Vehicle control methods, vehicles, and storage media

Abstract

This application discloses a vehicle control method, a vehicle, and a storage medium, relating to the field of vehicle technology. The vehicle includes a high-voltage circuit, which comprises a battery pack, a first circuit, and a second circuit. Both the first and second circuits are connected to the battery pack. The first circuit is equipped with an inverter, and the second circuit is equipped with a DC-DC converter. The method includes: acquiring the fault status of the first and second circuits; if the fault status is that one of the first and second circuits is faulty, controlling the vehicle to maintain a high-voltage power supply and performing a protection operation; if the fault status is that both the first and second circuits are faulty, controlling the vehicle to perform a high-voltage power-off operation. This application aims to improve vehicle performance while ensuring the safe use of the high-voltage circuit.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to vehicle control methods, vehicles, and storage media. Background Technology

[0002] During use, the high-voltage circuit in a vehicle is prone to faults such as partial short circuits, open circuits, large resistance (foreign objects) in series, loose connections, and partial connections. These faults can lead to abnormal current and voltage in the vehicle and cause safety accidents.

[0003] Currently, when an abnormal voltage or current is detected in a single circuit of the high-voltage circuit, the vehicle will immediately cut off the high voltage. This method severely limits the vehicle's performance and may even affect the driving safety of the vehicle. Summary of the Invention

[0004] The main objective of this application is to provide a vehicle control method, a vehicle, and a storage medium, which aims to improve vehicle performance while ensuring the safe use of the high-voltage circuit.

[0005] To achieve the above objectives, this application proposes a vehicle control method applied to a vehicle, the vehicle including a high-voltage circuit, the high-voltage circuit including a battery pack, a first circuit, and a second circuit, both the first circuit and the second circuit being connected to the battery pack, the first circuit being equipped with an inverter, and the second circuit being equipped with a DC-DC converter, the method comprising:

[0006] Obtain the fault status of the first circuit and the second circuit;

[0007] When the fault condition is that one of the first circuit and the second circuit is faulty, the vehicle is controlled to maintain a high-voltage power supply and perform protection operations.

[0008] When the fault condition is that both the first circuit and the second circuit are faulty, the vehicle is controlled to perform a high-voltage power-off operation.

[0009] In one embodiment, the step of controlling the vehicle to maintain a high-voltage power supply and perform protection operations when the fault state is that one of the first circuit and the second circuit is faulty includes:

[0010] In the event of a fault in the first circuit, the vehicle is controlled to maintain a high-voltage power supply state and a first protection operation is determined based on the fault condition of the first circuit, and the vehicle is controlled to execute the first protection operation.

[0011] In the event of a fault in the second circuit, the vehicle is controlled to maintain a high-voltage power supply and a second protection operation is determined based on the fault condition of the second circuit, and the vehicle is controlled to execute the second protection operation.

[0012] In one embodiment, the step of determining the first protection operation based on the fault condition of the first circuit includes:

[0013] When the voltage difference between the battery pack voltage and the inverter voltage is greater than a first preset voltage difference and lasts for a first duration, it is determined that the first protection operation includes limiting the drive power of the vehicle in the driving state.

[0014] When the voltage difference between the battery pack voltage and the inverter voltage is greater than a second preset voltage difference and lasts for a second duration, it is determined that the first protection operation includes cutting off the driving force of the vehicle.

[0015] Wherein, the first preset pressure difference is less than or equal to the second preset pressure difference.

[0016] In one embodiment, the step of determining the second protection operation based on the fault condition of the second circuit includes:

[0017] When the voltage difference between the battery pack voltage and the DC converter voltage is greater than a third preset voltage difference and lasts for a third duration, it is determined that the second protection operation includes limiting the operating parameters of the DC converter;

[0018] When the voltage difference between the battery pack voltage and the DC converter voltage is greater than a fourth preset voltage difference and lasts for a fourth duration, it is determined that the second protection operation includes stopping the DC converter from working.

[0019] Wherein, the third preset pressure difference is less than or equal to the fourth preset pressure difference.

[0020] In one embodiment, the step of controlling the vehicle to maintain a high-voltage power supply includes:

[0021] In the event of a fault in the first circuit and an ambient temperature lower than a preset ambient temperature, the power supply to maintain the vehicle's onboard air conditioning heating operation is controlled.

[0022] In one embodiment, the step of controlling the vehicle to perform a high-voltage power-down operation includes:

[0023] The vehicle is controlled to perform a high-voltage power-down operation based on the fault levels of the first circuit and the second circuit, with different fault levels corresponding to different high-voltage power-down operations.

[0024] In one embodiment, the step of controlling the vehicle to perform a high-voltage power-down operation based on the fault levels of the first circuit and the second circuit includes:

[0025] When the first voltage difference between the voltage of the battery pack and the voltage of the inverter is within a first voltage difference range, and the second voltage difference between the voltage of the battery pack and the voltage of the DC-DC converter is within a second voltage difference range, the state of the vehicle is adjusted to disconnect the relay in the high-voltage circuit when a preset condition is met, or the vehicle is controlled to disconnect the relay in the high-voltage circuit by delaying a target duration, so that the high voltage of the vehicle is de-energized. The preset condition indicates that the load of the high-voltage circuit is less than a preset load threshold.

[0026] When the first voltage difference is greater than the upper limit of the first voltage difference range and the second voltage difference is greater than the upper limit of the second voltage difference range, the vehicle is controlled to immediately disconnect the relay in the high-voltage circuit so that the vehicle is de-energized.

[0027] The upper limit of the differential pressure is set to distinguish different fault levels in the corresponding circuit.

[0028] In one embodiment, the preset conditions include at least one of the following:

[0029] The vehicle's motor speed is lower than the preset speed;

[0030] The vehicle's speed is less than the preset speed.

[0031] In one embodiment, the method further includes:

[0032] When the vehicle is in a preset state, the step of obtaining the fault status of the first circuit and the second circuit is executed;

[0033] In the preset state, the voltage of the vehicle's low-voltage circuit is greater than a preset voltage threshold.

