Vehicle control method, device and vehicle

Abstract

The application discloses a vehicle control method, device and vehicle, and relates to the technical field of vehicle control. The method comprises the following steps: acquiring pre-charging data and operation data of each high-voltage load of a vehicle in a pre-charging operation process of load capacitance of each high-voltage load of the vehicle, wherein the pre-charging data comprises at least one of a pre-charging current, a voltage of the load capacitance and a duration of the pre-charging operation; in the case that it is determined according to the pre-charging data that a pre-charging fault currently exists, suspending the pre-charging operation, and determining fault position information of the pre-charging fault according to the operation data; and repairing the vehicle according to the fault position information and controlling the vehicle to be powered on. The stability and reliability of the vehicle power-on are improved.

Description

Technical Field

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

[0002] In the field of vehicle technology, especially in the field of new energy vehicle technology, in order to reduce the adverse effects of the inrush current during power-on on the load and other components in the power system, the load capacitor must be pre-charged before the vehicle is brought under high voltage. Only after the voltage across the load capacitor reaches a certain condition can the main positive contactor be closed to bring the vehicle under high voltage.

[0003] However, during the pre-charging process, pre-charging overcurrent or pre-charging timeout faults are often triggered due to some issues, causing the vehicle to be unable to connect to the high voltage. Summary of the Invention

[0004] This application provides a vehicle control method, a vehicle control device, a vehicle, a computer-readable storage medium, and a computer program product, which can not only detect pre-charging faults in a timely manner based on pre-charging data, but also accurately locate the fault location causing the pre-charging fault, and repair the vehicle in a timely manner based on the fault location, thereby achieving precise control of vehicle power-on.

[0005] A first aspect of this application provides a vehicle control method, comprising: during the pre-charging operation of the load capacitors of each high-voltage load of the vehicle, acquiring pre-charging data and operating data of each high-voltage load, wherein the pre-charging data includes at least one of pre-charging current, load capacitor voltage, and duration of pre-charging operation; if a pre-charging fault is determined based on the pre-charging data, pausing the pre-charging operation and determining fault location information of the pre-charging fault based on the operating data; repairing the vehicle based on the fault location information and controlling the vehicle to power on.

[0006] In one implementation, determining the fault location information of a pre-charge fault based on operational data includes: determining the abnormal high-voltage load among the various high-voltage loads based on the operational data of each high-voltage load; and determining the fault location information based on the abnormal high-voltage load.

[0007] The above solution fully considers the scenario of pre-charge failure caused by abnormal operation of high-voltage loads. By analyzing the operating data of the high-voltage loads, abnormal high-voltage loads can be quickly identified, thereby accelerating fault location. Directly pointing to abnormal loads through data analysis significantly reduces fault diagnosis time and the need to check other components, improving maintenance efficiency. Furthermore, the ability to quickly and accurately locate faults reduces unnecessary inspection and maintenance work, thus lowering maintenance costs. Continuous monitoring and rapid response to high-voltage loads can reduce the impact of abnormal high-voltage loads on the entire system, enhancing the overall system reliability.

[0008] In one embodiment, the operating data includes the operating current and / or operating status information of the high-voltage load. Based on the operating data of each high-voltage load, the abnormal high-voltage load among the high-voltage loads is determined, including: for each high-voltage load, if the operating status information of the high-voltage load indicates that the high-voltage load is in operation, the high-voltage load is determined to be an abnormal high-voltage load; and / or if the operating current of the high-voltage load is greater than the operating current threshold, the high-voltage load is determined to be an abnormal high-voltage load.

[0009] In the above scheme, the operating current and operating status information of the high-voltage load can accurately reflect its operating condition. Real-time monitoring of the operating current and / or operating status information of the high-voltage load allows for rapid and timely detection of abnormal operating conditions, thus quickly locating the malfunctioning high-voltage load. By setting current thresholds, abnormal current in the high-voltage load can be accurately identified, enabling timely detection not only of abnormalities within the high-voltage load itself but also of abnormalities in the branch containing the high-voltage load. Furthermore, this detection and judgment scheme has simpler execution logic, lower detection costs, and simplifies the fault diagnosis process. In addition, it improves data processing efficiency, vehicle fault identification efficiency, and vehicle fault handling efficiency.

[0010] In one embodiment, the operating data includes the operating current of the high-voltage load, and the pre-charge data includes the pre-charge current. Before determining the fault location information, the method further includes: determining whether the pre-charge current and the operating current of the abnormal high-voltage load are related based on the operating current of the abnormal high-voltage load and the pre-charge current; and determining the fault location information based on the abnormal high-voltage load, including: determining the location information of the abnormal high-voltage load as the fault location information if the pre-charge current and the operating current of the abnormal high-voltage load are related.

[0011] In the above scheme, after initially identifying abnormal high-voltage loads that may be in an abnormal operating state through the operating data of the high-voltage load, the operating current and pre-charge current of the abnormal high-voltage load are further compared to determine whether the two are correlated, in order to verify whether the abnormally operating high-voltage load caused the pre-charge fault. This scheme can reduce false alarms caused by misoperation or misjudgment, and further improve the accuracy and reliability of pre-charge fault location.

[0012] In one embodiment, determining whether the pre-charging current and the operating current of the abnormal high-voltage load are correlated based on the operating current of the abnormal high-voltage load and the pre-charging current includes: determining that the pre-charging current and the operating current of the abnormal high-voltage load are correlated when the number of abnormal high-voltage loads is equal to a first preset value and the difference between the pre-charging current and the operating current of the abnormal high-voltage load is less than or equal to a first difference threshold; and / or determining that the pre-charging current and the operating current of the abnormal high-voltage load are correlated when the number of abnormal high-voltage loads falls within a second preset value range and the number of abnormal high-voltage loads, the pre-charging current, and the operating current of the abnormal high-voltage load satisfy a preset relationship.

[0013] The above solution fully considers the special scenario of one or more high-voltage loads operating abnormally. Different methods are used to determine whether the pre-charging current and the operating current of the abnormal high-voltage load are related for different scenarios. This enables accurate location of pre-charging faults in various scenarios, further improving the accuracy of vehicle control.

[0014] In one embodiment, before determining whether the pre-charging current and the operating current of the high-voltage load are related, the method further includes: calculating the ratio between the pre-charging current and the operating current of the abnormal high-voltage load; and determining that the quantity, the pre-charging current and the operating current of the abnormal high-voltage load satisfy a preset relationship if the difference between the ratio and the quantity is less than or equal to a second difference threshold.

[0015] The above scheme requires less computation and has higher accuracy, which helps to identify and locate the high-voltage load that causes the precharge failure in real time and accurately.

[0016] In one embodiment, repairing the vehicle and powering it on based on fault location information includes: sending a control command indicating a stop operation to the first high-voltage load when the fault location information includes the location information of a first high-voltage load, wherein the first high-voltage load is any one of the various high-voltage loads; determining the state of the first high-voltage load at a preset frequency, wherein the state of the first high-voltage load includes a first state indicating that the first high-voltage load has stopped operating or a second state indicating that the first high-voltage load is operating; and determining that the repair is complete and continuing to power on the vehicle when the state of the first high-voltage load changes to the first state within a first preset time.

[0017] In the above solution, a simple fault handling process enables vehicle self-repair in the event of a pre-charge failure due to abnormal load operation, accurately and promptly eliminating the fault and restoring normal vehicle power. Timely identification and handling of abnormal high-voltage load operation prevents fault propagation and reduces potential threats to the vehicle and passengers. Rapid and accurate fault diagnosis and handling reduce vehicle downtime caused by faults, improving vehicle utilization efficiency. Furthermore, ensuring that pre-charging only occurs after the high-voltage load has returned to normal avoids safety hazards caused by incomplete fault resolution, protecting the vehicle and occupants. This automated fault handling process also reduces reliance on specialized technicians, lowering manual maintenance costs. The vehicle's self-detection and fault-handling capabilities improve the reliability and stability of the entire vehicle's high-voltage system, reducing inconvenience and anxiety for users due to vehicle malfunctions and enhancing the driving experience. Moreover, reducing vehicle downtime and repairs due to faults reduces environmental impact. Therefore, the automated fault handling process not only improves vehicle safety and reliability but also enhances maintenance efficiency and user experience while reducing maintenance costs.

