Safety protection methods, systems, equipment and storage media for new energy vehicles

Abstract

This application discloses a safety protection method, system, device, and storage medium for new energy vehicles, belonging to the field of vehicle technology. The method is applied to a new energy vehicle, which includes an ACU, BMS, MCU, and CCU; it includes: the ACU performing collision detection on the new energy vehicle, and when a collision is detected, sending a collision signal to the BMS, MCU, and CCU; the BMS disconnecting a first high-voltage circuit based on the collision signal; the MCU powering down the new energy vehicle's motor based on the collision signal; the CCU determining the charging status of the new energy vehicle; and, if the new energy vehicle is charging, controlling the new energy vehicle to stop charging based on the collision signal. When a collision occurs, the BMS, MCU, and CCU power down the high-voltage circuit and high-voltage components, thereby improving the safety of the new energy vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a safety protection method, system, device and storage medium for new energy vehicles. Background Technology

[0002] The power input of new energy vehicles differs from that of traditional internal combustion engines. Currently, the three main types of new energy vehicles are plug-in hybrid electric vehicles, pure electric vehicles, and range-extended electric vehicles. All three types of new energy vehicles contain multiple high-voltage components, including drive batteries, electrodes, and on-board chargers. The detection and safety protection of these high-voltage components are crucial for new energy vehicles. Summary of the Invention

[0003] This application provides a safety protection method, system, device, and storage medium for new energy vehicles, which can improve the safety of new energy vehicles. The technical solution is as follows:

[0004] On the one hand, a safety protection method for new energy vehicles is provided. The method is applied in new energy vehicles, which include airbag sensor ACU, battery management system BMS, motor control unit MCU and combined charging unit CCU.

[0005] The method includes:

[0006] The ACU performs collision detection on the new energy vehicle, and when a collision is detected, it sends a collision signal to the BMS, the MCU, and the CCU.

[0007] The BMS receives the collision signal and disconnects the first high-voltage circuit in the BMS based on the collision signal. The first high-voltage circuit is a circuit in the BMS whose power supply voltage is higher than a preset voltage.

[0008] The MCU receives the collision signal and, based on the collision signal, performs a power-off operation on the motor of the new energy vehicle;

[0009] The CCU receives the collision signal and determines the charging status of the new energy vehicle; if the new energy vehicle is charging, it controls the new energy vehicle to stop charging based on the collision signal.

[0010] In one possible implementation, the new energy vehicle also includes a vehicle control unit (HCU) and an instrument cluster (ICM).

[0011] The method further includes:

[0012] The BMS, the MCU, and the CCU detect their own loop interlock faults. When any controller in the BMS, MCU, and CCU detects a loop interlock fault, it sends a loop interlock fault signal to the HCU.

[0013] The HCU receives a loop interlock fault signal sent by any of the controllers, and based on the loop interlock fault signal, controls any of the controllers to perform a high-voltage operation on its high-voltage components and / or second high-voltage circuits. The high-voltage components are components whose power supply voltage is higher than the preset voltage, and the second high-voltage circuit is a circuit whose power supply voltage is higher than the preset voltage.

[0014] The HCU sends the loop interlock fault signal to the ICM;

[0015] The ICM receives the loop interlock fault signal, illuminates the fault light and displays fault prompt information based on the loop interlock fault signal, and the fault prompt information is used to indicate that the current fault of the new energy vehicle is a loop interlock fault.

[0016] In another possible implementation, the HCU, based on the loop interlock fault signal, controls any controller to perform a high-voltage reduction operation on its included high-voltage components and / or the second high-voltage circuit, including:

[0017] The HCU determines the status of the new energy vehicle based on the loop interlock fault signal;

[0018] Based on the state of the new energy vehicle, control any of the controllers to perform high-voltage operation on its high-voltage components and / or second high-voltage circuit.

[0019] In another possible implementation, controlling any controller to perform a high-voltage operation on its high-voltage components and / or second high-voltage circuit based on the state of the new energy vehicle includes:

[0020] When the new energy vehicle is powered on, control any of the controllers to prevent the high-voltage components and / or the second high-voltage circuit included therein from being powered on;

[0021] When the new energy vehicle is in motion, determine the vehicle speed; when the vehicle speed is lower than a preset speed, control any controller to perform a high-voltage reduction operation on its high-voltage components and / or second high-voltage circuit; when the vehicle speed is not lower than the preset speed, delay the high-voltage reduction operation; when the vehicle speed decreases to below the preset speed, control any controller to perform a high-voltage reduction operation on its high-voltage components and / or second high-voltage circuit.

[0022] When the new energy vehicle is in the charging state, the CCU is controlled to stop charging.

[0023] In another possible implementation, the new energy vehicle also includes a vehicle controller (HCU);

[0024] The ACU performs collision detection on the new energy vehicle, including:

[0025] The HCU determines the status of the new energy vehicle; when the new energy vehicle is charging, it determines the charging information of the new energy vehicle, determines a first detection frequency matching the charging information, and sends a first detection command to the ACU, the first detection command carrying the first detection frequency; the ACU receives the first detection command and performs collision detection on the new energy vehicle based on the first detection frequency carried by the first detection command.

[0026] When the new energy vehicle is parked, the HCU determines the parking location information of the new energy vehicle, determines a second detection frequency matching the parking location information based on the parking location information, and sends a second detection command to the ACU, the second detection command carrying the second detection frequency; the ACU receives the second detection command and performs collision detection on the new energy vehicle based on the second detection frequency carried by the second detection command;

[0027] When the new energy vehicle is in motion, the HCU determines the vehicle's speed, determines a third detection frequency matching the speed, and sends a third detection command to the ACU, the third detection command carrying the third detection frequency; the ACU receives the third detection command and performs collision detection on the new energy vehicle based on the third detection frequency carried by the third detection command.

[0028] In another possible implementation, the HCU determines a second detection frequency matching the parking location information based on the parking location information, including:

[0029] The HCU determines the type of parking location where the new energy vehicle is located based on the parking location information;

[0030] The HCU determines a first collision probability that matches the type of the parking location;

[0031] The HCU determines the surrounding environment information of the new energy vehicle and determines a second collision probability that matches the surrounding environment information;

[0032] The HCU performs a weighted summation of the first collision probability and the second collision probability to obtain the collision probability of the new energy vehicle.

[0033] The HCU determines a second detection frequency that matches the collision probability.

