Vehicle control method and device, vehicle and storage medium

Abstract

The invention provides a vehicle control method and device, a vehicle and a storage medium, the method is applied to the field of vehicles, and the method comprises the steps that under the condition that a high-voltage battery fault is detected, a high-voltage battery is controlled to be powered off after being delayed for a first preset duration, and an engine is controlled to be started within the first preset duration; after the engine is started, the engine is controlled to drive the vehicle to run, and a motor is controlled to work in a power generation mode; carrying out insulation fault detection on a high-voltage system of the vehicle; if it is detected that the high-voltage system has the insulation fault, the motor is controlled to stop working in the power generation mode; and if it is detected that the high-voltage system does not have the insulation fault, controlling the motor to continuously work in the power generation mode. The method can ensure safe operation of the vehicle as much as possible after the high-voltage battery breaks down.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more specifically, to a method, a device, a vehicle and a storage medium for controlling a vehicle in the field of vehicles. Background Art

[0002] As global environmental issues become increasingly severe, emission reduction has become an important task for the development of the automotive industry. As a new type of automotive product, hybrid vehicles can not only reduce fuel consumption but also reduce emissions. Therefore, hybrid vehicles will become the mainstream of the automotive industry for a long time in the future.

[0003] Hybrid vehicles have multiple working modes, such as pure electric drive mode, engine-driven power generation mode, engine independent drive mode and parallel mode. Hybrid vehicles are in pure electric drive mode for many working conditions. In pure electric drive mode, the motor is in driving state and the high-voltage battery supplies power to the motor. However, if the high-voltage battery fails, the normal safe operation of the vehicle may be affected. Therefore, how to ensure that the vehicle can still operate safely after the high-voltage battery fails has become a technical problem that needs to be solved urgently. Summary of the invention

[0004] The present application provides a vehicle control method, device, vehicle and storage medium, which can ensure that the vehicle can still operate safely as much as possible after a high-voltage battery failure.

[0005] In a first aspect, a vehicle control method is provided, the method comprising: in the case of detecting a high-voltage battery fault, controlling the high-voltage battery to be powered off after a delay of a first preset time, and controlling the engine to start within the first preset time; after the engine is started, controlling the engine to drive the vehicle to travel, and controlling the motor to work in a power generation mode; performing insulation fault detection on the high-voltage system of the vehicle; if an insulation fault is detected in the high-voltage system, controlling the motor to stop working in the power generation mode

[0006] The above technical solution, in the case of detecting a high-voltage battery failure, controls the high-voltage battery to delay the first preset time to power off, and controls the engine to start within the first preset time. After the engine is started, the engine is controlled to drive the vehicle to travel, and the motor is controlled to work in the power generation mode. By controlling the high-voltage battery to delay the first preset time to power off, not only can the potential safety hazards caused by the high-voltage battery continuing to be in the power-on state after the failure be avoided, but the delay of the first preset time to power off can also provide the necessary conditions for the engine to complete the start within the first preset time, ensuring that after the high-voltage battery is powered off, the engine that has been started can continue to drive the vehicle to travel. In addition, by controlling the motor to work in the power generation mode, the electric energy generated by the motor is used by the electrical equipment in the vehicle to maintain the normal operation of the vehicle to a certain extent. In the process of the engine driving the vehicle to travel and the motor working in the power generation mode, the high-voltage system will also be tested for insulation faults. If it is detected that there is an insulation fault in the high-voltage system, the motor is controlled to stop working in the power generation mode, which is conducive to avoiding the risk of leakage caused by the motor continuing to generate electricity. If it is detected that there is no insulation fault in the high-voltage system, the motor is controlled to continue to work in the power generation mode, ensuring that after the high-voltage battery fails, the motor can safely generate electricity so that the vehicle can continue to operate safely. Therefore, the above technical solution can ensure that the vehicle can still operate safely as much as possible after a high-voltage battery failure.

[0007] In combination with the first aspect, in some possible implementations, the controlling the motor to operate in the power generation mode includes: within a second preset time period after the engine is started, controlling the motor to operate in the power generation mode according to the constant power request of the high-voltage to low-voltage device; the performing insulation fault detection on the high-voltage system of the vehicle includes: while the motor is operating in the power generation mode according to the constant power request, detecting the current in the current loop where the high-voltage to low-voltage device is located; if the current is less than a target current threshold, it is determined that a positive pole insulation fault exists in the high-voltage system; wherein the target current threshold is the current value that the motor should output when operating in the power generation mode according to the constant power request.

[0008] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the controlling the motor to operate in the power generation mode according to the constant power request of the high-voltage to low-voltage device includes: controlling the high-voltage to low-voltage device to output the constant power request; when the constant power request output by the high-voltage to low-voltage device is detected, determining the target speed and target torque of the engine according to the constant power request; and controlling the engine to drive the motor to rotate and generate electricity according to the target speed and target torque, so that the motor operates in the power generation mode according to the constant power request.

[0009] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, within the second preset time period after the engine is started, the motor is controlled to operate in the power generation mode according to the constant power request of the high-voltage to low-voltage device, including: starting from the target moment within the second preset time period, the motor is controlled to operate in the power generation mode according to the constant power request of the high-voltage to low-voltage device; wherein the target moment is the moment when the motor starts to generate stable power.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the constant power request carries a target power value; the target power value is greater than or equal to the target lower limit value and less than the target upper limit value; the target lower limit value is: the minimum required power required by the target electrical equipment in the vehicle, and the target electrical equipment is the electrical equipment in the vehicle related to the vehicle's driving; the target upper limit value is: the output power of the high-voltage to low-voltage device required to fully charge the vehicle's battery.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the controlling the high-voltage battery to power off after a delay of a first preset time period includes: controlling the main positive relay of the high-voltage battery to disconnect after a delay of a first preset time period from the fault time point of the high-voltage battery; controlling the main negative relay to disconnect after a delay of a third preset time period from the fault time point of the high-voltage battery, or controlling the main negative relay to remain closed.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the insulation fault detection on the high-voltage system of the vehicle includes: performing positive pole insulation fault detection on the high-voltage system within a second preset time period after the main positive relay is disconnected; and performing negative pole insulation fault detection on the high-voltage system when the main negative relay is closed.