[0034] In one embodiment, the preset state includes when the vehicle has completed high-voltage power-on, or the preset state includes when the vehicle is in motion.

[0035] In one embodiment, the step of obtaining the fault status of the first circuit and the second circuit includes:

[0036] When the vehicle is in motion, the fault status of the first circuit and the second circuit is obtained when the cumulative driving parameters of the vehicle meet the trigger diagnostic conditions. The cumulative driving parameters include cumulative driving time or cumulative driving mileage. The trigger diagnostic conditions include the cumulative driving time reaching a preset time or the cumulative driving mileage reaching a preset mileage.

[0037] After the step of obtaining the fault status of the first circuit and the second circuit, the method further includes:

[0038] While the vehicle is maintaining a high-voltage power supply, the preset duration or the preset mileage is increased to obtain new trigger diagnostic conditions, and the process returns to the step of obtaining the fault status of the first circuit and the second circuit when the cumulative driving parameters of the vehicle meet the trigger diagnostic conditions while the vehicle is in motion.

[0039] Furthermore, to achieve the above objectives, this application also proposes a vehicle comprising a control device and a high-voltage circuit. The high-voltage circuit includes a battery pack, a first circuit, and a second circuit, both of which are connected to the battery pack. The first circuit is equipped with an inverter, and the second circuit is equipped with a DC-DC converter. The control device is communicatively connected to the high-voltage circuit. The control device includes a memory, a processor, and a computer program stored in the memory and executable on the processor. The computer program is configured to implement the steps of the vehicle control method described above.

[0040] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and which, when executed by a processor, implements the steps of the vehicle control method described above.

[0041] The one or more technical solutions proposed in this application have at least the following technical effects: The solution reflects the fault status of the high-voltage circuit by the fault status of the first circuit where the inverter is located and the second circuit where the DC converter is located. When one of the first circuit and the second circuit is faulty, the risk of a safety accident in the high-voltage circuit of the vehicle is low. The vehicle maintains a high-voltage power supply state and performs protection operations without directly cutting off the high voltage. This can ensure the safety of the high-voltage circuit while meeting certain performance requirements of the vehicle, especially without affecting driving safety, when a partial circuit fault occurs. The vehicle will only cut off the high voltage when both the first circuit and the second circuit are faulty to ensure the safety of the high-voltage circuit. Compared with the method of directly cutting off the high voltage when a single circuit is faulty, this can effectively ensure the safety of the high-voltage circuit while improving the performance of the vehicle. Attached Figure Description

[0042] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0043] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0044] Figure 1 This is a circuit diagram of the high-voltage circuit of the vehicle in an embodiment of this application;

[0045] Figure 2 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the vehicle control method in the embodiments of this application;

[0046] Figure 3 This is a flowchart illustrating an embodiment of the vehicle control method of this application.

[0047] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0048] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0049] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0050] The main solution of this application embodiment is: a control method based on a vehicle, the vehicle including a high-voltage circuit, the high-voltage circuit including a battery pack, a first circuit and a second circuit, both the first circuit and the second circuit being connected to the battery pack, the first circuit being equipped with an inverter, and the second circuit being equipped with a DC-DC converter, the method including: acquiring the fault status of the first circuit and the second circuit; when the fault status is that one of the first circuit and the second circuit is faulty, controlling the vehicle to maintain a high-voltage power consumption state and performing a protection operation; when the fault status is that both the first circuit and the second circuit are faulty, controlling the vehicle to perform a high-voltage power-off operation.

[0051] In this embodiment, for ease of description, the following description uses a vehicle as the executing entity.

[0052] In existing technologies, when an abnormal voltage or current is detected in a single high-voltage circuit, the vehicle will immediately cut off the high voltage. This method severely limits vehicle performance and may even affect driving safety.

[0053] This application provides the above-mentioned solution. Compared with the method of directly shutting down the vehicle's high voltage when a single circuit fails, this solution reflects the fault status of the high voltage circuit by considering the fault status of the first circuit where the inverter is located and the second circuit where the DC-DC converter is located. When either the first or second circuit fails, the risk of a safety accident in the vehicle's high voltage circuit is low. The vehicle maintains a high voltage power supply and performs protective operations without directly shutting down the high voltage. This ensures that the vehicle meets certain performance requirements while maintaining the safety of the high voltage circuit when a partial circuit failure occurs, especially without affecting driving safety. The vehicle will only shut down the high voltage when both the first and second circuits fail to ensure the safety of the high voltage circuit. Compared with the method of directly shutting down the vehicle's high voltage when a single circuit fails, this solution effectively ensures the safety of the high voltage circuit while improving vehicle performance.

[0054] The present invention also proposes a vehicle.

[0055] In this embodiment of the invention, reference is made to Figure 1 and Figure 2 The vehicle includes a control device 100 and a high-voltage circuit 200. The high-voltage circuit 200 includes a main circuit, a first circuit, and a second circuit. A battery pack 201 and a relay 23 are installed on the main circuit. Both the first and second circuits are connected to the main circuit. An inverter 21 is installed in the first circuit, and a DC-DC converter 22 is installed in the second circuit. The high-voltage circuit 200 is communicatively connected to the control device 100. In this embodiment, the control device 100 is a vehicle control module (VCM). The control device 100 can receive status information from the battery pack 201, the relay 23, and the DC-DC converter 22 based on its communication connection with the high-voltage circuit 200.

[0056] The control device 100 is provided with a low-voltage circuit 101, which is connected to the relay 23 in the high-voltage circuit 200. The control device 100 can control the power supply of the low-voltage circuit 101 by energizing or de-energizing its own hardware drive circuit, thereby indirectly controlling the closing or opening of the relay 23.

[0057] Inverter 21 is used to convert the DC power output from battery pack 201 into AC power to supply power to the electrical equipment in its circuit. Inverter 21 can also be used to control the vehicle's drive power.