[0034] On the other hand, a safety protection system for new energy vehicles is provided, the system including: airbag sensor ACU, battery management system BMS, motor control unit MCU and combined charging unit CCU;

[0035] The ACU is used to perform collision detection on the new energy vehicle, and when a collision is detected, it sends a collision signal to the BMS, the MCU and the CCU.

[0036] The BMS is used to receive the collision signal and disconnect the first high-voltage circuit in the BMS based on the collision signal. The first high-voltage circuit is a circuit in the BMS whose power supply voltage is higher than a preset voltage.

[0037] The MCU is used to receive the collision signal and, based on the collision signal, power down the motor of the new energy vehicle.

[0038] The CCU is used to receive the collision signal and determine the charging status of the new energy vehicle; if the new energy vehicle is charging, it controls the new energy vehicle to stop charging based on the collision signal.

[0039] In one possible implementation, the system further includes a vehicle control unit (HCU) and an instrument cluster (ICM).

[0040] The BMS, the MCU, and the CCU are used to detect their own loop interlock faults. When any controller in the BMS, MCU, and CCU detects a loop interlock fault, it sends a loop interlock fault signal to the HCU.

[0041] The HCU is also used to receive a loop interlock fault signal sent by any of the controllers, and based on the loop interlock fault signal, control any of the controllers to perform a high-voltage operation on its high-voltage components and / or second high-voltage circuits, wherein the high-voltage components are components whose power supply voltage is higher than the preset voltage, and the second high-voltage circuit is a circuit whose power supply voltage is higher than the preset voltage;

[0042] The HCU is also used to send the loop interlock fault signal to the ICM;

[0043] The ICM is also used to receive the loop interlock fault signal, illuminate the fault light and display fault prompt information based on the loop interlock fault signal, and the fault prompt information is used to indicate that the current fault of the new energy vehicle is a loop interlock fault.

[0044] In another possible implementation, the HCU is also used to determine the state of the new energy vehicle based on the loop interlock fault signal; and based on the state of the new energy vehicle, to control any controller to perform a high-voltage operation on its high-voltage components and / or the second high-voltage circuit.

[0045] In another possible implementation, the HCU is also used to control any controller to disable the power supply of its high-voltage components and / or second high-voltage circuit when the new energy vehicle is in the powered-on state;

[0046] The HCU is also used to determine the vehicle speed of the new energy vehicle when the vehicle speed is in motion; control any controller to perform a high-voltage reduction operation on its high-voltage components and / or second high-voltage circuit when the vehicle speed is lower than a preset speed; delay the high-voltage reduction operation when the vehicle speed is not lower than the preset speed; and control any controller to perform a high-voltage reduction operation on its high-voltage components and / or second high-voltage circuit when the vehicle speed decreases to below the preset speed.

[0047] The HCU is also used to control the CCU to stop charging when the new energy vehicle is in the charging state.

[0048] In another possible implementation, the system also includes a vehicle control unit (HCU).

[0049] The HCU is also used to determine the state of the new energy vehicle; when the state of the new energy vehicle is charging, it determines the charging information of the new energy vehicle, determines a first detection frequency matching the charging information, and sends a first detection command to the ACU, the first detection command carrying the first detection frequency; the ACU receives the first detection command and performs collision detection on the new energy vehicle based on the first detection frequency carried by the first detection command.

[0050] When the new energy vehicle is in a parked state, the HCU is further configured to determine the parking location information of the new energy vehicle, determine a second detection frequency matching the parking location information based on the parking location information, and send a second detection command to the ACU, the second detection command carrying the second detection frequency; the ACU receives the second detection command and performs collision detection on the new energy vehicle based on the second detection frequency carried by the second detection command;

[0051] When the new energy vehicle is in motion, the HCU is further configured to determine the driving speed of the new energy vehicle, determine a third detection frequency matching the driving speed, and send a third detection command to the ACU, the third detection command carrying the third detection frequency; the ACU receives the third detection command and performs collision detection on the new energy vehicle based on the third detection frequency carried by the third detection command.

[0052] In another possible implementation, the HCU is also used to determine the type of parking location where the new energy vehicle is located based on the parking location information;

[0053] The HCU is also used to determine a first collision probability that matches the type of the parking space;

[0054] The HCU is also used to determine the surrounding environment information of the new energy vehicle and to determine a second collision probability that matches the surrounding environment information.

[0055] The HCU is also used to perform a weighted summation of the first collision probability and the second collision probability to obtain the collision probability of the new energy vehicle.

[0056] The HCU is also used to determine a second detection frequency that matches the collision probability.

[0057] On the other hand, a new energy vehicle is provided, which includes an airbag sensor ACU, a battery management system BMS, a motor control unit MCU, a combined charging unit CCU, and a memory. The memory stores at least one piece of program code, which is loaded and executed by the ACU, the BMS, the MCU, and the CCU to implement the aforementioned safety protection method for the new energy vehicle.

[0058] On the other hand, a computer-readable storage medium is provided, wherein at least one piece of program code is stored in the storage medium, and the at least one piece of program code is loaded and executed by a processor to implement the above-mentioned safety protection method for new energy vehicles.

[0059] On the other hand, a computer program product is provided, the product storing at least one piece of program code, the at least one piece of program code being executed by a processor to implement the above-mentioned safety protection method for new energy vehicles.

[0060] In this embodiment of the application, when a new energy vehicle is involved in a collision, the ACU sends a collision signal to the BMS, MCU and CCU, so that the BMS, MCU and CCU can power down the high-voltage circuit and high-voltage components, thereby avoiding the failure of the high-voltage system and thus avoiding secondary damage such as fire, which improves the safety of the new energy vehicle.

[0061] It should be understood that the above general description and the following detailed description are merely exemplary and do not limit this disclosure. Attached Figure Description

[0062] Figure 1 This is a schematic diagram illustrating the implementation environment of a safety protection method for new energy vehicles, as shown in an exemplary embodiment of this application.

[0063] Figure 2 This is a schematic diagram illustrating the implementation environment of a safety protection method for new energy vehicles, as shown in another exemplary embodiment of this application;

[0064] Figure 3 This is a flowchart illustrating a safety protection method for new energy vehicles, as shown in an exemplary embodiment of this application;

[0065] Figure 4 This is a flowchart illustrating a safety protection method for new energy vehicles, as shown in an exemplary embodiment of this application;

[0066] Figure 5 This is a block diagram illustrating a safety protection system for a new energy vehicle, as shown in an exemplary embodiment of this application.