[0018] In one embodiment, repairing the vehicle based on fault location information and controlling the vehicle to power on further includes: if the fault location information includes the location information of a first high-voltage load, sending a control command indicating that the first high-voltage load has stopped operating to the first high-voltage load, wherein the first high-voltage load is any one of the various high-voltage loads; after sending the control command, outputting a first prompt message, wherein the first prompt message is used to prompt the user to perform a power-on operation; in response to the power-on operation, determining whether the state of the first high-voltage load has changed to a first state, wherein the first state indicates that the first high-voltage load has stopped operating; if the state of the first high-voltage load has changed to the first state, determining that the repair is complete, and continuing to control the vehicle to power on.

[0019] In the above solution, after a pre-charge failure occurs and the location of the failure is determined, the user can decide whether to initiate the troubleshooting process. This not only improves maintenance efficiency and reduces costs, but also enhances the system's flexibility and adaptability, while improving the user experience and meeting the user's personalized needs.

[0020] In one embodiment, the method further includes: determining that a pre-charge fault exists when the pre-charge current does not fall within a preset current range; and / or determining that a pre-charge fault exists when the voltage of the load capacitor does not fall within a preset voltage range; and / or determining that a pre-charge fault exists when the duration of the pre-charge operation is greater than or equal to a duration threshold.

[0021] The above-mentioned precharge fault determination method is easy to implement and has a small computational load, thus it has higher determination efficiency and helps to realize real-time processing of precharge faults.

[0022] A second aspect of this application provides a vehicle control device, comprising: an acquisition module, configured to acquire pre-charging data and operating data of each high-voltage load during a pre-charging operation of the load capacitors of each high-voltage load of the vehicle, wherein the pre-charging data includes at least one of pre-charging current, load capacitor voltage, and duration of the pre-charging operation; a fault diagnosis module, configured to suspend the pre-charging operation and determine the fault location information of the pre-charging fault based on the operating data if a pre-charging fault is determined to exist based on the pre-charging data; and a fault handling module, configured to repair the vehicle based on the fault location information and control the vehicle to power on.

[0023] In one embodiment, the fault diagnosis module includes: a load anomaly determination submodule, used to determine the abnormal high-voltage load among the various high-voltage loads based on the operating data of each high-voltage load; and a fault location submodule, used to determine the fault location information based on the abnormal high-voltage load.

[0024] In one embodiment, the operating data includes the operating current and / or operating status information of the high-voltage load. The load anomaly determination submodule includes: a first determining unit, configured to determine that for each of the high-voltage loads, if the operating status information of the high-voltage load indicates that the high-voltage load is in operation, that the high-voltage load is an abnormal high-voltage load; and / or a second determining unit, configured to determine that for each of the high-voltage loads, if the operating current of the high-voltage load is greater than the operating current threshold, that the high-voltage load is an abnormal high-voltage load.

[0025] In one embodiment, the operating data includes the operating current of the high-voltage load, the pre-charging data includes the pre-charging current, and the vehicle control device further includes: an association determination module, used to determine whether the pre-charging current and the operating current of the abnormal high-voltage load are associated based on the operating current of the abnormal high-voltage load and the pre-charging current before determining the fault location information; and a fault diagnosis module, including: a third determination unit, used to determine the location information of the abnormal high-voltage load as the fault location information when the pre-charging current and the operating current of the abnormal high-voltage load are associated.

[0026] In one embodiment, the association determination module includes: a fourth determining unit, configured to determine the association between the pre-charging current and the operating current of the abnormal high-voltage load when the number of abnormal high-voltage loads is equal to a first preset value and the difference between the pre-charging current and the operating current of the abnormal high-voltage load is less than or equal to a first difference threshold; and / or a fifth determining unit, configured to determine the association between the pre-charging current and the operating current of the abnormal high-voltage load when the number falls within a second preset value range and the number, the pre-charging current, and the operating current of the abnormal high-voltage load satisfy a preset relationship.

[0027] In one embodiment, the vehicle control device further includes: a calculation submodule for calculating the ratio between the pre-charging current and the operating current of the abnormal high-voltage load; and a first determination submodule for determining that the quantity, the pre-charging current, and the operating current of the abnormal high-voltage load satisfy a preset relationship when the difference between the ratio and the quantity is less than or equal to a second difference threshold.

[0028] In one embodiment, the fault handling module includes: a sending submodule, configured to send a control command indicating stop operation to the first high-voltage load when the fault location information includes the location information of the first high-voltage load, wherein the first high-voltage load is any one of the various high-voltage loads; a status determination submodule, configured to determine the status of the first high-voltage load at a preset frequency, wherein the status of the first high-voltage load includes a first status indicating that the first high-voltage load has stopped operating or a second status indicating that the first high-voltage load is operating; and an execution submodule, configured to determine that the repair is complete and continue to control the vehicle to power on when the status of the first high-voltage load changes to the first status within a first preset time.

[0029] In one embodiment, the fault handling module includes: a sending submodule, configured to send a control command indicating stop operation to the first high-voltage load when the fault location information includes the location information of the first high-voltage load, wherein the first high-voltage load is any one of the various high-voltage loads; an output module, configured to output a first prompt message after the sending submodule sends the control command, wherein the first prompt message is used to prompt the user to perform a power-on operation; and a response determination module, configured to determine whether the state of the first high-voltage load changes to a first state in response to the power-on operation, wherein the first state indicates that the first high-voltage load has stopped operating; and if the state of the first high-voltage load changes to the first state, determine that the repair is complete and continue to control the vehicle to power on.

[0030] In one embodiment, the vehicle control device further includes: a first fault determination module, configured to determine that a pre-charge fault exists when the pre-charge current does not fall within a preset current range; and / or a second fault determination module, configured to determine that a pre-charge fault exists when the voltage of the load capacitor does not fall within a preset voltage range; and / or a third fault determination module, configured to determine that a pre-charge fault exists when the duration of the pre-charge operation is greater than or equal to a duration threshold.

[0031] A third aspect of this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the vehicle control method described above.

[0032] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the vehicle control method described above.

[0033] The fifth aspect of this application provides a computer program product that, when run on a terminal device, enables the terminal device to implement the steps in the above-described vehicle control method.

[0034] The vehicle control method provided in the first aspect of this application fully considers the impact of abnormal operation of high-voltage loads on pre-charging faults. During the pre-charging operation of the load capacitors of each high-voltage load in the vehicle, not only pre-charging data but also the operating data of each high-voltage load are acquired, achieving dual monitoring of both pre-charging data and high-voltage load operating data. Furthermore, on the one hand, the presence of a fault can be determined based on the pre-charging data, and if a pre-charging fault is confirmed, the pre-charging operation is promptly suspended. This prevents damage to the high-voltage circuit and high-voltage components caused by continued pre-charging after a pre-charging fault occurs (for example, a high-voltage current is generated in the high-voltage circuit during pre-charging, causing damage to the bus capacitor in the motor controller due to the high-voltage current surge). Therefore, by promptly detecting pre-charging faults and suspending pre-charging when a fault occurs, the incidence of hardware damage or safety accidents is reduced, thereby improving vehicle safety. On the other hand, if a pre-charging fault is confirmed, the fault location information is also determined based on the operating data of the high-voltage loads, and then targeted vehicle repairs are performed promptly based on the fault location information to quickly resolve the pre-charging fault, enabling the vehicle to power on quickly and improving the stability and reliability of vehicle power-on.