[0058] The DC-DC converter 22 is used to convert the DC power output from the battery pack 201 into current of different voltages to power the electrical equipment in its circuit.

[0059] When relay 23 is open, the high-voltage circuit 200 is in a de-energized state, and in the de-energized state, the battery pack 201 stops supplying power to the components connected to it; when relay 23 is closed, the high-voltage circuit 200 is in a high-voltage power-consuming state, and in the high-voltage power-consuming state, the battery pack 201 is allowed to supply power to the components connected to it.

[0060] The first and second circuits can be equipped with corresponding vehicle-mounted electrical devices according to actual power demand.

[0061] In this embodiment, refer to Figure 1 The dashed lines represent communication connections, and the solid lines represent electrical connections. A vehicle may include a vehicle drive system, a high-voltage battery system, a DC-DC converter system, and a high-voltage air conditioning system.

[0062] The vehicle drive system includes the inverter 21 and motor 24 mentioned above. The circuit in which the vehicle drive system is located is the first circuit. The inverter 21 is communicatively connected to the control device 100. The inverter 21 can send the current inverter voltage to the control device 100.

[0063] The DC-DC system includes the aforementioned DC-DC converter 22 and DC-DC controller 25. The circuit in which the DC-DC system is located is the second circuit. The DC-DC controller 25 is communicatively connected to the control device 100. The DC-DC controller 25 can obtain the voltage of the DC-DC converter 22 and send it to the control device 100.

[0064] The high-voltage power battery system includes the aforementioned battery pack 201 and battery management system 202 (BMS). The circuit containing the high-voltage power battery system is the main circuit. The battery management system 202 is communicatively connected to the control device 100. The battery pipeline system 202 can detect the voltage of the battery pack 201 and send it to the control device 100.

[0065] The high-voltage air conditioning system includes an air conditioning component 26 and an air conditioning controller 27. The high-voltage air conditioning system is connected to the main circuit, and the battery pack 201 provides power for the operation of the air conditioning component 26. The air conditioning component 26 includes related components for cooling and heating. The air conditioning controller 27 is communicatively connected to the control device 100.

[0066] Reference Figure 2 ,in Figure 2 The dashed line connecting the control device 100 and the high-voltage circuit 200 indicates the communication connection between the two. The control device 100 includes: at least one processor 1001; and a memory 1002 and a timer 1003, which are communicatively connected to the at least one processor 1001. The memory 1002 stores instructions that can be executed by the at least one processor 1001, which are executed by the at least one processor 1001 to enable the at least one processor 1001 to perform the vehicle control method in the following embodiment.

[0067] Reference below Figure 2 The diagram illustrates a structural schematic of a control device 100 suitable for implementing embodiments of this application. The vehicle in these embodiments may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 2 The control device 100 shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0068] like Figure 2 As shown, the control device 100 may include a processor 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in memory 1002. The program in memory 1002 may be a program in read-only memory (ROM) or a program loaded from a storage device into random access memory (RAM). The RAM also stores various programs and data required for the operation of the control device 100. The processor 1001 and memory 1002 (ROM and RAM) are interconnected via a bus. An input / output (I / O) interface is also connected to the bus. Typically, the following systems can be connected to the I / O interface: input devices including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices including, for example, magnetic tapes, hard disks, etc.; and communication devices. The communication device allows the control device 100 to communicate wirelessly or wiredly with other devices to exchange data. Although the control unit 100 with various systems is shown in the figure, it should be understood that it is not required to implement or have all of the systems shown. More or fewer systems may be implemented or have alternatively.

[0069] Specifically, according to the embodiments disclosed in this application, the method flow described in the following embodiments can be implemented as a computer software program. For example, the embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via a communication device, or installed from memory 1002. When the computer program is executed by processor 1001, it performs the functions defined in the vehicle control method of the embodiments disclosed in this application.

[0070] The vehicle provided in this application, employing the vehicle control method described in the following embodiments, can solve the technical problem of how to ensure the safe use of the high-voltage circuit while improving vehicle performance. Compared with the prior art, the beneficial effects of the vehicle provided in this application are the same as those of the vehicle control method provided in the following embodiments, and other technical features of the vehicle are the same as those disclosed in the method of the following embodiments, and will not be repeated here.

[0071] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device or vehicle capable of performing the above functions. The following description uses a vehicle as an example to illustrate this embodiment and the subsequent embodiments.

[0072] Based on this, embodiments of this application provide a vehicle control method, referring to... Figure 3 , Figure 3 This is a flowchart illustrating the first embodiment of the vehicle control method of this application.

[0073] In this embodiment, the vehicle control method includes steps S10 to S30:

[0074] Step S10: Obtain the fault status of the first circuit and the second circuit;

[0075] The fault status includes whether the first circuit is faulty and whether the second circuit is faulty.

[0076] Whether the first circuit is faulty can be determined by detecting at least one of the first electrical parameters of the first circuit (current, voltage, power, etc.). In this embodiment, the first electrical parameter includes the first voltage of the inverter, and a first voltage deviation value is determined between the battery pack voltage and the first voltage. The first voltage deviation value is the absolute value of the difference between the battery pack voltage and the first voltage. If the first voltage deviation value meets a first fault condition, it can be determined that the first circuit is faulty; if the first voltage deviation value does not meet the first fault condition, it can be determined that the first circuit is not faulty. The first fault condition includes the first voltage deviation being greater than a first deviation threshold, or the first voltage deviation being greater than the first deviation threshold and lasting for a duration greater than or equal to a first preset duration. In other methods, the presence of a fault in the first circuit is also determined based on the relationship between the first voltage parameter and preset parameter values ​​(preset voltage or preset current, etc.).

