Vehicle power-off protection method, electronic device and vehicle

Abstract

The application provides a vehicle power-off protection method, an electronic device and a vehicle, and applies to the technical field of vehicle control, and the method comprises the steps of: monitoring the voltage change rate of the output end of a DC-DC converter in real time; in response to the voltage change rate meeting a voltage change condition, disconnecting a relay inside the DC-DC converter; wherein the voltage change condition is a critical condition of an electric shock risk. The application can reduce the time from the occurrence of a collision to the power-off of all related high-voltage components, thereby more effectively protecting passengers from the risk of electric shock.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, and in particular to a vehicle power-off protection method, an electronic device and a vehicle. BACKGROUND

[0002] In an emergency situation such as a vehicle collision, if the high-voltage electrical system of a fuel cell vehicle cannot be quickly disconnected, there may be a risk of electric shock to the occupants due to leakage caused by damage to the high-voltage components or protective housing. SUMMARY

[0003] Therefore, the present application aims to provide a vehicle power-off protection method, an electronic device and a vehicle to quickly disconnect the battery of the vehicle and avoid the risk of electric shock to the occupants.

[0004] To achieve the above-mentioned purpose, the present application provides a vehicle power-off protection method, comprising:

[0005] real-time monitoring of the voltage rate of change at the output end of the DC-DC converter;

[0006] in response to the voltage rate of change meeting a voltage change condition, disconnecting the relay inside the DC-DC converter; wherein the voltage change condition is a critical condition for the risk of electric shock.

[0007] Based on the same inventive concept, the present application also provides an electronic device comprising a memory, a processor and a computer program stored in the memory and executable by the processor, wherein the processor implements the method as described above when executing the computer program.

[0008] Based on the same inventive concept, the present application also provides a vehicle comprising the above-mentioned electronic device.

[0009] As can be seen from the above, the present application provides a vehicle power-off protection method, an electronic device and a vehicle, wherein the method comprises: real-time monitoring of the voltage rate of change at the output end of the DC-DC converter; when the voltage rate of change meets a voltage change condition, disconnecting the relay inside the DC-DC converter, such as when the voltage rate of change is greater than or equal to a first predetermined voltage rate of change, quickly disconnecting the relay inside the DC-DC converter, thereby effectively disconnecting the fuel cell to reduce the risk of electric shock or leakage, protecting the safety of the passengers and effectively improving the safety and reliability of the vehicle in a collision or the like. BRIEF DESCRIPTION OF DRAWINGS

[0010] In order to more clearly illustrate the technical solutions in the application or the related art, the drawings needed to be used in the embodiments or the related art description will be briefly introduced. Obviously, the drawings in the following description are only embodiments of the application, and other drawings can be obtained by those skilled in the art without creative effort.

[0011] Figure 1 Flowchart of the vehicle power-off protection method of the embodiment of the application;

[0012] Figure 2 Flowchart of the vehicle power-off protection method of another embodiment of the application;

[0013] Figure 3 Circuit diagram of the vehicle power-off protection circuit of the embodiment of the application;

[0014] Figure 4 Schematic diagram of the vehicle power-off protection device of the embodiment of the application;

[0015] Figure 5 Schematic diagram of the electronic device hardware structure provided by the embodiment of the application;

[0016] The drawings show that: 1, fuel cell, 2, DC-DC converter, 3, high-voltage wire harness, 4, high-voltage load, 5, relay, 6, pyrotechnic power-off safety protection switch, 7, power battery. DETAILED DESCRIPTION

[0017] In order to make the purpose, technical solutions and advantages of the application more clear, the application will be further described in detail below with reference to the embodiments and the drawings.

[0018] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the application should be understood as the usual meaning understood by those skilled in the art to which the embodiments of the application belong. The terms "first", "second" and similar terms used in the embodiments of the application do not represent any order, quantity or importance, but are only used to distinguish different components. The terms "include" or "contain" and similar terms mean that the elements or objects before the terms cover the elements or objects listed after the terms and their equivalents, and do not exclude other elements or objects. The terms "connect" or "connect" and similar terms are not limited to physical or mechanical connection, but can include electrical connection, whether direct or indirect. The terms "up", "down", "left", "right" and the like are only used to represent relative positional relationship, when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0019] In the related art, a hydrogen fuel cell vehicle generates electric energy by electrochemical reaction of hydrogen and oxygen in the air in a fuel cell. The electric energy is converted by a DC-DC converter and output to the high-voltage harness of the vehicle, and then output to various high-voltage loads of the vehicle, such as a power battery, a drive motor, an air conditioner compressor, and the like. However, the high-voltage electrical system has a safety risk in an emergency such as a vehicle collision. Collision can cause damage to high-voltage components or protective housings, and if the high-voltage circuit is not disconnected in time, the exposed high-voltage part can cause an electric shock risk to personnel. Therefore, ensuring that the high-voltage circuit is quickly disconnected in the event of a collision to prevent electrical injury is an important part of the design.

