or "The vehicle has been speed limited, the high-voltage interlock is in a fault state, the cause of the fault is unknown, please troubleshoot the fault in time."

[0111] It should be noted that the vehicle in this embodiment of the invention also includes a display device and / or an audio playback device, wherein the fault information can be displayed on the display device and / or played on the audio playback device.

[0112] Step S111: Control the vehicle to operate in crawl mode and display fault information.

[0113] In this embodiment, if the difference ΔV1 is greater than the second threshold V f2 And less than or equal to the first threshold V f1 This indicates a slight loosening of the high-voltage connector connected to the motor controller. To prevent further detachment of the high-voltage connector, the vehicle is controlled to operate in crawl mode, and a fault message is displayed.

[0114] In crawl mode, the vehicle travels at a fixed low speed, allowing the user to drive the vehicle to a safe location before troubleshooting. Therefore, by reducing speed in crawl mode, the user can, on the one hand, drive the vehicle to a safe location at a low speed, and on the other hand, reduce the likelihood of traffic accidents, thus improving driving safety.

[0115] Furthermore, the fault information may include messages such as "The high-voltage connector connected to the motor controller is slightly loose. Please troubleshoot the problem promptly," or "The vehicle is in crawl mode. Please drive the vehicle to a safe area. The high-voltage connector connected to the motor controller is slightly loose. Please troubleshoot the problem promptly."

[0116] Step S112: Stop the vehicle drive and display a fault message.

[0117] In this embodiment, if the difference ΔV1 is greater than the first threshold V f1 This indicates that the high-voltage connector connected to the motor controller is severely loose or has been disconnected. In this case, the fault level is relatively high, and the vehicle should be stopped and a fault message should be displayed.

[0118] Furthermore, the fault information includes messages such as "The high-voltage connector connected to the motor controller is seriously loose or has been disconnected. Please troubleshoot the fault immediately," or "The vehicle has been stopped. Please drive the vehicle to a safe area. The high-voltage connector connected to the motor controller is seriously loose or has been disconnected. Please troubleshoot the fault immediately."

[0119] Step S113, Charging status.

[0120] In this embodiment, the vehicle status is determined to be charging, and fault handling is performed through steps S113-S124.

[0121] Step S114, Charging type.

[0122] In this embodiment, during the charging state, the charging type is determined, and the charging type includes DC charging and AC charging.

[0123] Furthermore, electric vehicle charging stations include DC charging stations and AC charging stations. DC charging stations are used to output DC power to charge vehicles, while AC charging stations are used to output AC power to charge vehicles.

[0124] The DC power output from the DC charging pile directly charges the power battery. Therefore, when the charging type is DC charging, the output current of the charging pile is the same as or basically the same as the input current of the power battery, and the fault is handled through steps S121-S124.

[0125] AC charging piles require the on-board charger (i.e., the charger fixedly installed on the electric vehicle) to convert the AC power from the charging pile to charge the power battery. Therefore, the output current of the AC charging pile and the input current of the power battery are often not equal. Thus, fault handling is achieved through steps S115-S120.

[0126] Step S115: Obtain the difference between the input voltage of the vehicle charger and the input voltage of the battery management system.

[0127] In this embodiment, when the charging type is AC charging, the difference between the input voltage of the vehicle charger and the input voltage of the battery management system is obtained.

[0128] Furthermore, during AC charging of the vehicle, the on-board charger converts the AC power from the charging pile into multiple parallel transmission paths within the vehicle, all with the same voltage. One path transmits power to the battery management system to charge the power battery, while another path transmits power to the on-board charger. This means that when the user uses the on-board charger, the power battery's energy is not required, improving charging efficiency.

[0129] The input voltage of the battery management system (BMS) is the charging voltage received by the power battery. When the high-voltage connector connected to the BMS is properly connected, the input voltage of the BMS is the same as or nearly the same as the input voltage of the on-board charger. When the high-voltage connector connected to the BMS fails, the input voltage of the on-board charger differs significantly from the input voltage of the BMS. Therefore, the status of the high-voltage connector connected to the BMS can be determined by obtaining the difference between the input voltage of the on-board charger and the input voltage of the BMS.