[0077] Whether the second circuit is faulty can be determined by detecting at least one of the second electrical parameters (current, voltage, power, etc.) of the second circuit. In this embodiment, the second electrical parameter includes the second voltage of the DC-DC converter, and a second voltage deviation value is determined between the battery pack voltage and the second voltage. The second voltage deviation value is the absolute value of the difference between the battery pack voltage and the second voltage. If the second voltage deviation value meets the second fault condition, it can be determined that the second circuit is faulty; if the second voltage deviation value does not meet the second fault condition, it can be determined that the second circuit is not faulty. The second fault condition includes the second voltage deviation being greater than a second deviation threshold, or the second voltage deviation being greater than the second deviation threshold and lasting for a duration greater than or equal to a second preset duration. The second deviation threshold when the first circuit is faulty can be less than the second deviation threshold when the first circuit is not faulty to ensure the safe use of the high-voltage circuit. In other methods, the presence of a fault in the second circuit is also determined based on the relationship between the second voltage parameter and preset parameter values ​​(preset voltage or preset current, etc.).

[0078] Step S20: If the fault state is that one of the first circuit and the second circuit is faulty, control the vehicle to maintain a high-voltage power supply state and perform protection operations.

[0079] A protection operation is an operation used to reduce a current safety risk in a high-voltage circuit. After the protection operation is performed, the use of certain performance characteristics related to the vehicle's high-voltage circuit is preserved. Protection operations include at least one of the following: limiting the vehicle's drive power, disconnecting the vehicle's drive force, limiting the operating electrical parameters of power output components (inverters or DC-DC converters) or electrical equipment in the high-voltage circuit, stopping the operation of power output components (inverters or DC-DC converters) or electrical equipment in the high-voltage circuit, etc.

[0080] The protection operation can be a pre-set fixed operation or an operation determined based on the actual fault condition of the high-voltage circuit. In this embodiment, the protection operation when the first circuit has a fault and the second circuit does not have a fault is different from the protection operation when the first circuit does not have a fault and the second circuit has a fault. In other implementations, the protection operation when the first circuit has a fault and the second circuit does not have a fault can also be the same as the protection operation when the first circuit does not have a fault and the second circuit has a fault.

[0081] Maintaining high-voltage power supply here means allowing electrical equipment in the vehicle to use the power from the high-voltage circuit.

[0082] During the execution of protection operations, corresponding first fault prompts can be output so that users can be aware of the current vehicle fault status and performance limitations and take timely action. For example, when the high-voltage fault warning light illuminates, the text message "High-voltage circuit abnormal" will be output.

[0083] Step S30: When the fault state is that both the first circuit and the second circuit are faulty, control the vehicle to perform a high-voltage power-off operation.

[0084] High-voltage power-off operations include normal power-off operations or emergency power-off operations. Normal power-off operations may include the vehicle disconnecting the relay in the high-voltage circuit when preset conditions are met, or the vehicle disconnecting the relay in the high-voltage circuit by delaying a target duration. Emergency power-off operations may include immediately disconnecting the relay in the high-voltage circuit.

[0085] After the vehicle performs a high-voltage power-off operation, the high-voltage circuit is in a powered-off state and stops providing power to any electrical equipment. Therefore, all functions related to the vehicle's high-voltage circuit are unusable.

[0086] After the vehicle has been powered off, it is forbidden to power it back on until the fault in the high-voltage circuit is cleared.

[0087] During or after high-voltage electrical operations, a corresponding second fault indication message can be output so that the user can be aware of the current fault status of the vehicle and take timely action. For example, when the high-voltage fault warning light illuminates, the text message "High-voltage circuit fault" can be output.

[0088] This embodiment provides a vehicle control method. This scheme reflects the fault status of the high-voltage circuit by the fault status of the first circuit where the inverter is located and the second circuit where the DC-DC converter is located. When one of the first circuit and the second circuit has a fault, the risk of a safety accident in the high-voltage circuit of the vehicle is low. The vehicle maintains a high-voltage power supply state and performs protection operations without directly cutting off the high voltage. This can ensure the safe use of the high-voltage circuit while meeting certain performance requirements of the vehicle, especially without affecting driving safety, even when a partial circuit fault occurs. The vehicle will only cut off the high voltage when both the first circuit and the second circuit have faults to ensure the safe use of the high-voltage circuit. Compared with the method of directly cutting off the high voltage when a single circuit has a fault, this method can effectively ensure the safe use of the high-voltage circuit while improving the performance of the vehicle.

[0089] In one feasible implementation, the step of controlling the vehicle to maintain a high-voltage power supply and perform a protection operation when the fault state is that one of the first circuit and the second circuit is faulty includes: when the first circuit is faulty, controlling the vehicle to maintain a high-voltage power supply and determining a first protection operation based on the fault condition of the first circuit, and controlling the vehicle to perform the first protection operation; when the second circuit is faulty, controlling the vehicle to maintain a high-voltage power supply and determining a second protection operation based on the fault condition of the second circuit, and controlling the vehicle to perform the second protection operation.

[0090] The first protection operation will be different depending on the fault condition of the first circuit. Specifically, the first protection operation will be different depending on the fault type of the first circuit, and / or the first protection operation will be different depending on the fault degree of the first circuit.

[0091] The first protection operation is an operation used to reduce safety risks in the high-voltage circuit. The first protection operation may include at least one of the following: limiting the driving power of the vehicle while it is in motion, or cutting off the driving force of the vehicle. The electronic components related to the vehicle's driving force may be located in the first circuit.

[0092] When the first circuit fails and the second circuit does not fail, maintaining the high-voltage power supply to the vehicle may include maintaining the high-voltage power supply to both the first and second circuits, or de-energizing the first circuit while maintaining the high-voltage power supply to the second circuit.

[0093] Different fault conditions in the second circuit result in different second protection operations. Specifically, different fault types in the second circuit lead to different second protection operations, and / or different fault degrees in the second circuit lead to different second protection operations.