[0013] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, when the main negative relay is closed, the negative pole insulation fault detection is performed on the high voltage system, including: obtaining the insulation resistance value of the negative pole of the high voltage system to the ground; when it is determined that the insulation resistance value is less than a preset resistance threshold, it is determined that the high voltage system has a negative pole insulation fault.

[0014] In a second aspect, a vehicle control device is provided, the device comprising: a first control module, for controlling the high-voltage battery to delay powering off after a first preset time period when a high-voltage battery fault is detected, and controlling the engine to start within the first preset time period. A second control module, for controlling the engine to drive the vehicle after the engine is started, and controlling the motor to work in a power generation mode. An insulation fault detection module, for performing insulation fault detection on the high-voltage system of the vehicle; a third control module, for controlling the motor to stop working in the power generation mode if an insulation fault is detected in the high-voltage system. A fourth control module, for controlling the motor to continue working in the power generation mode if it is detected that there is no insulation fault in the high-voltage system.

[0015] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the second control module is specifically used to: control the motor to operate in the power generation mode according to the constant power request of the high-voltage to low-voltage device within a second preset time period after the engine is started; the insulation fault detection module is specifically used to: detect the current in the current loop where the high-voltage to low-voltage device is located during the process of the motor operating in the power generation mode according to the constant power request; if the current is less than the target current threshold, it is determined that there is a positive insulation fault in the high-voltage system; wherein the target current threshold is the current value that the motor should output when operating in the power generation mode according to the constant power request.

[0016] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the second control module is specifically used to: control the high-voltage to low-voltage device to output the constant power request; when the constant power request output by the high-voltage to low-voltage device is detected, determine the target speed and target torque of the engine according to the constant power request; and control the engine to drive the motor to rotate and generate electricity according to the target speed and target torque, so that the motor operates in the power generation mode according to the constant power request.

[0017] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the second control module is specifically used to: starting from the target moment within the second preset time length, control the motor to operate in the power generation mode according to the constant power request of the high-voltage to low-voltage device; wherein the target moment is the moment when the motor starts to generate stable power.

[0018] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the constant power request carries a target power value; the target power value is greater than or equal to the target lower limit value and less than the target upper limit value; the target lower limit value is: the minimum required power required by the target electrical equipment in the vehicle, and the target electrical equipment is the electrical equipment in the vehicle related to the vehicle's driving; the target upper limit value is: the output power of the high-voltage to low-voltage device required to fully charge the vehicle's battery.

[0019] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the first control module is specifically used to: control the main positive relay of the high-voltage battery to disconnect after a delay of a first preset time period from the fault time point of the high-voltage battery; control the main negative relay to disconnect after a delay of a third preset time period from the fault time point of the high-voltage battery, or control the main negative relay to remain closed.

[0020] In combination with the second aspect and the above implementation, in some possible implementations, the insulation fault detection module is specifically used to: perform positive insulation fault detection on the high voltage system within a second preset time after the main positive relay is disconnected;

[0021] When the main negative relay is closed, negative insulation fault detection is performed on the high voltage system.

[0022] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the insulation fault detection module is specifically used to: obtain the insulation resistance value of the negative pole of the high-voltage system to the ground; when it is determined that the insulation resistance value is less than a preset resistance threshold, determine that there is a negative pole insulation fault in the high-voltage system.

[0023] In a third aspect, a vehicle is provided, comprising: a memory for storing executable program code;

[0024] A processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0025] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0026] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 is a schematic flow chart of a vehicle control method provided in an embodiment of the present application;

[0028] Figure 2 is a schematic diagram of the architecture of a vehicle provided in an embodiment of the present application;

[0029] Figure 3 is a timing diagram of a vehicle control method provided in an embodiment of the present application;

[0030] Figure 4 is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application;

[0031] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0032] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0033] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0034] As global environmental issues become increasingly severe, emission reduction has become an important task for the development of the automotive industry. As a new type of automotive product, hybrid vehicles can not only reduce fuel consumption but also reduce emissions. Therefore, hybrid vehicles will become the mainstream of the automotive industry for a long time in the future.

[0035] In hybrid vehicles, the adjustment of the engine operating point is based on the engine's performance characteristics. According to the engine speed and torque, a region with a lower fuel consumption rate is selected as the engine operating range. If the engine does not operate in this region, the engine torque is adjusted through the motor's power generation and assistance to make the engine operate in this economic range, thereby achieving the purpose of reducing emissions and reducing fuel consumption.

[0036] Hybrid vehicles have multiple working modes, such as pure electric drive mode, engine-driven power generation mode, engine-independent drive mode and parallel mode. In pure electric drive mode, the engine does not work, and the high-voltage battery drives the motor to work. In engine-driven power generation mode, the engine is used to generate electricity for the high-voltage battery, and then the high-voltage battery drives the motor to work. In engine-independent drive mode, the high-voltage battery and the motor do not work, and the transmission system is completely driven by the engine. In parallel mode, while the engine drives the transmission system, the high-voltage battery also powers the motor, which is equivalent to the engine, high-voltage battery, and motor working in parallel.