[0035] It is understood that the beneficial effects of the second to fifth aspects mentioned above can be found in the relevant descriptions in the first aspect mentioned above, and will not be repeated here. Attached Figure Description

[0036] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0037] Figure 1 This is a schematic flowchart of a vehicle control method provided in one embodiment of this application;

[0038] Figure 2 This is a partial schematic diagram of a vehicle control circuit provided in one embodiment of this application;

[0039] Figure 3 This is a partial schematic diagram of a vehicle control circuit provided in another embodiment of this application;

[0040] Figure 4 This is a schematic flowchart of a vehicle control method provided in another embodiment of this application;

[0041] Figure 5 This is a schematic diagram of the structure of a vehicle control device provided in one embodiment of this application;

[0042] Figure 6 This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application. Detailed Implementation

[0043] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0044] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0045] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0046] Furthermore, in the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0047] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0048] As mentioned earlier, before applying high voltage to the vehicle, in order to reduce the adverse effects of the inrush current during power-on on the load and other components in the power system, it is usually necessary to precharge the load capacitor.

[0049] Existing vehicle control solutions typically only detect pre-charging faults during the pre-charging process, terminating pre-charging upon detection. This lack of fault diagnosis information and effective pre-charging fault handling measures directly hinders this process. On one hand, it prevents vehicles from promptly returning to normal operation, forcing them to await repairs. On the other hand, it makes it difficult for repair personnel to quickly locate the problem, increasing the difficulty and time required for troubleshooting, resulting in low repair efficiency and high repair costs. Consequently, this leads to a poor user experience.

[0050] To at least partially solve the aforementioned technical problems, embodiments of this application provide a vehicle control method. This method is applicable to various vehicles requiring motor drive or power generation, including but not limited to electric vehicles, electric bicycles, electric tricycles, solar-powered vehicles, mobile power generation vehicles, energy storage vehicles, and other special-purpose vehicles requiring motor drive or power generation; this application does not limit these vehicles. For simplicity, the vehicle control method of this application embodiment will be explained below using an electric vehicle as an example. The vehicle control method of this application embodiment can be executed by the battery management module of the electric vehicle, by the vehicle control module, or by a separately configured fault handling unit with data processing capabilities.

[0051] like Figure 1 As shown, the vehicle control method provided in this application includes the following steps:

[0052] Step S110: During the pre-charging operation of the load capacitors of each high-voltage load of the vehicle, pre-charging data and operating data of each high-voltage load are acquired, wherein the pre-charging data includes at least one of the pre-charging current, the voltage of the load capacitor, and the duration of the pre-charging operation.

[0053] It is understandable that, for electric vehicles, in order to protect the sensitive electronic components in the high-voltage system and battery system, pre-charging the load capacitors in the high-voltage system before the vehicle is officially powered on can reduce the large current surge generated at the moment of power-on. The high-voltage loads in the high-voltage system can be electrical equipment directly connected to the high-voltage power supply and operating under high voltage, specifically including: drive motor, motor controller, on-board charger, DC step-down converter, high-voltage distribution box, air conditioning compressor, high-voltage heater, etc.

[0054] In this embodiment of the application, the pre-charging operation can be performed in response to the user's vehicle power-on command. For example... Figure 2 As shown, a pre-charge circuit can be used to pre-charge the bus capacitor C in the vehicle's motor controller. The pre-charge circuit includes a pre-charge contactor K1 and a pre-charge resistor R connected in series. The pre-charge resistor R limits the pre-charge current, protecting the battery and circuitry from damage. When the electric vehicle is powered off, the pre-charge contactor K1, the main positive contactor K2, and the main negative contactor K3 are all open. Upon receiving a vehicle power-on command, the vehicle's Battery Management System (BMS) can first control the main negative contactor K3 and the pre-charge contactor K1 to close, pre-charging the bus capacitor C in the motor controller. During the pre-charge process, the BMS can acquire pre-charge data at a certain frequency. For example, it can collect the pre-charge current in real time, record the pre-charge time (i.e., the duration of the pre-charge operation), and collect the voltage pre-charged to capacitor C (the voltage across capacitor C) in real time.

[0055] Extensive testing and research have revealed that most pre-charge failures are caused by abnormal operation of external loads. Based on this, the vehicle control method of this application also acquires high-voltage load operating data in a timely manner during the pre-charge process. The high-voltage load operating data can be any data that can directly or indirectly characterize the load's operating state. For example, high-voltage load operating data may include the high-voltage load's operating current, operating mode, and the switching state of the internal switching transistors. During the pre-charge process, various suitable methods can be used to collect high-voltage load operating data. The operating data of each high-voltage load can be collected at a certain frequency. For example, the collection frequency of high-voltage load operating data can be less than or equal to the collection frequency of pre-charge data. Alternatively, the high-voltage load operating data can be collected only once. For example, after receiving the vehicle power-on command, the operating data of each high-voltage load can be collected immediately after each detection component is powered on at low voltage.

[0056] Step S120: If a pre-charging fault is determined based on the pre-charging data, the pre-charging operation is paused, and the fault location information of the pre-charging fault is determined based on the operating data.

[0057] In this embodiment, at multiple moments during the pre-charging process, various suitable pre-charging fault judgment methods can be employed based on the acquired pre-charging data to promptly determine whether a pre-charging fault exists. For example, it can be determined whether the pre-charging current is within the corresponding safe current range at different time periods of the pre-charging operation. Another example is that after the duration of the pre-charging operation reaches a duration threshold, it can be determined whether the voltage across the load capacitor reaches a preset voltage.

[0058] Refer again Figure 2 Under normal circumstances, when there are no abnormalities in the battery, wiring, contactors, high-voltage loads, etc., and the pre-charging operation lasts for a certain duration threshold, the pre-charging current falls within the preset current range, and the voltage in the bus capacitor C also reaches the preset voltage requirement, then the pre-charging is complete. Afterwards, the BMS can control the main positive contactor K1 to close, officially outputting high-voltage electricity to each high-voltage load, and control the pre-charging contactor K1 to open, thus completing the vehicle's power-on.

[0059] In some cases, if a pre-charge fault is determined based on pre-charge data—for example, if the pre-charge current is detected to be outside the safe current range, or if the voltage across the load capacitor fails to reach the preset voltage after the pre-charge operation has reached a duration threshold—a pre-charge fault can be identified. In such cases, to prevent hardware damage, the pre-charge operation can be paused. For example, it can be disconnected. Figure 2 The pre-charge contactor K1 in the middle.

[0060] In this embodiment of the application, considering that the precharge failure may be caused by the abnormal operation of the external load, the fault location information of the precharge failure is determined based on the operating data of each high-voltage load when it is determined that a precharge failure exists.

[0061] In one example, the location of a precharge fault can be determined solely based on the operating data of the high-voltage load. For example, such as... Figure 2As shown, if the drive motor is determined to be in an abnormal operating state based on its operating data, the fault location information for the pre-charge fault can be determined, including the location of the drive motor. In other words, the pre-charge fault can be caused by the abnormal operating state of the drive motor. For example, if the operating data of the high-voltage loads indicates that all high-voltage loads are in normal operating condition, it can be determined that the pre-charge fault is not caused by the high-voltage loads, but may be caused by other reasons such as battery abnormality, abnormal resistance or pre-charge contactor in the pre-charge circuit, or abnormal wiring connections.

[0062] In another example, to further improve the accuracy of pre-charge fault location, the operating data of the high-voltage load and the pre-charge data can be combined to determine the fault location information of the pre-charge fault. Specific examples of this approach will be elaborated later; for the sake of brevity, they will not be repeated here.

[0063] Step S130: Repair the vehicle according to the fault location information and control the vehicle to power on.