[0130] Furthermore, the difference between the input voltage of the on-board charger and the input voltage of the battery management system is denoted as the second difference ΔV2, where the formula for calculating the second difference is:

[0131] ΔV2=V C -V BIN

[0132] Among them, V C V is the input voltage of the vehicle charger. BIN This is the input voltage for the battery management system.

[0133] Step S116: Greater than the third threshold.

[0134] In this embodiment, since electrical signals experience some loss during transmission, a third threshold V can be set. f3 and the fourth threshold V f4 This is used to determine whether the high-voltage connector connected to the battery management system is properly secured. The third threshold V... f3 Set to a larger value, fourth threshold V f4 Set to a smaller value.

[0135] Furthermore, the difference ΔV2 is compared with the third threshold V. f3 The size of the difference, if the difference ΔV2 is greater than the third threshold V f3 This indicates that the high-voltage connector connected to the battery management system is severely loose or has been disconnected. In this case, the fault level is relatively high, and the process proceeds to step S120. If the difference ΔV2 is less than or equal to the third threshold V... f3 This indicates that the high-voltage connector connected to the battery management system is slightly loose or properly connected. In this case, proceed to step S117 for further judgment.

[0136] Step S117: Greater than the fourth threshold.

[0137] In this embodiment, if the difference ΔV2 is less than or equal to the third threshold V f3This indicates that the high-voltage connector connected to the battery management system is slightly loose or properly connected. In this case, the difference ΔV2 is compared with the fourth threshold V. f4 If the difference ΔV4 is greater than the fourth threshold V f4 This indicates a slight loosening of the high-voltage connector connected to the battery management system, proceeding to step S119. If the difference ΔV2 is less than or equal to the fourth threshold V... f4 This indicates that the high-voltage connector connected to the battery management system is properly connected. At this point, proceed to step S118.

[0138] Step S118: Prompt fault information.

[0139] In this embodiment, if the difference ΔV2 is less than or equal to the fourth threshold V f4 This indicates that the high-voltage connector connected to the battery management system is properly connected and does not affect normal charging. However, since the high-voltage interlock status has been determined to be a fault state in step S102, a fault message is displayed to prompt the user to troubleshoot the fault in a timely manner.

[0140] Furthermore, since the high-voltage connector connected to the battery management system is determined to be in good condition at this time, meaning the cause of the fault is unclear, the fault information can be messages that prompt the user to troubleshoot the fault, such as "The high-voltage interlock status is faulty, please troubleshoot the fault in time," or "The high-voltage interlock status is faulty, the cause of the fault is unknown, please troubleshoot the fault in time."

[0141] Step S119: Reduce the vehicle's charging power and display a fault message.

[0142] In this embodiment, if the difference ΔV4 is greater than the fourth threshold V f4 And less than or equal to the third threshold V f3 This indicates a slight loosening of the high-voltage connector connected to the battery management system, reducing the vehicle's charging power and displaying a fault message. This helps reduce potential charging hazards and prompts the user to troubleshoot the problem promptly.

[0143] Furthermore, the fault information may include messages such as "The high-voltage connector connecting to the battery management system is slightly loose; please troubleshoot the problem promptly," or "Charging power has been reduced; the high-voltage connector connecting to the battery management system is slightly loose; please troubleshoot the problem promptly."

[0144] Step S120: Stop charging the vehicle and display a fault message.

[0145] In this embodiment, if the difference ΔV2 is greater than the third threshold V f3This indicates that the high-voltage connector connected to the battery management system is severely loose or has been disconnected. Continuing to charge may lead to a serious safety accident due to short circuits or other reasons. Therefore, the fault handling procedure is to stop charging the vehicle and display the fault information.

[0146] Furthermore, the fault information includes messages such as "The high-voltage connector connecting to the battery management system is seriously loose or has been disconnected. Please troubleshoot the fault promptly," or "Charging has stopped. The high-voltage connector connecting to the battery management system is seriously loose or has been disconnected. Please troubleshoot the fault promptly."

[0147] Step S121: Obtain the difference between the output voltage of the charging pile and the input voltage of the battery management system.