[0037] In actual applications, hybrid vehicles are often in pure electric driving mode. In pure electric driving mode, the motor is in driving state and the high-voltage battery supplies power to the motor. However, if the high-voltage battery fails, the normal safe operation of the vehicle may be affected. Therefore, how to ensure the safe operation of the vehicle after the high-voltage battery fails has become a technical problem that needs to be solved urgently.

[0038] To at least solve the above technical problems, an embodiment of the present application provides a vehicle control method, which is applied to a vehicle, the vehicle being a hybrid vehicle. The above vehicle control method can be specifically applied to a vehicle control unit in a hybrid vehicle.

[0039] Figure 1 It is a schematic flow chart of a vehicle control method provided in an embodiment of the present application.

[0040] For example, Figure 1 As shown, the vehicle control method includes:

[0041] Step 101: When a high-voltage battery failure is detected, the high-voltage battery is controlled to be powered off after a delay of a first preset time, and the engine is controlled to start within the first preset time.

[0042] Step 102: After the engine is started, the engine is controlled to drive the vehicle, and the motor is controlled to operate in a power generation mode.

[0043] Step 103: Perform insulation fault detection on the high voltage system of the vehicle.

[0044] Step 104: If an insulation fault is detected in the high voltage system, the motor is controlled to stop operating in the power generation mode.

[0045] Step 105: If it is detected that there is no insulation fault in the high voltage system, the motor is controlled to continue to operate in the power generation mode.

[0046] exist Figure 1In the embodiment shown, when a high-voltage battery failure is detected, the high-voltage battery is controlled to be powered off after a delay of a first preset time, and the engine is controlled to start within the first preset time. After the engine is started, the engine is controlled to drive the vehicle to travel, and the motor is controlled to work in the power generation mode. By controlling the high-voltage battery to be powered off after a delay of a first preset time, not only can the potential safety hazards caused by the high-voltage battery continuing to be powered on after a failure be avoided, but the power-off after a delay of a first preset time can also provide the necessary conditions for the engine to complete the start within the first preset time, ensuring that after the high-voltage battery is powered off, the engine that has been started can continue to drive the vehicle to travel. In addition, by controlling the motor to work in the power generation mode, the electric energy generated by the motor is used by the electrical equipment in the vehicle to maintain the normal operation of the vehicle to a certain extent. In the process of the engine driving the vehicle to travel and the motor working in the power generation mode, the high-voltage system will also be tested for insulation faults. If an insulation fault is detected in the high-voltage system, the motor is controlled to stop working in the power generation mode, which is conducive to avoiding the risk of leakage caused by the motor continuing to generate electricity. If it is detected that there is no insulation fault in the high-voltage system, the motor is controlled to continue to work in the power generation mode, ensuring that after the high-voltage battery fails, the motor can safely generate electricity so that the vehicle can continue to operate safely. Therefore, the above technical solution can ensure that the vehicle can still operate safely as much as possible after a high-voltage battery failure.

[0047] Below Figure 1 The specific implementation of each step in the embodiment shown is described as follows:

[0048] In step 101, the battery management system (BMS) can perform fault detection on the high-voltage battery, and after detecting that the high-voltage battery has a fault, report the fault information to the vehicle control unit, so that the vehicle control unit can determine that the high-voltage battery has a fault. The BMS is responsible for monitoring and managing the status of the high-voltage battery, and based on the monitored status of the high-voltage battery, it can detect whether the high-voltage battery has a fault. At this time, the fault of the monitored high-voltage battery is not an insulation fault of the high-voltage system, but a fault such as abnormal voltage, abnormal temperature, abnormal current, etc. in the high-voltage battery itself.

[0049] For example, the BMS can continuously monitor the voltage of each battery cell in the high-voltage battery. If the voltage of a battery cell is abnormally high or low, it indicates that there is a problem with the battery cell, and the fault of the high-voltage battery can be determined to be a fault that indicates voltage abnormality, such as overcharge, overdischarge or internal short circuit.

[0050] For example, the BMS can monitor the temperature of the high-voltage battery. High or low temperatures may affect the performance and life of the high-voltage battery, and extreme temperatures may also cause thermal runaway. If the temperature of the high-voltage battery is monitored to be too high or too low, it can be determined that the fault of the high-voltage battery is a fault that represents abnormal temperature.

[0051] Exemplarily, the BMS may monitor the current value of the high-voltage battery during charging and discharging. If the current value is detected to be too high or too low, it may be determined that the fault in the high-voltage battery is a fault indicating abnormal current.

[0052] When a high-voltage battery fault is detected, the vehicle control unit controls the high-voltage battery to power off after a delay of the first preset time, and controls the engine to start within the first preset time. The first preset time can be set according to actual needs, and is intended to provide the necessary conditions for starting the engine. When the engine is stopped, in order to start the engine, a starting source is required, and the starting source can be a motor. Under the power supply of the high-voltage battery, the motor can drive the engine to rotate and start. Therefore, within the first preset time, the high-voltage battery remains in a powered-on state to power the motor, so that the motor can drive the engine to rotate and start. After the engine is started, the high-voltage battery can be controlled to power off to avoid the potential safety hazards caused by the faulty high-voltage battery continuing to be powered on.

[0053] The first preset time length can be pre-calibrated, which can be the time length required for the motor to drive the engine to rotate and then start, so as to ensure that the engine can be started within the first preset time length of the delayed power-off of the high-voltage battery. Optionally, in a specific implementation, the specific value of the first preset time length can be set based on experience, for example, set to 1.7 seconds, 1.8 seconds, 1.9 seconds, etc., and this embodiment does not make specific limitations on this. It can be understood that although after a high-voltage battery failure, the high-voltage battery will be controlled to be powered off after a delay of the first preset time length, since the first preset time length itself is relatively short, powering off after a delay of the first preset time length will basically not bring about a major safety risk.

