Power consumption management method, device and equipment for operating vehicle, vehicle and medium

Abstract

The invention provides a power consumption management method, device and equipment for an operating vehicle, the vehicle and a medium, and relates to the technical field of vehicles, in particular to the technical field of intelligent vehicles, automatic driving vehicles and the like. The method comprises the steps of determining an order state of an operating vehicle based on vehicle information of the operating vehicle; the power utilization state of at least one power utilization task is determined, the at least one power utilization task comprises an order task, and the power utilization state of the order task is determined based on the order state; verifying the state of a low-voltage power supply system of the operating vehicle; and in response to the received power-off request, determining a power utilization strategy of the operating vehicle based on the power utilization state of the at least one power utilization task and the state of the low-voltage power supply system.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle technology, in particular to technical fields such as intelligent vehicles and autonomous driving vehicles, and specifically to a method for managing power consumption of operating vehicles, a power consumption management device for operating vehicles, a power consumption management system for operating vehicles, an electronic device, a computer-readable storage medium, and a computer program product. Background Art

[0002] With the rapid development of smart car technology, especially the continuous maturity of unmanned driving technology, how to optimize the power management and power usage strategy of unmanned vehicles has become a key issue that the industry urgently needs to solve.

[0003] The methods described in this section are not necessarily methods that have been previously conceived or employed. Unless otherwise indicated, it should not be assumed that any method described in this section is considered to be prior art simply because it is included in this section. Similarly, unless otherwise indicated, the issues mentioned in this section should not be considered to have been recognized in any prior art. Summary of the invention

[0004] The present disclosure provides a method for managing power usage of an operating vehicle, a device for managing power usage of an operating vehicle, a power usage management system for operating a vehicle, an electronic device, a computer-readable storage medium, and a computer program product.

[0005] According to one aspect of the present disclosure, a method for managing power consumption of an operating vehicle is provided, comprising: determining an order status of an operating vehicle based on vehicle information of the operating vehicle; determining a power consumption status of each of at least one power consumption tasks, wherein at least one power consumption task includes an order task, and the power consumption status of the order task is determined based on the order status; verifying a status of a low-voltage power supply system of the operating vehicle; and in response to receiving a power-off request, determining a power consumption strategy of the operating vehicle based on the power consumption status of at least one power consumption task and a status of the low-voltage power supply system.

[0006] According to another aspect of the present disclosure, there is provided a power consumption management device for an operating vehicle, comprising: a first determination unit configured to determine an order status of an operating vehicle based on vehicle information of the operating vehicle; a second determination unit configured to determine a power consumption status of each of at least one power consumption task, wherein at least one power consumption task comprises an order task, and the power consumption status of the order task is determined based on the order status; a verification unit configured to verify a status of a low-voltage power supply system of the operating vehicle; and a third determination unit configured to determine a power consumption strategy of the operating vehicle based on the power consumption status of at least one power consumption task and a status of the low-voltage power supply system in response to receiving a power-off request.

[0007] According to another aspect of the present disclosure, an electronic device is provided, comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the above method.

[0008] According to another aspect of the present disclosure, a vehicle is provided, comprising the above electronic device.

[0009] According to another aspect of the present disclosure, a non-transitory computer-readable storage medium storing computer instructions is provided, wherein the computer instructions are used to enable a computer to execute the above method.

[0010] According to another aspect of the present disclosure, a computer program product is provided, comprising a computer program, wherein the computer program implements the above method when executed by a processor.

[0011] According to one or more embodiments of the present disclosure, by determining the current order status of the operating vehicle and the power consumption status of the order task, and verifying the status of the low-voltage power supply system, and then determining different power consumption strategies based on the power consumption scenario of the entire vehicle and the status of the low-voltage power supply system after receiving a power-off request, an intelligent power consumption management solution is provided for the operating vehicle.

[0012] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present disclosure, nor is it intended to limit the scope of the present disclosure. Other features of the present disclosure will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] The accompanying drawings exemplarily illustrate the embodiments and constitute a part of the specification, and together with the text description of the specification, are used to explain the exemplary implementation of the embodiments. The embodiments shown are for illustrative purposes only and do not limit the scope of the claims. In all drawings, the same reference numerals refer to similar but not necessarily identical elements.

[0014] Figure 1 A schematic diagram showing an exemplary system in which the various methods described herein may be implemented according to an embodiment of the present disclosure;

[0015] Figure 2 A flow chart showing a method for managing power usage according to an exemplary embodiment of the present disclosure is shown;

[0016] Figure 3 A flow chart showing a method for managing power usage according to an exemplary embodiment of the present disclosure is shown;

[0017] Figure 4A flow chart of checking the status of a low-voltage power supply system of an operating vehicle according to an exemplary embodiment of the present disclosure is shown;

[0018] Figure 5 A schematic diagram showing a power management system according to an exemplary embodiment of the present disclosure is shown;

[0019] Figure 6 A flow chart of a power-off process according to an exemplary embodiment of the present disclosure is shown;

[0020] Figure 7 A network topology diagram according to an exemplary embodiment of the present disclosure is shown;

[0021] Figure 8 A structural block diagram of a power management device according to an embodiment of the present disclosure is shown; and

[0022] Fig. 9 A structural block diagram of an exemplary electronic device that can be used to implement the embodiments of the present disclosure is shown. DETAILED DESCRIPTION

[0023] The following is a description of exemplary embodiments of the present disclosure in conjunction with the accompanying drawings, including various details of the embodiments of the present disclosure to facilitate understanding, which should be considered as merely exemplary. Therefore, it should be recognized by those of ordinary skill in the art that various changes and modifications may be made to the embodiments described herein without departing from the scope of the present disclosure. Similarly, for the sake of clarity and conciseness, the description of well-known functions and structures is omitted in the following description.

[0024] In the present disclosure, unless otherwise specified, the use of the terms "first", "second", etc. to describe various elements is not intended to limit the positional relationship, temporal relationship, or importance relationship of these elements, and such terms are only used to distinguish one element from another element. In some examples, the first element and the second element may refer to the same instance of the element, and in some cases, based on the description of the context, they may also refer to different instances.

[0025] The terms used in the description of various examples in this disclosure are only for the purpose of describing specific examples and are not intended to be limiting. Unless the context clearly indicates otherwise, if the number of elements is not specifically limited, the element can be one or more. In addition, the term "and / or" used in this disclosure covers any one of the listed items and all possible combinations.

[0026] In the related technologies, the electricity consumption strategy of operating vehicles is simple and cannot cover the electricity consumption needs of all vehicles, resulting in a poor vehicle-using experience.