[0148] In this embodiment, in response to the charging type being DC charging, the difference between the output voltage of the charging pile and the input voltage of the battery management system is obtained.

[0149] Furthermore, during the DC charging process of the vehicle, the DC power provided by the charging pile is directly input to the battery management system (BMS) to charge the power battery. Therefore, the input voltage of the BMS is the same as or nearly the same as the output voltage of the charging pile. When the high-voltage connector connected to the BMS fails, the input voltage of the BMS differs significantly from the output voltage of the charging pile. Therefore, the status of the high-voltage connector connected to the BMS can be determined by the difference between the output voltage of the charging pile and the input voltage of the BMS.

[0150] Furthermore, the difference between the output voltage of the charging pile and the input voltage of the battery management system is denoted as the third difference ΔV3, where the formula for calculating the third difference is:

[0151] ΔV3=V D -V BIN

[0152] Among them, V D V is the output voltage of the charging pile. BIN This is the input voltage for the battery management system.

[0153] Step S122, greater than the fifth threshold

[0154] In this embodiment, since electrical signals experience some loss during transmission, a fifth threshold V can be set. f5 This is used to determine whether the high-voltage connector connected to the battery management system is properly connected.

[0155] Furthermore, the difference ΔV3 is compared with the fifth threshold V. f5The size of the difference, if the difference ΔV3 is greater than the fifth threshold V f5 This indicates a fault in the high-voltage connector connected to the battery management system, proceeding to step S124. If the difference ΔV3 is less than or equal to the fifth threshold V... f5 This indicates that the high-voltage connector connected to the battery management system is properly connected. At this point, proceed to step S123.

[0156] Specifically, since DC charging current is often quite large, in order to improve charging safety, the fifth threshold V can be adjusted. f5 Set to a smaller value when the difference ΔV3 is greater than the fifth threshold V. f5 This indicates that the high-voltage connector connected to the battery management system is slightly loose, severely loose, or disconnected.

[0157] Step S123: Prompt fault information.

[0158] In this embodiment, if the difference ΔV3 is less than or equal to the fifth threshold V f5 This indicates that the high-voltage connector connected to the battery management system is properly connected. However, since the high-voltage interlock status has been determined to be faulty in step S102, a fault message is displayed to prompt the user to troubleshoot the fault promptly.

[0159] Furthermore, since the high-voltage connector connected to the battery management system is determined to be in good condition at this time, meaning the cause of the fault is unclear, the fault information can be messages that prompt the user to troubleshoot the fault, such as "The high-voltage interlock status is faulty, please troubleshoot the fault in time," or "The high-voltage interlock status is faulty, the cause of the fault is unknown, please troubleshoot the fault in time."

[0160] Step S124: Stop charging the vehicle and display a fault message.

[0161] In this embodiment, when the difference ΔV3 is greater than the fifth threshold V f5 This indicates that the high-voltage connector connected to the battery management system is slightly loose, severely loose, or disconnected. Continuing to charge may lead to a serious safety accident due to short circuits or other reasons. Therefore, the troubleshooting procedure is to stop charging the vehicle and display the fault information.

[0162] Furthermore, the fault information includes messages such as "The high-voltage connector connected to the battery management system has malfunctioned. Please troubleshoot the fault promptly," or "Charging has stopped. The high-voltage connector connected to the battery management system has malfunctioned. Please troubleshoot the fault promptly."

[0163] Step S125, Parking power supply status.

[0164] In this embodiment, the vehicle status is determined to be charging, and fault handling is performed through steps S126-S129.

[0165] Step S126: Obtain the difference between the output voltage of the battery management system and the input voltage of the power converter.

[0166] In this embodiment, under parked power supply conditions, the vehicle is neither charging nor operating the motor controller. Furthermore, the on-board charger may not be in use. Therefore, the input voltages of the motor controller and the on-board charger have minimal impact on the vehicle at this time. However, other electrical devices connected to the power converter (air conditioning system, instrument panel, data acquisition device, and low-speed alarm) may be operating. Therefore, the difference between the output voltage of the battery management system and the input voltage of the power converter is obtained, and the status of the high-voltage connector connected to the power converter is determined based on this difference.