[0064] In this embodiment, repairing the vehicle and controlling its power-on based on fault location information may include: executing a fault handling process corresponding to the fault location information to power on the vehicle. The fault handling process can be configured according to actual needs. For example, the fault handling process may include at least one of the following: a process to process the fault location to restore it to normal; a process to further investigate the fault location using other troubleshooting devices; a process to report the fault location information; and a process to prompt for repair of the fault location. For instance, if the fault location information includes the location of a high-voltage load, indicating that an abnormally operating high-voltage load is causing a pre-charging fault, the vehicle controller can be requested to control the high-voltage load accordingly, causing it to return to a normal state. Furthermore, once it is determined that the high-voltage load has returned to a normal state, the pre-charging operation can continue, enabling the vehicle to power on normally.

[0065] As mentioned earlier, existing vehicle control schemes typically only determine whether a pre-charging fault has occurred, lacking fault diagnosis information specifically for pre-charging faults. However, the vehicle control method provided in the first aspect of this application fully considers the impact of abnormal operation of high-voltage loads on pre-charging faults. During the pre-charging operation of the load capacitors of each high-voltage load in the vehicle, not only pre-charging data but also the operating data of each high-voltage load are acquired, achieving dual monitoring of both pre-charging data and high-voltage load operating data. Furthermore, on the one hand, the presence of a fault can be determined based on the pre-charging data, and if a pre-charging fault is confirmed, the pre-charging operation can be promptly suspended. This prevents damage to the high-voltage circuit and high-voltage components caused by continued pre-charging after a pre-charging fault occurs (for example, a high-voltage current is generated in the high-voltage circuit during pre-charging, causing damage to the bus capacitor in the motor controller due to the high-voltage current surge). Therefore, by promptly detecting pre-charging faults and suspending pre-charging when a fault occurs, the incidence of hardware damage or safety accidents is reduced, thereby improving vehicle safety. On the other hand, when a pre-charging fault is confirmed, the fault location information is determined based on the operating data of the high-voltage load. Then, the vehicle is repaired in a timely and targeted manner based on the fault location information, which quickly resolves the pre-charging fault and enables the vehicle to be powered on quickly, thus improving the stability and reliability of the vehicle's power-on.

[0066] In one embodiment, the vehicle control method of this application further includes at least one of the following steps:

[0067] Step S1201: If the pre-charge current does not fall within the preset current range, it is determined that a pre-charge fault exists.

[0068] Step S1202: If the voltage of the load capacitor does not fall within the preset voltage range, it is determined that a pre-charge fault exists.

[0069] Step S1203: If the duration of the precharge operation is greater than or equal to the duration threshold, it is determined that a precharge fault exists.

[0070] In this embodiment, the preset current range, preset voltage range, and duration threshold can all be set according to actual needs. The pre-charge fault determination conditions corresponding to the above three steps can be used individually or in combination, and this application does not limit them. In one example, it can be determined whether the pre-charge current is within the corresponding preset current range (safe current range) at different time periods of the pre-charge operation. For example, it can be determined whether the pre-charge current is less than the pre-charge current threshold; if so, it is determined that a pre-charge fault exists. In another example, the determination conditions of steps S1202 and S1203 can be used in combination. For example, after the duration of the pre-charge operation reaches the duration threshold, it can be determined whether the voltage across the load capacitor reaches the preset voltage. If so, it is determined that a pre-charge fault exists.

[0071] The above-mentioned precharge fault determination method is easy to implement and has a small computational load, thus it has higher determination efficiency and helps to realize real-time processing of precharge faults.

[0072] In one implementation, step S120, which determines the fault location information of the pre-charge fault based on the operating data, includes the following steps:

[0073] Step S121: Based on the operating data of each high-voltage load, identify the abnormal high-voltage loads among the high-voltage loads.

[0074] Step S123: Determine the fault location information based on the abnormal high-voltage load.

[0075] In this embodiment, various suitable methods can be used to determine the abnormal high-voltage loads among the high-voltage loads based on their operating data. It is understood that, generally, before powering on a high-voltage load, it should be in a stopped state (i.e., not running) to reduce the risk of hardware damage. Therefore, the operating status of a high-voltage load can reflect whether it is in an abnormal state. If the high-voltage load is in a running state, it can be determined to be an abnormal high-voltage load; if the high-voltage load is in a stopped state, it can be determined to be a normal high-voltage load.

[0076] In a specific example, such as Figure 2 As shown, if a pre-charging fault is detected during the pre-charging process while the electric vehicle's drive motor operating data indicates that the drive motor is running, it can be determined that the drive motor is in an abnormal operating state. This drive motor is under abnormal high-voltage load, and the pre-charging fault may be caused by the abnormal operation of the drive motor. Therefore, the fault location information, including the location of the drive motor, can be determined. For example, a fault code indicating abnormal drive motor operation can be reported.

[0077] The above solution fully considers the scenario of pre-charge failure caused by abnormal operation of high-voltage loads. By analyzing the operating data of the high-voltage loads, abnormal high-voltage loads can be quickly identified, thereby accelerating fault location. Directly pointing to abnormal loads through data analysis significantly reduces fault diagnosis time and the need to check other components, improving maintenance efficiency. Furthermore, the ability to quickly and accurately locate faults reduces unnecessary inspection and maintenance work, thus lowering maintenance costs. Continuous monitoring and rapid response of high-voltage loads can reduce the impact of abnormal high-voltage load operation on the entire system, enhancing the overall system reliability.

[0078] In one implementation, the operating data includes the operating current and / or operating status information of the high-voltage loads. Step S121 determines the abnormal high-voltage loads among the high-voltage loads based on the operating data of each high-voltage load, including the following steps S121a and / or S121b.

[0079] Step S121 a: For each high-voltage load among all high-voltage loads, if the operating status information of the high-voltage load indicates that the high-voltage load is in operation, determine that the high-voltage load is an abnormal high-voltage load.

[0080] In this embodiment, the operating status information of the high-voltage load can be any operating data that can directly characterize the operating status of the high-voltage load. For example, the switching state of the switching transistor within the high-voltage load, the operating mode of the high-voltage load, etc. For instance, if the switching transistor of the electric vehicle's drive motor is detected to be in the open state after the pre-charging operation begins, it can be determined that the high-voltage load is an abnormal high-voltage load.

[0081] Step S121 b: For each high-voltage load among all high-voltage loads, if the operating current of the high-voltage load is greater than the operating current threshold, the high-voltage load is determined to be an abnormal high-voltage load.

[0082] In this embodiment, the operating current of each high-voltage load can also be monitored, and if the operating current of a high-voltage load exceeds a current threshold, the high-voltage load can be determined to be an abnormal high-voltage load. The current threshold can be set to a small value according to actual needs. For example, the current threshold can be 0. If the operating current of a high-voltage load is detected to be continuously greater than 0 for a period of time, the high-voltage load can be determined to be an abnormal high-voltage load.

[0083] In the above scheme, the operating current and operating status information of the high-voltage load can accurately reflect its operating condition. Real-time monitoring of the operating current and / or operating status information of the high-voltage load allows for rapid and timely detection of abnormal operating conditions, thus quickly locating the malfunctioning high-voltage load. By setting current thresholds, abnormal current in the high-voltage load can be accurately identified, enabling timely detection not only of abnormalities within the high-voltage load itself but also of abnormalities in the branch containing the high-voltage load. Furthermore, this detection and judgment scheme has simpler execution logic, lower detection costs, and simplifies the fault diagnosis process. In addition, it improves data processing efficiency, vehicle fault identification efficiency, and vehicle fault handling efficiency.

[0084] In one implementation, the operating data includes the operating current of the high-voltage load, and the pre-charge data includes the pre-charge current.

[0085] Before determining the fault location information in step S123, the vehicle control method of this application embodiment further includes:

[0086] Step S122: Determine whether the pre-charging current and the operating current of the abnormal high-voltage load are related based on the operating current and the pre-charging current of the abnormal high-voltage load.