[0094] The second protection operation is used to reduce safety risks in the high-voltage circuit. The second protection operation may include at least one of the following: limiting the operating parameters of the DC-DC converter, causing the DC-DC converter to stop operating. The operating parameters of the DC-DC converter include at least one of voltage, current, and power; when the DC-DC converter stops operating, it stops outputting electrical energy to the electrical equipment in the second circuit.

[0095] When the second circuit fails and the first circuit does not fail, maintaining the high-voltage power supply of the vehicle may include maintaining the high-voltage power supply of both the first and second circuits, or de-energizing the second circuit while maintaining the high-voltage power supply of the first circuit.

[0096] In this embodiment, when a fault occurs in either the first circuit or the second circuit, the corresponding protection operation is performed according to the actual fault condition of the faulty circuit. This ensures that the protection operation will not excessively weaken the vehicle's performance and helps to further improve the vehicle's performance when the high-voltage circuit fails, while ensuring the safety of the high-voltage circuit.

[0097] In one feasible implementation, the step of controlling the vehicle to maintain a high-voltage power supply includes: controlling the power supply of the vehicle to maintain the operation of the vehicle air conditioning heating system when there is a fault in the first circuit and the ambient temperature of the environment where the vehicle is located is lower than a preset ambient temperature.

[0098] The ambient temperature here may include the ambient temperature inside the carriage and / or the ambient temperature outside the carriage.

[0099] In this situation, the maximum power of the vehicle air conditioner during heating operation can be determined based on the fault condition of the high-voltage circuit. For example, the maximum power can be determined based on the voltage difference between the battery pack voltage and the inverter voltage, or based on the voltage difference between the battery pack voltage and the inverter voltage, as well as the voltage difference between the battery pack voltage and the DC-DC converter voltage. This can effectively prevent safety accidents such as overvoltage and overtemperature during the heating operation of the vehicle air conditioner and effectively improve the safety of the high-voltage circuit.

[0100] In this embodiment, the above method helps to ensure normal heating for users inside the vehicle when the vehicle is used in a cold environment and the high-voltage circuit malfunctions, thus ensuring the safety of the high-voltage circuit and improving the comfort of users inside the vehicle.

[0101] In one feasible implementation, the fault conditions of the first circuit include the relationship between the voltage of the battery pack and the voltage of the inverter, and the first protection operation can be determined based on this relationship.

[0102] When the voltage difference between the battery pack voltage and the inverter voltage is greater than a first preset voltage difference and lasts for a first duration, the first protection operation is determined to include limiting the driving power of the vehicle in driving mode; when the voltage difference between the battery pack voltage and the inverter voltage is greater than a second preset voltage difference and lasts for a second duration, the first protection operation is determined to include cutting off the driving force of the vehicle; wherein, the first preset voltage difference is less than or equal to the second preset voltage difference.

[0103] In this embodiment, both the first preset voltage difference and the second preset voltage difference are greater than 0. When the voltage difference between the battery pack voltage and the inverter voltage is greater than the first preset voltage difference and less than or equal to the second preset voltage difference for a first duration, the first protection operation is determined to include limiting the driving power of the vehicle in driving mode to be less than a preset power.

[0104] Limiting the driving power of a vehicle while it is in motion means limiting the actual driving power of the vehicle to be less than or equal to the upper limit of the driving power when the vehicle is in motion. The upper limit of the driving power can be a fixed driving power that is preset, or it can be a driving power threshold determined based on the actual fault conditions of the high-voltage circuit. For example, the upper limit of the driving power can be determined based on the fault conditions of the first circuit and / or the second circuit.

[0105] Cutting off the vehicle's driving force means that the vehicle's driving power in the first circuit is 0, which means the motor stops working.

[0106] In this embodiment, by using the above method to select the first protection operation according to the actual fault situation of the first circuit represented by the voltage difference, it is beneficial to further improve the vehicle performance when the first circuit fails.

[0107] In other embodiments, the first limiting power and / or the target electrical equipment to be restricted from operation when the second circuit is working can also be determined based on the fault condition of the first circuit. Under the condition of maintaining high voltage power, the vehicle can be controlled to maintain the high voltage power state of the second circuit based on the first limiting power and / or the target electrical equipment to be restricted from operation.

[0108] In one feasible implementation, the fault conditions of the second circuit include the relationship between the voltage of the battery pack and the voltage of the DC-DC converter, and the second protection operation can be determined based on this relationship.

[0109] When the voltage difference between the battery pack voltage and the DC-DC converter voltage is greater than a third preset voltage difference and lasts for a third duration, the second protection operation is determined to include limiting the operating parameters of the DC-DC converter; when the voltage difference between the battery pack voltage and the DC-DC converter voltage is greater than a fourth preset voltage difference and lasts for a fourth duration, the second protection operation is determined to include stopping the DC-DC converter; wherein, the third preset voltage difference is less than or equal to the fourth preset voltage difference.

[0110] In this embodiment, both the third preset voltage difference and the fourth preset voltage difference are greater than 0. When the third preset voltage difference is greater than the fourth preset voltage difference, if the voltage difference between the battery pack voltage and the inverter voltage is greater than the third preset voltage difference and less than or equal to the fourth preset voltage difference and lasts for a third duration, the second protection operation is determined to include limiting the operating parameters of the DC-DC converter.

[0111] The steps for limiting the operating parameters of the DC-DC converter include at least one of the following: reducing the power, current, or voltage of the DC-DC converter; limiting the operating current of the DC-DC converter to be less than the protection current; limiting the operating voltage of the DC-DC converter to be less than the protection voltage; limiting the operating power of the DC-DC converter to be less than the protection power, etc.

[0112] In this embodiment, by using the above method to select the second protection operation according to the actual fault situation of the second circuit represented by the voltage difference, it is beneficial to further improve the vehicle performance when the second circuit is faulty.

[0113] In other embodiments, the second limiting power and / or the target electrical equipment to be restricted from opening when the first circuit is working can also be determined based on the fault condition of the second circuit. Under the condition of maintaining high voltage power, the vehicle can be controlled to maintain the high voltage power state of the first circuit based on the second limiting power and / or the target electrical equipment to be restricted from opening.