[0027] To solve the above problems, the present invention determines the current order status of the operating vehicle and the power consumption status of the order task, and verifies the status of the low-voltage power supply system at the same time. Then, after receiving the power-off request, different power consumption strategies are determined based on the power consumption scenario of the entire vehicle and the status of the low-voltage power supply system, thereby providing an intelligent power consumption management solution for the operating vehicles.

[0028] The embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings.

[0029] Figure 1 FIG. 1 is a schematic diagram of an exemplary system 100 in which various methods and apparatuses described herein may be implemented according to an embodiment of the present disclosure. Figure 1 , the system 100 includes a motor vehicle 110 , a server 120 , and one or more communication networks 130 coupling the motor vehicle 110 to the server 120 .

[0030] In an embodiment of the present disclosure, the motor vehicle 110 may include a computing device according to an embodiment of the present disclosure and / or be configured to perform a method according to an embodiment of the present disclosure.

[0031] The server 120 may run one or more services or software applications that enable methods for determining an operating vehicle power strategy. In some embodiments, the server 120 may also provide other services or software applications that may include non-virtualized environments and virtualized environments. Figure 1 In the configuration shown, the server 120 may include one or more components that implement the functions performed by the server 120. These components may include software components, hardware components, or a combination thereof that can be executed by one or more processors. A user of the motor vehicle 110 may in turn utilize one or more client applications to interact with the server 120 to utilize the services provided by these components. It should be understood that a variety of different system configurations are possible, which may differ from the system 100. Therefore, Figure 1 is one example of a system for implementing the various methods described herein and is not intended to be limiting.

[0032] Server 120 may include one or more general purpose computers, dedicated server computers (e.g., PC (personal computer) servers, UNIX servers, mid-range servers), blade servers, mainframe computers, server clusters, or any other suitable arrangement and / or combination. Server 120 may include one or more virtual machines running virtual operating systems, or other computing architectures involving virtualization (e.g., one or more flexible pools of logical storage devices that may be virtualized to maintain a server's virtual storage device). In various embodiments, server 120 may run one or more services or software applications that provide the functionality described below.

[0033] The computing units in the server 120 may run one or more operating systems including any of the above operating systems and any commercially available server operating systems. The server 120 may also run any of a variety of additional server applications and / or middle-tier applications, including HTTP servers, FTP servers, CGI servers, JAVA servers, database servers, etc.

[0034] In some embodiments, server 120 may include one or more applications to analyze and consolidate data feeds and / or event updates received from motor vehicle 110. Server 120 may also include one or more applications to display data feeds and / or real-time events via one or more display devices of motor vehicle 110.

[0035] The network 130 may be any type of network known to those skilled in the art that may support data communications using any of a variety of available protocols, including, but not limited to, TCP / IP, SNA, IPX, etc. By way of example only, one or more networks 130 may be a satellite communications network, a local area network (LAN), an Ethernet-based network, a token ring, a wide area network (WAN), the Internet, a virtual network, a virtual private network (VPN), an intranet, an extranet, a blockchain network, a public switched telephone network (PSTN), an infrared network, a wireless network (including, for example, Bluetooth, WiFi), and / or any combination of these and other networks.

[0036] The system 100 may also include one or more databases 150. In some embodiments, these databases may be used to store data and other information. For example, one or more of the databases 150 may be used to store information such as audio files and video files. The data repository 150 may reside in various locations. For example, the data repository used by the server 120 may be local to the server 120, or may be remote from the server 120 and may communicate with the server 120 via a network-based or dedicated connection. The data repository 150 may be of different types. In some embodiments, the data repository used by the server 120 may be a database, such as a relational database. One or more of these databases may store, update, and retrieve data to and from the database in response to a command.

[0037] In some embodiments, one or more of the databases 150 may also be used by an application to store application data. The databases used by the application may be different types of databases, such as a key-value store, an object store, or a conventional store backed by a file system.

[0038] The motor vehicle 110 may include a sensor 111 for sensing the surrounding environment. The sensor 111 may include one or more of the following sensors: a visual camera, an infrared camera, an ultrasonic sensor, a millimeter wave radar, and a laser radar (LiDAR). Different sensors may provide different detection accuracy and range. The camera may be installed at the front, rear, or other location of the vehicle. The visual camera may capture the situation inside and outside the vehicle in real time and present it to the driver and / or passengers. In addition, by analyzing the images captured by the visual camera, information such as traffic light indications, intersection conditions, and the operating status of other vehicles may be obtained. The infrared camera may capture objects under night vision conditions. Ultrasonic sensors may be installed around the vehicle to measure the distance of objects outside the vehicle from the vehicle using the characteristics of strong ultrasonic directionality. Millimeter wave radars may be installed at the front, rear, or other location of the vehicle to measure the distance of objects outside the vehicle from the vehicle using the characteristics of electromagnetic waves. Laser radars may be installed at the front, rear, or other location of the vehicle to detect object edges and shape information, thereby identifying and tracking objects. Due to the Doppler effect, the radar device may also measure the speed change of the vehicle and the moving object.

[0039] The motor vehicle 110 may also include a communication device 112. The communication device 112 may include a satellite positioning module capable of receiving satellite positioning signals (e.g., Beidou, GPS, GLONASS, and GALILEO) from satellites 141 and generating coordinates based on these signals. The communication device 112 may also include a module for communicating with a mobile communication base station 142, and the mobile communication network may implement any suitable communication technology, such as GSM / GPRS, CDMA, LTE, and other current or evolving wireless communication technologies (e.g., 5G technology). The communication device 112 may also have a vehicle-to-vehicle or vehicle-to-everything (V2X) module, which is configured to implement, for example, vehicle-to-vehicle (V2V) communication with other vehicles 143 and vehicle-to-infrastructure (V2I) communication with infrastructure 144. In addition, the communication device 112 may also have a module configured to communicate with a user terminal 145 (including but not limited to a smartphone, a tablet computer, or a wearable device such as a watch) by, for example, using a wireless LAN or Bluetooth of the IEEE802.11 standard. Using the communication device 112, the motor vehicle 110 may also access the server 120 via the network 130.

[0040] The motor vehicle 110 may also include a control device 113. The control device 113 may include a processor that communicates with various types of computer-readable storage devices or media, such as a central processing unit (CPU) or a graphics processing unit (GPU), or other dedicated processors. The control device 113 may include an automatic driving system for automatically controlling various actuators in the vehicle. The automatic driving system is configured to control the powertrain, steering system, and braking system of the motor vehicle 110 (not shown) via multiple actuators in response to inputs from multiple sensors 111 or other input devices to control acceleration, steering, and braking, respectively, without human intervention or limited human intervention. Some processing functions of the control device 113 can be implemented through cloud computing. For example, some processing can be performed using an on-board processor, while other processing can be performed using computing resources in the cloud. The control device 113 can be configured to perform a method according to the present disclosure. In addition, the control device 113 can be implemented as an example of a computing device on the motor vehicle side (client) according to the present disclosure.