[0067] Figure 6 This is a block diagram illustrating a new energy vehicle as shown in an exemplary embodiment of this application. Detailed Implementation

[0068] To make the technical solution and advantages of this application clearer, the embodiments of this application will be described in further detail below.

[0069] The terms "first," "second," "third," and "fourth," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or apparatuses.

[0070] It should be noted that all information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, stored data, displayed data, etc.), and signals involved in this application have been authorized by the user or fully authorized by all parties, and the collection, use, and processing of related data must comply with the relevant laws, regulations, and standards of the relevant countries and regions. For example, collision signals, loop interlock fault signals, and the status of new energy vehicles involved in this application were all obtained with full authorization.

[0071] Please refer to Figure 1 This illustration shows a schematic diagram of the implementation environment of a safety protection method for new energy vehicles, as illustrated in an exemplary embodiment of this application. The implementation environment includes a new energy vehicle 10, which may be a plug-in hybrid electric vehicle, a pure electric vehicle, or a range-extended electric vehicle, etc. Furthermore, the new energy vehicle 10 includes an ACU (Add Control Unit, airbag sensor), an HCU (Hybrid Control Unit, vehicle controller), a BMS (Battery Management System), a CCU (Combined Charging Unit), an MCU (Motor Control Unit), and an ICM (Ignition Control Module).

[0072] The ACU is used to perform collision detection on new energy vehicles. When a collision is detected, it sends a collision signal to the BMS, MCU, and CCU. The BMS receives the collision signal and disconnects the first high-voltage circuit in the BMS based on the collision signal. The first high-voltage circuit is the circuit in the BMS where the supply voltage is higher than a preset voltage. The MCU receives the collision signal and shuts down the motor of the new energy vehicle based on the collision signal. The CCU receives the collision signal and determines the charging status of the new energy vehicle. If the new energy vehicle is charging, it controls the new energy vehicle to stop charging based on the collision signal.

[0073] In one possible implementation, when the ACU detects a collision with a new energy vehicle, the drive current activates the collision power-off switch. Furthermore, when the ACU sends a collision signal to the BMS, MCU, and CCU, it can do so via hardwired connections or the CAN bus; for example, please refer to [reference needed]. Figure 1 In one implementation, the ACU sends a collision signal to the BMS via a hardwired connection or the CAN bus. This collision signal can also be referred to as a hardwired collision signal or a CAN collision signal. Alternatively, the ACU can send a collision signal to the MCU and CUU via the CAN bus. In another possible implementation, when the ACU detects a collision with a new energy vehicle, it will also send a collision signal to the HCU via a hardwired connection or the CAN bus. For example, the ACU can send a collision signal to the HCU via a hardwired connection or the CAN bus. Upon receiving the collision signal, the HCU sends a power-down command to the MCU. The MCU receives the power-down command and, based on it, performs active discharge.

[0074] Please refer to Figure 2 The BMS, MCU, and CCU detect their own loop interlock faults. When any controller in the BMS, MCU, or CCU detects a loop interlock fault, it sends a loop interlock fault signal to the HCU. The HCU receives the loop interlock fault signal sent by any controller and, based on the loop interlock fault signal, controls any controller to perform a high-voltage operation on its high-voltage components and / or second high-voltage circuits. The high-voltage components are those whose supply voltage is higher than a preset voltage, and the second high-voltage circuit is a circuit whose supply voltage is higher than a preset voltage.

[0075] The HCU sends a loop interlock fault signal to the ICM; the ICM receives the loop interlock fault signal, illuminates the fault light based on the loop interlock fault signal, and displays fault prompt information. The fault prompt information is used to indicate that the current fault of the new energy vehicle is a loop interlock fault.

[0076] Please refer to Figure 3 The diagram illustrates a flowchart of a safety protection method for a new energy vehicle, as shown in an exemplary embodiment of this application. (Reference) Figure 3 The method includes:

[0077] Step 301: The ACU performs collision detection on the new energy vehicle, and when a collision is detected, it sends a collision signal to the BMS, MCU and CCU.

[0078] The ACU sends collision signals to the BMS, MCU, and CCU via hardwired connections and the CAN bus. Additionally, the ACU can also send collision signals to the HCU via hardwired connections and the CAN bus. The collision signal can also carry a collision level, allowing the BMS, MCU, and CCU to perform subsequent high-voltage operations based on the collision level.

[0079] In one possible implementation, the ACU performs collision detection on new energy vehicles based on a fixed detection frequency, which simplifies operation and improves detection efficiency. In another possible implementation, different states of the new energy vehicle correspond to different detection frequencies, and the detection frequency is determined by the HCU; accordingly, the steps for the ACU to perform collision detection on the new energy vehicle can be implemented through the following steps (1) to (4), including:

[0080] (1) HCU determines the status of new energy vehicles.

[0081] New energy vehicles can be in the following states: charging, parked, or driving.

[0082] (2) When the new energy vehicle is in the charging state, the HCU determines the charging information of the new energy vehicle, determines the first detection frequency that matches the charging information, and sends a first detection command to the ACU. The first detection command carries the first detection frequency. The ACU receives the first detection command and performs collision detection on the new energy vehicle based on the first detection frequency carried by the first detection command.

[0083] The charging information includes at least one of current battery level and charging power. When the charging information includes current battery level, the HCU's step of determining a first detection frequency matching the charging information can be: the HCU determines the first detection frequency corresponding to the current battery level based on the correspondence between battery level and detection frequency. When the charging information includes charging power, the HCU's step of determining a first detection frequency matching the charging information can be: the HCU determines the first detection frequency corresponding to the charging power based on the correspondence between charging power and detection frequency. When the charging information includes both current battery level and charging power, the HCU's step of determining a first detection frequency matching the charging information can be: the HCU determines the first detection frequency corresponding to both the current battery level and the charging power based on the correspondence between battery level, charging power, and detection frequency.

[0084] In this embodiment of the application, during the charging process of a new energy vehicle, a first detection frequency is determined based on the charging information, so that the determined first detection frequency is adapted to the current charging information, thereby improving the accuracy of the determined first detection frequency and thus improving the safety of collision detection based on the first detection frequency.

[0085] (3) When the new energy vehicle is in a parked state, the HCU determines the parking location information of the new energy vehicle, determines the second detection frequency that matches the parking location information based on the parking location information, and sends a second detection command to the ACU. The second detection command carries the second detection frequency. The ACU receives the second detection command and performs collision detection on the new energy vehicle based on the second detection frequency carried by the second detection command.

