Methods, devices, storage media, and electronic equipment for determining the operating mode of a vehicle

Abstract

This invention discloses a method, apparatus, storage medium, and electronic device for determining the operating mode of a vehicle. The method includes: acquiring the ambient temperature of the vehicle's environment; determining a first operating state of at least one relay switch in the electrical system based on the remaining charge of at least one battery in the vehicle's electrical system and / or the vehicle's driving mode at the ambient temperature; determining a second operating state of at least one clutch in the electrical system based on the first operating state; and determining a first operating mode of the vehicle based on the second operating state, wherein the first operating mode is the driving mode of the vehicle under different operating conditions. This invention solves the technical problem of insufficient power in vehicles during operation.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically, to a method, apparatus, storage medium, and electronic device for determining the operating mode of a vehicle. Background Technology

[0002] Currently, the internal resistance of the power battery in the vehicle is relatively high and the voltage is relatively low when the temperature is low. The discharge and charging capabilities will also decrease, especially when the remaining charge (State of Charge, or SOC) is low, which will lead to technical problems such as insufficient power of the vehicle during driving.

[0003] There is currently no effective solution to the technical problem of insufficient power in the aforementioned vehicles during operation. Summary of the Invention

[0004] This invention provides a method, apparatus, storage medium, and electronic device for determining the operating mode of a vehicle, thereby at least solving the technical problem of insufficient power in a vehicle during operation.

[0005] According to one aspect of the invention, a method for determining the operating mode of a vehicle is provided. The method may include: acquiring the ambient temperature of the environment in which the vehicle is located; at the ambient temperature, determining a first operating state of at least one relay switch in the electrical system based on the remaining charge of at least one battery in the vehicle's electrical system and / or the vehicle's driving mode; determining a second operating state of at least one clutch in the electrical system based on the first operating state; and determining a first operating mode of the vehicle based on the second operating state, wherein the first operating mode is a driving mode of the vehicle under different operating conditions.

[0006] Optionally, determining a first operating mode of the vehicle based on the second operating state includes: determining a battery connection mode based on the second operating state; determining a third operating state of at least one motor in the electrical system based on the connection mode; and determining the first operating mode based on the third operating state.

[0007] Optionally, the method further includes: obtaining initial demand information of the driving object in the vehicle; determining a first operating state of at least one relay switch in the electrical system based on the initial demand information; determining a second operating state of at least one clutch in the electrical system based on the first operating state; and determining a first operating mode of the vehicle based on the second operating state.

[0008] Optionally, determining a first operating mode of the vehicle based on the second operating state includes: controlling a third operating state of at least one motor in the electrical system based on the second operating state, wherein the third operating state is used to characterize whether the motor is operating normally; and determining the first operating mode based on the third operating state.

[0009] Optionally, the method further includes: monitoring a first operating state of at least one battery or a second operating state of at least one relay switch, wherein the first operating state is used to characterize a battery failure and the second operating state is used to characterize a relay switch failure; and determining a second operating mode of at least one battery based on the first operating state or the second operating state.

[0010] Optionally, the method further includes: monitoring a third operating state of at least one clutch, wherein the third operating state is used to characterize a clutch malfunction; and determining a first operating mode based on the third operating state.

[0011] Optionally, the electrical system includes: a first battery module, a second battery module, a first motor module, a second motor module, a third motor module, a first relay switch, a second relay switch, a third relay switch, and a network control unit, wherein the network control unit is used to monitor the network status of the vehicle.

[0012] Optionally, the network control unit includes a motor control module, wherein the motor control module includes a motor, a clutch assembly, a reducer, and a differential, with the clutch assembly positioned between the reducer and the differential.

[0013] According to one aspect of the present invention, a vehicle operating mode determination device is provided. The device may include: a first acquisition unit for acquiring the ambient temperature of the environment in which the vehicle is located; a first control unit for determining a first operating state of at least one relay switch in the electrical system based on the remaining charge of at least one battery in the vehicle's electrical system and / or the vehicle's driving mode, at the ambient temperature; a second control unit for determining a second operating state of at least one clutch in the electrical system based on the first operating state; and a first determination unit for determining a first operating mode of the vehicle based on the second operating state, wherein the first operating mode is a driving mode of the vehicle under different operating conditions.

[0014] According to another aspect of the present invention, an electronic device is also provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods of various embodiments of the present invention during runtime.

[0015] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is executed, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of the present invention.

[0016] According to another aspect of the present invention, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0017] According to another aspect of the present invention, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0018] According to another aspect of the present invention, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of the present invention.

[0019] According to another aspect of the present invention, a vehicle is also provided that implements the methods of the various embodiments of the present invention when executed.

[0020] In this embodiment of the invention, the ambient temperature of the vehicle's environment is obtained; at the ambient temperature, based on the remaining charge of at least one battery in the vehicle's electrical system and / or the vehicle's driving mode, a first operating state of at least one relay switch in the electrical system is determined; based on the first operating state, a second operating state of at least one clutch in the electrical system is determined; based on the second operating state, a first operating mode of the vehicle is determined, wherein the first operating mode is the driving mode of the vehicle under different operating conditions. In other words, this embodiment of the invention can first obtain the ambient temperature of the vehicle's environment, and then, at that ambient temperature, determine the first operating state of at least one relay switch in the electrical system based on the remaining charge of at least one battery in the vehicle's electrical system and / or the vehicle's driving mode. Then, based on the obtained first operating state, the second operating state of the clutch in the electrical system can be determined, and finally, based on the second operating state, the first operating mode of the vehicle can be determined. Taking into account the ambient temperature of the vehicle's environment, the first operating state of the relay switch can be determined based on the remaining battery charge and the vehicle's driving mode. Then, based on the first operating state obtained above, the second operating state of the clutch can be determined. Based on the second operating state, the first operating mode of the driving mode under different operating conditions of the vehicle can be determined to solve the technical problem of insufficient power of the vehicle during driving and achieve the technical effect of improving the power of the vehicle during driving. Attached Figure Description

[0021] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this invention, illustrate exemplary embodiments of the invention and are used to explain the invention, but do not constitute an undue limitation of the invention. In the drawings:

[0022] Figure 1This is a flowchart of a method for determining the operating mode of a vehicle according to an embodiment of the present invention;

[0023] Figure 2 This is a schematic diagram of a high-voltage electrical system for a vehicle according to an embodiment of the present invention;

[0024] Figure 3 This is a schematic diagram of a motor control module according to an embodiment of the present invention;

[0025] Figure 4 This is a schematic diagram of a vehicle operating mode determination device according to an embodiment of the present invention. Detailed Implementation

[0026] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0027] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0028] According to an embodiment of the present invention, a method for determining the operating mode of a vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0029] The method for determining the working mode of a vehicle according to an embodiment of the present invention will be described below.