[0167] Furthermore, the difference between the output voltage of the battery management system and the input voltage of the power converter is denoted as the fourth difference ΔV4, where the formula for calculating the fourth difference is:

[0168] ΔV4=V B -V T

[0169] Among them, V B V is the output voltage of the battery management system. T This is the input voltage of the power converter.

[0170] Step S127: Greater than the sixth threshold.

[0171] In this embodiment, by setting a sixth threshold V f6 This is used to determine if the high-voltage connector connected to the power converter is properly secured. When the difference ΔV4 is greater than the sixth threshold V... f6 This indicates that the high-voltage connector connected to the power converter is slightly loose, severely loose, or disconnected. When the difference ΔV4 is less than or equal to the sixth threshold V... f6 This indicates that the high-voltage connector connected to the power converter is properly connected.

[0172] Step S128: Prompt fault information.

[0173] In this embodiment, when the difference ΔV4 is less than or equal to the sixth threshold V f6 This indicates that the high-voltage connector connected to the power converter is in good condition. However, since the high-voltage interlock status has been determined to be faulty in step S102, a fault message is displayed to prompt the user to troubleshoot the fault promptly.

[0174] Furthermore, since the high-voltage connector connected to the power converter is determined to be in good condition at this time, meaning the cause of the fault is unclear, the fault information can be messages that prompt the user to troubleshoot the fault, such as "The high-voltage interlock status is faulty, please troubleshoot the fault in time," or "The high-voltage interlock status is faulty, the cause of the fault is unknown, please troubleshoot the fault in time."

[0175] Step S129: Stop outputting electrical signals and display fault information.

[0176] In this embodiment, when the difference ΔV4 is greater than the sixth threshold V f6 This indicates that the high-voltage connector connected to the power converter is slightly loose, severely loose, or disconnected, stopping the output of electrical signals and displaying fault information.

[0177] Furthermore, the fault information indicates to the user that the high-voltage connector connected to the power converter is seriously loose or has been disconnected, such as "The high-voltage connector connected to the power converter has failed, please troubleshoot the fault in time," or "Power supply has been stopped, the high-voltage connector connected to the power converter has failed, please troubleshoot the fault in time."

[0178] Step S130, End.

[0179] In this embodiment, the operation ends when the vehicle has no faults or the fault handling process is completed.

[0180] Therefore, when a high-voltage interlock fault is detected, the severity of the motor controller fault is determined based on the vehicle's state. In driving mode, the severity is determined by comparing the difference between the battery management system's output voltage and the motor controller's input voltage with a first and a second threshold, and a corresponding fault handling procedure is executed. In charging mode, the severity of the battery management system fault is determined by comparing the difference between the on-board charger's input voltage and the battery management system's input voltage, or the difference between the charging pile's output voltage and the battery management system's input voltage, and a corresponding fault handling procedure is executed. In parked power supply mode, the severity of the power converter fault is determined by comparing the difference between the battery management system's output voltage and the power converter's input voltage. In other words, by selectively detecting high-voltage electrical components that significantly impact the vehicle's state under different vehicle conditions and implementing appropriate fault handling procedures based on the fault level, the requirements for high-voltage safety protection are ensured while also considering the overall convenience of vehicle use.

[0181] This invention, in its embodiments, determines the operating state of the high-voltage circuit when a fault is detected in the high-voltage interlock state, and determines a fault handling procedure based on the vehicle status and detection parameters when the operating state is a connected state. Therefore, corresponding fault handling procedures can be executed according to the high-voltage interlock state, operating state, vehicle status, and detection parameters, improving vehicle convenience and safety.

[0182] Figure 4 This is a flowchart of a vehicle control method according to another embodiment of the present invention. Figure 4 In the illustrated embodiment, the vehicle control method includes the following steps:

[0183] Step S210: Determine the high-voltage interlock status of the high-voltage circuit, which includes normal status and fault status.

[0184] Step S210: In response to the high-voltage interlock state being a fault state, determine the operating state of the high-voltage circuit, the operating state including a connected state and a disconnected state.

[0185] Step S210: In response to the high-voltage circuit being in a connected state, determine the fault handling process based on the vehicle status and detection parameters.