[0086] The step of HCU determining a second detection frequency that matches the parking location information based on the parking location information can be achieved through the following steps (3-1) to (3-5):

[0087] (3-1) The HCU determines the type of parking location for new energy vehicles based on parking location information.

[0088] The types of parking locations can include parking lots or roads; parking lots can be public parking lots, private parking spaces, or garages in a user's home.

[0089] (3-2) The HCU determines the first collision probability that matches the type of parking location.

[0090] Different types of parking spaces correspond to different collision probabilities; accordingly, in this step, the HCU determines the first collision probability corresponding to the type of parking space based on the correspondence between the type and the collision probability.

[0091] (3-3) The HCU determines the surrounding environment information of the new energy vehicle and determines the second collision probability that matches the surrounding environment information.

[0092] The surrounding environment information includes parking space information and / or road information surrounding the parking space where the new energy vehicle is currently located. In one possible implementation, the HCU determines the surrounding environment information of the new energy vehicle, and the step of determining the second collision probability matching the surrounding environment information can be as follows: if the surrounding parking space information of the new energy vehicle's current parking space indicates that a vehicle is parked, the HCU determines the second collision probability matching the surrounding environment information as a first preset probability; if the surrounding parking space information of the new energy vehicle's current parking space indicates that no vehicle is parked, the HCU determines the second collision probability matching the surrounding environment information as a second preset probability, where the first preset probability is greater than the second preset probability.

[0093] In another possible implementation, the surrounding environment information includes the road information of the parking space where the new energy vehicle is currently located. The HCU determines the surrounding environment information of the new energy vehicle, and the step of determining the second collision probability that matches the surrounding environment information can be as follows: if the road information of the parking space where the new energy vehicle is currently located is congested, the HCU determines the second collision probability that matches the surrounding environment information as a third preset probability; if the road information of the parking space where the new energy vehicle is currently located is unobstructed, the HCU determines the second collision probability that matches the surrounding environment information as a fourth preset probability, and the third preset probability is greater than the fourth preset probability.

[0094] In another possible implementation, the surrounding environment information includes parking space information and road information around the parking space where the new energy vehicle is currently located. The HCU determines the surrounding environment information of the new energy vehicle, and the step of determining the second collision probability matching the surrounding environment information can be as follows: if the parking space information around the parking space where the new energy vehicle is currently located indicates that there are already parked vehicles and the road information around the parking space where the new energy vehicle is currently located indicates that it is congested, the HCU determines the second collision probability matching the surrounding environment information as the sum of the first preset probability and the third preset probability; if the parking space information around the parking space where the new energy vehicle is currently located indicates that there are already parked vehicles and the road information around the parking space where the new energy vehicle is currently located indicates that it is free-flowing... Under normal circumstances, the HCU determines the second collision probability matching the surrounding environment information as the sum of the first preset probability and the fourth preset probability; if the surrounding parking spaces of the new energy vehicle's current parking space are empty and the road information of the new energy vehicle's current parking space is congested, the HCU determines the second collision probability matching the surrounding environment information as the sum of the second preset probability and the third preset probability; if the surrounding parking spaces of the new energy vehicle's current parking space are empty and the road information of the new energy vehicle's current parking space is unobstructed, the HCU determines the second collision probability matching the surrounding environment information as the sum of the second preset probability and the fourth preset probability.

[0095] (3-4) The HCU performs a weighted summation of the first and second collision probabilities to obtain the collision probability of the new energy vehicle.

[0096] The weights corresponding to the first collision probability and the second collision probability can be set and changed as needed. In this embodiment, the weights corresponding to the first collision probability and the second collision probability are not specifically limited. Furthermore, the weights corresponding to the first collision probability and the second collision probability can be configured by the user or automatically set by the HCU.

[0097] In one possible implementation, the HCU may determine the detection frequency solely based on the type of parking location; correspondingly, in this step, the HCU determines the first collision probability as the collision probability of a new energy vehicle. In another possible implementation, the HCU may determine the detection frequency solely based on surrounding environmental information; correspondingly, in this step, the HCU determines the second collision probability as the collision probability of a new energy vehicle.

[0098] (3-5) The HCU determines a second detection frequency that matches the collision probability.

[0099] Different collision probabilities correspond to different detection frequencies; accordingly, this step can help the HCU determine the second detection frequency corresponding to the collision probability based on the relationship between the collision probability and the detection frequency.

[0100] (4) When the new energy vehicle is in motion, the HCU determines the driving speed of the new energy vehicle, determines the third detection frequency that matches the driving speed, and sends a third detection command to the ACU. The third detection command carries the third detection frequency. The ACU receives the third detection command and performs collision detection on the new energy vehicle based on the third detection frequency carried by the third detection command.

[0101] In one possible implementation, different driving speeds correspond to different detection frequencies, and the driving speed and detection frequency are positively correlated, that is, the higher the driving speed, the higher the detection frequency; and the lower the driving speed, the lower the detection frequency. Accordingly, the HCU can determine the third detection frequency that matches the driving speed by: the HCU determining the third detection frequency corresponding to the driving speed from the correspondence between the driving speed and the detection frequency.

[0102] In another possible implementation, different driving speed ranges correspond to different detection frequencies, and the driving speed ranges are positively correlated with the detection frequencies. That is, the driving speed range with higher driving speeds corresponds to higher detection frequencies, while the driving speed range with lower driving speeds corresponds to lower detection frequencies. Accordingly, the HCU can determine the third detection frequency that matches the driving speed by: determining the driving speed range in which the driving speed is located, and determining the third detection frequency corresponding to the driving speed range based on the correspondence between the driving speed range and the detection frequency.

[0103] In another possible implementation, different driving speeds correspond to different hazard levels, and different hazard levels correspond to different detection frequencies. Driving speed and hazard level are positively correlated; that is, the higher the driving speed, the higher the hazard level, and the lower the driving speed, the lower the hazard level. Furthermore, hazard level and detection frequency are positively correlated; that is, the higher the hazard level, the higher the detection frequency, and the lower the hazard level, the lower the detection frequency. Accordingly, the HCU's step in determining the third detection frequency matching the driving speed can be: the HCU determines the hazard level corresponding to the driving speed and determines the third detection frequency matching that hazard level. For example, the HCU determines the driving speed range within which the driving speed falls, and based on this driving speed range, determines the hazard level corresponding to that driving speed range from the correspondence between driving speed ranges and hazard levels; based on this hazard level, it determines the third detection frequency corresponding to that hazard level from the correspondence between hazard levels and detection frequencies.