[0041] Figure 1 The system 100 may be configured and operated in various ways to enable the application of various methods and apparatuses described in the present disclosure.

[0042] According to one aspect of the present disclosure, a power consumption management method is provided. Figure 2 A flow chart of a power management method 200 according to an embodiment of the present disclosure is shown. The method 200 comprises: step S201, determining the order status of an operating vehicle based on vehicle information of the operating vehicle; step S202, determining the power status of at least one power task, wherein at least one power task comprises an order task, and the power status of the order task is determined based on the order status; step S203, verifying the status of the low-voltage power supply system of the operating vehicle; and step S204, in response to receiving a power-off request, determining the power strategy of the operating vehicle based on the power status of at least one power task and the status of the low-voltage power supply system.

[0043] Therefore, by determining the current order status of the operating vehicle and the power consumption status of the order task, and verifying the status of the low-voltage power supply system, different power consumption strategies are determined based on the power consumption scenario of the entire vehicle and the status of the low-voltage power supply system after receiving the power-off request, thereby providing an intelligent power consumption management solution for the operating vehicles.

[0044] In some embodiments, the power management system may include a bus (e.g., a CAN bus), and a task management unit, an order-taking task unit, a power management unit, an automatic driving unit, and a power-off request unit connected via the bus. The task management unit is used to maintain the power status of multiple power tasks, and synchronize these power statuses to other units such as the power management unit via the bus. The order-taking task unit is used to determine the current order status based on the order situation, vehicle information, and / or vehicle status. The power management unit is used to comprehensively determine the power on and off of the vehicle based on multiple information. The automatic driving unit is used to control the vehicle to complete the automatic driving task. The power-off request unit is used to receive or trigger a power-off request, and convert it into a bus signal to send a power-off signal to other units. The power management method provided by the present disclosure can be implemented by a power management system on an operating vehicle or some of its units.

[0045] In step S201, the order status of the operating vehicle is determined based on the vehicle information of the operating vehicle.

[0046] In some embodiments, vehicle information (or vehicle status) may include vehicle location information, unmanned driving status, motion information (speed, acceleration), navigation information, etc., and may also include the current order acceptance status.

[0047] In step S202, the power usage status of each of the at least one power usage tasks is determined, including: based on the order status, determining the power usage status of the order task in the at least one power usage task.

[0048] In some embodiments, the customer places an order through a mobile phone application, and the order control unit verifies the order status and the vehicle status. The vehicle status includes: whether the vehicle's automatic driving controller is working properly, whether the key driving system is working properly, and whether the vehicle's power can meet the order; if all of the above are met, the order status is sent through a bus signal (for example, a CAN signal) as an order acceptance. At this time, the order task is in a power-using state. The order task can be set to 1 in the task management unit to indicate that it is in a power-using state.

[0049] In some embodiments, the power management unit receives an order status signal and guides all controllers of the vehicle to power on. The autonomous driving unit (e.g., L4 autonomous driving) guides the vehicle into a fully unmanned closed-loop operation state, and sends the autonomous driving state (e.g., L4 state) after the closed loop is completed.

[0050] In some embodiments, the order-taking task unit receives the automatic driving status, sends the order status as going to the order starting point through a bus signal (e.g., a CAN signal), and determines the vehicle's current position and the order starting point position in real time through the navigation system. When the vehicle arrives at the order starting point, the order status is sent as arriving at the order starting point through a bus signal (e.g., a CAN signal). At this point, the order task is in a power-using state.

[0051] In some embodiments, the order receiving task unit can confirm that the vehicle passenger is in place by checking the passenger verification code, seat pressure status, seat belt buckle status, in-vehicle camera monitoring status and / or other conditions, and send the order status to the order destination through a bus signal (e.g., CAN signal). At this time, the order task is in the power consumption state.

[0052] In some embodiments, the order-taking task unit determines the current position of the vehicle and the position of the order destination in real time through the navigation system. When the vehicle arrives at the order destination, the gear is switched to the parking gear (P gear), and a voice prompt can be given: it has arrived safely, reminding passengers to get off the vehicle. The in-vehicle surveillance camera, seat pressure, seat belt buckle, door opening and closing jump state and / or other conditions can be checked, and when they are met, the order status is sent through a bus signal (for example, a CAN signal) as having arrived at the order destination. At this time, the order task is in a power-using state.

[0053] In some embodiments, the order is continuously monitored. If there is no order for a first preset time (e.g., two minutes), the bus signal (e.g., CAN signal) sends the order status as waiting for the order. At this time, the order task is in a non-power state. The order task can be set to 0 in the task management unit to indicate that it is in a non-power state.

[0054] In some embodiments, when the vehicle needs to return to the warehouse, the order acceptance is stopped, and the order acceptance control unit sends the order status to the initial state through a bus signal (eg, a CAN signal). At this time, the order task is in a non-power state.

[0055] In step S203, the status of the low-voltage power supply system of the operating vehicle is verified.

[0056] When the low-voltage power supply system is in normal condition, the vehicle can drive, operate or perform other tasks (such as downloading OTA upgrades over the air) normally. When the low-voltage power supply system is detected to be in poor condition, the operating vehicle needs to be powered off as soon as possible. This part will be described in detail below.

[0057] In step S204, in response to receiving the power-off request, a power usage strategy for the operating vehicle is determined based on the power usage status of at least one power usage task and the status of the low-voltage power supply system.

[0058] In some embodiments, the power-off request can be triggered through multiple channels, such as: mobile phone application locking, the mobile phone is more than a preset distance away from the vehicle, the parking gear (P gear) switch, stationary supermarket, low power battery, abnormal DC converter (DCDC) output, battery replacement timeout, remote control power-off, etc., without limitation here.

[0059] In some embodiments, the distance between the mobile phone key (i.e., the mobile phone used as the car key) and the vehicle can be detected. When the distance exceeds the preset distance for a preset time, a power-off signal can be sent to the bus, and the power management system or the power management unit receives the power-off signal.

[0060] In some embodiments, in response to determining that the power consumption status of at least one power consumption task is in a non-power consumption state, the entire vehicle can be powered off. When the power consumption status of one or more power consumption tasks is in a power consumption state, a comprehensive judgment can be made based on the category of the power consumption task or tasks to determine the power consumption strategy.