[0186] In some embodiments, the method further includes:

[0187] In response to the high-voltage circuit being in a non-connected state, the fault handling procedure is determined to prohibit high-voltage connection.

[0188] In some embodiments, determining the high-voltage interlock state of the high-voltage circuit includes:

[0189] The high-voltage interlock status of the high-voltage circuit is determined based on the low-voltage hard-wire signal; and / or

[0190] Receive the high-voltage interlock status sent by the high-voltage controller.

[0191] In some embodiments, the high-voltage circuit includes one or more of a battery management system, a motor controller, a power converter, and an on-board charger; wherein determining the operating state of the high-voltage circuit includes:

[0192] In response to the battery management system being in operation, the operating state is determined to be a connected state; and

[0193] In response to the battery management system not being in operation, the operating state is determined to be a disconnected state.

[0194] In some embodiments, the vehicle state includes one or more of driving state, charging state, and parking power supply state.

[0195] In some embodiments, the detection parameters include one or more of the following: the output voltage of the battery management system, the input voltage of the battery management system, the output voltage of the charging pile, the input voltage of the motor controller, the input voltage of the power converter, and the input voltage of the on-board charger.

[0196] In some embodiments, determining the fault handling process based on vehicle status and detection parameters includes:

[0197] In response to the vehicle being in a driving state, the difference between the output voltage of the battery management system and the input voltage of the motor controller is obtained;

[0198] In response to the difference being greater than a first threshold, the fault handling procedure is determined to be stopping vehicle driving, and a fault message is displayed; and

[0199] In response to the difference being greater than the second threshold, the fault handling procedure is determined to control the vehicle to operate in crawl mode and to display fault information;

[0200] In response to the difference being less than or equal to the second threshold, the fault handling procedure is determined to be limiting the vehicle's driving speed, and a fault message is displayed;

[0201] Wherein, the first threshold is greater than the second threshold.

[0202] In some embodiments, determining the fault handling process based on vehicle status and detection parameters includes:

[0203] In response to the vehicle being in a charging state, the charging type is obtained, which includes DC charging and AC charging.

[0204] In response to the charging type being AC charging, the difference between the input voltage of the on-board charger and the input voltage of the battery management system is obtained;

[0205] In response to the difference being greater than the third threshold, the fault handling procedure is determined to be to stop charging the vehicle and to display a fault message;

[0206] In response to the difference being greater than a fourth threshold, the fault handling procedure is determined to be reducing the vehicle's charging power, and a fault message is displayed; and

[0207] In response to the difference being less than or equal to the fourth threshold, the fault handling process is determined to be a fault message prompt;

[0208] The third threshold is greater than the fourth threshold.

[0209] In some embodiments, determining the fault handling process based on vehicle status and detection parameters further includes:

[0210] In response to the charging type being DC charging, the difference between the output voltage of the charging pile and the input voltage of the battery management system is obtained;

[0211] If the difference between the output voltage of the charging pile and the input voltage of the battery management system exceeds a fifth threshold, the fault handling procedure is determined to be to stop charging the vehicle and display a fault message; and

[0212] If the difference between the output voltage of the charging pile and the output voltage of the battery management system is less than or equal to a fifth threshold, the fault handling process is determined to be to prompt a fault message.

[0213] In some embodiments, determining the fault handling process based on vehicle status and detection parameters includes:

[0214] In response to the vehicle being in a parked power supply state, the difference between the output voltage of the battery management system and the input voltage of the power converter is obtained;

[0215] In response to the difference exceeding a sixth threshold, the fault handling procedure is determined to be to control the battery management system to stop outputting electrical signals and to display fault information; and

[0216] In response to the difference being less than or equal to the sixth threshold, the fault handling procedure is determined to be to prompt fault information.

[0217] This invention, in its embodiments, determines the operating state of the high-voltage circuit when a fault is detected in the high-voltage interlock state, and determines a fault handling procedure based on the vehicle status and detection parameters when the operating state is a connected state. Therefore, corresponding fault handling procedures can be executed according to the high-voltage interlock state, operating state, vehicle status, and detection parameters, improving vehicle convenience and safety.