[0114] Based on any of the above embodiments, in the second embodiment of this application, the same or similar content as the above embodiments can be referred to the above description, and will not be repeated hereafter. Based on this, the step of controlling the vehicle to perform a high-voltage power-down operation includes: controlling the vehicle to perform a high-voltage power-down operation according to the fault degree of the first circuit and the second circuit, with different fault degrees corresponding to different high-voltage power-down operations.

[0115] The fault severity may include a first parameter representing the fault severity of the first circuit and a second parameter representing the fault severity of the second circuit. In this embodiment, the first parameter is determined based on the inverter voltage, and the second parameter is determined based on the DC-DC converter voltage. In other implementations, the first parameter may be determined based on the inverter current, and the second parameter may be determined based on the DC-DC converter current.

[0116] In this embodiment, the vehicle is controlled to perform a high-voltage power-down operation based on a first voltage difference between the battery pack voltage and the inverter voltage, and a second voltage difference between the battery pack voltage and the DC-DC converter voltage. Different first and second voltage differences correspond to different high-voltage power-down operations. It should be noted that the first voltage difference is the absolute value of the difference between the battery pack voltage and the inverter voltage, and the second voltage difference is the absolute value of the difference between the battery pack voltage and the DC-DC converter voltage.

[0117] In this embodiment, when the first voltage difference between the voltage of the battery pack and the voltage of the inverter is within a first voltage difference range, and the second voltage difference between the voltage of the battery pack and the voltage of the DC-DC converter is within a second voltage difference range, the vehicle's state is adjusted until a preset condition is met to disconnect the relay in the high-voltage circuit or to control the vehicle to disconnect the relay in the high-voltage circuit after a delay target duration, so that the vehicle is powered off at high voltage. The preset condition indicates that the load of the high-voltage circuit is less than a preset load threshold. When the first voltage difference is greater than the upper limit of the first voltage difference range, and the second voltage difference is greater than the upper limit of the second voltage difference range, the vehicle is controlled to immediately disconnect the relay in the high-voltage circuit, so that the vehicle is powered off at high voltage. The upper limit of the voltage difference is set to distinguish different fault degrees of the corresponding circuit.

[0118] The target duration can be a pre-set fixed duration, or it can be a duration determined based on the actual fault conditions of the high-voltage circuit. For example, the target duration can be determined based on the first voltage difference and the second voltage difference, or it can be determined based on the sum of the voltage of the DC converter and the voltage of the inverter, the first voltage difference, and the second voltage difference.

[0119] In this embodiment, both the first differential pressure range and the second differential pressure range have a lower limit value for differential pressure. In other embodiments, the first differential pressure range or the second differential pressure range may not have a lower limit value for differential pressure.

[0120] The first voltage difference within the first voltage difference range and the second voltage difference within the second voltage difference range indicate that the fault level of the corresponding circuit is relatively low. The first voltage difference being greater than the upper limit of the first voltage difference range or the second voltage difference being greater than the upper limit of the second voltage difference range indicates that the fault level of the corresponding circuit is relatively high.

[0121] In this embodiment, the preset conditions include at least one of the following: the vehicle's motor speed is less than a preset speed; the vehicle's speed is less than a preset speed. Adjusting the vehicle's state may include reducing the motor speed and / or reducing the vehicle speed.

[0122] The relay here is the main relay on the high-voltage circuit. When this relay is disconnected, the battery pack is prohibited from supplying power to the electrical equipment in the high-voltage circuit.

[0123] Specifically, if the first voltage difference is greater than the upper limit of the first voltage difference range or the second voltage difference is greater than the upper limit of the second voltage difference range, the relay in the high-voltage circuit will disconnect under load.

[0124] In this embodiment, the above method adapts to different levels of fault in the high-voltage circuit and employs different methods for high-voltage power-off. When the fault level of the high-voltage circuit is low and the safety risk is controllable, the vehicle can disconnect the relay with a sufficiently low load or a delayed disconnection, which helps to avoid accidents such as rear-end collisions and rollovers caused by emergency power-off. When the fault level of the high-voltage circuit is high and the safety risk is uncontrollable, the vehicle can immediately disconnect the high-voltage circuit to avoid problems such as overvoltage, overcurrent, overheating, and electric shock, effectively ensuring vehicle safety.

[0125] In other embodiments, a first parameter may be determined based on the inverter current, a second parameter may be determined based on the DC-DC converter, and the vehicle may be controlled to perform a high-voltage power-down operation based on the first and second parameters.

[0126] In other embodiments, when the first voltage difference between the voltage of the battery pack and the voltage of the inverter is within a first voltage difference range, and the second voltage difference between the voltage of the battery pack and the voltage of the DC-DC converter is within a second voltage difference range, the vehicle can also be controlled to immediately disconnect the relay in the high-voltage circuit, or the relay in the high-voltage circuit can be disconnected when the vehicle is detected to be in a stopped state.

[0127] Based on any of the above embodiments, in the third embodiment of this application, the same or similar content as the above embodiments can be referred to the above description, and will not be repeated hereafter. On this basis, when the vehicle is in a preset state, the step of obtaining the fault status of the first circuit and the second circuit is executed; wherein, in the preset state, the voltage of the low-voltage circuit of the vehicle is greater than a preset voltage threshold.

[0128] The voltage in the low-voltage circuit here is the same as the voltage of the aforementioned control device.

[0129] In one implementation, the current voltage of the low-voltage circuit can be detected, and the preset state includes determining that the vehicle is in a preset state when the voltage of the currently detected low-voltage circuit is greater than a preset voltage threshold.

[0130] In another implementation, the preset state includes when the vehicle completes high-voltage power-on, after step S10, the fault state includes when neither the first circuit nor the second circuit has a fault, the vehicle enters the driving preparation state and is allowed to drive; the fault state includes when at least one of the first circuit and the second circuit has a fault, the vehicle is prohibited from entering the driving preparation state, that is, the vehicle is prohibited from driving.