[0030] Figure 1 This is a flowchart of a method for determining the operating mode of a vehicle according to an embodiment of the present invention, such as... Figure 1 As shown, the method may include the following steps:

[0031] Step S101: Obtain the ambient temperature of the environment where the vehicle is located.

[0032] In the technical solution provided by step S101 of the present invention, the ambient temperature of the vehicle can be monitored in real time through the vehicle control system in the vehicle's electrical system. The ambient temperature can be referred to as the external ambient temperature and can be represented by T, such as -2 degrees Celsius (-2℃), -20℃, etc.

[0033] It should be noted that this example only illustrates how to obtain the ambient temperature of the vehicle's environment, and does not specify the process or method for obtaining the ambient temperature of the vehicle's environment.

[0034] Step S102: Under ambient temperature, based on the remaining charge of at least one battery in the vehicle's electrical system and / or the vehicle's driving mode, determine the first operating state of at least one relay switch in the electrical system.

[0035] In the technical solution provided by step S102 of the present invention, after obtaining the ambient temperature of the vehicle's environment, at this ambient temperature, the first working state of at least one relay switch in the electrical system can be determined based on the remaining power of at least one battery in the vehicle's electrical system and / or the vehicle's driving mode.

[0036] Optionally, the battery can be a battery module, such as a first battery module (battery module 1) and a second battery module (battery module 2). The vehicle's driving modes can be categorized based on the power provided to the vehicle, such as operating mode, comfort mode, and economy mode. The relay switch can be a first relay switch, a second relay switch, or a third relay switch. The first relay switch can be represented by S1, the second relay switch by S2, and the third relay switch by S3. The first operating state of the relay switch can be either the closed state (referred to as relay switch closed) or the open state (referred to as relay switch open).

[0037] Optionally, in response to an ambient temperature greater than or equal to an ambient temperature threshold, if the remaining charge of the first battery module and the second battery module is higher than the remaining charge threshold, and / or the vehicle's driving mode is Sport mode, then the first operating state of the first relay switch, the second relay switch, and the third relay switch are determined respectively. The ambient temperature threshold can be a preset threshold, such as -7℃. The remaining charge threshold can be a preset threshold, such as 50%.

[0038] For example, when the ambient temperature T of the vehicle is greater than or equal to -7℃, at least one of the following conditions must be met: the SOC of battery module 1 and battery module 2 is higher than 50%; the vehicle's driving mode is Sport mode. In this case, S3 can be determined to be closed, and S1 and S2 can both be open. It should be noted that this is only an example of determining the first operating state of at least one relay switch in an electrical system, and the process and method for determining the first operating state of at least one relay switch in an electrical system are not specifically limited.

[0039] Step S103: Based on the first operating state, determine the second operating state of at least one clutch in the electrical system.

[0040] In the technical solution provided by step S103 of the present invention, the second operating state of at least one clutch in the electrical system can be determined based on the first operating state of the relay switch. The clutch can be a first clutch (clutch 1), a second clutch (clutch 2), or a third clutch (clutch 3).

[0041] Optionally, the second operating state of the clutch can be either the clutch engaged state (clutch engaged for short) or the clutch disengaged state (clutch disengaged for short). Clutch engagement indicates the transmission of power from the engine to the transmission or driveshaft, enabling the vehicle to move. Clutch disengagement indicates the interruption of power transmission, causing the vehicle to stop or shift gears.

[0042] For example, after determining that S3 is closed and both S1 and S2 are open, it can be determined that the operating states of clutches 1, 2, and 3 are all clutch engaged. Further processing can then be performed based on the second operating state of the clutches. It is understood that this is merely a preferred embodiment for determining the second operating state of at least one clutch in an electrical system, and the process and method for determining the second operating state of at least one clutch in an electrical system are not specifically limited.

[0043] Step S104: Based on the second working state, determine the first working mode of the vehicle, wherein the first working mode is the driving mode of the vehicle under different working conditions.

[0044] In the technical solution provided by step S104 of the present invention, the first operating mode of the vehicle can be determined based on the second operating state of the clutch in the electrical system. The first operating mode of the vehicle is an operating mode that utilizes a different number of motors.

[0045] For example, after determining that clutches 1, 2, and 3 are all engaged, it can be determined that battery module 1 and battery module 2 are both working, and the first working mode of the vehicle is determined to be a working mode in which multiple motors work.

[0046] In steps S101 to S104 of the present invention, the temperature of the vehicle's environment is first obtained. Then, at that ambient temperature, based on the remaining charge of at least one battery in the vehicle's electrical system and / or the vehicle's driving mode, a first operating state of at least one relay switch in the electrical system is determined. Based on this first operating state, a second operating state of the clutch in the electrical system is determined. Finally, based on this second operating state, the first operating mode of the vehicle is determined. Because the first operating state of the relay switch can be determined based on the ambient temperature of the vehicle's environment, the remaining charge of the battery, and the vehicle's driving mode, and then the second operating state of the clutch can be determined based on this first operating state, the first operating mode of the vehicle's driving mode under different operating conditions can be determined, thereby solving the technical problem of insufficient power during vehicle operation and achieving the technical effect of improving the vehicle's power during operation.

[0047] The method described in this embodiment will be further described below.