[0104] In another possible implementation, when the new energy vehicle is in motion, the third detection frequency is also determined by combining road condition information; accordingly, the HCU determines the driving speed of the new energy vehicle, and the step of determining the third detection frequency that matches the driving speed can be: the HCU determines the road condition information of the road where the new energy vehicle is currently located, and determines the third detection frequency based on the driving speed and the road condition information.

[0105] The step of HCU determining the third detection frequency based on the driving speed and the road condition information can be as follows: HCU determines a fourth detection frequency that matches the driving speed based on the driving speed, determines a fifth detection frequency that matches the road condition information based on the road condition information, and performs a weighted summation of the fourth and fifth detection frequencies to obtain the third detection frequency.

[0106] The step of the HCU determining the fourth detection frequency matching the driving speed based on the driving speed is similar to the step of the HCU determining the third detection frequency matching the driving speed, and will not be repeated here. The step of the HCU determining the fifth detection frequency matching the road condition information based on the road condition information can be as follows: when the road condition information is unobstructed, the HCU determines the fifth detection frequency matching the road condition information as the first preset frequency; when the road condition information is congested, the HCU determines the fifth detection frequency matching the road condition information as the second preset frequency. The second preset frequency is greater than the first preset frequency. That is, in the case of road congestion, a higher detection frequency is used to detect collisions, thereby improving safety.

[0107] In another possible implementation, different states of the new energy vehicle correspond to different detection frequencies, and the detection frequencies are determined by the ACU. Accordingly, the steps for the ACU to perform collision detection on the new energy vehicle can be as follows: The ACU determines the state of the new energy vehicle; if the new energy vehicle is charging, the ACU determines the charging information, determines a first detection frequency matching the charging information, and performs collision detection on the new energy vehicle based on the first detection frequency carried by the first detection command. If the new energy vehicle is parked, the ACU determines the parking location information, determines a second detection frequency matching the parking location information, and performs collision detection on the new energy vehicle based on the second detection frequency. If the new energy vehicle is driving, the ACU determines the driving speed, determines a third detection frequency matching the driving speed, and performs collision detection on the new energy vehicle based on the third detection frequency.

[0108] The process by which the ACU determines the first detection frequency that matches the charging information is the same as the process by which the HCU determines the first detection frequency that matches the charging information; the process by which the ACU determines the second detection frequency that matches the parking location information based on the parking location information is the same as the process by which the HCU determines the second detection frequency that matches the parking location information based on the parking location information; the process by which the ACU determines the third detection frequency that matches the driving speed is the same as the process by which the HCU determines the third detection frequency that matches the driving speed, and these will not be described again here.

[0109] Step 302: The BMS receives a collision signal and disconnects the first high-voltage circuit in the BMS based on the collision signal. The first high-voltage circuit is the circuit in the BMS where the power supply voltage is higher than a preset voltage.

[0110] In one possible implementation, upon receiving a collision signal, the BMS immediately disconnects the first high-voltage circuit within the BMS, thereby preventing a high-voltage system malfunction and consequently avoiding secondary damage such as a fire. The steps for the BMS to disconnect the first high-voltage circuit can be as follows: the BMS disconnects the positive and negative relays within the first high-voltage circuit to disconnect the first high-voltage circuit.

[0111] In another possible implementation, the collision signal also carries a collision level. The BMS can determine the disconnection delay based on the collision level and disconnect the first high-voltage circuit in the BMS based on the disconnection delay. The collision level and the disconnection delay are negatively correlated, that is, the higher the collision level, the lower the disconnection delay, and the lower the collision level, the higher the disconnection delay. This enables the high-voltage circuit in the BMS to be disconnected in a timely manner when the collision level is high.

[0112] In another possible implementation, upon receiving a collision signal, the BMS disconnects all first high-voltage circuits within the BMS, thereby minimizing risk. In yet another possible implementation, the collision signal also carries a collision level. Based on this collision level, the BMS can identify at least one first high-voltage circuit from its multiple first high-voltage circuits and disconnect the identified at least one first high-voltage circuit. A higher collision level results in more identified first high-voltage circuits, while a lower collision level results in fewer identified first high-voltage circuits.

[0113] Step 303: The MCU receives the collision signal and, based on the collision signal, performs a power-off operation on the motor of the new energy vehicle.

[0114] Power-down operation refers to the operation of reducing high voltage; for example, power-down operation can be high voltage discharge; that is, in this step, the MCU discharges high voltage from the motor of the new energy vehicle based on the collision signal. In one possible implementation, the collision signal carries a collision level, and the MCU determines the urgency of the power-down operation based on the collision level carried by the collision signal, and performs the power-down operation on the motor of the new energy vehicle based on the urgency level.

[0115] In another possible implementation, after the ACU detects a collision with the new energy vehicle, it will also send a collision signal to the HCU. After receiving the collision signal, the HCU will send a first high-voltage command to the MCU. Correspondingly, this step can be replaced by the MCU receiving the first high-voltage command sent by the HCU and performing a power-off operation on the motor of the new energy vehicle based on the first high-voltage command.

[0116] Step 304: The CCU receives the collision signal and determines the charging status of the new energy vehicle; if the new energy vehicle is charging, it controls the new energy vehicle to stop charging based on the collision signal.

[0117] When a new energy vehicle is not charging, the CCU determines whether it has a scheduled charging appointment. If the new energy vehicle has a scheduled charging appointment, the CCU cancels the appointment. If the new energy vehicle has not a scheduled charging appointment, the CCU marks the new energy vehicle to indicate that it has been in a collision, so that users can see the marking information and be promptly informed of the collision, thus avoiding potential dangers during charging.

[0118] In this embodiment of the application, when a new energy vehicle is involved in a collision, the ACU sends a collision signal to the BMS, MCU and CCU, so that the BMS, MCU and CCU can power down the high-voltage circuit and high-voltage components, thereby avoiding the failure of the high-voltage system and thus avoiding secondary damage such as fire, which improves the safety of the new energy vehicle.

[0119] Please refer to Figure 4 The diagram illustrates a flowchart of a safety protection method for a new energy vehicle, as shown in an exemplary embodiment of this application. (Reference) Figure 4 The method includes:

[0120] Step 401: The BMS, MCU and CCU detect their own loop interlock faults. When any controller in the BMS, MCU and CCU detects a loop interlock fault, it sends a loop interlock fault signal to the HCU.