[0054] In some implementations, if the vehicle is currently in a pure electric drive mode, then in the event that a high-voltage battery fault is detected, the high-voltage battery is controlled to be powered off after a delay of a first preset time, and the engine is controlled to start within the first preset time. It is understandable that in the pure electric drive mode, the high-voltage battery is powered on to supply power to the motor, and the engine is in a shutdown state. Therefore, in the pure electric drive mode, if a high-voltage battery fault is detected, it means that the normal power supply of the high-voltage battery to the motor will be affected, and the vehicle will be difficult to continue to operate safely in the pure electric drive mode. Therefore, at this time, the high-voltage battery is controlled to be powered off after a delay of a first preset time, and the engine that was originally in a shutdown state is controlled to start within the first preset time, so that the vehicle can continue to operate under the drive of the started engine.

[0055] In some implementations, when a high-voltage battery fault is detected, high-voltage power consumption functions unrelated to vehicle driving, such as air conditioning, may also be turned off to avoid voltage instability caused by high-voltage power consumption functions unrelated to vehicle driving, such as air conditioning.

[0056] In some implementations, the above-mentioned controlling the high-voltage battery to power off after a delay of a first preset time period includes: controlling the main positive relay of the high-voltage battery to disconnect after a delay of a first preset time period from the fault time point of the high-voltage battery; controlling the main negative relay to disconnect after a delay of a third preset time period from the fault time point of the high-voltage battery, or controlling the main negative relay to remain closed.

[0057] The fault time point is the time point when the vehicle control unit detects the high-voltage battery fault. The vehicle control unit can start timing from the time when the high-voltage battery fault is detected. After the timing reaches a first preset time, the vehicle control unit controls the main positive relay to disconnect, and at this time, there is no need to control the main negative relay to disconnect.

[0058] In a possible implementation, after the timing time reaches a third preset time, the main negative relay can be controlled to disconnect. The third preset time can be greater than the first preset time, and the third preset time is greater than or equal to the time required to complete the negative electrode insulation detection. Optionally, the third preset time can be set to 10 seconds, but this embodiment does not specifically limit this.

[0059] In another possible implementation, as long as the main positive relay is disconnected, the high-voltage battery can be considered to be powered off. Therefore, no matter how long the timing is, there is no need to control the main negative relay to be disconnected, that is, the main negative relay is controlled to remain closed. After the high-voltage battery fails, if the main positive relay has been disconnected, even if the main negative relay is not disconnected, it will basically not bring safety risks.

[0060] In step 102, after the engine is started, the vehicle control unit controls the engine to drive the vehicle and controls the motor to work in the power generation mode. Specifically, the vehicle control unit can control the engine to output power, a part of the power is transmitted to the wheels through gears, and the other part of the power is used to drive the motor to rotate and generate electricity, so that the engine drives the vehicle and drives the motor to generate electricity at the same time.

[0061] In step 103, the vehicle control unit performs insulation fault detection on the high voltage system to determine whether there is an insulation fault in the vehicle high voltage system.

[0062] A possible implementation method is that the above-mentioned insulation fault detection of the vehicle's high-voltage system includes: performing positive insulation fault detection on the high-voltage system within a second preset time period after the main positive relay is disconnected; and performing negative insulation fault detection on the high-voltage system when the main negative relay is closed.

[0063] It can be understood that when the main negative relay is closed, the negative electrode path of the high-voltage battery is relatively complete, so the negative electrode insulation fault detection can be performed by obtaining the insulation resistance value of the negative side of the high-voltage system to the ground.

[0064] Exemplarily, when the main negative relay is closed, a negative pole insulation fault detection is performed on the high voltage system, including: obtaining the insulation resistance value of the negative pole of the high voltage system to the ground; when it is determined that the insulation resistance value is less than a preset resistance threshold, determining that a negative pole insulation fault exists in the high voltage system.

[0065] Specifically, the insulation resistance value of the negative voltage system to the ground can be detected by the insulation detection module in the vehicle. When the insulation detection module detects the insulation resistance value of the negative voltage to the ground, it stops detecting when a relatively stable resistance value is read, thereby eliminating misjudgments caused by factors such as poor contact and instantaneous voltage fluctuations, thereby ensuring the accuracy of the detection results.

[0066] It is understandable that, during the process of continuous detection of the insulation resistance value, if the insulation detection module detects that a certain resistance value no longer changes significantly within an allowable error range, that is, reaches a stable reading, then the resistance value can be called a stable resistance value.

[0067] The above-mentioned preset resistance threshold value can be set according to the safety standard specified by the industry standard or the vehicle manufacturer to distinguish between normal and abnormal insulation states. The preset resistance threshold value may be set in the range of 1 megohm to 5 megohm. However, in a specific implementation, the preset resistance threshold value may also be set to a higher resistance value, which may be set according to the specific situation of the insulation fault.

[0068] After obtaining the insulation resistance value of the negative pole to the ground, the detected insulation resistance value of the negative pole to the ground can be compared with the corresponding preset resistance threshold. If the insulation resistance value of the negative pole to the ground is less than the preset resistance threshold, it is determined that there is a negative pole insulation fault in the high voltage system. If the insulation resistance value of the negative pole to the ground is greater than or equal to the preset resistance threshold, it is determined that there is no negative pole insulation fault in the high voltage system.