[0218] Figure 5 This is a flowchart of a vehicle control device according to an embodiment of the present invention. Figure 5 In the illustrated embodiment, the vehicle control device includes a high-voltage interlock status determination unit 51, an operating status determination unit 52, and a fault handling unit 53. The high-voltage interlock status determination unit 51 determines the high-voltage interlock status of the high-voltage circuit, which includes a normal state and a fault state. The operating status determination unit 52, in response to the high-voltage interlock status being a fault state, determines the operating state of the high-voltage circuit, which includes a connected state and a disconnected state. The fault handling unit 53, in response to the high-voltage circuit's operating state being a connected state, determines a fault handling procedure based on the vehicle status and detection parameters.

[0219] In some embodiments, the apparatus further includes:

[0220] The disconnection unit is used to determine the fault handling procedure as disconnection in response to the high-voltage circuit being in a non-connection state.

[0221] In some embodiments, the high-voltage interlock status determination unit includes:

[0222] The low-voltage detection subunit is used to determine the high-voltage interlock status of the high-voltage circuit based on the low-voltage hard-wire signal; and / or

[0223] The status receiving subunit is used to receive the high-voltage interlock status sent by the high-voltage controller.

[0224] In some embodiments, the high-voltage circuit includes one or more of a battery management system, a motor controller, a power converter, and an on-board charger;

[0225] The working status determination unit includes:

[0226] A connection state determination subunit is configured to determine the operating state as a connection state in response to the battery management system being in an operating state; and

[0227] The disconnected state determination subunit is used to determine the operating state as disconnected state in response to the battery management system not being in operation.

[0228] In some embodiments, the vehicle state includes one or more of driving state, charging state, and parking power supply state.

[0229] In some embodiments, the detection parameters include one or more of the following: the output voltage of the battery management system, the input voltage of the battery management system, the output voltage of the charging pile, the input voltage of the motor controller, the input voltage of the power converter, and the input voltage of the on-board charger.

[0230] In some embodiments, the fault handling unit includes:

[0231] The first difference calculation subunit is used to obtain the difference between the output voltage of the battery management system and the input voltage of the motor controller in response to the vehicle state being driving state.

[0232] The first processing subunit is configured to, in response to the difference being greater than a first threshold, determine that the fault handling procedure is to stop vehicle driving and display fault information; and

[0233] The second processing subunit is used to determine the fault handling process as controlling the vehicle to work in crawl mode and prompting fault information in response to the difference being greater than the second threshold.

[0234] The third processing subunit is used to determine the fault handling process as limiting the vehicle's driving speed in response to the difference being less than or equal to the second threshold, and to display fault information.

[0235] Wherein, the first threshold is greater than the second threshold.

[0236] In some embodiments, the fault handling unit includes:

[0237] A charging type determination subunit is used to obtain the charging type in response to the vehicle state being a charging state, wherein the charging type includes DC charging and AC charging.

[0238] The second difference calculation subunit is used to obtain the difference between the input voltage of the on-board charger and the input voltage of the battery management system in response to the charging type being AC charging.

[0239] The fourth processing subunit is used to determine the fault handling process as stopping the charging of the vehicle and to prompt fault information in response to the difference being greater than the third threshold.

[0240] The fifth processing subunit is configured to, in response to the difference being greater than the fourth threshold, determine that the fault handling procedure is to reduce the vehicle's charging power and display fault information; and

[0241] The sixth processing subunit is used to determine the fault handling process as prompting fault information in response to the difference being less than or equal to the fourth threshold.

[0242] The third threshold is greater than the fourth threshold.

[0243] In some embodiments, the fault handling unit further includes:

[0244] The third difference calculation subunit is used to obtain the difference between the output voltage of the charging pile and the input voltage of the battery management system in response to the charging type being DC charging.

[0245] The seventh processing subunit is configured to, in response to a fifth threshold value, determine that the fault handling procedure is to stop charging the vehicle and display a fault message; and

[0246] The eighth processing subunit is used to determine the fault handling process as prompting fault information in response to the difference between the output voltage of the charging pile and the output voltage of the battery management system being less than or equal to a fifth threshold.