[0061] According to some embodiments, the operating vehicle may include multiple independent power modules, and power usage strategies may be set for each of these modules. In other words, the power usage strategy may include the power usage strategies of each of the multiple power modules of the operating vehicle.

[0062] In some embodiments, the plurality of power modules may include a cockpit. Step S204, in response to receiving a power-off request, based on the power-off status of at least one power-off task and the status of the low-voltage power supply system, determining the power-off strategy of the operating vehicle may include: in response to determining that at least one power-off task is in a non-power-off state, and in response to determining that the low-voltage power supply system is in a normal state, determining the power-off strategy of the cockpit as power maintenance; and determining the power-off strategy of other power-off modules in the plurality of power-off modules as power-off.

[0063] By setting independent power usage strategies for the cockpit and other power-consuming modules, the cockpit is continuously powered to avoid affecting the normal operation of the in-vehicle equipment due to frequent power on and off. In this way, a more flexible power usage strategy is achieved and the vehicle's power consumption can be effectively saved.

[0064] According to some embodiments, step S202, determining the power usage status of at least one power usage task may include: in response to determining that the order status is waiting for an order or stopping accepting orders, determining that the order task is in a non-power usage state.

[0065] By intelligently adjusting the power consumption status of order tasks according to the order status, especially when the order is in the "waiting for orders" or "stop accepting orders" status, the system automatically adjusts the order task to a non-power consumption state to avoid wasting energy when there is no actual demand. Through the above methods, the efficiency of power use can be improved, the battery life of the vehicle can be effectively extended, the overall power management of the vehicle can be optimized, and unnecessary power consumption can be reduced, thereby improving operational efficiency.

[0066] According to some embodiments, step S201, determining the order status of the operating vehicle based on the vehicle information of the operating vehicle may include: in response to determining that there is no order within a first preset time period after the order is completed, determining that the order status is waiting for the order.

[0067] Therefore, by converting the order status to waiting for order after the first preset time after the order is completed, the frequent switching of power usage strategies due to changes in power usage status is reduced, power management is optimized and system stability is improved.

[0068] In addition to order tasks, the power consumption management method proposed in the present disclosure also supports the detection of the power consumption status of other power consumption tasks, and comprehensively determines the power consumption strategies of different power consumption modules based on multiple power consumption tasks.

[0069] According to some embodiments, at least one power consumption task may include a driving task, and the multiple power consumption modules may also include a three-electric system, thermal management, body electronics, and chassis. Step S204, in response to receiving a power-off request, based on the power consumption status of at least one power consumption task and the status of the low-voltage power supply system, determining the power consumption strategy of the operating vehicle includes: in response to determining that the driving task is in a power consumption state, the other power consumption tasks in at least one power consumption task are all in a non-power consumption state, the order status is to stop accepting orders, and in response to determining that the low-voltage power supply system is in a normal state, determining the power consumption strategy of the three-electric system and chassis as power maintenance; and determining the power consumption strategy of thermal management, body electronics, and cockpit as power off.

[0070] By combining the driving power consumption status, order power consumption status and low-voltage power supply system status, a more refined power-off decision is achieved. When the order status is to stop accepting orders but the driving task is still in the power consumption state, the power supply of the three-electric system and the chassis is guaranteed to avoid affecting normal driving safety; at the same time, since there are no passengers at this time and no orders are needed, the power supply of non-critical modules such as thermal management, body electronics and cockpit is cut off, which effectively optimizes energy distribution, extends vehicle endurance and improves overall power management efficiency.

[0071] In some embodiments, in response to determining that any one of the following is satisfied, it is determined that the driving task is in the power consumption state: vehicle speed≠0, the gear is a forward gear or a reverse gear, vehicle speed communication is lost, and gear communication is lost.

[0072] In some embodiments, the three-electric system may include a battery, a motor, and an electronic control.

[0073] According to some embodiments, at least one power usage task may include a personnel vehicle usage task. Step S204, in response to receiving a power-off request, based on the power usage status of at least one power usage task and the low-voltage power supply system status, determining the power usage strategy of the operating vehicle may include: in response to determining that the personnel vehicle usage task is in a power usage state, and in response to determining that the low-voltage power supply system status is normal, determining the power usage strategy of multiple power usage modules as power maintenance.

[0074] Therefore, through the above method, it can be ensured that when the personnel's vehicle-using tasks are in a power-consuming state, the multiple power-consuming modules of the operating vehicle can continue to supply power, avoiding incorrect power-off that affects the user experience of the passengers.

[0075] In some embodiments, the plurality of power-consuming modules determined by the power-consuming strategy to be power-maintaining may include at least one of the following: three-electric system, thermal management, body electronics, chassis, and cockpit.

[0076] According to some embodiments, determining the power usage status of at least one power usage task may include: determining the power usage status of a personnel car use task, including: detecting whether the in-vehicle status has changed; and in response to determining that the in-vehicle status has not changed within a second preset time period, determining that the personnel car use task is in a non-power usage state.

[0077] Therefore, through the above method, the vehicle usage status of personnel can be effectively monitored, and the power usage strategy can be adjusted in time after the task is completed, thereby improving the efficiency of power management and extending the vehicle's endurance.

[0078] According to some embodiments, the in-vehicle state may include changes in seat gravity, changes in door opening, in-vehicle switch states, and in-vehicle camera portrait capture. Thus, through the above method, it is possible to effectively monitor the in-vehicle state related to the use of the vehicle by the person.

[0079] It is understandable that the in-vehicle status may also include other in-vehicle status related to people using the vehicle, which is not limited here.

[0080] In some embodiments, the jump may refer to the above seat gravity change exceeding a preset threshold, the door opening change meeting a preset condition, the switch state in the vehicle changing, etc. In an exemplary embodiment, the second preset time length for continuously monitoring the vehicle state may be, for example, 15 minutes.

[0081] According to some embodiments, at least one power consumption task may include an Over-the-Air (OTA) upgrade task, and the multiple power consumption modules may also include three-electric system, thermal management, body electronics and chassis. Step S204, in response to receiving a power-off request, based on the power consumption status of at least one power consumption task and the status of the low-voltage power supply system, determining the power consumption strategy of the operating vehicle includes: in response to determining that the OTA upgrade task is in a power-on state, the other power consumption tasks in at least one power consumption task are all in a non-power-on state, and in response to determining that the low-voltage power supply system is in a normal state, determining the power consumption strategy of the body electronics and the cockpit as power off; and determining the power consumption strategy of the three-electric system, thermal management and chassis as power maintenance.

[0082] Therefore, through the above method, it can be ensured that when performing OTA upgrades, the three-electric system, thermal management and chassis related to the OTA upgrade can maintain power supply status, thereby ensuring the smooth completion of the OTA task, and effectively reducing unnecessary energy consumption, thereby optimizing battery management and improving the vehicle's energy utilization efficiency and overall performance.