[0069] When the main positive relay is disconnected, the high-voltage battery is powered off. At this time, the positive path of the high-voltage battery is incomplete, so it is difficult to detect positive insulation faults by obtaining the insulation resistance value of the high-voltage system to the ground. Based on this, in order to perform positive insulation fault detection when the high-voltage battery is powered off, the embodiment of the present application relies on the timed constant power demand, and then realizes the constant current demand on the basis of constant voltage, and realizes positive insulation detection through the current detection method. The following is a specific description of the method of positive insulation detection in the embodiment of the present application:

[0070] Exemplarily, the above-mentioned control of the motor to work in the power generation mode includes: within the second preset time after the engine is started, the motor is controlled to work in the power generation mode according to the constant power request of the high-voltage to low-voltage device. The above-mentioned insulation fault detection of the high-voltage system of the vehicle includes: when the motor works in the power generation mode according to the constant power request, the current of the current loop where the high-voltage to low-voltage device is located is detected; if the current is less than the target current threshold, it is determined that there is a positive insulation fault in the high-voltage system; wherein the target current threshold is the current value that the motor should theoretically output when working in the power generation mode according to the constant power request.

[0071] For easier understanding of positive insulation fault detection, please refer to Figure 2 , Figure 2 A schematic diagram of the architecture of a vehicle.

[0072] For example, Figure 2 As shown, the vehicle includes: a high-voltage battery, a main positive relay, a main negative relay, a pre-charge relay, a pre-charge resistor, a motor, a high-voltage to low-voltage device and a 12V battery. When the motor works in the power generation mode, it will generate electricity to output high voltage. The high-voltage to low-voltage device can convert the high voltage generated by the motor into a low voltage to charge the 12V battery. The high-voltage to low-voltage device can be a DC-DC converter (DC-DC Converter, DC-DC).

[0073] Within the second preset time period after the engine is started, the high-voltage to low-voltage device is controlled to generate a constant power request, so that the motor operates in the power generation mode according to the constant power request of the high-voltage to low-voltage device, that is, the electricity generated by the motor is controlled to meet the constant power request of the high-voltage to low-voltage device.

[0074] The constant power request carries a target power value, and the above-mentioned control motor generates electricity to meet the constant power request of high-voltage to low-voltage transposition, which can be understood as: the control motor generates electricity to meet the target power value carried in the constant power request, that is, the power of the electricity generated by the control motor is maintained at the target power value within the second preset time length. Among them, the target power value can be pre-set, and this embodiment does not specifically limit this.

[0075] Exemplarily, the target power value is greater than or equal to the target lower limit value and less than the target upper limit value. The target lower limit value is: the minimum required power required by the target electrical equipment in the vehicle, and the target electrical equipment is the electrical equipment in the vehicle related to vehicle driving. The target upper limit value is: the output power of the high-voltage to low-voltage device required to fully charge the vehicle's battery.

[0076] Among them, the vehicle's battery is the above Figure 212V battery in. Considering that when the high-voltage to low-voltage device is charging the 12V battery, if the 12V battery is fully charged, the power demand of the high-voltage to low-voltage device may change, and may be less than the target power value, so that the high-voltage to low-voltage device cannot output a constant power request, which may affect the accuracy of subsequent positive insulation fault detection. Therefore, the target upper limit of the target power value is set to: the output power of the high-voltage to low-voltage device required to fully charge the vehicle's battery, to avoid the constant power request output by the high-voltage to low-voltage device carrying an excessively large power value, resulting in the 12V battery being fully charged, and then resulting in the high-voltage to low-voltage device being unable to generate a constant power demand within the second preset time length, affecting the final positive insulation fault detection.

[0077] The target lower limit of the target power value is set to the minimum power required by the target electrical equipment in the vehicle to ensure that the electricity generated by the motor can meet the power demand of the target electrical equipment as much as possible, and the target electrical equipment is set to the electrical equipment related to driving in the vehicle to avoid unnecessary electrical equipment consuming the electricity generated by the motor. Even if the target power value cannot meet the actual power demand of the target electrical equipment in the vehicle, that is, the actual power demand is greater than the above minimum power demand, power can be replenished through the 12V battery, and finally the actual power demand of the target electrical equipment is met.

[0078] Optionally, the target power value may be set to a value between 0.6 kW and 0.8 kW. Assuming that the minimum required power of all target electrical devices in the vehicle is 0.8 kW, the target power value may be set to 0.8 kW.

[0079] In this embodiment, by limiting the target power value carried in the constant power request between the target lower limit value and the target upper limit value, the high-voltage to low-voltage device is able to generate a stable constant power demand within the second preset time period, thereby facilitating the detection of positive pole insulation faults under the stable constant power demand, while also meeting the power demand of the target electrical equipment.

[0080] Exemplarily, within a second preset time period after the engine is started, the motor is controlled to operate in a power generation mode according to a constant power request of the high-voltage to low-voltage device, including: starting from a target moment within the second preset time period, the motor is controlled to operate in a power generation mode according to a constant power request of the high-voltage to low-voltage device; wherein the target moment is the moment when the motor starts to generate electricity stably.

[0081] Specifically, within the second preset time after the engine is started, that is, within the second preset time after the motor starts to work in the power generation mode. Starting from the target time after the motor starts to work in the power generation mode, the motor is controlled to work in the power generation mode according to the constant power request of the high-voltage to low-voltage device. Before the target time, the motor does not need to work in the power generation mode according to the constant power request.

[0082] Considering that the power generation is unstable in a short period of time after the motor starts to generate power, the current in the current loop where the high-voltage to low-voltage device is located is also unstable at this time. The unstable current value will affect the accuracy of the positive pole insulation fault detection. Therefore, in this embodiment, starting from the target moment within the second preset time, the motor is controlled to work in the power generation mode according to the constant power request of the high-voltage to low-voltage device. It can ensure that when the motor has started to generate power more stably, the motor is controlled to work in the power generation mode according to the constant power request. At this time, the current generated by the motor is relatively stable, and the current value of the current loop where the high-voltage to low-voltage device is located is also relatively stable. The positive pole insulation fault detection is performed based on the stable current value, which is conducive to improving the accuracy of the positive pole insulation fault detection.