[0020] In the related art, as shown in a vehicle power-off protection circuit, Figure 3 the DC-DC converter 2 on the fuel cell 1 side, the input end of the DC-DC converter 2 is connected with the fuel cell 1, the output end of the DC-DC converter 2 is connected with the high-voltage load 4 through the high-voltage harness 3, the DC-DC converter 2 is internally provided with a relay 5, and the output end of the DC-DC converter 2 is also connected with the pyrotechnic power-off safety switch 6 through the high-voltage harness 3, and the pyrotechnic power-off safety switch 6 is connected with the power battery 7.

[0021] It should be noted that the pyrotechnic power-off safety switch 6 can quickly disconnect the connection between the power battery 7 and the high-voltage harness 3 after receiving the collision signal. In addition, the DC-DC converter 2 on the fuel cell 1 side controls the relay 5 to disconnect the connection between the fuel cell 1 and the high-voltage harness 3 by receiving the collision signal. However, the transmission and processing of the collision signal takes a long time (hundreds of milliseconds), which may not be enough to prevent the risk of electric shock in an emergency, and if the pyrotechnic power-off safety switch 6 is integrated inside the DC-DC converter 2, since the DC-DC converter 2 is close to the fuel cell 1, there may be a small amount of hydrogen gas permeating from the fuel cell 1 inside the DC-DC converter 2, and there is a risk of igniting the hydrogen gas when the pyrotechnic power-off safety switch 6 inside the pyrotechnic power-off safety switch 6 ignites.

[0022] Based on the above problems, the applicant found that by monitoring the voltage change rate of the output end of the DC-DC converter in real time, when the voltage change rate meets the voltage change condition, the relay inside the DC-DC converter is disconnected, thereby quickly cutting off the connection between the fuel cell and the high-voltage circuit of the vehicle, which can reduce the time from the occurrence of the collision to the disconnection of all related high-voltage components, thereby more effectively protecting the passengers from the risk of electric shock and protecting the safety of passengers and maintenance personnel. When the voltage change rate reaches the critical condition of the risk of electric shock, the disconnection of the relay can prevent the high-voltage current from further flowing to other electrical systems of the vehicle, thereby protecting these systems from high-voltage damage.

[0023] The embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0024] The application provides a vehicle power-off protection method, which comprises the following steps of Figure 1 As shown in the figure, in some embodiments, the method is executed by a vehicle controller or a data processor arranged independently of the vehicle controller, and subsequent embodiments are exemplarily illustrated by taking the data processor as an example, wherein the vehicle comprises a DC-DC converter arranged on one side of a fuel cell, an input end of the DC-DC converter is connected with the fuel cell, an output end of the DC-DC converter is connected with a high-voltage load through a high-voltage wire harness, and a relay is arranged in the DC-DC converter.

[0025] The vehicle power-off protection method comprises the following steps of

[0026] S101, monitoring a voltage change rate of an output end of the DC-DC converter in real time;

[0027] In specific implementation, the voltage change rate of the output end of the DC-DC converter refers to the change speed of the voltage with time, and by continuously monitoring the voltage change rate, an abnormal change possibly occurring in the circuit, such as a short circuit, an open circuit or other conditions causing a voltage mutation, can be detected, and the voltage change rate can be obtained by calculating the difference between two continuous voltage measurement values and dividing the time interval.

[0028] S102, disconnecting the relay in the DC-DC converter in response to the voltage change rate meeting a voltage change condition, wherein the voltage change condition is a critical condition of an electric shock risk.