[0083] In some embodiments, at least one power-consuming task may include a task of not shutting down the power when leaving the vehicle. Step S204, in response to receiving a power-off request, based on the power-using state of at least one power-consuming task and the state of the low-voltage power supply system, determining the power-using strategy of the operating vehicle may include: in response to determining that the task of not shutting down the power when leaving the vehicle is in the power-using state, and in response to determining that the state of the low-voltage power supply system is normal, determining the power-using strategy of multiple power-using modules as power maintenance.

[0084] In some embodiments, the user can select power hold on the large screen of the vehicle computer, so that the task of not shutting down the vehicle when leaving the vehicle is in a power-using state. The user can also set corresponding not shutting down the vehicle strategies for multiple power-consuming modules. For example, the not shutting down the vehicle strategy for the three-electric system and chassis can be set to power off, and the not shutting down the vehicle strategy for thermal management, body electronics, and cockpit can be set to power hold. In response to receiving a power-off request, the power-using strategies can be determined for multiple power-consuming modules based on the above-mentioned not shutting down the vehicle strategies that are set respectively.

[0085] According to some embodiments, Figure 3 As shown, the power management method 300 may also include: step S305, in response to determining that the order task is in a power consumption state, and in response to determining that the low-voltage power supply system is in an abnormal state, executing a safe pull-over parking and ending the current order; and step S306, in response to determining that the order task and the driving task are both in a non-power consumption state within a third preset time period, determining the power consumption strategy of multiple power consumption modules to be power off.

[0086] It can be understood that the operations and effects of steps S301 to S304 in method 300 can refer to the above description of steps S201 to S204 in method 200, and are not described in detail here.

[0087] Therefore, by performing a safe pull-over parking when the low-voltage power supply system is in an abnormal state and powering off when it is determined to be safe, the vehicle can ensure that passengers can be safely accommodated and the power can be turned off in time in the event of insufficient power supply or system abnormality, so as to avoid further risks.

[0088] In some embodiments, the third preset time length may be 5 minutes. After the multiple power modules are powered off, only the double flash power supply and the vehicle communication box T-Box power supply may be retained to achieve double flash warning and vehicle location positioning.

[0089] According to some embodiments, the operating vehicle may include a first relay (IG relay A) and a main DC converter (DCDC_M) for powering the main driving safety electrical appliances, and a second relay (IG relay B) and a redundant DC converter (DCDC_R) for powering the redundant driving safety electrical appliances. Figure 4 As shown, step S303, verifying the status of the low-voltage power supply system of the operating vehicle may include: step S401, determining whether the low-voltage power supply is faulty based on the working status of the first relay, the main DC converter, the second relay and the redundant DC converter; step S402, in response to determining that the low-voltage power supply is faulty, obtaining the working status of the battery; and step S403, in response to determining that the working status of the battery is abnormal, determining that the low-voltage power supply system status is abnormal.

[0090] Therefore, by checking the working status of the first relay, the main DC converter, the second relay and the redundant DC converter, system abnormalities can be identified in time and corresponding measures can be taken to ensure the power supply safety and stability of the operating vehicles during operation and avoid driving safety affected by power supply problems.

[0091] In some embodiments, the first relay (IG relay A) is used to power the main driving safety electrical appliances, corresponding to the main battery Batt_A. The main DC converter (DCDC_M) is associated with the power supply circuit of the main battery. The second relay (IG relay B) is used to power the redundant driving safety electrical appliances, corresponding to the redundant battery Batt_B. The redundant DC converter (DCDC_R) is associated with the power supply circuit of the redundant battery.

[0092] In some embodiments, the working states of the first relay and the second relay may include an on state and an off state, and the working states of the main DC converter and the redundant DC converter may include a normal working state and an abnormal working state. It is possible to comprehensively judge whether the low-voltage power supply is faulty based on the working states of the first relay, the main DC converter, the second relay, and the redundant DC converter. If it is determined that the low-voltage power supply is faulty, it is possible to further judge whether the battery is abnormal. If the working state of the battery is also abnormal, it can be considered that the low-voltage power supply system is abnormal.

[0093] The working state of the battery may include the battery voltage and the battery current. In some embodiments, in step S402 and step S403, in response to determining that the low-voltage power supply fails, the working state of the battery may be continuously monitored. In response to determining that the battery current is less than a preset current threshold, and the battery voltage is less than a third preset voltage threshold, it is determined that the current low-voltage power supply system is completely powered by the battery, and the battery power is poor. In an exemplary embodiment, the preset current threshold may be -10A, and the third preset voltage threshold may be 12V.

[0094] In some embodiments, in response to an abnormal state of the low-voltage power supply system and the order task is in a non-power state, the entire vehicle is powered off directly. In other embodiments, in response to an abnormal state of the low-voltage power supply system and both the order task and the driving task are in a non-power state, the entire vehicle is powered off directly. If the order task or the driving task is in a power state, a safe pull-over parking is performed, and in response to determining that both the order task and the driving task are in a non-power state within a third preset time, the power consumption strategy of multiple power consumption modules is determined to be power off.

[0095] According to some embodiments, the operating vehicle may include a main battery Batt_A corresponding to the first relay and a redundant battery Batt_B corresponding to the second relay. Step S401, based on the working states of the first relay, the main DC converter, the second relay and the redundant DC converter, determining whether the low-voltage power supply is faulty may include: in response to determining that the first relay is in the energized state and the working state of the main DC converter is abnormal, determining that the main battery is abnormal; in response to determining that the second relay is in the energized state and the working state of the redundant DC converter is abnormal, determining that the redundant battery is abnormal; and in response to determining that at least one of the main battery or the redundant battery is abnormal, determining that the low-voltage power supply system is faulty.

[0096] Therefore, through the above method, it is possible to effectively detect whether the low-voltage power supply system is faulty.

[0097] In some embodiments, Batt_A working state judgment: if (IG relay A is energized and DCDC_M is working normally) or (IG relay A is disconnected), Batt_A works normally. Otherwise, Batt_A discharges abnormally. Batt_B working state judgment: if (IG relay B is energized and DCDC_M is working normally) or (IG relay B is disconnected), Batt_B works normally. Otherwise, Batt_B discharges abnormally.

[0098] According to some embodiments, step S303, verifying the status of the low-voltage power supply system of the operating vehicle may include: in response to determining that the output state of the first relay is active and the first relay is in a valid state, or in response to determining that the output state of the first relay is inactive and the first relay is in an invalid state, determining that the first relay is in a energized state; and in response to determining that the output state of the second relay is active and the second relay is in a valid state, or in response to determining that the output state of the second relay is inactive and the second relay is in an invalid state, determining that the second relay is in a energized state.