[0121] In one possible implementation, the steps for the BMS to detect its own loop interlock faults can be as follows: the BMS detects the internal loop interlock of the high-voltage battery pack system and the high-voltage loop interlock fault of the whole vehicle; when the BMS detects the internal loop interlock fault of the high-voltage battery pack system and / or the high-voltage loop interlock fault of the whole vehicle, it sends a loop interlock fault signal to the HCU.

[0122] In another possible implementation, the steps for the MCU to detect its own loop interlock fault can be as follows: the MCU performs loop interlock detection within the MCU controller; when the MCU detects a loop interlock fault within the MCU controller, it sends a loop interlock fault signal to the HCU.

[0123] In another possible implementation, the steps for the CCU to detect its own loop interlock fault can be as follows: the CCU performs loop interlock detection inside the CCU controller; when the CCU detects a loop interlock fault inside the CCU controller, it sends a loop interlock fault signal to the HCU.

[0124] It should be noted that the BMS, MCU, and CCU periodically detect their own loop interlock faults. When any controller in the BMS, MCU, or CCU detects a loop interlock fault, it sends a loop interlock fault signal to the HCU. When no controller in the BMS, MCU, or CCU detects a loop interlock fault, it waits for the next detection cycle, and so on.

[0125] Step 402: The HCU receives a loop interlock fault signal sent by any controller, and based on the loop interlock fault signal, controls any controller to perform a high-voltage operation on its high-voltage components and / or the second high-voltage circuit.

[0126] The high-voltage component is the component whose supply voltage is higher than the preset voltage, and the second high-voltage circuit is the circuit whose supply voltage is higher than the preset voltage. The steps by which the HCU controls any controller to perform a high-voltage reduction operation on its included high-voltage components and / or second high-voltage circuit based on the loop interlock fault signal can be as follows: The HCU determines the status of the new energy vehicle based on the loop interlock fault signal; based on the status of the new energy vehicle, it controls any controller to perform a high-voltage reduction operation on its included high-voltage components and / or second high-voltage circuit.

[0127] The states of a new energy vehicle are: powered on, driving, and charging; correspondingly, the HCU, based on the state of the new energy vehicle, controls any controller to perform a high-voltage operation on its high-voltage components and / or the second high-voltage circuit, which can be achieved through the following steps (1) to (3):

[0128] (1) When the new energy vehicle is powered on, the HCU controls any controller to disable the power supply of its high-voltage components and / or second high-voltage circuit.

[0129] (2) When the new energy vehicle is in motion, the HCU determines the vehicle speed; when the vehicle speed is lower than the preset speed, it controls any controller to perform a high-voltage operation on its high-voltage components and / or the second high-voltage circuit; when the vehicle speed is not lower than the preset speed, it performs the high-voltage operation after a delay; when the vehicle speed drops to below the preset speed, it controls any controller to perform a high-voltage operation on its high-voltage components and / or the second high-voltage circuit.

[0130] The preset vehicle speed can be set and changed as needed; however, this application embodiment does not specifically limit the preset vehicle speed. In one possible implementation, when the vehicle speed is not lower than the preset speed, the HCU determines whether the new energy vehicle has autonomous driving capabilities. If the new energy vehicle has autonomous driving capabilities, it controls the new energy vehicle to brake to reduce its speed to below the preset speed as quickly as possible. If the new energy vehicle does not have autonomous driving capabilities, it outputs a prompt sound to remind the driver to reduce the vehicle speed as soon as possible.

[0131] In this embodiment of the application, if the high voltage is cut off immediately when the new energy vehicle is traveling at a high speed, the new energy vehicle will lose power instantly, which may cause an accident. Therefore, the speed of the new energy vehicle is reduced first, and then the high voltage is cut off, thereby improving the safety of the new energy vehicle.

[0132] (3) When the new energy vehicle is in the charging state, the HCU controls the CCU to stop charging.

[0133] The steps for the HCU to control the CCU to stop charging can be as follows: The HCU sends a second high-voltage command to the BMS; the BMS receives the second high-voltage command and, based on this command, disconnects the high-voltage relay to control the CCU to stop charging. The high-voltage relay is the relay that controls the CCU to charge with high voltage. When the charging status of the new energy vehicle is "not charging," the CCU determines whether the new energy vehicle has a scheduled charging appointment; if the new energy vehicle has a scheduled charging appointment, the CCU cancels the appointment; if the new energy vehicle has not a scheduled charging appointment, the CCU marks the new energy vehicle to indicate that a loop interlock fault has occurred. This allows users to see the marking information and be promptly informed of the loop interlock fault, preventing charging hazards.

[0134] Step 403: The HCU sends a loop interlock fault signal to the ICM.

[0135] Step 404: The ICM receives the loop interlock fault signal, illuminates the fault light based on the loop interlock fault signal, and displays the fault prompt information.

[0136] The fault message is used to indicate that the current fault of the new energy vehicle is a loop interlock fault; for example, the fault message can be "loop system fault".

[0137] It should be noted that steps 301-304 and steps 401-404 are executed synchronously. That is, the ACU will perform collision detection on the new energy vehicle, and the BMS, CCU and MCU will also detect loop interlock faults. When a collision is detected in the new energy vehicle, the high voltage power will be cut off; when a loop interlock fault is detected, the high voltage power will also be cut off, thereby improving the detection and control of both aspects to improve the safety of the new energy vehicle.

[0138] In this embodiment, the BMS, MCU, and CCU can perform real-time detection of the integrity of the high-voltage loop connection. When any controller in the BMS, MCU, and CCU detects a loop interlock fault, it immediately cuts off the high-voltage power, thereby ensuring the safety of the system and personnel and greatly improving the safety of new energy vehicles.

[0139] Please refer to Figure 5 This document illustrates a block diagram of a safety protection system for a new energy vehicle, as shown in an exemplary embodiment of this application. The system includes: an airbag sensor ACU501, a battery management system BMS502, a motor control unit MCU503, and a combined charging unit CCU504.

[0140] ACU501 is used to perform collision detection on new energy vehicles, and when a collision is detected, it sends a collision signal to BMS502, MCU503 and CCU504.

[0141] BMS502 is used to receive collision signals and disconnect the first high-voltage circuit in BMS502 based on the collision signals. The first high-voltage circuit is the circuit in BMS502 where the power supply voltage is higher than a preset voltage.

[0142] The MCU503 is used to receive collision signals and, based on these signals, to power down the motor of the new energy vehicle.