[0029] In specific implementation, the voltage change condition is a critical condition of an electric shock risk, which can be a preset voltage change rate threshold value, used to determine when the vehicle is possibly in a state of a collision risk occurring to cause an electric shock risk of an in-vehicle passenger; the relay in the DC-DC converter plays a role of safely disconnecting the connection between the fuel cell and the high-voltage loop of the vehicle, and when the voltage change rate meets the voltage change condition (i.e., the vehicle is in a collision to cause a smoke and fire type power-off safety protection switch to rapidly disconnect the connection between the power battery and the high-voltage loop of the vehicle, at this time, a voltage mutation occurs in the circuit connected with the output end of the DC-DC converter, and the voltage change rate meets the critical condition, such as the voltage change rate being greater than or equal to a first preset voltage change rate), the relay is disconnected to rapidly disconnect the connection between the fuel cell and the high-voltage loop of the vehicle when the potential electric shock risk is detected, so as to avoid the high-voltage components from causing an electric shock risk to the personnel, effectively protect the safety of the in-vehicle passengers, and also protect the electrical equipment from being damaged, thereby ensuring the high safety of the vehicle in operation.

[0030] In this embodiment, the voltage change rate is monitored in real time, so that the abnormal voltage change caused by vehicle collision or other faults can be quickly detected. When the voltage change rate reaches the critical condition of electric shock risk, the relay is disconnected, thereby quickly cutting off the connection between the fuel cell and the high-voltage loop of the vehicle, greatly reducing the risk of electric shock when the vehicle collision accident occurs, and protecting the safety of passengers and maintenance personnel. When the voltage change rate reaches the critical condition of electric shock risk, the disconnection of the relay can prevent high-voltage current from further flowing to other electrical systems of the vehicle, thereby protecting these systems from high-voltage damage. Compared with integrating a pyrotechnic power-off safety protection switch inside the DC-DC converter to disconnect the fuel cell, this embodiment can quickly disconnect the fuel cell while avoiding the risk of igniting hydrogen in the fuel cell when the pyrotechnic power-off safety protection switch inside ignites.

[0031] The following embodiments will be described in detail based on the specific way in which the relay inside the DC-DC converter is disconnected when the voltage change rate meets the voltage change condition.

[0032] In some embodiments, the relay inside the DC-DC converter is disconnected in response to the voltage change rate meeting the voltage change condition, including:

[0033] The relay inside the DC-DC converter is disconnected in response to the voltage change rate being greater than or equal to a first preset voltage change rate.

[0034] In specific implementation, the voltage change rate refers to the speed of voltage change over time. When the voltage change rate is greater than or equal to the first preset voltage change rate (for example, the first preset voltage change rate is 2.8V / ms, i.e., a change of 42V in 15ms), it indicates that there is a load dump in the line where the DC-DC converter output terminal is located, which is caused by the disconnection of the pyrotechnic power-off safety protection switch from the connection between the power battery and the high-voltage loop of the vehicle. Therefore, the vehicle may have a collision, and the relay inside the DC-DC converter is disconnected to avoid the risk of electric shock.

[0035] In this embodiment, by setting the first preset voltage change rate, a response can be made immediately when the voltage change rate is greater than or equal to the first preset voltage change rate, and the relay inside the DC-DC converter is disconnected. That is, when the vehicle collides, the power battery and the high-voltage loop of the vehicle may be quickly disconnected. At this time, by disconnecting the relay inside the DC-DC converter, the fuel cell can be effectively disconnected, the risk of electric shock or electric shock can be reduced, the safety of passengers can be protected, and the safety and reliability of the vehicle in emergency situations such as collision can be effectively improved. Compared with the conventional method of triggering the relay to disconnect by the vehicle collision signal, which takes hundreds of milliseconds, this embodiment can trigger the relay to disconnect within tens of milliseconds.

[0036] The specific way of disconnecting the relay inside the DC-DC converter based on the voltage change rate meeting the voltage change condition is described in detail based on the following embodiments.

[0037] In some embodiments, as shown in Figure 2 Disconnecting the relay inside the DC-DC converter in response to the voltage change rate meeting the voltage change condition includes:

[0038] S201, in response to the voltage change rate being greater than or equal to the second preset voltage change rate and less than the first preset voltage change rate, monitoring the voltage peak-to-peak value of the DC-DC converter output end in real time;

[0039] In specific implementation, when the voltage change rate is greater than or equal to the second preset voltage change rate (for example, the second preset voltage change rate is 2V / ms) and less than the first preset voltage change rate, it indicates that the voltage change rate has not reached the critical condition, but is very close to the critical condition. In order to ensure the safety of passengers in the vehicle, avoid misjudgment in the case that the vehicle may collide but the voltage change rate is close to the critical condition, and cause the fuel cell to be unable to be disconnected in time, which causes the risk of electric shock to passengers in the vehicle, the voltage peak-to-peak value of the DC-DC converter output end is further monitored to reduce the probability of misjudgment and improve the accuracy of judging the risk of vehicle collision.