[0087] Step S123 determines the fault location information based on the abnormal high-voltage load, including: determining the location information of the abnormal high-voltage load as the fault location information when the pre-charging current and the operating current of the abnormal high-voltage load are correlated.

[0088] It is understandable that high-voltage load charging circuits are complex, and under certain circumstances, interference factors within the circuit can cause discrepancies between the monitored high-voltage load operating data and the actual situation. To further improve the accuracy of pre-charge fault location, if a high-voltage load is determined to be in an abnormal operating state, it can be initially identified as an abnormal high-voltage load. Then, based on the operating current of the abnormal high-voltage load and the pre-charge current, it can be determined whether the pre-charge current and the operating current of the abnormal high-voltage load are correlated. In other words, by comparing the operating current and the pre-charge current of the abnormal high-voltage load, it can be further verified whether the abnormally operating high-voltage load caused the pre-charge fault.

[0089] In this step, various suitable methods can be used to determine whether the pre-charging current and the operating current of the abnormal high-voltage load are related. For example, based on the layout of the charging line, it can be determined whether the current of the abnormal high-voltage load and the pre-charging current collected at the same time meet the preset series-parallel relationship. If they do, it can be determined whether the pre-charging current and the operating current of the abnormal high-voltage load are related, that is, it can be verified that the abnormally operating high-voltage load caused the pre-charging failure. For example, if the switch of the drive motor is in the open state, and the current of the drive motor and the pre-charging current meet the preset series-parallel relationship, it can be determined that the drive motor failure caused the pre-charging failure. However, if the switch of the drive motor is in the open state at a certain moment, but the current of the drive motor and the pre-charging current do not meet the preset series-parallel relationship (e.g., the drive motor operating current is 0), then the drive motor may not be operating abnormally, or in other words, its abnormal operation has not affected the pre-charging. In this case, the status of the switch of the drive motor can be continuously monitored, or other data can be combined to further determine whether the drive motor is operating abnormally.

[0090] In the above scheme, after initially identifying abnormal high-voltage loads that may be in an abnormal operating state through the operating data of the high-voltage load, the operating current and pre-charge current of the abnormal high-voltage load are further compared to determine whether the two are correlated, in order to verify whether the abnormally operating high-voltage load caused the pre-charge fault. This scheme can reduce false alarms caused by misoperation or misjudgment, and further improve the accuracy and reliability of pre-charge fault location.

[0091] In one implementation, step S122 determines whether the pre-charging current and the operating current of the high-voltage load are related based on the operating current of the high-voltage load and the pre-charging current, including steps S122a and / or S122b.

[0092] Step S122a: When the number of abnormal high-voltage loads is equal to a first preset value, and the difference between the pre-charging current and the operating current of the abnormal high-voltage load is less than or equal to a first difference threshold, determine the association between the pre-charging current and the operating current of the high-voltage load, wherein the abnormal high-voltage load is a high-voltage load in an abnormal operating state.

[0093] In this embodiment, the abnormal high-voltage load can be a high-voltage load that has reached an abnormal operating state through the above steps. The first preset value can be 1. For example, if only one high-voltage load is in an abnormal operating state, such as the switching transistor being in the open state, the current in the branch where the high-voltage load is located should be basically consistent with the pre-charging current. Therefore, it can be determined whether the operating current of the high-voltage load with the open transistor is basically consistent with the pre-charging current. If they are consistent, it can be determined that the pre-charging current and the operating current of the high-voltage load are related. Specifically, considering the error of data acquisition or interference from other factors, a suitable first difference threshold can be preset. In this step, the difference between the pre-charging current and the operating current of the high-voltage load can be calculated, and the difference can be compared with the first difference threshold. For example, the absolute value of the difference between the pre-charging current and the operating current of the high-voltage load can be calculated. If the absolute value is less than or equal to the preset first absolute value threshold, it can be determined that the pre-charging current and the operating current of the high-voltage load are related. Otherwise, it is determined that the pre-charging current and the operating current of the high-voltage load are not related.

[0094] Step S122b: If the quantity falls within the second preset value range and the quantity, pre-charging current and operating current of abnormal high-voltage load satisfy a preset relationship, determine the correlation between pre-charging current and operating current of high-voltage load.

[0095] In one example, considering a scenario where multiple high-voltage loads are malfunctioning, the lower limit of the second preset value range can be greater than the first preset value, and the upper limit can be less than or equal to the total number of high-voltage loads in the high-voltage system. In this example, step S122 can include steps S122a and S122b. For example, if the total number of high-voltage loads is 5, then the second preset value range can be [2, 5]. Specifically, if it is determined that one high-voltage load is currently in the open state, step S122a can be executed. If it is determined that two or more high-voltage loads are currently in the open state, it is determined whether the number of abnormal high-voltage loads in the open state, the operating current of the current abnormal high-voltage load, and the pre-charge current satisfy a preset relationship. If the preset relationship is satisfied, then the pre-charge current and the operating current of the current abnormal high-voltage load can be determined to be related.

[0096] In another example, considering a scenario where one or more high-voltage loads are malfunctioning, the lower limit of the second preset value range can be equal to the first preset value, and the upper limit can be less than or equal to the total number of high-voltage loads in the high-voltage system. In this example, step S122 may only include step S122b. For example, if the total number of high-voltage loads is 5, then the second preset value range can be [1, 5]. Specifically, if it is determined that a high-voltage load is currently in the open-circuit state, it can be determined whether the number of abnormal high-voltage loads in the open-circuit state, the operating current of the current abnormal high-voltage load, and the pre-charge current satisfy a preset relationship. If the preset relationship is satisfied, it can be determined that the pre-charge current and the operating current of the current abnormal high-voltage load are associated.

[0097] The above solution fully considers the special scenario of one or more high-voltage loads operating abnormally. Different methods are used to determine whether the pre-charging current and the operating current of the abnormal high-voltage load are related for different scenarios. This enables accurate location of pre-charging faults in various scenarios, further improving the accuracy of vehicle control.

[0098] It is understandable that the probability of multiple high-voltage loads malfunctioning is generally low. Therefore, in another example, step S122 can include only step S122a, that is, only step S122a can be executed. This approach can improve the accuracy of pre-charge fault location, save computing resources, reduce the amount of computation, and improve the vehicle's control efficiency.

[0099] In one embodiment, before performing step SS122b, the vehicle control method of this application embodiment further includes the following steps:

[0100] Step S1201: Calculate the ratio between the pre-charging current and the operating current of the abnormal high-voltage load;

[0101] Step S1202: If the difference between the ratio and the quantity is less than or equal to the second difference threshold, determine that the quantity, pre-charging current and operating current of abnormal high-voltage load satisfy a preset relationship.

[0102] Understandable, such as Figure 3As shown, if at least one of the internal switching transistors of the three high-voltage loads in the diagram is in the open state during the pre-charging process, it is equivalent to the high-voltage load branch containing these open transistors being connected in parallel with the pre-charging circuit. In a parallel circuit, the main circuit current is equal to the sum of the currents of all parallel branches. That is, the sum of the currents in the branches containing the high-voltage loads of each open transistor is approximately equal to the pre-charging current. Without considering the differences in loads in each branch, the currents in the branches containing the high-voltage loads of each open transistor can be approximately equal. Therefore, there is a predetermined mathematical relationship between the pre-charging current, the operating current of each abnormal high-voltage load, and the number of abnormal high-voltage loads; the ratio between the pre-charging current and the operating current of each abnormal high-voltage load is approximately equal to the number of abnormal high-voltage loads. Based on this principle, the ratio between the pre-charging current and the operating current of the abnormal high-voltage loads can be calculated; and if the difference between the calculated ratio and the number of abnormal high-voltage loads is less than or equal to a second difference threshold, it can be determined that the number of abnormal high-voltage loads, the pre-charging current, and the operating current of the abnormal high-voltage loads satisfy the predetermined relationship. For example, the second difference threshold can be set to a positive number less than 0.5 as needed, such as a second difference threshold of 0.2.