[0131] In another implementation, the preset state includes the vehicle being in motion (the vehicle speed is greater than a preset speed threshold and continues for a set duration).

[0132] In this embodiment, ensuring that fault diagnosis and handling are performed in the manner described above only when the high-voltage circuit is powered on helps to improve the accuracy of high-voltage circuit fault analysis and handling.

[0133] Based on any of the above embodiments, in the fourth embodiment of this application, the same or similar content as the above embodiments can be referred to the above description, and will not be repeated hereafter. On this basis, the step of obtaining the fault status of the first circuit and the second circuit includes: when the vehicle is in a driving state, when the cumulative driving parameters of the vehicle meet the trigger diagnostic conditions, obtaining the fault status of the first circuit and the second circuit, wherein the cumulative driving parameters include cumulative driving time or cumulative driving mileage, and the trigger diagnostic conditions include the cumulative driving time reaching a preset time or the cumulative driving mileage reaching a preset mileage;

[0134] After the step of obtaining the fault status of the first circuit and the second circuit, the method further includes: when the vehicle is in a high-voltage power supply state, increasing the preset duration or increasing the preset mileage to obtain new trigger diagnostic conditions, and returning to execute the step of obtaining the fault status of the first circuit and the second circuit when the cumulative driving parameters of the vehicle meet the trigger diagnostic conditions while the vehicle is in a driving state.

[0135] The vehicle maintaining a high-voltage power supply state as described here can be after step S20 above or in a fault state including a state where neither the first circuit nor the second circuit has a fault.

[0136] Increasing the preset duration can include increasing the preset duration to a new preset duration, or increasing the preset duration according to a duration adjustment value. The duration adjustment value can be a preset fixed value, or a value determined according to the actual situation of the vehicle. For example, the duration adjustment value can be determined according to the current fault status of the first circuit and the second circuit. The duration adjustment value when one of the first circuit and the second circuit is faulty can be less than the duration adjustment value when neither the first circuit nor the second circuit is faulty.

[0137] For example, a set of preset durations (T1, T2, T3...) is preset in advance, where T1 < T2 < T3. First, T1 is used as the preset duration. When the cumulative driving duration reaches T1, step S10 is executed. After step S10, when the vehicle maintains the high-voltage power-on state, T2 is used as the new preset duration. Then, when the cumulative driving duration reaches T2, step S10 is executed. After step S10, when the vehicle maintains the high-voltage power-on state, T3 is used as the new preset duration. Then, when the cumulative driving duration reaches T3, step S10 is executed, and so on until the vehicle stops driving.

[0138] The cumulative driving mileage can be determined according to the vehicle speed data or motor speed data when the vehicle is in the driving state.

[0139] Increasing the preset mileage may include increasing the preset mileage to a new preset mileage, or increasing the preset mileage according to a mileage adjustment value. The mileage adjustment value can be a preset fixed value or a value determined according to the actual situation of the vehicle. For example, the mileage adjustment value can be determined according to the fault states of the current first loop and the second loop. The mileage adjustment value when one of the first loop and the second loop fails can be less than the mileage adjustment value when neither the first loop nor the second loop fails.

[0140] For example, a set of preset mileages (S1, S2, S3...) is preset in advance, where S1 < S2 < S3. First, S1 is used as the preset mileage. When the cumulative driving mileage reaches S1, step S10 is executed. After step S10, when the vehicle maintains the high-voltage power-on state, S2 is used as the new preset mileage. Then, when the cumulative driving mileage reaches S2, step S10 is executed. After step S10, when the vehicle maintains the high-voltage power-on state, S3 is used as the new preset mileage. Then, when the cumulative driving mileage reaches S3, step S10 is executed, and so on until the vehicle stops driving.

[0141] In this embodiment, through the above method, it is ensured that the vehicle continuously monitors the fault state of the high-voltage circuit during a long driving state, effectively improving the driving safety of the vehicle.

[0142] It should be noted that the above examples are only for understanding the present application and do not constitute a limitation on the vehicle control method of the present application. Based on this technical concept, more forms of simple transformations are within the protection scope of the present application.

[0143] The present application provides a computer-readable storage medium with computer-readable program instructions (i.e., computer programs) stored thereon. The computer-readable program instructions are used to execute the vehicle control method in the above embodiment.

[0144] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0145] The aforementioned computer-readable storage medium may be included in the vehicle or may exist independently and not installed in the vehicle.

[0146] The aforementioned computer-readable storage medium carries one or more programs that, when executed by the vehicle, cause the vehicle to perform the following process: obtain the fault status of the first circuit and the second circuit; if the fault status is that one of the first circuit and the second circuit is faulty, control the vehicle to maintain a high-voltage power supply and perform a protection operation; if the fault status is that both the first circuit and the second circuit are faulty, control the vehicle to perform a high-voltage power-off operation.

[0147] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0148] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described vehicle control method, which can solve the technical problem of how to improve vehicle performance while ensuring the safe use of the high-voltage circuit. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as the beneficial effects of the vehicle control method provided in the above embodiments, and will not be repeated here.

[0149] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0150] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. Modules described in the embodiments of this application can be implemented in software or hardware. The names of modules do not necessarily limit the specific unit itself. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0151] The above descriptions are merely some embodiments of this application and do not limit the patent scope of this application. Any equivalent structural transformations made based on the technical concept of this application and the content of this specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of this application. Therefore, the protection scope of this application should be determined by the scope of the claims.