[0143] The CCU504 is used to receive collision signals and determine the charging status of new energy vehicles; when the charging status of a new energy vehicle is that it is charging, it controls the new energy vehicle to stop charging based on the collision signal.

[0144] In one possible implementation, the system also includes a vehicle control unit (HCU) and an instrument cluster (ICM).

[0145] BMS502, MCU503 and CCU504 are used to detect their own loop interlock faults. When any controller in BMS502, MCU503 and CCU504 detects a loop interlock fault, it sends a loop interlock fault signal to HCU.

[0146] The HCU is also used to receive a loop interlock fault signal sent by any controller, and based on the loop interlock fault signal, control any controller to perform a high-voltage operation on its high-voltage components and / or second high-voltage circuits. The high-voltage components are components whose supply voltage is higher than a preset voltage, and the second high-voltage circuit is a circuit whose supply voltage is higher than a preset voltage.

[0147] The HCU is also used to send loop interlock fault signals to the ICM;

[0148] The ICM is also used to receive loop interlock fault signals, illuminate the fault light and display fault information based on the loop interlock fault signals, and indicate that the current fault of the new energy vehicle is a loop interlock fault.

[0149] In another possible implementation, the HCU is also used to determine the status of the new energy vehicle based on the loop interlock fault signal; based on the status of the new energy vehicle, it controls any controller to perform high-voltage operation on its included high-voltage components and / or second high-voltage circuit.

[0150] In another possible implementation, the HCU is also used to control any controller to disable the power supply of its high-voltage components and / or second high-voltage circuit when the new energy vehicle is powered on.

[0151] The HCU is also used to determine the speed of the new energy vehicle when it is in motion; when the speed is lower than the preset speed, control any controller to perform a high-voltage operation on its high-voltage components and / or the second high-voltage circuit; when the speed is not lower than the preset speed, delay the high-voltage operation; and when the speed drops to below the preset speed, control any controller to perform a high-voltage operation on its high-voltage components and / or the second high-voltage circuit.

[0152] The HCU is also used to control the CCU504 to stop charging when the new energy vehicle is in the charging state.

[0153] In another possible implementation, the system also includes a vehicle control unit (HCU).

[0154] The HCU is also used to determine the status of the new energy vehicle; when the new energy vehicle is in the charging state, it determines the charging information of the new energy vehicle, determines the first detection frequency that matches the charging information, and sends a first detection command to the ACU501, the first detection command carrying the first detection frequency; the ACU501 receives the first detection command and performs collision detection on the new energy vehicle based on the first detection frequency carried by the first detection command.

[0155] When the new energy vehicle is parked, the HCU is also used to determine the parking location information of the new energy vehicle, and based on the parking location information, determine a second detection frequency that matches the parking location information, and send a second detection command to the ACU501. The second detection command carries the second detection frequency. The ACU501 receives the second detection command and performs collision detection on the new energy vehicle based on the second detection frequency carried by the second detection command.

[0156] When the new energy vehicle is in motion, the HCU is also used to determine the vehicle's speed, determine a third detection frequency that matches the speed, and send a third detection command to the ACU501, which carries the third detection frequency. The ACU501 receives the third detection command and performs collision detection on the new energy vehicle based on the third detection frequency carried by the command.

[0157] In another possible implementation, the HCU is also used to determine the type of parking location where the new energy vehicle is located based on parking location information;

[0158] HCU is also used to determine the first collision probability that matches the type of parking space.

[0159] HCU is also used to determine the surrounding environment information of new energy vehicles and to determine the second collision probability that matches the surrounding environment information.

[0160] HCU is also used to perform a weighted summation of the first and second collision probabilities to obtain the collision probability of new energy vehicles.

[0161] The HCU is also used to determine a second detection frequency that matches the collision probability.

[0162] In this embodiment of the application, when a new energy vehicle is involved in a collision, the ACU sends a collision signal to the BMS, MCU and CCU, so that the BMS, MCU and CCU can power down the high-voltage circuit and high-voltage components, thereby avoiding the failure of the high-voltage system and thus avoiding secondary damage such as fire, which improves the safety of the new energy vehicle.

[0163] It should be noted that the safety protection device for new energy vehicles provided in the above embodiments is only illustrated by the division of the above functional modules when performing safety protection for new energy vehicles. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the new energy vehicle can be divided into different functional modules to complete all or part of the functions described above. In addition, the safety protection device for new energy vehicles provided in the above embodiments and the safety protection method embodiments for new energy vehicles belong to the same concept, and the specific implementation process is detailed in the method embodiments, which will not be repeated here.

[0164] Please refer to Figure 6 This document illustrates a block diagram of a safety protection system for a new energy vehicle according to an exemplary embodiment of this application. The system includes: an airbag sensor ACU 601, a battery management system BMS 602, a motor control unit MCU 603, a combined charging unit CCU 604, and a memory 605. The memory stores at least one line of program code, which is loaded and executed by the ACU 601, BMS 602, MCU 603, and CCU 604 to implement the safety protection method for a new energy vehicle according to any of the above implementations.

[0165] This application also provides a computer-readable storage medium storing at least one piece of program code, which is loaded and executed by a processor to implement the safety protection method for new energy vehicles described in any of the above implementations. Optionally, the storage medium may be a non-transitory computer-readable storage medium, such as ROM (Read-Only Memory), RAM (Random Access Memory), CD-ROM (Compact Disc Read-Only Memory), magnetic tape, floppy disk, and optical data storage devices.

[0166] This application also provides a computer program product that stores at least one piece of program code, which is loaded and executed by a processor to implement the safety protection method for new energy vehicles shown in the above embodiments.

[0167] In some embodiments, the computer program product involved in this application can be deployed and executed on a new energy vehicle, or on multiple new energy vehicles located in one location, or on multiple new energy vehicles distributed in multiple locations and interconnected through a communication network. Multiple new energy vehicles distributed in multiple locations and interconnected through a communication network can form a blockchain system.