[0040] S202, in response to the voltage peak-to-peak value being greater than or equal to a preset voltage peak-to-peak value, disconnecting the relay inside the DC-DC converter.

[0041] In specific implementation, the voltage peak-to-peak value is one of the key indicators for measuring voltage stability. The voltage peak-to-peak value refers to the maximum range of voltage fluctuation within a certain time period, that is, the difference from the lowest point to the highest point. When the voltage peak-to-peak value is greater than or equal to a preset voltage peak-to-peak value (for example, the preset voltage peak-to-peak value is 1V), it indicates that there is abnormal voltage fluctuation in the line where the DC-DC converter output end is located, which may be caused by the connection between the power battery and the vehicle high-voltage loop being disconnected by the pyrotechnic power-off safety switch. Therefore, the relay inside the DC-DC converter is disconnected, thereby avoiding the risk of electric shock to personnel caused by high-voltage components, effectively protecting the safety of passengers in the vehicle, and also protecting electrical equipment from damage, ensuring the high safety of the vehicle in operation.

[0042] In this embodiment, by monitoring the voltage rate of change and the voltage peak-to-peak value, it can be more accurately judged whether there is an abnormal situation in the circuit, such as the disconnection of the power battery and the vehicle high-voltage loop caused by vehicle collision. It ensures that when the voltage rate of change can represent potential problems but has not reached the second preset voltage rate of change, the abnormality of the voltage peak-to-peak value can still be responded to, thereby avoiding misjudgment, disconnecting the fuel cell in time to avoid the risk of electric shock, and enhancing the safety of the vehicle in operation and collision.

[0043] The following embodiments are based on the situation that the relay inside the DC-DC converter is disconnected, and then the vehicle safety signal or the vehicle collision signal is received, so as to realize further control of the vehicle.

[0044] In some embodiments, after the relay inside the DC-DC converter is disconnected, further comprising:

[0045] In response to receiving the vehicle safety signal, closing the relay inside the DC-DC converter;

[0046] In specific implementation, after the relay inside the DC-DC converter is disconnected, the vehicle safety signal is received, indicating that a misjudgment has been made on the vehicle collision event, at this time the relay is closed, the circuit is reconnected, the power supply is restored, and it is ensured that the vehicle can continue to operate normally under the condition of confirming the safety of the vehicle.

[0047] In response to receiving the vehicle collision signal, controlling the vehicle high-voltage power-off.

[0048] In specific implementation, when the vehicle collision signal is received, it indicates that the vehicle has indeed collided, in order to ensure the safety of the vehicle and the passengers inside, the vehicle high-voltage power-off is controlled to avoid the risk of electric shock caused by fuel cell and power battery leakage to personnel, and also to protect electrical equipment from damage.

[0049] In this embodiment, by quickly closing the relay inside the DC-DC converter to restore power supply under the condition of misjudgment, it is ensured that the vehicle can quickly resume normal operation after confirming safety. In the case of real vehicle collision, the power can be immediately turned off to reduce the potential danger after the accident, such as electric shock of passengers inside the vehicle, electrical fire or further damage to equipment.

[0050] The following embodiments are based on a detailed description of how to determine the vehicle fault that leads to misjudgment after receiving the vehicle safety signal.

[0051] In some embodiments, after receiving the vehicle safety signal, further comprising:

[0052] Obtaining the number of times of receiving a target vehicle safety signal within a historical first preset time period, wherein the target vehicle safety signal is a vehicle safety signal received when the relay is disconnected under the working condition of the fuel cell.

[0053] In a specific implementation, the target vehicle safety signal refers to a vehicle safety signal received after a relay is disconnected due to a misjudgment that a vehicle collision occurs when a fuel cell is working. The number of target vehicle safety signals received within a first preset time period (for example, the first preset time period is one month) can be used to obtain the number of misjudgments that a vehicle collision occurs within the first preset time period. The number of misjudgments that a vehicle collision occurs within the first preset time period can be used to indirectly determine whether a component in the vehicle is faulty. If the component in the vehicle is faulty, a ripple voltage may exist in a high-voltage loop of the vehicle, which can cause a misjudgment of the voltage at the output end of the DC-DC converter, and thus cause a misjudgment that a vehicle collision occurs.