[0048] As an optional embodiment, step S104, determining a first operating mode of the vehicle based on the second operating state, includes: determining a battery connection mode based on the second operating state; determining a third operating state of at least one motor in the electrical system based on the connection mode; and determining the first operating mode based on the third operating state.

[0049] In this embodiment, the battery connection mode can be determined based on the second operating state of the clutch, and then the third operating state of at least one motor in the electrical system can be determined based on the connection mode. Based on the obtained third operating state, the first operating mode of the vehicle can be determined. The motor can be a first motor (motor 1), a second motor (motor 2), or a third motor (motor 3).

[0050] Optionally, the connection mode can be either a series connection or a parallel connection. The third operating state of the motor can be either an operating state or a non-operating state. The operating state indicates that the motor is connected to the electrical system and provides power for vehicle drive. The non-operating state indicates that the motor is not connected to the electrical system and cannot provide power for the vehicle.

[0051] Optionally, after determining the battery connection mode, the number of motors connected to the electrical system can be determined, and the first operating mode of the vehicle can be determined based on the number of motors.

[0052] For example, after determining that clutches 1, 2, and 3 are all engaged, it can be determined that the connection mode of battery module 1 and battery module 2 is a series mode. At this time, the three motors can be used to work under high voltage to provide power to the vehicle, making the power output stronger.

[0053] As an optional embodiment, the method further includes: acquiring initial demand information of the driving object in the vehicle; determining a first operating state of at least one relay switch in the electrical system based on the initial demand information; determining a second operating state of at least one clutch in the electrical system based on the first operating state; and determining a first operating mode of the vehicle based on the second operating state.

[0054] In this embodiment, initial demand information of the driver in the vehicle can be obtained from the vehicle control system. Based on this initial demand information, a first operating state of at least one relay switch in the electrical system can be determined. Based on this first operating state, a second operating state of at least one clutch in the electrical system can be determined. Furthermore, based on this second operating state, a first operating mode of the vehicle can be determined. The driver can be the driver. The initial demand information can be simply referred to as demand information.

[0055] For example, based on the vehicle control system, the driver's demand information is obtained. Based on this demand information, the relay switch S1 can be closed, the clutch 1 can be engaged, and the battery module 1 can be connected to the electrical system circuit, thereby achieving the purpose of determining the vehicle's first operating mode. It should be noted that this is only a preferred embodiment of determining the vehicle's first operating mode based on the driver's initial demand information, and the process and method of determining the vehicle's first operating mode based on the driver's initial demand information are not specifically limited.

[0056] As an optional embodiment, determining a first operating mode of the vehicle based on a second operating state includes: controlling a third operating state of at least one motor in the electrical system based on the second operating state, wherein the third operating state is used to characterize whether the motor is operating normally; and determining the first operating mode based on the third operating state.

[0057] In this embodiment, the third operating state of at least one motor in the electrical system can be controlled according to the second operating state of the clutch, and then the first operating mode of the vehicle can be determined according to the third operating state.

[0058] For example, after the battery module 1 is connected to the circuit of the electrical system, the motor 1 can be connected to the first reducer (reducer 1) in the electrical system, and the clutch 1 can be connected to the first differential (differential 1) in the electrical system, thereby achieving the purpose of determining the first working mode of the vehicle, so that the motor 1 can drive the vehicle independently.

[0059] For another example, after the battery module 1 is connected to the circuit of the electrical system, the motor 1 can be connected to the reducer 1 and the clutch 1, and the motor 2 can be connected to the second reducer (reducer 2) and the clutch 2 to determine the first working mode of the vehicle, so that the two motors, motor 1 and motor 2, work simultaneously to provide power to the vehicle.

[0060] As an optional embodiment, the method further includes: monitoring a first operating state of at least one battery or a second operating state of at least one relay switch, wherein the first operating state is used to characterize a battery failure and the second operating state is used to characterize a relay switch failure; and determining a second operating mode of at least one battery based on the first operating state or the second operating state.

[0061] In this embodiment, a first operating state of at least one battery or a second operating state of at least one relay switch can be monitored, and based on the obtained first and second operating states, a second operating mode of at least one battery can be determined. The second operating mode of the battery is used to characterize that the battery is in a normal operating state.

[0062] For example, when a fault is detected in battery module 1 or relay switch S1, relay switch S2 can be closed to enable battery module 2 to operate; when a fault is detected in battery module 2 or relay switch S2, relay switch S1 can be closed to enable battery module 1 to operate.

[0063] For example, if a fault is detected in relay switch S3, relay switches S1 and S2 can be closed to enable both battery module 1 and battery module 2 to operate.

[0064] As an optional embodiment, the method further includes: monitoring a third operating state of at least one clutch, wherein the third operating state is used to characterize a clutch malfunction; and determining a first operating mode based on the third operating state.

[0065] In this embodiment, the third operating state of at least one clutch can be monitored, and the first operating mode of the vehicle can be determined based on the obtained third operating state.

[0066] For example, if a fault is detected in clutch 1, clutch 2 or clutch 3 can be engaged, allowing the second or third motor to be connected to the vehicle's electrical system and participate in the vehicle's operation; if a fault is detected in clutch 2, clutch 1 or clutch 3 can be engaged, allowing the first or third motor to be connected to the vehicle's electrical system and participate in the vehicle's operation; if a fault is detected in clutch 3, clutch 1 or clutch 2 can be engaged, allowing the first or second motor to be connected to the vehicle's electrical system and participate in the vehicle's operation.

[0067] For example, if both clutch 1 and clutch 2 are detected to be faulty, clutch 3 can be engaged, allowing the third motor to be connected to the vehicle's electrical system and participate in driving. If both clutch 1 and clutch 3 are detected to be faulty, clutch 2 can be engaged, allowing the second motor to be connected to the vehicle's electrical system and participate in driving. If both clutch 2 and clutch 3 are detected to be faulty, clutch 1 can be engaged, allowing the first motor to be connected to the vehicle's electrical system and participate in driving.