[0168] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0169] The above description is only for the purpose of enabling those skilled in the art to understand the technical solution of this application, and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A safety protection method for new energy vehicles, characterized in that, The method is applied in new energy vehicles, which include airbag sensor ACU, battery management system BMS, motor control unit MCU and combined charging unit CCU. The method includes: The ACU performs collision detection on the new energy vehicle, and when a collision is detected, it sends a collision signal to the BMS, the MCU, and the CCU. The BMS receives the collision signal and disconnects the first high-voltage circuit in the BMS based on the collision signal. The first high-voltage circuit is a circuit in the BMS whose power supply voltage is higher than a preset voltage. The MCU receives the collision signal and, based on the collision signal, performs a power-off operation on the motor of the new energy vehicle; The CCU receives the collision signal and determines the charging status of the new energy vehicle; if the new energy vehicle is charging, it controls the new energy vehicle to stop charging based on the collision signal. The new energy vehicle also includes a vehicle control unit (HCU) and an instrument cluster (ICM); the method further includes: The BMS, the MCU, and the CCU detect their own loop interlock faults. When any controller in the BMS, MCU, and CCU detects a loop interlock fault, it sends a loop interlock fault signal to the HCU. The HCU receives a loop interlock fault signal sent by any of the controllers, and based on the loop interlock fault signal, controls any of the controllers to perform a high-voltage operation on its high-voltage components and / or second high-voltage circuits. The high-voltage components are components whose power supply voltage is higher than the preset voltage, and the second high-voltage circuit is a circuit whose power supply voltage is higher than the preset voltage. The HCU sends the loop interlock fault signal to the ICM; The ICM receives the loop interlock fault signal, illuminates the fault light and displays fault prompt information based on the loop interlock fault signal, and the fault prompt information is used to indicate that the current fault of the new energy vehicle is a loop interlock fault.

2. The method according to claim 1, characterized in that, Based on the loop interlock fault signal, the HCU controls any controller to perform a high-voltage reduction operation on its included high-voltage components and / or the second high-voltage circuit, including: The HCU determines the status of the new energy vehicle based on the loop interlock fault signal; Based on the state of the new energy vehicle, control any of the controllers to perform high-voltage operation on its high-voltage components and / or second high-voltage circuit.

3. The method according to claim 2, characterized in that, Based on the state of the new energy vehicle, controlling any controller to perform a high-voltage operation on its high-voltage components and / or second high-voltage circuit includes: When the new energy vehicle is powered on, control any of the controllers to prevent the high-voltage components and / or the second high-voltage circuit included therein from being powered on; When the new energy vehicle is in motion, determine the vehicle speed; when the vehicle speed is lower than a preset speed, control any controller to perform a high-voltage reduction operation on its high-voltage components and / or second high-voltage circuit; when the vehicle speed is not lower than the preset speed, delay the high-voltage reduction operation; when the vehicle speed decreases to below the preset speed, control any controller to perform a high-voltage reduction operation on its high-voltage components and / or second high-voltage circuit. When the new energy vehicle is in the charging state, the CCU is controlled to stop charging.

4. The method according to claim 1, characterized in that, The ACU performs collision detection on the new energy vehicle, including: The HCU determines the status of the new energy vehicle; when the new energy vehicle is charging, it determines the charging information of the new energy vehicle, determines a first detection frequency matching the charging information, and sends a first detection command to the ACU, the first detection command carrying the first detection frequency; the ACU receives the first detection command and performs collision detection on the new energy vehicle based on the first detection frequency carried by the first detection command. When the new energy vehicle is parked, the HCU determines the parking location information of the new energy vehicle, determines a second detection frequency matching the parking location information based on the parking location information, and sends a second detection command to the ACU, the second detection command carrying the second detection frequency; the ACU receives the second detection command and performs collision detection on the new energy vehicle based on the second detection frequency carried by the second detection command; When the new energy vehicle is in motion, the HCU determines the vehicle's speed, determines a third detection frequency matching the speed, and sends a third detection command to the ACU, the third detection command carrying the third detection frequency; the ACU receives the third detection command and performs collision detection on the new energy vehicle based on the third detection frequency carried by the third detection command.

5. The method according to claim 4, characterized in that, The HCU determines a second detection frequency that matches the parking location information based on the parking location information, including: The HCU determines the type of parking location where the new energy vehicle is located based on the parking location information; The HCU determines a first collision probability that matches the type of the parking location; The HCU determines the surrounding environment information of the new energy vehicle and determines a second collision probability that matches the surrounding environment information; The HCU performs a weighted summation of the first collision probability and the second collision probability to obtain the collision probability of the new energy vehicle. The HCU determines a second detection frequency that matches the collision probability.

6. A safety protection system for new energy vehicles, characterized in that, The system includes: an airbag sensor ACU, a battery management system BMS, a motor control unit MCU, and a combined charging unit CCU; The ACU is used to perform collision detection on the new energy vehicle, and when a collision is detected, it sends a collision signal to the BMS, the MCU and the CCU. The BMS is used to receive the collision signal and disconnect the first high-voltage circuit in the BMS based on the collision signal. The first high-voltage circuit is a circuit in the BMS whose power supply voltage is higher than a preset voltage. The MCU is used to receive the collision signal and, based on the collision signal, power down the motor of the new energy vehicle. The CCU is used to receive the collision signal, determine the charging status of the new energy vehicle, and, if the charging status of the new energy vehicle is that it is charging, control the new energy vehicle to stop charging based on the collision signal. The system also includes a vehicle control unit (HCU) and an instrument cluster (ICM); The BMS, the MCU, and the CCU are used to detect their own loop interlock faults. When any controller in the BMS, MCU, and CCU detects a loop interlock fault, it sends a loop interlock fault signal to the HCU. The HCU is also used to receive a loop interlock fault signal sent by any of the controllers, and based on the loop interlock fault signal, control any of the controllers to perform a high-voltage operation on its high-voltage components and / or second high-voltage circuits, wherein the high-voltage components are components whose supply voltage is higher than the preset voltage, and the second high-voltage circuit is a circuit whose supply voltage is higher than the preset voltage; The HCU is also used to send the loop interlock fault signal to the ICM; The ICM is also used to receive the loop interlock fault signal, illuminate the fault light and display fault prompt information based on the loop interlock fault signal, and the fault prompt information is used to indicate that the current fault of the new energy vehicle is a loop interlock fault.

7. A new energy vehicle, characterized in that, The new energy vehicle includes an airbag sensor ACU, a battery management system BMS, a motor control unit MCU, a combined charging unit CCU, and a memory. The memory stores at least one piece of program code, which is loaded and executed by the ACU, the BMS, the MCU, and the CCU to implement the safety protection method for the new energy vehicle as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The storage medium stores at least one piece of program code, which is loaded and executed by a processor to implement the safety protection method for new energy vehicles as described in any one of claims 1 to 5.

9. A computer program product, characterized in that, The product stores at least one piece of program code, which is executed by a processor to implement the safety protection method for new energy vehicles as described in any one of claims 1 to 5.

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