[0054] In response to the number being greater than or equal to a preset number, vehicle fault prompt information is sent to the user.

[0055] In a specific implementation, when the number is greater than or equal to a preset number (for example, the preset number is 3), it indicates that the vehicle frequently misjudges in the past month, and it can be determined that the component in the vehicle is faulty. Therefore, vehicle fault prompt information is sent to the user to prompt the user to timely repair the vehicle.

[0056] In this embodiment, the target vehicle safety signal refers to a vehicle safety signal received after a relay is disconnected due to a misjudgment that a vehicle collision occurs when a fuel cell is in a working state. The number of target vehicle safety signals received within a first preset time period can be used to obtain the number of misjudgments that a vehicle collision occurs within the first preset time period. This can help to find a fault problem of a vehicle component that may cause a misjudgment at an early stage, so that maintenance or adjustment can be performed in advance to avoid these problems from causing more serious vehicle accidents. In addition, timely fault detection and maintenance can maintain a good running state of the vehicle and prolong the overall service life of the vehicle.

[0057] The following embodiments are used to explain how to adjust the first preset voltage change rate to avoid frequent misjudgments.

[0058] In some embodiments, after the vehicle fault prompt information is sent to the user, the method further includes:

[0059] determining a first adjustment coefficient for adjusting the first preset voltage change rate according to the number, and using a product of the first adjustment coefficient and the first preset voltage change rate as an adjusted first preset voltage change rate.

[0060] The first adjustment coefficient is directly proportional to the number.

[0061] In a specific implementation, after sending the vehicle fault prompt information to the user, a first adjustment coefficient of adjusting the first preset voltage change rate is determined according to the number of target vehicle safety signals received within a historical first preset time period, and a product of the first adjustment coefficient and the first preset voltage change rate is taken as an adjusted first preset voltage change rate, so as to increase the first preset voltage change rate. Since it is determined that the vehicle frequently misjudges within the historical first preset time period, the vehicle fault prompt information is sent to the user, but if misjudgment occurs again during the process of driving the vehicle to the repair shop, the relay inside the DC-DC converter is disconnected, and the fuel cell and the high-voltage loop of the vehicle are disconnected, which increases the driving risk of the vehicle. Therefore, appropriately increasing the first preset voltage change rate can avoid frequent misjudgment and ensure the safety of the vehicle.

[0062] Specifically, the first adjustment coefficient can be set as wherein Z1 represents the first adjustment coefficient, P represents the number, P0 represents the preset number (for example, the preset number is set to 3), and e represents a natural constant.

[0063] The first adjustment coefficient is calculated by the relationship between the number of target vehicle safety signals received within the historical first preset time period and the preset number, so as to appropriately increase the first preset voltage change rate and avoid that the adjusted first preset voltage change rate is too large, that is, even if the vehicle has a collision risk, the situation that the collision risk cannot be completely judged occurs.

[0064] In the embodiment, the first preset voltage change rate is increased to reduce the misjudgment of non-collision related voltage change as collision, avoid unnecessary disconnection of the fuel cell and the high-voltage loop of the vehicle due to misjudgment, and improve the continuity and stability of vehicle operation. It is ensured that the vehicle will not be suddenly powered off due to misjudgment during driving, and the safety of the vehicle and passengers is protected. At the same time, the first adjustment coefficient is determined by the relationship between the number of target vehicle safety signals received within the historical first preset time period (i.e., the number of times that the vehicle misjudges a collision accident) and the preset number, so as to accurately increase the first preset voltage change rate, which can avoid that the first preset voltage change rate is too large and the situation that the vehicle collision accident cannot be completely judged occurs.

[0065] The following embodiments are based on the following embodiments to explain in detail how to determine the vehicle fault that causes misjudgment after receiving the vehicle safety signal.