[0103] The above scheme requires less computation and has higher accuracy, which helps to identify and locate the high-voltage load that causes the precharge failure in real time and accurately.

[0104] In one implementation, step S130 involves repairing the vehicle based on the fault location information and powering the vehicle on, including the following steps:

[0105] Step S131: If the fault location information includes the location information of the first high-voltage load, send a control command indicating that the operation should be stopped to the first high-voltage load, where the first high-voltage load is any one of the high-voltage loads.

[0106] Step S132: Determine the state of the first high-voltage load at a preset frequency, wherein the state of the first high-voltage load includes a first state indicating that the first high-voltage load has stopped operating or a second state indicating that the first high-voltage load is operating.

[0107] Step S133: If the state of the first high-voltage load changes to the first state within the first preset time, the repair is confirmed to be complete, and the vehicle is powered on again.

[0108] In one example, the first preset time can be a preset precharge time, which can be set according to actual needs, such as 200ms to 600ms. In this case, the first preset time can be calculated from the initial power-on moment. In another example, the preset time can also be a fault handling delay time, which can also be set according to actual needs, such as 10ms to 200ms. In this case, the first preset time can be calculated from the moment the control command indicating stop operation is sent, or from the moment a precharge fault is determined to exist.

[0109] In a specific example, if the battery management module (BMS) detects a pre-charge fault during the pre-charge process, it can use the methods described in steps S121 and S122 above to determine the fault. Figure 3 If the switch of load 2 is in the open state and the difference between the operating current of load 2 and the pre-charge current is less than or equal to a first difference threshold, it is determined that load 2 is malfunctioning, causing a pre-charge failure. Then, a control request to shut down load 2 can be sent to the vehicle controller, which will then issue a shutdown control command to load 2. After issuing the control request, the battery management module (BMS) can acquire the switching state of the switch of load 2 (i.e., the state of load 2) at a preset frequency (which can be set according to actual needs, for example, once / ms). If load 2 is found to be in the closed state (i.e., the first state of load 2) within a first preset time after the control request is issued, the pre-charge contactor and the main negative contactor can be closed to continue the pre-charge operation. The first preset time can be set to a smaller time value according to actual needs, specifically less than the normal vehicle power-on duration. For example, if the first preset time is 50ms, pre-charging can continue to successfully complete the vehicle power-on if load 2 is detected to have returned to normal within 50ms after the BMS sends the control request for load 2. This not only eliminates pre-charging faults but also reduces the overall vehicle power-on time, resulting in only a slight delay in power-on time and a better user experience.

[0110] This solution enables vehicle self-repair in the event of a pre-charge failure due to abnormal load operation, achieving accurate and timely fault resolution and restoring normal vehicle power. Timely identification and handling of abnormal high-voltage load operation prevents fault propagation and reduces potential threats to the vehicle and passengers. Rapid and accurate fault diagnosis and handling reduce vehicle downtime caused by malfunctions, improving vehicle efficiency. Furthermore, ensuring that pre-charging only occurs after the high-voltage load has returned to normal avoids safety hazards caused by incomplete fault resolution, protecting the vehicle and occupants. This automated fault handling process also reduces reliance on specialized technicians, lowering manual maintenance costs. The vehicle's self-detection and fault-handling capabilities improve the reliability and stability of the entire vehicle's high-voltage system, reducing inconvenience and anxiety for users due to vehicle malfunctions and enhancing the driving experience. Moreover, reducing vehicle downtime and repairs due to malfunctions reduces environmental impact. Therefore, the automated fault handling process not only improves vehicle safety and reliability but also enhances maintenance efficiency and user experience while reducing maintenance costs.

[0111] In one implementation, step S133, where the state of the first high-voltage load changes to the first state within a first preset time, determines that the repair is complete and continues to control the vehicle to power on, includes the following steps:

[0112] Step S133.1: When it is determined that the first high-voltage load has switched to the first state, output the first prompt information, wherein the first prompt information is used to prompt the user to perform the power-on operation;

[0113] In step S133.2, in response to the power-on operation, the pre-charging operation continues to be performed to power up the vehicle.

[0114] In the example above, after the Battery Management System (BMS) sends a request to control the switching of load 2 to turn off, it acquires the switching status of load 2's switching transistor at a preset frequency (which can be set according to actual needs, for example, once / ms). If load 2 is found to be in the off state within 50ms after the control request is issued, a first prompt message can be output through any suitable output device (such as a display screen or speaker) to remind the user to power on. After the user sees or hears this prompt, they can switch the key switch to the Start position again. In response to the user's key switch switching operation, the BMS can again control the pre-charge contactor and the main negative contactor to close, continuing the pre-charging operation. After pre-charging is completed, it can close the main positive contactor and open the pre-charge contactor to power on the vehicle.

[0115] In this approach, after the abnormal high-voltage load is cleared and normal operation is restored, the user is first prompted to power on the vehicle. Pre-charging only resumes after the user initiates power-on. Prompting the user to power on informs them of the fault occurrence and that the conditions for power-on have been met after troubleshooting. Allowing the user to power on the vehicle only after receiving confirmation that the system has returned to normal enhances their confidence in the vehicle's status and improves the user experience. Furthermore, resuming pre-charging only after the user initiates power-on improves vehicle safety. Therefore, this approach further enhances vehicle safety and reliability, while also improving user experience and maintenance efficiency.

[0116] In one implementation, step S130 involves repairing the vehicle based on the fault location information and powering the vehicle on, including the following steps:

[0117] Step S1301: If the fault location information includes the location information of the first high-voltage load, a control command indicating that operation should be stopped is sent to the first high-voltage load, wherein the first high-voltage load is any one of the high-voltage loads;

[0118] Step S1302: After sending the control command, output the first prompt message, which is used to prompt the user to perform the power-on operation;

[0119] Step S1303: In response to the power-on operation, determine whether the state of the first high-voltage load has changed to the first state, wherein the first state indicates that the first high-voltage load has stopped operating;

[0120] In step S1304, if the state of the first high-voltage load changes to the first state, the repair is confirmed to be complete, and the vehicle is powered on again.

[0121] For example, after the Battery Management System (BMS) issues a request to shut down load 2, it can first prompt the user via a display screen or speaker that the troubleshooting process can be initiated by manually powering on the vehicle. After the user sees or hears this prompt, they can switch the ignition switch to the Start position. In response to the user's ignition switch operation, the BMS can determine whether the state of load 2 has changed to the off state. If so, it can control the pre-charge contactor and the main negative contactor to close again to continue the pre-charge operation. After the pre-charge is completed, it can close the main positive contactor and open the pre-charge contactor to power on the vehicle.

[0122] In this approach, after a pre-charge fault occurs and the fault location is determined, the user can decide whether to initiate the troubleshooting process. This not only improves maintenance efficiency and reduces costs, but also enhances the system's flexibility and adaptability, while improving the user experience and meeting the user's personalized needs.

[0123] In one implementation, step S133, which repairs the vehicle based on the fault location information and controls the vehicle to power on, further includes:

[0124] Step S134: If the first high-voltage load remains in operation for a second preset time, output a second prompt message, which is used to prompt for maintenance of the first high-voltage load.

[0125] In this embodiment, the second preset time can be greater than or equal to the first preset time. The second preset time can be calculated from the moment of initial power-on, from the moment the control command indicating a stop operation is sent, or from the moment a pre-charge fault is determined.

[0126] In one example, if the Battery Management System (BMS) fails to receive a notification that Load 2 has switched to the off state within 50ms after issuing a control request to shut down Load 2, it indicates that Load 2 has a fault that the vehicle cannot resolve on its own. In this case, an alarm message can be sent to the user in a timely manner, such as a second message such as "Load 2 is abnormal! It is recommended to start roadside assistance and repair" can be displayed on the vehicle's instrument panel.