[0068] As an optional embodiment, the electrical system includes: a first battery module, a second battery module, a first motor module, a second motor module, a third motor module, a first relay switch, a second relay switch, a third relay switch, and a network control unit, wherein the network control unit is used to monitor the network status of the vehicle.

[0069] In this embodiment, the electrical system can be referred to as a high-voltage electrical system. The first motor module can be represented by motor module 1. The second motor module can be represented by motor module 2. The third motor module can be represented by motor module 3. The network control unit can be referred to as a Controller Area Network (CAN) unit. The network control unit may include: a vehicle control module, a battery control module, a motor control module, and a clutch device controller.

[0070] Optionally, the vehicle's electrical system includes: a first battery module, a second battery module, a first motor module, a second motor module, a third motor module, a first relay switch, a second relay switch, a third relay switch, and a network control unit. For example, the high-voltage electrical system includes two battery modules, three sets of motor modules, and three relay switches, while the CAN unit includes a vehicle control module, a battery control module, a motor control module, and a clutch device controller.

[0071] As an alternative embodiment, the network control unit includes a motor control module, wherein the motor control module includes a motor, a clutch assembly, a reducer, and a differential, with the clutch assembly disposed between the reducer and the differential.

[0072] In this embodiment, the network control unit may include a motor control module. The motor control module includes three motor bodies and corresponding transmission systems, three clutch devices (e.g., clutch device 1, clutch device 2, and clutch device 3), three reducers (e.g., reducer 1, reducer 2, and reducer 3), and three differentials (e.g., differential 1, differential 2, and differential 3). The clutch devices may be located between the reducers and the differentials, between the reducers and the motor bodies, or at the output end of the differentials. The three motor bodies may be a first motor, a second motor, and a third motor.

[0073] Optionally, motor module 1 and the first motor body are connected via a high-voltage wiring harness, and motor module 1 and the first motor body are connected to the motor control module via CAN and exchange signals to execute relevant instructions; motor module 2 and the second motor body are connected via a high-voltage wiring harness, and motor module 2 and the second motor body are connected to the motor control system via CAN and exchange signals to execute relevant instructions; motor module 3 and the third motor body are connected via a high-voltage wiring harness, and motor module 3 and the third motor body are connected to the motor control module via CAN and exchange signals to execute relevant instructions.

[0074] Optionally, the first motor body is connected to the clutch device 1 via the reducer 1, the clutch device 1 is connected to the differential 1, and the differential 1 is connected to the wheel via the half shaft; the second motor body is connected to the reducer 2, and the clutch device 2 is placed between the reducer 2 and the half shaft; the third motor body is connected to the reducer 3, and the clutch device 3 is placed between the reducer 3 and the half shaft; the clutch device controller is connected to the clutch 1, clutch 2 and clutch 3 via CAN, exchanges signals and executes engagement and disengagement commands.

[0075] In this embodiment, the ambient temperature of the vehicle's environment can be obtained first. Then, based on the remaining charge of at least one battery in the vehicle's electrical system and / or the vehicle's driving mode, a first operating state of at least one relay switch in the electrical system can be determined. Based on this first operating state, a second operating state of the clutch in the electrical system can be determined. Finally, based on this second operating state, the first operating mode of the vehicle can be determined. Since the first operating state of the relay switch can be determined based on the ambient temperature of the vehicle's environment, the remaining charge of the battery, and the driving mode, and the second operating state of the clutch can be determined based on this first operating state, the first operating mode of the vehicle's driving mode under different operating conditions can be determined, thereby solving the technical problem of insufficient power during vehicle operation and achieving the technical effect of improving the vehicle's power during driving.

[0076] The technical solutions of the embodiments of the present invention will be illustrated below with reference to preferred embodiments.

[0077] Currently, when power batteries are in low-temperature conditions, their internal resistance is higher and their voltage is lower compared to normal temperatures, resulting in a decrease in both discharge and charging capabilities. This is especially noticeable at low SOC levels, leading to concerns about range and impacting vehicle drivability and comfort, ultimately causing technical issues such as insufficient power during driving.

[0078] Therefore, to solve the above problems, this invention provides a control method for a vehicle's power system. This method uses two sets of batteries connected in series to increase the system voltage, or in parallel to decrease the system voltage. The same motor system exhibits different power and efficiency characteristics under different voltages. For the same motor system, the efficiency is higher at lower voltages than at higher voltages, but the peak power capability decreases; that is, while power characteristics decrease, economic performance is improved. A clutch is incorporated into the vehicle's transmission system. When demand is high, the clutch engages, allowing more motors to participate in the driving process; when power requirements are low, and low energy consumption and long range are desired, the clutch disengages, reducing the number of motors involved in the driving process.

[0079] In this embodiment of the invention, by changing the system voltage and engaging / disengaging the clutch, a powerful driving style can be achieved, as well as a low-energy-consumption, long-range driving style, fulfilling the needs of different driving modes. Furthermore, when the vehicle's battery is in a low-temperature, low-SOC condition, by connecting two sets of batteries in series, the system voltage is increased, improving the battery system's discharge capacity and ensuring power characteristics. By disengaging the clutch, single-motor drive is achieved, thereby improving energy efficiency and driving comfort, enabling the vehicle to safely reach a charging point. This solves the technical problem of insufficient power during vehicle operation and achieves the technical effect of improving vehicle power during driving.

[0080] Figure 2 This is a schematic diagram of a high-voltage electrical system for a vehicle according to an embodiment of the present invention, such as... Figure 2 As shown, the high-voltage electrical system includes: a first relay switch S1, a second relay switch S2, a third relay switch S3, a first battery module 201, a second battery module 202, a vehicle control module 203, a battery control module 204, a motor control module 205, a clutch device controller 206, a first motor module 207, a second motor module 208, and a third motor module 209.

[0081] Optionally, the vehicle's high-voltage electrical system includes: a first battery module, a second battery module, a first motor module, a second motor module, a third motor module, a first relay switch, a second relay switch, a third relay switch, and a network control unit. For example, the high-voltage electrical system includes two battery modules, three sets of motor modules, and three relay switches, and the CAN unit includes a vehicle control module, a battery control module, a motor control module, and a clutch device controller.