[0066] In some embodiments, after receiving the vehicle safety signal, further comprising:

[0067] Obtaining a plurality of voltage peak values of the output end of the DC-DC converter within a second preset time period, and calculating the variance of the plurality of voltage peak values;

[0068] In implementation, a plurality of voltage peak values of the output end of the DC-DC converter are obtained within a second preset time period (for example, the second preset time period is 10 seconds), and a variance of the plurality of voltage peak values is calculated to help identify the stability of the voltage peak values. The greater the variance, the greater the fluctuation of the voltage peak values, thereby indirectly determining whether the components in the vehicle are faulty. If the components in the vehicle are faulty, a ripple voltage may exist in the high-voltage loop of the vehicle, causing the voltage peak values of the output end of the DC-DC converter to fluctuate greatly.

[0069] In response to the variance being greater than or equal to a preset variance, vehicle fault prompt information is sent to the user.

[0070] In implementation, when the variance is greater than or equal to the preset variance (for example, the preset variance is set to 0.25V2), it indicates that the voltage peak values of the output end of the DC-DC converter fluctuate greatly, which may be caused by a fault in the components in the vehicle, resulting in a large ripple voltage in the high-voltage loop of the vehicle, thereby causing a false judgment that the vehicle has collided. Therefore, vehicle fault prompt information is sent to the user to prompt the user to timely repair the vehicle.

[0071] In this embodiment, the variance of the voltage peak values is monitored to indirectly detect abnormal conditions of the components in the vehicle. A greater variance generally means that the voltage peak values are unstable, which may be caused by a fault in some components in the vehicle, such as a power battery, a motor, or power electronic equipment. Timely detection of these problems and repair of the vehicle can avoid false judgments that the vehicle has collided and more serious vehicle damage or faults. This ensures the safe driving of the vehicle on the road.

[0072] The following embodiments are used to explain how to adjust the first preset voltage change rate to avoid frequent false judgments.

[0073] In some embodiments, after the vehicle fault prompt information is sent to the user, the method further includes:

[0074] A second adjustment coefficient of the first preset voltage change rate is determined according to the variance, and a product of the second adjustment coefficient and the first preset voltage change rate is taken as an adjusted first preset voltage change rate.

[0075] The second adjustment coefficient is directly proportional to the variance.

[0076] In a specific implementation, after sending the vehicle fault prompt information to the user, a second adjustment coefficient for adjusting the first preset voltage change rate is determined according to a variance of a plurality of voltage peak-to-peak values of the output end of the DC-DC converter within a second preset time period, and a product of the second adjustment coefficient and the first preset voltage change rate is taken as an adjusted first preset voltage change rate, so as to increase the first preset voltage change rate. Since there is a large ripple voltage in the high-voltage loop of the vehicle due to the fault of the components in the vehicle, the vehicle collision is misjudged, and therefore the vehicle fault prompt information is sent to the user to prompt the user to timely repair the vehicle. However, if the misjudgment occurs again during the process of driving the vehicle to the repair shop, the relay inside the DC-DC converter is disconnected, and the fuel cell and the high-voltage loop of the vehicle are disconnected, which increases the driving risk of the vehicle. Therefore, appropriately increasing the first preset voltage change rate can avoid frequent misjudgment and ensure the safety of the vehicle.

[0077] Specifically, the second adjustment coefficient can be set as wherein Z2 represents the second adjustment coefficient, F represents the variance, F0 represents the preset variance (for example, the preset variance is set to 0.25V2), and e represents a natural constant.

[0078] The second adjustment coefficient is calculated according to the relationship between the variance of the plurality of voltage peak-to-peak values of the output end of the DC-DC converter within the second preset time period and the preset variance, so as to appropriately increase the first preset voltage change rate, and avoid that the adjusted first preset voltage change rate is too large, and the situation that the vehicle collision risk cannot be completely judged even if the vehicle is in collision risk.

[0079] In the embodiment, when the vehicle has a potential fault, the vehicle collision is misjudged. By increasing the first preset voltage change rate, the misjudgment caused by voltage fluctuation can be reduced, unnecessary vehicle emergency response (such as disconnecting the relay to disconnect the fuel cell and the high-voltage loop) can be avoided, and the continuity and stability of the vehicle operation can be improved. It is ensured that the vehicle will not be suddenly powered off due to misjudgment during driving, and the safety of the vehicle and the passengers is protected.

[0080] It should be noted that the method of the embodiment of the present application can be executed by a single device, such as a computer or a server. The method of the embodiment of the present application can also be applied to a distributed scenario, and completed by multiple devices cooperating with each other. In this distributed scenario, one of the multiple devices can only execute one or more steps in the method of the embodiment of the present application, and the multiple devices can interact with each other to complete the method.