[0099] Therefore, through the above method, the pull-in state of the first relay and the second relay can be effectively determined.

[0100] In some embodiments, the working state of IG relay A is judged as follows: if (power management relay 1 output state = active (Active) and power management relay 1 valid bit = valid (Valid)) or (power management relay 1 output state = inactive (Inactive) and power management relay 1 valid bit = invalid (Invalid)), then IG relay A is judged to be in the energized state; otherwise, IG relay A is judged to be in the disconnected state. The working state of IG relay B is judged as follows: if (power management relay 2 output state = active (Active) and power management relay 2 valid bit = valid (Valid)) or (power management relay 2 output state = invalid (Invalid) and power management relay 2 valid bit = invalid (Invalid)), then IG relay B is judged to be in the energized state; otherwise, IG relay B is judged to be in the disconnected state.

[0101] According to some embodiments, step S303, verifying the status of the low-voltage power supply system of the operating vehicle may include: in response to determining that the communication of the main intelligent battery sensor (Intelligent Battery Sensor, IBS) for the main battery is lost, and in response to determining that the main DC converter is not working or the main DC converter communication is abnormal, determining that the main DC converter operating state is abnormal; and in response to determining that the main intelligent battery sensor communicates normally, and in response to determining that the main DC converter is not working or the voltage of the main battery detected by the main intelligent battery sensor is not greater than a first preset voltage value, determining that the main DC converter operating state is abnormal.

[0102] Therefore, through the above method, the working state of the main DC converter can be effectively judged.

[0103] In some embodiments, in the case of IBS communication loss, if DCDC_M working state reporting = 0x1work and DCDC_M communication is normal, then it is determined that the DCDC_M working state is normal; otherwise, it is determined that the DCDC_M working state is abnormal. In the case of normal IBS communication, if (DCDC_M working state reporting = 0x1work) and (IBS_U_batt (main battery voltage detected by IBS) > first preset voltage value (e.g., 12.4V)), then it is determined that the DCDC_M working state is normal; otherwise, it is determined that the DCDC_M working state is abnormal.

[0104] According to some embodiments, step S303, verifying the status of the low-voltage power supply system of the operating vehicle may include: in response to determining that a redundant intelligent battery sensor (Intelligent Battery Sensor Redundant, IBSR) for a redundant battery has lost communication, and in response to determining that the redundant DC converter is not working or that the redundant DC converter has abnormal communication, determining that the redundant DC converter has an abnormal working state; and in response to determining that the redundant intelligent battery sensor communicates normally, and in response to determining that the redundant DC converter is not working or that the redundant battery voltage detected by the redundant intelligent battery sensor is not greater than a second preset voltage value, determining that the redundant DC converter has an abnormal working state.

[0105] Therefore, through the above method, the working state of the main DC converter can be effectively judged.

[0106] In some embodiments, in the case of IBSR communication loss, if DCDC_M working status reporting = 0x1work and DCDC_R communication is normal, then it is determined that the DCDC_R working status is normal; otherwise, it is determined that the DCDC_R working status is abnormal. In the case of normal IBSR communication, if (DCDC_R working status reporting = 0x1work) and (IBSR_U_batt (main battery voltage detected by IBSR) > first preset voltage value (e.g., 12.4V)), then it is determined that the DCDC_R working status is normal; otherwise, it is determined that the DCDC_R working status is abnormal.

[0107] In some embodiments, in step S401, based on the working states of the first relay, the main DC converter, the second relay and the redundant DC converter, it is determined whether the low-voltage power supply is faulty, and it can be simultaneously verified whether the vehicle is in a battery replacement mode, an OTA mode or a charging mode. If the vehicle is in the above three modes, it is considered that the low-voltage power supply is not faulty.

[0108] In some embodiments, after determining that the power usage strategy is to power off, a countdown reminder is given through the large screen when the power is about to be turned off. When the vehicle is set to leave the vehicle without powering off, a breathing flashing reminder is given through the large screen and lights.

[0109] Figure 5A schematic diagram of a power management system 500 according to an exemplary embodiment of the present disclosure is shown. The power management system may include a power-off request unit 510, a task management unit 520, a power management unit 530, and a power status warning unit 540. These modules may be connected via bus communication. The power-off request unit 510 may send a power-off request or a power-off signal to the power management unit 530, and the task management unit 520 may send the power status of each task (and the low-voltage power supply system status) to the power management unit 530. The power management unit 530 makes a decision execution 532 based on the received information, and triggers the power status warning unit 540 to prompt the user that the power is about to be turned off.

[0110] Figure 6 A flow chart of the power-off process according to an exemplary embodiment of the present disclosure is shown. In the power-off request unit 610, in response to satisfying the power-off request condition, a power-off request is sent to the power management unit 620. The power management unit 620 receives the power-off request and arbitrates the power supply retention task. In response to determining that the power-off state is satisfied, a power-off timing instruction is sent to the power status warning unit 630 and the timing is started. After timing t=5s, the low-voltage power mode is switched to OFF, and the power relays A and B are disconnected. After the power status warning unit 630 receives the power-off timing instruction, the front screen prompts "The vehicle will be powered off in 5, 4, 3, 2, 1 seconds."

[0111] Figure 7 The network topology diagram according to an exemplary embodiment of the present disclosure is shown. The power controller 706 is connected to the power relay IG1 702, the power relay IG2 704, the main driver door control switch 708 and the door lock 710 through hard wires, and is connected to the P gear key switch 712 and the Bluetooth controller 714 through CAN communication. The power controller 706 is connected to the gateway 716 through CAN communication. The gateway 716 is connected to the vehicle controller 718 and the vehicle communicator 720 through CAN communication.

[0112] According to another aspect of the present disclosure, a power management device is provided. Figure 8 As shown, the device 800 includes: a first determination unit 810, configured to determine the order status of the operating vehicle based on the vehicle information of the operating vehicle; a second determination unit 820, configured to determine the power usage status of at least one power usage task, wherein at least one power usage task includes an order task, and the power usage status of the order task is determined based on the order status; a verification unit 830, configured to verify the status of the low-voltage power supply system of the operating vehicle; and a third determination unit 840, configured to determine the power usage strategy of the operating vehicle based on the power usage status of at least one power usage task and the status of the low-voltage power supply system in response to receiving a power-off request.

[0113] It is understood that the operations and effects of the units 810 to 840 in the device 800 can be referred to above. Figure 2 The description of steps S201 to S204 in the process will not be repeated here.