[0127] The above solution provides timely and clear maintenance alerts, allowing users to quickly understand if their vehicle requires repair without needing to diagnose the problem themselves, thus improving the user experience. Furthermore, timely maintenance alerts help reduce potential safety risks and assist professional repair personnel in quickly locating issues, reducing troubleshooting time and improving repair efficiency.

[0128] Figure 4 This is a schematic flowchart illustrating a vehicle control method provided in another embodiment of this application. Figure 4As shown, upon receiving a high-voltage command from the vehicle, the Battery Management System (BMS) can first control the pre-charge contactor and the main negative contactor to close, initiating pre-charging. During pre-charging, the BMS can acquire pre-charging data such as the pre-charging current and load capacitor voltage in real time, and can determine whether a pre-charging fault exists based on this data. If no pre-charging fault exists and the load capacitor voltage reaches a safe voltage, pre-charging is considered normal, and pre-charging can be terminated, thus completing the vehicle's power-on. If the load capacitor voltage does not reach a safe voltage and the pre-charging current is abnormal, a pre-charging fault is confirmed, and the pre-charging contactor can be disconnected to pause pre-charging. Furthermore, the operating data of each high-voltage load (such as the switching transistor status) can be used to preliminarily determine whether the high-voltage load is in an abnormal operating state. If all high-voltage loads are normal, it indicates that there is likely an abnormality in the pre-charging circuit, and a pre-charging circuit fault can be reported. If at least one high-voltage load is preliminarily determined to be abnormal, the operating circuit of the abnormal high-voltage load and the pre-charging current can be further investigated for correlation. For example, if only one high-voltage load is abnormal, and its operating current is substantially the same as the pre-charging current, it can be determined that the operating current of the high-voltage load is related to the pre-charging current. Therefore, a fault in the high-voltage load can be reported. Conversely, if the pre-charging current is not related to the operating current of the high-voltage load, a fault in both the high-voltage load and the wiring connection can be reported. Then, in cases where the operating current of the high-voltage load is determined to be related to the pre-charging current, a request can be made to the vehicle controller to shut down the high-voltage load. If the high-voltage load is detected to be shut down within a preset time, the user can be prompted to power on, and pre-charging can continue after receiving the power-on command. If the high-voltage load remains unconnected within the preset time, the user can be notified that the high-voltage load is abnormal, power-on has failed, and timely repair is required. The abnormality can also be reported to the cloud for subsequent troubleshooting and confirmation. This solution acquires pre-charging data and operational data from various high-voltage loads during the pre-charging process to promptly detect pre-charging faults, diagnose and locate the fault location, and effectively control the fault location to restore its state to normal, automatically eliminating the fault and enabling the vehicle to power on normally. This improves vehicle availability and user satisfaction. Even if the fault cannot be automatically eliminated, reporting the fault location and providing users with fault location information helps engineers and maintenance personnel troubleshoot pre-charging problems, reducing maintenance costs, improving maintenance efficiency, and significantly enhancing the user experience.

[0129] This application also provides a vehicle control device. For example... Figure 5 As shown, the vehicle control device 500 includes:

[0130] The acquisition module 510 is used to acquire pre-charging data and operating data of each high-voltage load during the pre-charging operation of the load capacitors of each high-voltage load of the vehicle. The pre-charging data includes at least one of the pre-charging current, the voltage of the load capacitor, and the duration of the pre-charging operation.

[0131] The fault diagnosis module 520 is used to suspend the pre-charging operation when it is determined that there is a pre-charging fault based on the pre-charging data, and to determine the fault location information of the pre-charging fault based on the operating data.

[0132] The fault handling module 530 is used to repair the vehicle based on the fault location information and control the vehicle to power on.

[0133] In one implementation, the fault diagnosis module includes:

[0134] The load anomaly determination submodule is used to determine the abnormal high-voltage loads among the various high-voltage loads based on the operating data of each high-voltage load.

[0135] The fault location submodule is used to determine the fault location information based on the abnormal high-voltage load.

[0136] In one implementation, the operating data includes the operating current and / or operating status information of the high-voltage load, and the load anomaly determination submodule includes:

[0137] The first determining unit is configured to, for each of the high-voltage loads, determine that the high-voltage load is an abnormal high-voltage load if the operating status information of the high-voltage load indicates that the high-voltage load is in operation; and / or

[0138] The second determining unit is used to determine that, for each high-voltage load among the various high-voltage loads, if the operating current of the high-voltage load is greater than the operating current threshold, the high-voltage load is an abnormal high-voltage load.

[0139] In one embodiment, the operating data includes the operating current of the high-voltage load, the pre-charge data includes the pre-charge current, and the vehicle control device further includes:

[0140] The correlation determination module is used to determine whether the pre-charging current and the pre-charging current of the abnormal high-voltage load are correlated before determining the fault location information.

[0141] The fault diagnosis module includes:

[0142] The third determining unit is used to determine the location information of the abnormal high-voltage load as the fault location information when the pre-charging current and the operating current of the abnormal high-voltage load are associated.

[0143] In one implementation, the association determination module includes:

[0144] The fourth determining unit is configured to determine the correlation between the pre-charging current and the operating current of the abnormal high-voltage load when the number of abnormal high-voltage loads equals a first preset value and the difference between the pre-charging current and the operating current of the abnormal high-voltage load is less than or equal to a first difference threshold; and / or

[0145] The fifth determining unit is used to determine the correlation between the pre-charging current and the operating current of the abnormal high-voltage load when the quantity falls within the second preset value range and the quantity, pre-charging current and operating current of the abnormal high-voltage load satisfy a preset relationship.

[0146] In one embodiment, the vehicle control device further includes:

[0147] The calculation submodule is used to calculate the ratio between the pre-charging current and the operating current of abnormal high-voltage loads;

[0148] The first determining submodule is used to determine whether the quantity, pre-charging current and operating current of abnormal high-voltage load satisfy a preset relationship when the difference between the ratio and the quantity is less than or equal to a second difference threshold.

[0149] In one implementation, the fault handling module includes:

[0150] The sending submodule is used to send a control command indicating that the operation should be stopped to the first high-voltage load when the fault location information includes the location information of the first high-voltage load, wherein the first high-voltage load is any one of the various high-voltage loads;

[0151] The state determination submodule is used to determine the state of the first high-voltage load at a preset frequency, wherein the state of the first high-voltage load includes a first state indicating that the first high-voltage load has stopped operating or a second state indicating that the first high-voltage load is operating.

[0152] The execution submodule is used to determine that the repair is complete and continue to control the vehicle to power on when the state of the first high-voltage load changes to the first state within a first preset time.

[0153] In one implementation, the fault handling module includes:

[0154] The sending submodule is used to send a control command indicating that the operation should be stopped directly or indirectly to the first high-voltage load when the fault location information includes the location information of the first high-voltage load, wherein the first high-voltage load is any one of the various high-voltage loads;

[0155] The output module is used to output a first prompt message after the sending submodule sends the control command. The first prompt message is used to prompt the user to perform a power-on operation.

[0156] The response determination module is used to determine whether the state of the first high-voltage load has changed to the first state in response to the power-on operation, wherein the first state indicates that the first high-voltage load has stopped running;

[0157] Once the state of the first high-voltage load transitions to the first state, the repair is confirmed to be complete, and the vehicle is powered on again.

[0158] In one embodiment, the vehicle control device further includes:

[0159] The first fault determination module is used to determine that a pre-charge fault exists when the pre-charge current does not fall within a preset current range; and / or

[0160] The second fault determination module is used to determine that a pre-charge fault exists when the voltage of the load capacitor does not fall within a preset voltage range; and / or

[0161] The third fault determination module is used to determine that a precharge fault exists when the duration of the precharge operation is greater than or equal to the duration threshold.