[0082] Optionally, the vehicle control module can monitor information such as the vehicle's external ambient temperature, driving mode, accelerator pedal and brake pedal opening in real time, and receive relevant information sent by the high-voltage system. According to the driver's needs, it controls the opening and closing of each relay switch and the engagement and disengagement of the clutch, and sends the information to the motor control module, battery control module and clutch device controller.

[0083] Optionally, the battery control module can monitor the current, voltage, SOC, discharge power capability, charging power capability, temperature and other information of battery module 1 and battery module 2 in real time, and receive the working status of each relay sent by the vehicle controller. Based on the working status of the relays, the battery power capability, voltage, current and other information are sent to the vehicle control module and motor control module.

[0084] Optionally, the motor control module can monitor information such as motor speed and motor torque in real time, and receive information on the working status of each relay and clutch and the battery module sent by the vehicle controller. Based on the status of the relays and clutches, it determines whether the motor should engage and sends information such as motor speed and torque to the vehicle control module.

[0085] Optionally, the vehicle control module sends torque demand information to the motor control module based on information such as driving mode, driver's torque demand information, motor operating status, battery operating status, and clutch device status. The motor control module then distributes torque according to the operating status and actual capacity of each motor and outputs torque.

[0086] In this embodiment, Figure 3 This is a schematic diagram of a motor control module according to an embodiment of the present invention, as shown below. Figure 3 As shown, the motor control module also includes: a first motor body 301, a clutch device 302, a second motor body 303, a clutch device 304, a third motor body 305, and a clutch device 306. The first motor body can be simply referred to as the first motor, the second motor body as the second motor, and the third motor body as the third motor. The arrow points in the direction of the vehicle's forward movement.

[0087] Optionally, the network control unit may include a motor control module, which includes three motor bodies and corresponding transmission systems, three clutch devices, three reducers, and three differentials. The clutch devices may be located between the reducers and the differentials, between the reducers and the motor bodies, or at the output end of the differentials. The three motor bodies may be a first motor, a second motor, and a third motor.

[0088] Optionally, motor module 1 and the first motor body are connected via a high-voltage wiring harness, and motor module 1 and the first motor body are connected to the motor control module via CAN and exchange signals to execute relevant instructions; motor module 2 and the second motor body are connected via a high-voltage wiring harness, and motor module 2 and the second motor body are connected to the motor control system via CAN and exchange signals to execute relevant instructions; motor module 3 and the third motor body are connected via a high-voltage wiring harness, and motor module 3 and the third motor body are connected to the motor control module via CAN and exchange signals to execute relevant instructions.

[0089] Optionally, the first motor body is connected to the clutch device 1 via the reducer 1, the clutch device 1 is connected to the differential 1, and the differential 1 is connected to the wheel via the half shaft; the second motor body is connected to the reducer 2, and the clutch device 2 is placed between the reducer 2 and the half shaft; the third motor body is connected to the reducer 3, and the clutch device 3 is placed between the reducer 3 and the half shaft; the clutch device controller is connected to the clutch 1, clutch 2 and clutch 3 via CAN, exchanges signals and executes engagement and disengagement commands.

[0090] In this embodiment, by controlling the opening and closing of the relay switch and the engagement and disengagement of the clutch, the following 24 operating modes can be achieved: Controlling S1 to close, engaging clutch 1, connecting battery module 1 to the circuit, connecting motor 1 to reducer 1, and connecting clutch 1 to differential 1, thereby allowing motor 1 to drive the vehicle independently; Controlling S1 to close, engaging clutch 2, connecting battery module 1 to the circuit, connecting motor 2 to reducer 2, and connecting clutch 2 to differential 2, thereby allowing motor 2 to drive the vehicle independently; Controlling S1 to close, engaging clutch 3, connecting battery module 1 to the circuit, connecting motor 3 to reducer 3, and connecting clutch 3 to differential 3, thereby allowing motor 3 to drive the vehicle independently.

[0091] Optionally, when control S1 is closed, clutch 1 and clutch 2 are engaged, allowing battery module 1 to be connected to the circuit. Motor 1 is then connected to reducer 1 and clutch 1, and motor 2 is connected to reducer 2 and clutch 2, allowing both motors to operate simultaneously to provide power to the vehicle. Alternatively, when control S1 is closed, clutch 1 and clutch 3 are engaged, allowing battery module 1 to be connected to the circuit. Motor 1 is then connected to reducer 1 and clutch 1, and motor 3 is connected to reducer 3 and clutch 3, allowing both motors to operate simultaneously to provide power to the vehicle. Finally, when control S1 is closed, clutch 2 and clutch 3 are engaged, allowing battery module 1 to be connected to the circuit. Motor 2 is then connected to reducer 2 and clutch 2, and motor 3 is connected to reducer 3 and clutch 3, allowing both motors to operate simultaneously to provide power to the vehicle.

[0092] Optionally, when control S2 is closed, clutch 1 is engaged, allowing battery module 2 to be connected to the circuit, connecting motor 1 to reducer 1, and connecting clutch 1 to differential 1, so that motor 1 can drive the vehicle independently; when control S2 is closed, clutch 2 is engaged, allowing battery module 2 to be connected to the circuit, connecting motor 2 to reducer 2, and connecting clutch 2 to differential 2, so that motor 2 can drive the vehicle independently; when control S3 is closed, clutch 3 is engaged, allowing battery module 2 to be connected to the circuit, connecting motor 3 to reducer 3, and connecting clutch 3 to differential 3, so that motor 3 can drive the vehicle independently.