[0114] In the technical solution of the present disclosure, the collection, storage, use, processing, transmission, provision and disclosure of user personal information involved are in compliance with the provisions of relevant laws and regulations and do not violate public order and good morals.

[0115] According to an embodiment of the present disclosure, an electronic device, a vehicle, a readable storage medium, and a computer program product are also provided.

[0116] refer to Fig. 9 , a block diagram of an electronic device 909 that can be used as a server or client of the present disclosure will now be described, which is an example of a hardware device that can be applied to various aspects of the present disclosure. The electronic device is intended to represent various forms of digital electronic computer devices, such as laptop computers, desktop computers, workbenches, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present disclosure described and / or required herein.

[0117] like Fig. 9 As shown, the electronic device 900 includes a computing unit 901, which can perform various appropriate actions and processes according to a computer program stored in a read-only memory (ROM) 902 or a computer program loaded from a storage unit 908 into a random access memory (RAM) 903. In the RAM 903, various programs and data required for the operation of the electronic device 900 can also be stored. The computing unit 901, the ROM 902, and the RAM 903 are connected to each other via a bus 904. An input / output (I / O) interface 905 is also connected to the bus 904.

[0118] Multiple components in the electronic device 900 are connected to the I / O interface 905, including: an input unit 906, an output unit 907, a storage unit 908, and a communication unit 909. The input unit 906 can be any type of device that can input information to the electronic device 900. The input unit 906 can receive input digital or character information and generate key signal input related to user settings and / or function control of the electronic device, and can include but is not limited to a mouse, a keyboard, a touch screen, a track pad, a track ball, a joystick, a microphone, and / or a remote controller. The output unit 907 can be any type of device that can present information, and can include but is not limited to a display, a speaker, a video / audio output terminal, a vibrator, and / or a printer. The storage unit 908 can include but is not limited to a disk, an optical disk. The communication unit 909 allows the electronic device 900 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks, and can include but is not limited to a modem, a network card, an infrared communication device, a wireless communication transceiver, and / or a chipset, such as a Bluetooth device, an 802.11 device, a WiFi device, a WiMax device, a cellular communication device, and / or the like.

[0119] The computing unit 901 may be a variety of general and / or special processing components with processing and computing capabilities. Some examples of the computing unit 901 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, digital signal processors (DSPs), and any appropriate processors, controllers, microcontrollers, etc. The computing unit 901 performs the various methods, processes, and / or processes described above. For example, in some embodiments, these methods, processes, and / or processes may be implemented as computer software programs, which are tangibly contained in a machine-readable medium, such as a storage unit 908. In some embodiments, part or all of the computer program may be loaded and / or installed on the electronic device 900 via the ROM 902 and / or the communication unit 909. When the computer program is loaded into the RAM 903 and executed by the computing unit 901, one or more steps of the methods, processes, and / or processes described above may be performed. Alternatively, in other embodiments, the computing unit 901 may be configured to perform these methods, processes, and / or processes in any other appropriate manner (e.g., by means of firmware).

[0120] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations can include: being implemented in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0121] The program code for implementing the method of the present disclosure may be written in any combination of one or more programming languages. These program codes may be provided to a processor or controller of a general-purpose computer, a special-purpose computer, or other programmable data processing device, so that the program code, when executed by the processor or controller, enables the functions / operations specified in the flow chart and / or block diagram to be implemented. The program code may be executed entirely on the machine, partially on the machine, partially on the machine and partially on a remote machine as a stand-alone software package, or entirely on a remote machine or server.

[0122] In the context of the present disclosure, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0123] To provide interaction with a user, the systems and techniques described herein can be implemented on a computer having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user can provide input to the computer. Other types of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, voice input, or tactile input).

[0124] The systems and techniques described herein can be implemented in a computing system that includes backend components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes frontend components (e.g., a user computer with a graphical user interface or a web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such backend components, middleware components, or frontend components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), the Internet, and a blockchain network.

[0125] A computer system may include a client and a server. The client and the server are generally remote from each other and usually interact through a communication network. The relationship of client and server is generated by computer programs running on respective computers and having a client-server relationship with each other. The server may be a cloud server, a server of a distributed system, or a server combined with a blockchain.

[0126] It should be understood that the various forms of processes shown above can be used to reorder, add or delete steps. For example, the steps described in this disclosure can be performed in parallel, sequentially or in different orders, as long as the desired results of the technical solutions disclosed in this disclosure can be achieved, and this document does not limit this.

[0127] Although the embodiments or examples of the present disclosure have been described with reference to the accompanying drawings, it should be understood that the above-mentioned methods, systems and devices are merely exemplary embodiments or examples, and the scope of the present invention is not limited by these embodiments or examples, but only by the claims after authorization and their equivalent scope. Various elements in the embodiments or examples can be omitted or replaced by their equivalent elements. In addition, each step can be performed in an order different from that described in the present disclosure. Further, the various elements in the embodiments or examples can be combined in various ways. It is important that with the evolution of technology, many elements described herein can be replaced by equivalent elements that appear after the present disclosure.

Claims

1. A method for managing power consumption of an operating vehicle, comprising: Determining an order status of the operating vehicle based on vehicle information of the operating vehicle; Determine a power usage status of each of at least one power usage task, wherein the at least one power usage task includes an order task, and the power usage status of the order task is determined based on the order status; Verifying the status of the low-voltage power supply system of the operating vehicle; and In response to receiving the power-off request, a power usage strategy of the operating vehicle is determined based on the power usage status of the at least one power usage task and the status of the low-voltage power supply system.

2. The method according to claim 1, wherein: The power usage strategy includes the power usage strategies of the multiple power usage modules of the operating vehicle, the multiple power usage modules include a cabin, Wherein, in response to receiving the power-off request, determining the power usage strategy of the operating vehicle based on the power usage status of the at least one power usage task and the status of the low-voltage power supply system includes: In response to determining that the at least one power-consuming task is in a non-power-consuming state, and in response to determining that the low-voltage power supply system is in a normal state, Determining the power usage strategy of the cockpit as power preservation; and The power usage strategy of other power usage modules among the multiple power usage modules is determined to be power off.

3. The method according to claim 2, wherein: Determining the power consumption status of at least one power consumption task includes: In response to determining that the order status is waiting for orders or stopping accepting orders, it is determined that the order task is in a non-power consumption state.