[0162] This application also provides a vehicle. For example... Figure 6 As shown, vehicle 600 includes: at least one processor 610 ( Figure 6 The diagram shows only one processor, a memory 620, and a computer program 630 stored in the memory 620 and executable on at least one processor 610. When the processor 610 executes the computer program 630, it implements the steps of the vehicle control method described above.

[0163] Figure 6 This is merely an example of a vehicle and does not constitute a limitation on the vehicle. It may include more components than illustrated, or combine certain components, or consist of different components. The processor may be a Central Processing Unit (CPU), but it can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor.

[0164] It should be noted that the information interaction and execution process between the above-mentioned devices / modules are based on the same concept as the method embodiments of this application. For details on their specific functions and technical effects, please refer to the method embodiments section, and they will not be repeated here.

[0165] Those skilled in the art will understand that, for the sake of convenience and brevity, the above-described division of functional modules is merely an example. In practical applications, the functions described above 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. The functional modules in the embodiments can be integrated into one processing module, or each module can exist physically separately, or two or more modules can be integrated into one module. The integrated modules can be implemented in hardware or as software functional modules. Furthermore, the specific names of the functional modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0166] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, can implement the steps in the above-described vehicle control method.

[0167] This application provides a computer program product that, when run on a terminal device, enables the terminal device to implement the steps in the above-described vehicle control method.

[0168] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A vehicle control method characterized by, The method comprises: obtaining pre-charging data and operation data of each high-voltage load of a vehicle during a pre-charging operation of a load capacitance of the high-voltage load, wherein the pre-charging data comprises at least one of a pre-charging current, a voltage of the load capacitance, and a duration of the pre-charging operation; in a case where it is determined according to the pre-charging data that a pre-charging fault currently exists, suspending the pre-charging operation and determining fault location information of the pre-charging fault according to the operation data; repairing the vehicle according to the fault location information and controlling the vehicle to be powered on; the determining of the fault location information according to the operation data comprises: determining an abnormal high-voltage load among the high-voltage loads according to the operation data of the high-voltage loads; determining the fault location information according to the abnormal high-voltage load; the operation data comprises an operation current of the high-voltage load, and the pre-charging data comprises a pre-charging current, and before the determining of the fault location information, the method further comprises: determining whether the pre-charging current and the operation current of the abnormal high-voltage load are correlated according to the operation current of the abnormal high-voltage load and the pre-charging current; the determining of the fault location information according to the abnormal high-voltage load comprises: in a case where the pre-charging current and the operation current of the abnormal high-voltage load are correlated, determining location information of the abnormal high-voltage load as the fault location information.

2. The vehicle control method according to claim 1, characterized by, the operation data comprises an operation current and / or operation state information of the high-voltage load, and the determining of the abnormal high-voltage load among the high-voltage loads according to the operation data of the high-voltage loads comprises: for each high-voltage load among the high-voltage loads, in a case where the operation state information of the high-voltage load indicates that the high-voltage load is in a running state, determining that the high-voltage load is an abnormal high-voltage load; and / or in a case where the operation current of the high-voltage load is greater than an operation current threshold, determining that the high-voltage load is an abnormal high-voltage load.

3. The vehicle control method according to claim 1, characterized by, the determining of whether the pre-charging current and the operation current of the abnormal high-voltage load are correlated according to the operation current of the abnormal high-voltage load and the pre-charging current comprises: in a case where a number of the abnormal high-voltage loads is equal to a first preset value and a difference between the pre-charging current and the operation current of the abnormal high-voltage load is less than or equal to a first difference threshold, determining that the pre-charging current and the operation current of the abnormal high-voltage load are correlated; and / or in a case where the number of the abnormal high-voltage loads falls within a second preset value interval and a preset relationship is satisfied among the number of the abnormal high-voltage loads, the pre-charging current, and the operation current of the abnormal high-voltage load, determining that the pre-charging current and the operation current of the abnormal high-voltage load are correlated.

4. The vehicle control method according to claim 3, characterized by, before the determining of whether the pre-charging current and the operation current of the high-voltage load are correlated, the method further comprises: calculating a ratio between the pre-charging current and the operation current of the abnormal high-voltage load; In a case where a difference between the ratio and the number of the abnormal high-voltage loads is less than or equal to a second difference threshold, it is determined that a preset relationship is satisfied between the number of the abnormal high-voltage loads, the pre-charge current, and the operating current of the abnormal high-voltage loads.

5. The vehicle control method according to any one of claims 1 to 4, characterized by, The repairing the vehicle according to the fault location information and controlling the vehicle to be powered on comprises: In a case where the fault location information comprises position information of a first high-voltage load, a control instruction indicating to stop operating is sent to the first high-voltage load, wherein the first high-voltage load is any one of the high-voltage loads; A state of the first high-voltage load is determined at a preset frequency, wherein the state of the first high-voltage load comprises a first state indicating that the first high-voltage load stops operating or a second state indicating that the first high-voltage load is operating; In a case where the state of the first high-voltage load turns to the first state within a first preset time, it is determined that the repairing is completed, and the vehicle is controlled to be powered on.

6. The vehicle control method according to any one of claims 1 to 4, characterized by, The repairing the vehicle according to the fault location information and controlling the vehicle to be powered on comprises: In a case where the fault location information comprises position information of a first high-voltage load, a control instruction indicating to stop operating is sent to the first high-voltage load, wherein the first high-voltage load is any one of the high-voltage loads; After the control instruction is sent, first prompt information is output, wherein the first prompt information is used to prompt a user to perform a power-on operation; In response to the power-on operation, it is determined whether the state of the first high-voltage load turns to a first state, wherein the first state indicates that the first high-voltage load stops operating; In a case where the state of the first high-voltage load turns to the first state, it is determined that the repairing is completed, and the vehicle is controlled to be powered on.

7. The vehicle control method according to any one of claims 1 to 4, characterized by, The method further comprises: In a case where the pre-charge current does not fall within a preset current interval, it is determined that a pre-charge fault currently exists; and / or In a case where the voltage of the load capacitor does not fall within a preset voltage interval, it is determined that a pre-charge fault currently exists; and / or In a case where a duration of the pre-charge operation is greater than or equal to a duration threshold, it is determined that a pre-charge fault currently exists.

8. A vehicle control device characterized by comprising: Comprise: An acquisition module is configured to acquire pre-charge data and operating data of each high-voltage load of a vehicle during a pre-charge operation performed on a load capacitor of the high-voltage load, wherein the pre-charge data comprises at least one of a pre-charge current, a voltage of the load capacitor, and a duration of the pre-charge operation; A fault diagnosis module is configured to, in a case where it is determined according to the pre-charge data that a pre-charge fault currently exists, pause the pre-charge operation, and determine, according to the operating data, fault location information of the pre-charge fault; A fault processing module is configured to repair the vehicle according to the fault location information and control the vehicle to be powered on; The fault diagnosis module comprises: A load abnormality determination submodule is configured to determine, according to the operating data of each high-voltage load, an abnormal high-voltage load among the high-voltage loads; The fault location sub-module is configured to determine the fault location information according to the abnormal high-voltage load; The operation data includes an operation current of the high-voltage load, and the pre-charge data includes a pre-charge current; and the vehicle control device further includes: The association determination module is configured to determine, before determining the fault location information, whether the pre-charge current and the operation current of the abnormal high-voltage load are associated according to the pre-charge current and the operation current of the abnormal high-voltage load. The fault diagnosis module includes: The third determination unit is configured to determine, in a case where the pre-charge current and the operation current of the abnormal high-voltage load are associated, the location information of the abnormal high-voltage load as the fault location information.

9. A vehicle characterized by comprising: The vehicle control device includes: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the vehicle control method according to any one of claims 1 to 7.

Images