[0093] Optionally, when control S2 is closed, clutch 1 and clutch 2 are engaged, allowing battery module 2 to be connected to the circuit. Motor 1 is then connected to reducer 1 and clutch 1, and motor 2 is connected to reducer 2 and clutch 2, allowing both motors to operate simultaneously to provide power to the vehicle. Alternatively, when control S2 is closed, clutch 1 and clutch 3 are engaged, allowing battery module 2 to be connected to the circuit. Motor 1 is then connected to reducer 1 and clutch 1, and motor 3 is connected to reducer 3 and clutch 3, allowing both motors to operate simultaneously to provide power to the vehicle. Finally, when control S2 is closed, clutch 2 and clutch 3 are engaged, allowing battery module 2 to be connected to the circuit. Motor 2 is then connected to reducer 2 and clutch 2, and motor 3 is connected to reducer 3 and clutch 3, allowing both motors to operate simultaneously to provide power to the vehicle.

[0094] Optionally, when control S3 is closed, clutch 1 is engaged, allowing battery module 1 and battery module 2 to operate in series, connecting motor 1 to reducer 1, and connecting clutch 1 to differential 1, thus enabling motor 1 to drive the vehicle independently; when control S3 is closed, clutch 2 is engaged, allowing battery module 1 and battery module 2 to operate in series, connecting motor 2 to reducer 2, and connecting clutch 2 to differential 2, thus enabling motor 2 to drive the vehicle independently; when control S3 is closed, clutch 3 is engaged, allowing battery module 1 and battery module 2 to operate in series, connecting motor 3 to reducer 3, and connecting clutch 3 to differential 3, thus enabling motor 3 to drive the vehicle independently.

[0095] Optionally, when control S3 is closed, clutch 1 and clutch 2 are engaged, causing battery module 1 and battery module 2 to operate in series. Motor 1 is connected to reducer 1 and clutch 1 respectively, and motor 2 is connected to reducer 2 and clutch 2 respectively, allowing both motors to operate simultaneously to provide power to the vehicle. Alternatively, when control S3 is closed, clutch 1 and clutch 3 are engaged, causing battery module 1 and battery module 2 to operate in series. Motor 1 is connected to reducer 1 and clutch 1 respectively, and motor 3 is connected to reducer 3 and clutch 3 respectively, allowing both motors to operate simultaneously to provide power to the vehicle. Finally, when control S3 is closed, clutch 2 and clutch 3 are engaged, causing battery module 1 and battery module 2 to operate in series. Motor 2 is connected to reducer 2 and clutch 2 respectively, and motor 3 is connected to reducer 3 and clutch 3 respectively, allowing both motors to operate simultaneously to provide power to the vehicle.

[0096] Optionally, with both S1 and S2 closed and clutch 1 engaged, battery module 1 and battery module 2 operate in parallel, and motor 1 is connected to reducer 1, clutch 1, and differential 1 respectively, so that motor 1 can drive the vehicle independently; with both S1 and S2 closed and clutch 2 engaged, battery module 1 and battery module 2 operate in parallel, and motor 2 is connected to reducer 2, clutch 2, and differential 2 respectively, so that motor 2 can drive the vehicle independently; with both S1 and S2 closed and clutch 3 engaged, battery module 1 and battery module 2 operate in parallel, and motor 3 is connected to reducer 3, clutch 3, and differential 3 respectively, so that motor 3 can drive the vehicle independently.

[0097] Optionally, with both S1 and S2 closed and both clutches 1 and 2 engaged, battery module 1 and battery module 2 operate in parallel. Motor 1 is connected to reducer 1 and clutch 1, and motor 2 is connected to reducer 2 and clutch 2, allowing both motors to operate simultaneously and provide power to the vehicle. Alternatively, with both S1 and S2 closed and both clutches 1 and 3 engaged, battery module 1 and battery module 2 operate in parallel. Motor 1 is connected to reducer 1 and clutch 1, and motor 3 is connected to reducer 3 and clutch 3, allowing both motors to operate simultaneously and provide power to the vehicle. Finally, with both S1 and S2 closed and both clutches 2 and 3 engaged, battery module 1 and battery module 2 operate in parallel. Motor 2 is connected to reducer 2 and clutch 2, and motor 3 is connected to reducer 3 and clutch 3, allowing both motors to operate simultaneously and provide power to the vehicle.

[0098] In this embodiment, different operating modes of the vehicle are determined based on ambient temperature, power battery module SOC, power battery voltage, relay status, and driving mode. Table 1 shows the power system operating modes. As shown in Table 1, this serves two purposes: firstly, to meet the needs of different driving modes and driving styles; and secondly, to improve the efficiency of the motor system by operating a single motor when the battery is in low temperature and low SOC conditions. By connecting battery modules in series, the high-voltage system voltage is increased, enhancing the peak characteristic capability of the motor system, thereby extending the driving range while maximizing the vehicle's power performance.

[0099] Table 1. Operating Modes of the Power System

[0100]

[0101]

[0102] Optionally, as shown in Table 1, when the vehicle's ambient temperature T is greater than or equal to -7℃, and the SOC of both battery module 1 and battery module 2 is higher than 50%, and / or the vehicle's driving mode is Sport mode, control S3 is closed, S1 and S2 are both open, and control clutches 1, 2, and 3 are all engaged, allowing battery module 1 and battery module 2 to work in series, thus enabling the three motors to operate under high voltage and provide stronger power to the vehicle; when the vehicle's ambient temperature T is greater than or equal to -7℃, and the SOC of both battery module 1 and battery module 2 is between 30% and 50%, and / or the vehicle's driving mode is Comfort mode, control... With S3 closed and S1 and S2 both open, engaging any two of the three clutches will disengage the remaining clutch, causing battery module 1 and battery module 2 to operate in series. Consequently, two of the three motors will provide power to the vehicle. When the vehicle's ambient temperature T is greater than or equal to -7℃, and the SOC of battery module 1 or battery module 2 is less than 30%, and / or the vehicle's driving mode is Eco mode, with S1 and S2 closed and S3 open, engaging any one of the three clutches will disengage the remaining two clutches, causing battery module 1 and battery module 2 to operate in series. Consequently, one of the three motors will provide power to the vehicle.