4. The method according to claim 3, wherein: The at least one power-consuming task includes a driving task, and the plurality of power-consuming modules further include a three-electric system, a thermal management system, a body electronics system, and a chassis. Wherein, in response to receiving the power-off request, determining the power usage strategy of the operating vehicle based on the power usage status of the at least one power usage task and the status of the low-voltage power supply system includes: In response to determining that the driving task is in a power-consuming state, other power-consuming tasks in the at least one power-consuming task are in a non-power-consuming state, the order status is to stop accepting orders, and in response to determining that the low-voltage power supply system is in a normal state, Determining the power usage strategy of the three-electric system and the chassis as power maintenance; and The power usage strategy of the thermal management, the body electronics, and the cockpit is determined to be power-off.

5. The method according to claim 3, wherein: Determining the order status of the operating vehicle based on the vehicle information of the operating vehicle includes: In response to determining that there is no order within a first preset time period after the order is completed, the order status is determined to be waiting for order.

6. The method according to claim 2, wherein: The at least one electricity-using task includes a vehicle-using task for personnel, Wherein, in response to receiving the power-off request, determining the power usage strategy of the operating vehicle based on the power usage status of the at least one power usage task and the status of the low-voltage power supply system includes: In response to determining that the personnel vehicle usage task is in a power usage state, and in response to determining that the low-voltage power supply system is in a normal state, the power usage strategy of the multiple power usage modules is determined to be power maintenance.

7. The method according to claim 6, wherein: Determining the power consumption status of at least one power consumption task includes: Determine the power usage status of the personnel's vehicle usage task, including: Detect whether the state inside the vehicle changes; and In response to determining that the in-vehicle state has not changed within a second preset time period, it is determined that the personnel's vehicle use task is in a non-power use state.

8. The method according to claim 7, wherein: The in-vehicle status includes changes in seat gravity, changes in door opening, in-vehicle switch status, and in-vehicle camera portrait capture.

9. The method according to claim 2, wherein: The at least one power-consuming task includes an over-the-air download upgrade task, and the plurality of power-consuming modules also include a three-electric system, thermal management, body electronics, and chassis. Wherein, in response to receiving the power-off request, determining the power usage strategy of the operating vehicle based on the power usage status of the at least one power usage task and the status of the low-voltage power supply system includes: In response to determining that the over-the-air upgrade task is in a power-using state, other power-using tasks in the at least one power-using task are in a non-power-using state, and in response to determining that the low-voltage power supply system is in a normal state, Determining the power usage strategy of the body electronics and the cockpit as power-off; and The power usage strategies of the three-electric system, the thermal management and the chassis are determined as power preservation.

10. The method according to any one of claims 1 to 9, further comprising: In response to determining that the order task is in a power consumption state, and in response to determining that the low-voltage power supply system is in an abnormal state, performing a safe parking by the side of the road, and ending the current order; as well as In response to determining that within a third preset time period, both the order task and the driving task are in a non-power consumption state, the power consumption strategy of the multiple power consumption modules is determined to be power-off.

11. The method according to any one of claims 1 to 9, wherein: The operating vehicle comprises a first relay and a main DC converter for powering main driving safety electrical appliances, and the operating vehicle comprises a second relay and a redundant DC converter for powering redundant driving safety electrical appliances, wherein verifying the state of the low-voltage power supply system of the operating vehicle comprises: Determining whether a low voltage power supply is faulty based on the working states of the first relay, the main DC converter, the second relay and the redundant DC converter; In response to determining that the low voltage power supply fails, obtaining a battery operating status; and In response to determining that the operating state of the storage battery is abnormal, determining that the state of the low-voltage power supply system is abnormal.

12. The method according to claim 11, wherein: The operating vehicle includes a main battery corresponding to the first relay and a redundant battery corresponding to the second relay, wherein, based on the working states of the first relay, the main DC converter, the second relay and the redundant DC converter, determining whether the low-voltage power supply is faulty includes: In response to determining that the first relay is in the energized state and the main DC converter is operating abnormally, determining that the main battery is operating abnormally; In response to determining that the second relay is in the energized state and the redundant DC converter is operating abnormally, determining that the redundant battery is operating abnormally; and In response to determining that at least one of the main battery or the redundant battery is malfunctioning, a low-voltage power system failure is determined.

13. The method according to claim 12, wherein: Verifying the status of the low-voltage power supply system of the operating vehicle includes: In response to determining that the output state of the first relay is active and the first relay is in a valid state, or in response to determining that the output state of the first relay is inactive and the first relay is in an invalid state, determining that the first relay is in a closed state; and In response to determining that the output state of the second relay is active and the second relay is in a valid state, or in response to determining that the output state of the second relay is inactive and the second relay is in a non-valid state, the second relay is determined to be in a closed state.

14. The method according to claim 12, wherein: Verifying the status of the low-voltage power supply system of the operating vehicle includes: In response to determining that a main intelligent battery sensor for the main battery has lost communication, and in response to determining that the main DC converter is not operating or that the main DC converter has abnormal communication, determining that the main DC converter has an abnormal operating state; and In response to determining that the main intelligent battery sensor communicates normally, and in response to determining that the main DC converter is not working or the voltage of the main battery detected by the main intelligent battery sensor is not greater than a first preset voltage value, it is determined that the working state of the main DC converter is abnormal.

15. The method according to claim 12, wherein: Verifying the status of the low-voltage power supply system of the operating vehicle includes: In response to determining that a redundant intelligent battery sensor for the redundant battery has lost communication, and in response to determining that the redundant DC converter is not operating or that the redundant DC converter has abnormal communication, determining that the redundant DC converter has an abnormal operating state; and In response to determining that the redundant intelligent battery sensor communicates normally, and in response to determining that the redundant DC converter is not working or the redundant battery voltage detected by the redundant intelligent battery sensor is not greater than a second preset voltage value, it is determined that the working state of the redundant DC converter is abnormal.

16. A power management device for operating a vehicle, comprising: A first determining unit is configured to determine an order status of the operating vehicle based on vehicle information of the operating vehicle; A second determining unit is configured to determine a power usage status of each of at least one power usage task, wherein the at least one power usage task comprises an order task, and the power usage status of the order task is determined based on the order status; A verification unit configured to verify the status of the low-voltage power supply system of the operating vehicle; and The third determination unit is configured to determine the power usage strategy of the operating vehicle based on the power usage status of the at least one power usage task and the status of the low-voltage power supply system in response to receiving the power-off request.

17. An electronic device, wherein: The electronic device comprises: at least one processor; and a memory communicatively coupled to the at least one processor; wherein The memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the method according to any one of claims 1 to 15.

18. A vehicle comprising the electronic device according to claim 17.

19. A non-transitory computer-readable storage medium storing computer instructions, characterized in that: The computer instructions are used to cause the computer to execute the method according to any one of claims 1-15.

20. A computer program product comprising a computer program, wherein: When the computer program is executed by a processor, the method according to any one of claims 1 to 15 is implemented.

Images