[0247] In some embodiments, the fault handling unit includes:

[0248] The fourth difference calculation subunit is used to obtain the difference between the output voltage of the battery management system and the input voltage of the power converter in response to the vehicle state being a parking power supply state.

[0249] The ninth processing subunit is configured to, in response to the difference being greater than the sixth threshold, determine that the fault handling procedure is to control the battery management system to stop outputting electrical signals and to display fault information; and

[0250] The tenth processing subunit is used to determine the fault handling process as prompting fault information in response to the difference being less than or equal to the sixth threshold.

[0251] This invention, in its embodiments, determines the operating state of the high-voltage circuit when a fault is detected in the high-voltage interlock state, and determines a fault handling procedure based on the vehicle status and detection parameters when the operating state is a connected state. Therefore, corresponding fault handling procedures can be executed according to the high-voltage interlock state, operating state, vehicle status, and detection parameters, improving vehicle convenience and safety.

[0252] Figure 6 This is a schematic diagram of an electronic device according to an embodiment of the present invention. Figure 6 The illustrated electronic device is a general-purpose data processing device, comprising a general-purpose computer hardware architecture, including at least a processor 61 and a memory 62. The processor 61 and memory 62 are connected via a bus 63. The memory 62 is adapted to store instructions or programs executable by the processor 61. The processor 61 can be a standalone microprocessor or a collection of one or more microprocessors. Thus, the processor 61 executes the instructions stored in the memory 62, thereby performing the method flow of the embodiments of the present invention as described above to process data and control other devices. The bus 63 connects the aforementioned components together, and also connects these components to a display controller 64, a display device, and an input / output (I / O) device 65. The input / output (I / O) device 65 can be a mouse, keyboard, modem, network interface, touch input device, motion-sensing input device, printer, and other devices known in the art. Typically, the input / output device 65 is connected to the system via an input / output (I / O) controller 66.

[0253] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, apparatus (devices), or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can be implemented as a computer program product on one or more computer-readable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0254] This invention is described with reference to flowchart illustrations of methods, apparatus (devices), and computer program products according to embodiments of this application. It should be understood that each step in the flowchart can be implemented by computer program instructions.

[0255] These computer program instructions may be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including an instruction means, the implementation process of which is described in the instruction means. Figure 1 The function specified in one or more processes.

[0256] These computer program instructions may also be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing device, produce instructions for implementing processes. Figure 1 A device for a function specified in one or more processes.

[0257] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. For those skilled in the art, the present invention can be modified and varied in various ways. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of the present invention should be included within the scope of protection of the present invention.

Claims

1. A vehicle control method, characterized in that, The method includes: Determine the high-voltage interlock status of the high-voltage circuit, which includes normal status and fault status; In response to the high-voltage interlock state being a fault state, the operating state of the high-voltage circuit is determined, the operating state including a connected state and a disconnected state; and In response to the high-voltage circuit being in a connected state, a fault handling procedure is determined based on the vehicle status and detection parameters. The vehicle status includes driving status, and the detection parameters include the output voltage of the battery management system and the input voltage of the motor controller; the fault handling process determined based on the vehicle status and detection parameters includes: In response to the vehicle state being the driving state, the difference between the output voltage of the battery management system and the input voltage of the motor controller is obtained; In response to the difference being greater than a first threshold, the fault handling procedure is determined to be stopping vehicle driving, and a fault message is displayed; and In response to the difference being greater than the second threshold, the fault handling procedure is determined to control the vehicle to operate in crawl mode and to display fault information; In response to the difference being less than or equal to the second threshold, the fault handling procedure is determined to be limiting the vehicle's driving speed, and a fault message is displayed; Wherein, the first threshold is greater than the second threshold.

2. The method according to claim 1, characterized in that, The method further includes: In response to the high-voltage circuit being in a non-connected state, the fault handling procedure is determined to prohibit high-voltage connection.

3. The method according to claim 1, characterized in that, The determination of the high-voltage interlock status of the high-voltage circuit includes: The high-voltage interlock status of the high-voltage circuit is determined based on the low-voltage hard-wire signal; and / or Receive the high-voltage interlock status sent by the high-voltage controller.