[0103] Optionally, after obtaining the vehicle's ambient temperature T, if -20℃≤T<-7℃, and the SOC of battery module 1 and the SOC of battery module 2 are both above 70%, and / or the vehicle's driving mode is Sport mode, control S3 is closed, S1 and S2 are both open, and clutches 1, 2, and 3 are all engaged, allowing battery module 1 and battery module 2 to operate in series, thus enabling the three motors to operate under high voltage and provide stronger power to the vehicle; if -20℃≤T<-7℃, and the SOC of battery module 1 and the SOC of battery module 2 are between 50% and 70%, and / or the vehicle's driving mode is Comfort mode, control S3 is closed. When both S1 and S2 are disengaged, and any two of the three clutches are engaged, the remaining clutch is disengaged, causing battery module 1 and battery module 2 to work in series, resulting in two of the three motors providing power to the vehicle. When -20℃≤T<-7℃, and the SOC of both battery module 1 and battery module 2 is below 50%, and / or the vehicle's driving mode is economy mode, when S3 is closed, both S1 and S2 are disengaged, and any one of the three clutches is engaged, the remaining two clutches are disengaged, causing battery module 1 and battery module 2 to work in series, resulting in one of the three motors providing power to the vehicle.

[0104] Optionally, after obtaining the vehicle's ambient temperature T, when T < -20℃, S3 can be directly controlled to close, while S1 and S2 are both open. If any one of the three clutches is engaged, the remaining two clutches will disengage, allowing battery module 1 and battery module 2 to work in series. Consequently, one of the three motors will provide power to the vehicle. When the vehicle needs to operate normally without being affected by the environment, the driver can choose to open or close the relay switch and engage or disengage the clutches, freely matching the series and parallel connection of the batteries and the number of motors that are engaged.

[0105] In this embodiment of the invention, Table 2 is a table of response methods when the battery module fails. As shown in Table 2, when the battery module fails, the vehicle control module, battery control module, motor control module and clutch device controller take corresponding working methods according to the obtained fault location to ensure that the vehicle can safely reach the repair point.

[0106] Table 2: How to handle battery module malfunctions

[0107]

[0108] For example, when a fault is detected in battery module 1 or relay switch S1, relay switch S2 can be closed to enable battery module 2 to operate; when a fault is detected in battery module 2 or relay switch S2, relay switch S1 can be closed to enable battery module 1 to operate; when a fault is detected in relay switch S3, both relay switches S1 and S2 can be closed to enable both battery module 1 and battery module 2 to operate.

[0109] In this embodiment of the invention, Table 3 is a table of coping methods when the clutch device fails. As shown in Table 3, different working methods can be selected according to different clutch failures.

[0110] Table 3. How to handle clutch assembly malfunctions

[0111]

[0112] As shown in Table 3, when a fault is detected in clutch 1, clutch 2 or clutch 3 can be engaged, allowing the second or third motor to be connected to the vehicle's electrical system and participate in the vehicle's operation; when a fault is detected in clutch 2, clutch 1 or clutch 3 can be engaged, allowing the first or third motor to be connected to the vehicle's electrical system and participate in the vehicle's operation; when a fault is detected in clutch 3, clutch 1 or clutch 2 can be engaged, allowing the first or second motor to be connected to the vehicle's electrical system and participate in the vehicle's operation.

[0113] Optionally, if both clutch 1 and clutch 2 are detected to be faulty, clutch 3 can be engaged to allow the third motor to be connected to the vehicle's electrical system and participate in driving operations; if both clutch 1 and clutch 3 are detected to be faulty, clutch 2 can be engaged to allow the second motor to be connected to the vehicle's electrical system and participate in driving operations; if both clutch 2 and clutch 3 are detected to be faulty, clutch 1 can be engaged to allow the first motor to be connected to the vehicle's electrical system and participate in driving operations.

[0114] In this embodiment, the ambient temperature of the vehicle's environment can be obtained first. Then, based on the remaining charge of at least one battery in the vehicle's electrical system and / or the vehicle's driving mode, a first operating state of at least one relay switch in the electrical system can be determined. Based on this first operating state, a second operating state of the clutch in the electrical system can be determined. Finally, based on this second operating state, the first operating mode of the vehicle can be determined. Since the first operating state of the relay switch can be determined based on the ambient temperature of the vehicle's environment, the remaining charge of the battery, and the driving mode, and the second operating state of the clutch can be determined based on this first operating state, the first operating mode of the vehicle's driving mode under different operating conditions can be determined, thereby solving the technical problem of insufficient power during vehicle operation and achieving the technical effect of improving the vehicle's power during driving.

[0115] According to an embodiment of the present invention, a vehicle operating mode determination device is provided. It should be noted that this vehicle operating mode determination device can be used to execute a vehicle operating mode determination method as described in Embodiment 1.

[0116] Figure 4 This is a schematic diagram of a vehicle operating mode determination device according to an embodiment of the present invention. Figure 4 As shown, a vehicle operating mode determination device 400 may include: a first acquisition unit 401, a first control unit 402, a second control unit 403, and a first determination unit 404.

[0117] The first acquisition unit 401 is used to acquire the ambient temperature of the environment where the vehicle is located.

[0118] The first control unit 402 is configured to determine a first operating state of at least one relay switch in the electrical system based on the remaining charge of at least one battery in the vehicle's electrical system and / or the vehicle's driving mode at ambient temperature.

[0119] The second control unit 403 is used to determine the second operating state of at least one clutch in the electrical system based on the first operating state.

[0120] The first determining unit 404 is used to determine the first working mode of the vehicle based on the second working state, wherein the first working mode is the driving mode of the vehicle under different working conditions.

[0121] Optionally, the first determining unit 404 may include: a first determining module, configured to determine the connection mode of the battery based on the second operating state; a second determining module, configured to determine the third operating state of at least one motor in the electrical system based on the connection mode; and a third determining module, configured to determine the first operating mode based on the third operating state.

[0122] Optionally, the device further includes: a second acquisition unit for acquiring initial demand information of the driver in the vehicle; a second determination unit for determining a first operating state of at least one relay switch in the electrical system based on the initial demand information; a third determination unit for determining a second operating state of at least one clutch in the electrical system based on the first operating state; and a fourth determination unit for determining a first operating mode of the vehicle based on the second operating state.