[0083] Whether the motor starts to generate electricity stably can be determined based on the current and / or voltage of the electricity generated by the motor. If the current and / or voltage of the electricity generated by the motor remains substantially unchanged, it can be determined that the motor starts to generate electricity stably. The target time is usually a few tenths of a second after the motor starts to generate electricity, such as 0.5 seconds after the motor starts to generate electricity, but this embodiment does not specifically limit this.

[0084] Exemplarily, the above-mentioned control motor operates in the power generation mode according to the constant power request of the high-voltage to low-voltage device, including the following S11 to S13:

[0085] S11: Control the high voltage to low voltage device to output a constant power request.

[0086] Specifically, the vehicle control unit may request the high-voltage to low-voltage device to make a constant power request. For example, the vehicle control unit sends a control instruction to the high-voltage to low-voltage device to instruct the high-voltage to low-voltage device to output a constant power request.

[0087] S12: When a constant power request output by the high-pressure to low-pressure device is detected, a target speed and a target torque of the engine are determined according to the constant power request.

[0088] Specifically, after requiring the high-voltage to low-voltage device to make a constant power request, the vehicle control unit can detect whether the high-voltage to low-voltage device has output a constant power request. If it is detected that the high-voltage to low-voltage device has output a constant power request, the target speed and target torque of the engine are determined according to the constant power request. The constant power request carries a target power value, and the target speed and target torque of the engine can be determined according to the target power value, so that when the engine works according to the target speed and target torque, it can drive the motor to rotate and generate electricity, and the electricity generated by the motor meets the constant power request.

[0089] For example, there may be a preset corresponding relationship between the target power value and the target speed and target torque of the engine, and the corresponding relationship may be pre-calibrated. Thus, when the target power value is known, the above corresponding relationship may be queried according to the target power value to obtain the target speed and target torque of the engine.

[0090] S13: According to the target speed and the target torque, the engine is controlled to drive the motor to rotate and generate electricity, so that the motor works in the power generation mode according to the constant power request.

[0091] Specifically, the vehicle control unit can send the target speed and target torque to the engine controller, and control the engine through the engine controller to drive the motor to rotate and generate electricity, so that the motor works in the power generation mode according to the constant power request, thereby achieving the constant power request of the high-voltage to low-voltage device satisfied by the electricity generated by the motor.

[0092] Exemplarily, the power demand of the high-voltage to low-voltage device is constant, and the electricity generated by the motor should be constant. The high-voltage to low-voltage device sends a constant power request to the vehicle control unit, and the vehicle control unit can send the constant power request to the motor controller. The motor controller calculates the target torque and target speed that the engine needs to provide to meet the constant power request based on the constant power request. Then, the motor controller sends the target torque and target speed of the engine to the engine controller, so that the engine controller controls the engine to work according to the target torque and target speed, and finally achieves the purpose of the electricity generated by the motor meeting the constant power demand.

[0093] When the motor is operating in the power generation mode according to the constant power request, the vehicle control unit can detect the current in the current loop where the high-voltage to low-voltage device is located through the current sensor. Figure 2 , the current in the current loop where the high voltage to low voltage device is located can be Figure 2 The current pointed by the arrow in the figure. Considering that the high-voltage electrical equipment and the high-voltage to low-voltage device in the vehicle are connected in parallel, and when the motor works in the power generation mode according to the constant power request, the motor maintains a constant power output within the second preset time, which means that under constant voltage, the current should also be constant. The current of each branch is monitored by a current sensor. If the current of a branch changes, it means that a new current path (i.e., a leakage path) has appeared in the system, because the leakage path will cause the current to be redistributed, thereby changing the current of each branch. By comparing the actual detected current value with the expected constant current value (i.e., the target current threshold), the change in current can be detected. If a current change is detected, it means that leakage has occurred, and it can be determined that there is a positive insulation fault.

[0094] It is understandable that the motor works in the power generation mode according to the constant power request, which means that the electric power output by the motor during the power generation process should be constant in theory, and its output electric power should be equal to the target power value in theory. When the voltage value and the target power value of the motor power generation are known, the current value can be calculated based on the relationship between voltage, power and current, and the calculated current value is used as the target current threshold. If there is no positive insulation fault, the current of the current loop where the high-voltage to low-voltage device is detected should be equal to the target current threshold. If the current of the current loop where the high-voltage to low-voltage device is detected is less than the target current threshold, it means that there is leakage, which may be caused by a positive insulation fault. Therefore, if the current of the current loop where the high-voltage to low-voltage device is detected is less than the target current threshold, it is determined that there is a positive insulation fault in the high-voltage system.

[0095] For example, assuming that the voltage value of the motor generator is 400V and the target power value is 0.8kw, the target current threshold can be calculated as: 0.8kw / 400V=2A. In this case, if the current of the current loop where the high-voltage to low-voltage device is detected is equal to 2A, it is determined that there is no positive insulation fault. If the current of the current loop where the high-voltage to low-voltage device is detected is less than 2A, it is determined that there is a positive insulation fault.

[0096] Exemplarily, the above-mentioned positive pole insulation fault detection of the high-voltage system is performed within the second preset time period after the main positive relay is disconnected, including: within the second preset time period after the main positive relay is disconnected, detecting the current in the current loop where the high-voltage to low-voltage device is located; if the current is less than the target current threshold, it is determined that the high-voltage system has a positive pole insulation fault.

[0097] The relationship between the first preset duration, the second preset duration, and the third preset duration involved in the embodiment of the present application is described below:

[0098] The first preset time is used to provide enough time for the engine to start, the second preset time is used to provide enough time for the positive insulation fault detection, and the third preset time is used to provide enough time for the negative insulation fault detection. The first preset time and the third preset time have the same timing starting point, which can be the time point of the high-voltage battery failure. In a specific implementation, the third preset time is greater than or equal to the first preset time. The timing starting point of the second preset time is the time point when the main positive relay is disconnected and the engine is successfully started. The second preset time can be greater than the first preset time.