[0081] It is to be understood that the foregoing description is directed to embodiments of the application. Various embodiments are described herein, including the best mode of the inventors. It will be apparent, however, to those skilled in the art having the benefit of this disclosure, that variations and / or modifications of these embodiments can be made without departing from the spirit and scope of the application. Accordingly, it is intended that such variations and / or modifications be included within the scope of the application. Other embodiments of the application will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein. For example, to specify an embodiment is to empirically demonstrate at least an enabling disclosure of this embodiment. Embodiments shown or discussed as part of one implementation can be implemented separately or in combination with one another. It is intended that each of the individual embodiments is an application of the application. Numerous specific embodiments of the application have been discussed herein for purposes of illustration. Various modifications and changes can be made to such embodiments without departing from the spirit and scope of the application. It is intended that the claimed application not be limited to the particular embodiments disclosed, but that the claim be given their full scope, which can include other embodiments as well as their legal equivalents.

[0082] Based on the same inventive concept, the application also provides a vehicle power-off protection device corresponding to any of the above-mentioned embodiment methods.

[0083] Reference Figure 4 , the vehicle power-off protection device comprises:

[0084] The monitoring module 701 is configured to monitor the voltage rate of change of the output end of the DC-DC converter in real time;

[0085] The judgment module 702 is configured to disconnect the relay inside the DC-DC converter in response to the voltage rate of change meeting the voltage change condition; wherein the voltage change condition is a critical condition of the risk of electric shock.

[0086] Further, the judgment module 702 is specifically used for:

[0087] In response to the voltage rate of change being greater than or equal to a first preset voltage rate of change, disconnecting the relay inside the DC-DC converter.

[0088] Further, the judgment module 702 is specifically used for:

[0089] In response to the voltage rate of change being greater than or equal to a second preset voltage rate of change and less than the first preset voltage rate of change, monitoring the voltage peak-peak value of the output end of the DC-DC converter in real time;

[0090] In response to the voltage peak-peak value being greater than or equal to a preset voltage peak-peak value, disconnecting the relay inside the DC-DC converter.

[0091] Further, the judgment module 702 is specifically used for:

[0092] In response to receiving a vehicle safety signal, closing the relay inside the DC-DC converter;

[0093] In response to receiving a vehicle collision signal, controlling the vehicle high-voltage power-off.

[0094] Further, the judgment module 702 is specifically used for:

[0095] acquire a number of times of receiving a target vehicle safety signal in a first preset time period in the past, wherein the target vehicle safety signal is a vehicle safety signal received when the relay is disconnected in a fuel cell working condition;

[0096] in response to the number of times being greater than or equal to a preset number of times, send a vehicle fault prompt information to a user.

[0097] Further, the judging module 702 is specifically further used for:

[0098] determining a first adjustment coefficient of adjusting the first preset voltage change rate according to the number of times, and taking a product of the first adjustment coefficient and the first preset voltage change rate as an adjusted first preset voltage change rate;

[0099] wherein the first adjustment coefficient is proportional to the number of times.

[0100] Further, the judging module 702 is specifically further used for:

[0101] acquiring a number of voltage peak-to-peak values of the output end of the DC-DC converter in a second preset time period, and calculating a variance of the number of voltage peak-to-peak values;

[0102] in response to the variance being greater than or equal to a preset variance, sending a vehicle fault prompt information to a user.

[0103] Further, the judging module 702 is specifically further used for:

[0104] determining a second adjustment coefficient of adjusting the first preset voltage change rate according to the variance, and taking a product of the second adjustment coefficient and the first preset voltage change rate as an adjusted first preset voltage change rate;

[0105] wherein the second adjustment coefficient is proportional to the variance.

[0106] For the convenience of description, the above apparatus is described in various modules in terms of functions. Of course, the functions of the modules can be implemented in one or more software and / or hardware in the implementation of the present application.

[0107] The apparatuses of the above embodiments are used to implement the vehicle power-off protection method of any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be described herein.

[0108] Based on the same inventive concept, the present application also provides an electronic device corresponding to the method of any of the above embodiments, comprising a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor implements the vehicle power-off protection method of any of the above embodiments when executing the program.

[0109] Figure 5A more specific electronic device hardware structure schematic diagram provided by the embodiment is shown, and the device can include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 for internal communication.