Claims

1. A vehicle control method, applied to a vehicle, characterized in that, The vehicle includes a high-voltage circuit, which comprises a battery pack, a first circuit, and a second circuit. Both the first circuit and the second circuit are connected to the battery pack. The first circuit is equipped with an inverter, and the second circuit is equipped with a DC-DC converter. The method includes: Obtain the fault status of the first circuit and the second circuit; When the fault state is that one of the first circuit and the second circuit is faulty, the vehicle is controlled to maintain a high-voltage power supply state and perform protection operations. The protection operations include at least one of the following: limiting the driving power of the vehicle in the driving state, cutting off the driving force of the vehicle, limiting the operating electrical parameters of the inverter or the DC converter or the electrical equipment in the high-voltage circuit, and stopping the DC converter or the inverter or the electrical equipment in the high-voltage circuit from working. When the fault condition is that both the first circuit and the second circuit are faulty, the vehicle is controlled to perform a high-voltage power-off operation.

2. The method as described in claim 1, characterized in that, When the fault condition is that one of the first circuit and the second circuit is faulty, the steps of controlling the vehicle to maintain a high-voltage power supply and performing protection operations include: In the event of a fault in the first circuit, the vehicle is controlled to maintain a high-voltage power supply state and a first protection operation is determined based on the fault condition of the first circuit, and the vehicle is controlled to execute the first protection operation. In the event of a fault in the second circuit, the vehicle is controlled to maintain a high-voltage power supply and a second protection operation is determined based on the fault condition of the second circuit, and the vehicle is controlled to execute the second protection operation.

3. The method as described in claim 2, characterized in that, The step of determining the first protection operation based on the fault condition of the first circuit includes: When the voltage difference between the battery pack voltage and the inverter voltage is greater than a first preset voltage difference and lasts for a first duration, it is determined that the first protection operation includes limiting the drive power of the vehicle in the driving state. When the voltage difference between the battery pack voltage and the inverter voltage is greater than a second preset voltage difference and lasts for a second duration, it is determined that the first protection operation includes cutting off the driving force of the vehicle. Wherein, the first preset pressure difference is less than or equal to the second preset pressure difference.

4. The method as described in claim 2, characterized in that, The step of determining the second protection operation based on the fault condition of the second circuit includes: When the voltage difference between the battery pack voltage and the DC converter voltage is greater than a third preset voltage difference and lasts for a third duration, it is determined that the second protection operation includes limiting the operating parameters of the DC converter; When the voltage difference between the battery pack voltage and the DC converter voltage is greater than a fourth preset voltage difference and lasts for a fourth duration, it is determined that the second protection operation includes stopping the DC converter from working. Wherein, the third preset pressure difference is less than or equal to the fourth preset pressure difference.

5. The method as described in claim 2, characterized in that, The steps for controlling the vehicle to maintain a high-voltage power supply include: In the event of a fault in the first circuit and an ambient temperature lower than a preset ambient temperature, the power supply to maintain the vehicle's onboard air conditioning heating operation is controlled.

6. The method as described in claim 1, characterized in that, The steps for controlling the vehicle to perform a high-voltage power-down operation include: The vehicle is controlled to perform a high-voltage power-down operation based on the fault levels of the first circuit and the second circuit, with different fault levels corresponding to different high-voltage power-down operations.

7. The method as described in claim 6, characterized in that, The step of controlling the vehicle to perform a high-voltage power-down operation based on the fault levels of the first circuit and the second circuit includes: When the first voltage difference between the voltage of the battery pack and the voltage of the inverter is within a first voltage difference range, and the second voltage difference between the voltage of the battery pack and the voltage of the DC-DC converter is within a second voltage difference range, the state of the vehicle is adjusted to disconnect the relay in the high-voltage circuit when a preset condition is met, or the vehicle is controlled to disconnect the relay in the high-voltage circuit by delaying a target duration, so that the high voltage of the vehicle is de-energized. The preset condition indicates that the load of the high-voltage circuit is less than a preset load threshold. When the first voltage difference is greater than the upper limit of the first voltage difference range and the second voltage difference is greater than the upper limit of the second voltage difference range, the vehicle is controlled to immediately disconnect the relay in the high-voltage circuit so that the vehicle is de-energized. The upper limit of the differential pressure is set to distinguish different fault levels in the corresponding circuit.

8. The method as described in claim 7, characterized in that, The preset conditions include at least one of the following: The vehicle's motor speed is lower than the preset speed; The vehicle's speed is less than the preset speed.

9. The method according to any one of claims 1 to 8, characterized in that, The method further includes: When the vehicle is in a preset state, the step of obtaining the fault status of the first circuit and the second circuit is executed; In the preset state, the voltage of the vehicle's low-voltage circuit is greater than a preset voltage threshold.

10. The method as described in claim 9, characterized in that, The preset state includes when the vehicle has completed high-voltage power-on, or the preset state includes when the vehicle is in motion.

11. The method according to any one of claims 1 to 8, characterized in that, The step of obtaining the fault status of the first circuit and the second circuit includes: When the vehicle is in motion, the fault status of the first circuit and the second circuit is obtained when the cumulative driving parameters of the vehicle meet the trigger diagnostic conditions. The cumulative driving parameters include cumulative driving time or cumulative driving mileage. The trigger diagnostic conditions include the cumulative driving time reaching a preset time or the cumulative driving mileage reaching a preset mileage. After the step of obtaining the fault status of the first circuit and the second circuit, the method further includes: While the vehicle is maintaining a high-voltage power supply, the preset duration or the preset mileage is increased to obtain new trigger diagnostic conditions, and the process returns to the step of obtaining the fault status of the first circuit and the second circuit when the cumulative driving parameters of the vehicle meet the trigger diagnostic conditions while the vehicle is in motion.

12. A vehicle, characterized in that, The vehicle includes a control device and a high-voltage circuit. The high-voltage circuit includes a battery pack, a first circuit, and a second circuit. Both the first circuit and the second circuit are connected to the battery pack. The first circuit is equipped with an inverter, and the second circuit is equipped with a DC-DC converter. The control device is communicatively connected to the high-voltage circuit. The control device includes a memory, a processor, and a computer program stored in the memory and executable on the processor. The computer program is configured to implement the steps of the vehicle control method as described in any one of claims 1 to 11.

13. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the vehicle control method as described in any one of claims 1 to 11.

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