[0123] Optionally, the fourth determining unit may include: a control module, used to control a third operating state of at least one motor in the electrical system based on the second operating state, wherein the third operating state is used to characterize whether the motor is operating normally; and a fourth determining module, used to determine a first operating mode based on the third operating state.

[0124] Optionally, the device further includes: a first monitoring unit for monitoring a first operating state of at least one battery or a second operating state of at least one relay switch, wherein the first operating state is used to characterize a battery failure and the second operating state is used to characterize a relay switch failure; and a fifth determining unit for determining a second operating mode of at least one battery based on the first operating state or the second operating state.

[0125] Optionally, the device further includes: a second monitoring unit for monitoring a third operating state of at least one clutch, wherein the third operating state is used to characterize a clutch malfunction; and a sixth determining unit for determining a first operating mode based on the third operating state.

[0126] Optionally, the electrical system includes: a first battery module, a second battery module, a first motor module, a second motor module, a third motor module, a first relay switch, a second relay switch, a third relay switch, and a network control unit, wherein the network control unit is used to monitor the network status of the vehicle.

[0127] Optionally, the network control unit includes a motor control module, wherein the motor control module includes a motor, a clutch assembly, a reducer, and a differential, with the clutch assembly positioned between the reducer and the differential.

[0128] In this embodiment, the ambient temperature of the vehicle's environment is acquired by a first acquisition unit; the first control unit determines a first operating state of at least one relay switch in the electrical system based on the remaining charge of at least one battery in the vehicle's electrical system and / or the vehicle's driving mode under the ambient temperature; the second control unit determines a second operating state of at least one clutch in the electrical system based on the first operating state; and the first determination unit determines a first operating mode of the vehicle based on the second operating state. The first operating mode is the driving mode of the vehicle under different operating conditions, thereby solving the technical problem of insufficient power of the vehicle during driving and achieving the technical effect of improving the power of the vehicle during driving.

[0129] According to embodiments of the present invention, an electronic device is also provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods of various embodiments of the present invention during runtime.

[0130] According to embodiments of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is executed, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of the present invention.

[0131] According to embodiments of the present invention, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0132] According to embodiments of the present invention, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program, which, when executed by a processor, implements the methods of various embodiments of the present invention.

[0133] According to embodiments of the present invention, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of the present invention.

[0134] According to embodiments of the present invention, a vehicle is also provided that implements the methods of various embodiments of the present invention when executed.

[0135] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0136] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0137] In the several embodiments provided by this invention, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed can be through some interfaces; the indirect coupling or communication connection of units or modules can be electrical or other forms.

[0138] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0139] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0140] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0141] The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for determining the operating mode of a vehicle, characterized in that, include: Obtain the ambient temperature of the vehicle's surroundings; At the ambient temperature, based on the remaining charge of at least one battery in the vehicle's electrical system and / or the vehicle's driving mode, a first operating state of at least one relay switch in the electrical system is determined; Based on the first operating state, a second operating state of at least one clutch in the electrical system is determined; Based on the second working state, a first working mode of the vehicle is determined, wherein the first working mode is the driving mode of the vehicle under different working conditions.

2. The method according to claim 1, characterized in that, Based on the second operating state, the first operating mode of the vehicle is determined, including: Based on the second operating state, the connection mode of the battery is determined; Based on the connection mode, a third operating state of at least one motor in the electrical system is determined; Based on the third working state, the first working mode is determined.

3. The method according to claim 1, characterized in that, The method further includes: Obtain the initial requirements information of the driver in the vehicle; Based on the initial demand information, determine the first operating state of at least one relay switch in the electrical system; Based on the first operating state, a second operating state of at least one clutch in the electrical system is determined; Based on the second working state, the first working mode of the vehicle is determined.

4. The method according to claim 3, characterized in that, Based on the second operating state, the first operating mode of the vehicle is determined, including: Based on the second operating state, a third operating state is controlled for at least one motor in the electrical system, wherein the third operating state is used to characterize whether the motor is operating normally; Based on the third working state, the first working mode is determined.

5. The method according to claim 1, characterized in that, The method further includes: Monitor a first operating state of at least one of the batteries or a second operating state of at least one of the relay switches, wherein the first operating state is used to characterize a battery failure and the second operating state is used to characterize a relay switch failure; Based on the first operating state or the second operating state, a second operating mode of at least one of the batteries is determined.

6. The method according to claim 1, characterized in that, The method further includes: A third operating state of at least one of the clutches is monitored, wherein the third operating state is used to characterize a malfunction of the clutch; Based on the third operating state, the first working mode is determined.

7. The method according to claim 1, characterized in that, The electrical system includes: a first battery module, a second battery module, a first motor module, a second motor module, a third motor module, a first relay switch, a second relay switch, a third relay switch, and a network control unit, wherein the network control unit is used to monitor the network status of the vehicle.

8. The method according to claim 7, characterized in that, The network control unit includes a motor control module, wherein the motor control module includes a motor, a clutch assembly, a reducer, and a differential, and the clutch assembly is deployed between the reducer and the differential.

9. A vehicle operating mode determining device, characterized in that, include: The first acquisition unit is used to acquire the ambient temperature of the environment where the vehicle is located. A first control unit is configured to determine a first operating state of at least one relay switch in the electrical system based on the remaining charge of at least one battery in the vehicle's electrical system and / or the vehicle's driving mode at the ambient temperature. The second control unit is configured to determine a second operating state of at least one clutch in the electrical system based on the first operating state. The first determining unit is configured to determine a first operating mode of the vehicle based on the second operating state, wherein the first operating mode is the driving mode of the vehicle under different operating conditions.

10. An electronic device, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the method according to any one of claims 1 to 8.

12. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method according to any one of claims 1 to 8.

13. A vehicle, characterized in that, The vehicle is used to perform the method according to any one of claims 1 to 8.

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