[0099] Optionally, the first preset time length may be 1.8 seconds, the second preset time length may be 8.2 seconds, and the third preset time length may be 10 seconds. However, in a specific implementation, the specific values ​​of the first preset time length, the second preset time length, and the third preset time length are not limited thereto.

[0100] In step 104, if a positive pole insulation fault or a negative pole insulation fault is detected in the high voltage system, the motor is controlled to stop operating in the power generation mode to avoid safety problems caused by insulation fault when the motor is generating electricity.

[0101] In a specific implementation, if a positive pole insulation fault or a negative pole insulation fault is detected in the high voltage system, the instrument panel may be controlled to display information indicating the insulation fault to alert the driver.

[0102] In step 105, if it is detected that there is no positive insulation fault or negative insulation fault in the high voltage system, the motor is controlled to continue to operate in the power generation mode, thereby ensuring the safety of the motor continuing to operate in the power generation mode.

[0103] Figure 3 It is a timing diagram of the vehicle control method provided in an embodiment of the present application.

[0104] For example, Figure 3 As shown, before the moment T0, the high-voltage battery is in a normal working state. At the moment T0, the vehicle control unit detects that the high-voltage battery has a fault. The engine is controlled to start within the first preset time after the moment T0, and the engine start is completed at the moment T1 (the engine is started between the moment T0 and the moment T1), and the vehicle control unit controls the high-voltage battery to power off (for example, the main positive relay is controlled to be disconnected, but the main negative relay may not be controlled to be disconnected), the engine drives the vehicle to travel, and the motor works in the power generation mode. Between the moment T2 (ie, the target moment) and the moment T3 after the engine is started, the motor is controlled to work in the power generation mode according to the constant power request of the high-voltage to low-voltage device. For example, starting from the moment T2, the motor works in the power generation mode according to the DC-DC requirement of 0.8kW.

[0105] The motor works in the power generation mode between T1 and T3, and specifically works in the power generation mode according to the constant power request between T2 and T3. The period between T1 and T2 is a short period of time when the motor just starts to generate power, and the power generation of the motor is not very stable during this period of time. While the motor is working in the power generation mode according to the constant power request, that is, between T2 and T3, the high-voltage system is tested for positive insulation faults. When the main negative relay is closed, the high-voltage system is tested for negative insulation faults. After the motor starts to generate power, if an insulation fault is detected, the motor will be controlled to stop generating power.

[0106] Moment T0 is the failure time point of the high-voltage battery, and the interval between moment T0 and moment T1 is the first preset time. The interval between moment T1 and moment T3 is the second preset time, and moment T2 is the target moment. In a specific implementation, the first preset time may be 1.8 seconds, and the second preset time may be 8.2 seconds. That is to say, in this embodiment, the positive insulation fault detection and the negative insulation fault detection may be completed within 10 seconds after the high-voltage battery fails to ensure the safety of the motor when generating electricity. Moreover, insulation fault detection can usually be completed in a shorter time, such as about 2 seconds. Even if an insulation fault is detected, the motor can be controlled to stop generating electricity as soon as possible after the rapid detection is completed.

[0107] In this embodiment, when the high-voltage battery fails, the negative electrode insulation fault detection is completed by relying on the insulation resistance value of the negative electrode path of the high-voltage battery. As for the positive electrode insulation fault detection, the high-voltage to low-voltage device is controlled to generate a constant power demand, so that the electricity generated by the motor meets the constant power demand, and then the constant current demand is achieved on the basis of constant voltage. The idea that leakage will cause current changes is used to cleverly realize the positive electrode insulation fault detection. In addition, the positive electrode insulation fault detection and negative electrode insulation fault detection in this embodiment do not introduce new devices, but use existing devices on the vehicle to complete the detection, avoiding cost increases.

[0108] Figure 4 It is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application.

[0109] For example, Figure 4 As shown, the vehicle control device 400 includes:

[0110] The first control module 401 is used to control the high-voltage battery to be powered off after a delay of a first preset time period when a high-voltage battery failure is detected, and to control the engine to start within the first preset time period.

[0111] The second control module 402 is used to control the engine to drive the vehicle after the engine is started, and control the motor to work in a power generation mode.

[0112] An insulation fault detection module 403, used to perform insulation fault detection on the high voltage system of the vehicle;

[0113] The third control module 404 controls the motor to stop operating in the power generation mode if an insulation fault is detected in the high voltage system.

[0114] The fourth control module 405 controls the motor to continue operating in the power generation mode if it is detected that there is no insulation fault in the high voltage system.

[0115] In one possible implementation, the second control module 402 is specifically used to: control the motor to operate in the power generation mode according to the constant power request of the high-voltage to low-voltage device within a second preset time period after the engine is started; the insulation fault detection module 403 is specifically used to: detect the current in the current loop where the high-voltage to low-voltage device is located when the motor operates in the power generation mode according to the constant power request; if the current is less than the target current threshold, it is determined that there is a positive insulation fault in the high-voltage system; wherein the target current threshold is the current value that the motor should output when operating in the power generation mode according to the constant power request.

[0116] In one possible implementation, the second control module 402 is specifically used to: control the high-voltage to low-voltage device to output the constant power request; when the constant power request output by the high-voltage to low-voltage device is detected, determine the target speed and target torque of the engine according to the constant power request; and control the engine to drive the motor to rotate and generate electricity according to the target speed and target torque, so that the motor operates in the power generation mode according to the constant power request.