4. The method according to claim 1, characterized in that, The high-voltage circuit includes one or more of the following: battery management system, motor controller, power converter, and on-board charger; The determination of the operating state of the high-voltage circuit includes: In response to the battery management system being in operation, the operating state is determined to be a connected state; and In response to the battery management system not being in operation, the operating state is determined to be a disconnected state.

5. The method according to claim 4, characterized in that, The vehicle status includes one or more of the following: charging status and parking power supply status.

6. The method according to claim 5, characterized in that, The detection parameters include one or more of the following: the input voltage of the battery management system, the output voltage of the charging pile, the input voltage of the power converter, and the input voltage of the on-board charger.

7. The method according to claim 6, characterized in that, The process for determining fault handling based on vehicle status and detection parameters includes: In response to the vehicle being in a charging state, the charging type is obtained, which includes DC charging and AC charging. In response to the charging type being AC charging, the difference between the input voltage of the on-board charger and the input voltage of the battery management system is obtained; In response to the difference being greater than the third threshold, the fault handling procedure is determined to be to stop charging the vehicle and to display a fault message; In response to the difference being greater than a fourth threshold, the fault handling procedure is determined to be reducing the vehicle's charging power, and a fault message is displayed; and In response to the difference being less than or equal to the fourth threshold, the fault handling process is determined to be a fault message prompt; The third threshold is greater than the fourth threshold.

8. The method according to claim 7, characterized in that, The process for determining fault handling based on vehicle status and detection parameters also includes: In response to the charging type being DC charging, the difference between the output voltage of the charging pile and the input voltage of the battery management system is obtained; If the difference between the output voltage of the charging pile and the input voltage of the battery management system exceeds a fifth threshold, the fault handling procedure is determined to be to stop charging the vehicle and display a fault message; and If the difference between the output voltage of the charging pile and the output voltage of the battery management system is less than or equal to a fifth threshold, the fault handling process is determined to be a fault message prompt.

9. The method according to claim 6, characterized in that, The process for determining fault handling based on vehicle status and detection parameters includes: In response to the vehicle being in a parked power supply state, the difference between the output voltage of the battery management system and the input voltage of the power converter is obtained; In response to the difference exceeding a sixth threshold, the fault handling procedure is determined to be to control the battery management system to stop outputting electrical signals and to display fault information; and In response to the difference being less than or equal to the sixth threshold, the fault handling procedure is determined to be to prompt fault information.

10. A vehicle, characterized in that, The vehicles include: High-voltage circuits include one or more of the following: battery management system, motor controller, power converter, and on-board charger; and A main controller includes a memory and a processor, the memory being used to store one or more computer program instructions, wherein the one or more computer program instructions are executed by the processor to implement the method as described in any one of claims 1-9.

11. A vehicle control device, characterized in that, The device includes: A high-voltage interlock status determination unit is used to determine the high-voltage interlock status of the high-voltage circuit, which includes a normal status and a fault status. Operating status determination unit, configured to determine the operating status of the high-voltage circuit in response to the high-voltage interlock status being a fault state, the operating status including a connected state and a disconnected state; and The fault handling unit is used to determine the fault handling process based on the vehicle status and detection parameters in response to the high-voltage circuit being in a connected state. The vehicle state includes driving state, and the detection parameters include the output voltage of the battery management system and the input voltage of the motor controller. The fault handling unit is specifically configured to: in response to the vehicle state being driving state, obtain the difference between the output voltage of the battery management system and the input voltage of the motor controller; in response to the difference being greater than a first threshold, determine the fault handling procedure as stopping vehicle driving and displaying fault information; in response to the difference being greater than a second threshold, determine the fault handling procedure as controlling the vehicle to operate in crawl mode and displaying fault information; in response to the difference being less than or equal to the second threshold, determine the fault handling procedure as limiting the vehicle's driving speed and displaying fault information; wherein the first threshold is greater than the second threshold.

12. A computer-readable storage medium storing computer program instructions thereon, characterized in that, The computer program instructions, when executed by a processor, implement the method as described in any one of claims 1-9.

Images