[0117] In one possible implementation, the second control module 402 is specifically used to: start from the target moment within the second preset time period, control the motor to operate in the power generation mode according to the constant power request of the high-voltage to low-voltage device; wherein the target moment is the moment when the motor starts to generate stable power.

[0118] In one possible implementation, the constant power request carries a target power value; the target power value is greater than or equal to a target lower limit value and less than a target upper limit value; the target lower limit value is: the minimum required power required by a target electrical equipment in the vehicle, and the target electrical equipment is an electrical equipment in the vehicle related to vehicle driving; the target upper limit value is: the output power of the high-voltage to low-voltage device required to fully charge the battery of the vehicle.

[0119] In one possible implementation, the first control module 401 is specifically used to: control the main positive relay of the high-voltage battery to disconnect after a delay of a first preset time period from the time of the failure of the high-voltage battery; control the main negative relay to disconnect after a delay of a third preset time period from the time of the failure of the high-voltage battery, or control the main negative relay to remain closed.

[0120] In one possible implementation, the insulation fault detection module 403 is specifically used to: perform positive insulation fault detection on the high-voltage system within a second preset time period after the main positive relay is disconnected; and perform negative insulation fault detection on the high-voltage system when the main negative relay is closed.

[0121] In a possible implementation, the insulation fault detection module 403 is specifically used to: obtain the insulation resistance value of the negative pole of the high voltage system to the ground; when it is determined that the insulation resistance value is less than a preset resistance threshold, determine that the high voltage system has a negative pole insulation fault.

[0122] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0123] For example, Figure 5 As shown, the vehicle 500 includes: a memory 501 and a processor 502, wherein the memory 501 stores an executable program code 5011, and the processor 502 is used to call and execute the executable program code 5011 to perform a vehicle control method.

[0124] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to execute a vehicle control method provided by an embodiment of the present application.

[0125] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0126] In the case of dividing each functional module according to each function, the device may also include a first control module, a second control module, an insulation fault detection module, a third control module, a fourth control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0127] It should be understood that the device provided in this embodiment is used to execute the above-mentioned vehicle control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0128] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing related program codes, etc.

[0129] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in conjunction with the disclosure of the present application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0130] In addition, the device provided in the embodiments of the present application may specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiments.

[0131] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement a vehicle control method provided by the above embodiment.

[0132] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a vehicle control method provided by the above-mentioned embodiment.

[0133] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0134] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0135] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0136] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle control method, characterized in that: The method comprises: In the case of detecting a high-voltage battery failure, controlling the high-voltage battery to be powered off after a delay of a first preset time, and controlling the engine to start within the first preset time; After the engine is started, the engine is controlled to drive the vehicle and the motor is controlled to operate in a power generation mode; Performing insulation fault detection on a high voltage system of the vehicle; If an insulation fault is detected in the high voltage system, controlling the motor to stop operating in the power generation mode; If it is detected that there is no insulation fault in the high voltage system, the motor is controlled to continue operating in the power generation mode.

2. The method according to claim 1, characterized in that The control motor operates in a power generation mode, comprising: Within a second preset time period after the engine is started, controlling the motor to operate in a power generation mode according to a constant power request of the high-voltage to low-voltage device; The performing insulation fault detection on the high voltage system of the vehicle comprises: When the motor operates in a power generation mode according to the constant power request, detecting a current in a current loop where the high-voltage to low-voltage converter is located; If the current is less than the target current threshold, it is determined that there is a positive insulation fault in the high voltage system; wherein the target current threshold is the current value that the motor should output when operating in the power generation mode according to the constant power request.

3. The method according to claim 2, characterized in that The controlling the motor to operate in a power generation mode according to a constant power request of the high voltage to low voltage device comprises: Controlling the high-voltage to low-voltage device to output the constant power request; In the case where a constant power request output by the high-pressure to low-pressure converter is detected, determining a target speed and a target torque of the engine according to the constant power request; According to the target speed and the target torque, the engine is controlled to drive the motor to rotate and generate electricity, so that the motor operates in a power generation mode according to the constant power request.

4. The method according to claim 2, characterized in that: The controlling the motor to operate in a power generation mode according to a constant power request of the high-voltage to low-voltage device within a second preset time after the engine is started includes: Starting from a target moment within the second preset time period, the motor is controlled to operate in a power generation mode according to a constant power request of a high voltage to low voltage device; wherein the target moment is the moment when the motor starts to generate stable power.

5. The method according to claim 2, characterized in that: The constant power request carries a target power value; The target power value is greater than or equal to the target lower limit value and less than the target upper limit value; The target lower limit value is: the minimum required power required by the target electrical equipment in the vehicle, and the target electrical equipment is the electrical equipment in the vehicle related to vehicle driving; The target upper limit value is: the output power of the high-voltage to low-voltage device required to fully charge the battery of the vehicle.

6. The method according to any one of claims 1 to 5, characterized in that: The controlling the high-voltage battery to power off after delaying a first preset time period includes: Controlling the main positive relay of the high-voltage battery to disconnect after a delay of a first preset time from a fault time point of the high-voltage battery; The main negative relay is controlled to be disconnected after a delay of a third preset time period from the fault time point of the high-voltage battery, or the main negative relay is controlled to remain closed.

7. The method according to claim 6, characterized in that The performing insulation fault detection on the high voltage system of the vehicle comprises: Performing positive insulation fault detection on the high voltage system within a second preset time period after the main positive relay is disconnected; When the main negative relay is closed, negative insulation fault detection is performed on the high voltage system.

8. The method according to claim 7, characterized in that When the main negative relay is closed, performing negative insulation fault detection on the high voltage system includes: Obtain the insulation resistance value of the high voltage system negative to ground; When it is determined that the insulation resistance value is less than the preset resistance threshold, it is determined that a negative pole insulation fault exists in the high voltage system.

9. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 8 is implemented.

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