[0110] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits, etc., for executing related programs to implement the technical solutions provided by the embodiments of the present specification.

[0111] The memory 1020 can be implemented by a ROM (Read Only Memory), a RAM (Random Access Memory), a static storage device, a dynamic storage device, etc. The memory 1020 can store an operating system and other application programs, and when the technical solutions provided by the embodiments of the present specification are implemented by software or firmware, the related program codes are stored in the memory 1020 and called and executed by the processor 1010.

[0112] The input / output interface 1030 is used to connect input / output modules to realize information input and output. The input / output modules can be configured as components in the device (not shown in the figure) or externally connected to the device to provide corresponding functions. The input device can include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device can include a display, a speaker, a vibrator, an indicator light, etc.

[0113] The communication interface 1040 is used to connect a communication module (not shown in the figure) to realize the communication interaction between the device and other devices. The communication module can realize communication through a wired manner (such as USB, network cable, etc.) or a wireless manner (such as mobile network, WIFI, Bluetooth, etc.).

[0114] The bus 1050 includes a channel for transmitting information between various components (such as the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040) of the device.

[0115] It should be noted that although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device can also include other components necessary for normal operation. In addition, those skilled in the art can understand that the above device can also only contain components necessary to implement the embodiments of the present application, and does not necessarily contain all the components shown in the figure.

[0116] The electronic device of the above embodiment is used to implement the vehicle power-off protection method corresponding to any of the preceding embodiments, and has the beneficial effects of the corresponding method embodiments, which are not repeated here.

[0117] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer readable storage medium storing computer instructions for causing the computer to execute the vehicle power-off protection method according to any of the above embodiments.

[0118] The computer readable medium of the present embodiment includes permanent and non-permanent, removable and non-removable media, which can be realized by any method or technology to store information. The information can be computer readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassette, magnetic tape disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information accessible by a computing device.

[0119] The computer instructions stored in the storage medium of the above embodiment are used to cause the computer to execute the vehicle power-off protection method according to any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which are not repeated here.

[0120] Based on the same concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a computer program product, including computer program instructions, when the computer program instructions run on the computer, so that the computer executes the method according to any of the above embodiments, has the beneficial effects of the corresponding method embodiments, which are not repeated here.

[0121] It can be understood that, before using the technical solutions of various embodiments in the present disclosure, the user will be informed of the type, use range, use scenario, etc. of the personal information involved in a proper manner, and the authorization of the user will be obtained.

[0122] For example, in response to receiving the active request of the user, the user is sent prompt information to explicitly prompt the user that the operation requested to be performed will require obtaining and using the personal information of the user. Thus, the user can voluntarily choose whether to provide the personal information to the software or hardware such as an electronic device, an application program, a server or a storage medium, etc. performing the operation of the technical solutions of the present disclosure according to the prompt information.

[0123] As an optional but non-limiting implementation manner, in response to accepting the active request of the user, the manner of sending the prompt information to the user may, for example, be a pop-up window manner, and the prompt information may, for example, be presented in the form of text in the pop-up window. In addition, the pop-up window may also carry selection controls for the user to select "agree" or "disagree" to provide the personal information to the electronic device.

[0124] It can be understood that the above notification and user authorization obtaining process is only illustrative, and does not limit the implementation manners of the present disclosure, and other manners meeting the relevant laws and regulations can also be applied to the implementation manners of the present disclosure.

[0125] Those skilled in the art should understand that the above discussion of any embodiment is only exemplary and is not intended to suggest that the scope of the present application is limited to these examples; under the idea of the present application, the above embodiments or technical features in different embodiments can also be combined, the steps can be implemented in any order, and there are many other changes of different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of brevity.

[0126] In addition, in order to simplify the description and discussion, and so as not to make the embodiments of the present application difficult to understand, the known power / ground connections of integrated circuit (IC) chips and other components can or can not be shown in the provided drawings. In addition, the devices can be shown in the form of block diagrams in order to avoid making the embodiments of the present application difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform to be implemented in the embodiments of the present application (i.e. these details should be fully within the understanding of those skilled in the art). Where specific details (e.g. circuits) are set forth in order to describe the exemplary embodiments of the present application, it will be apparent to those skilled in the art that the embodiments of the present application can be implemented without these specific details or with variations on these specific details. Therefore, these descriptions should be considered as illustrative rather than limiting.

[0127] While the present application has been described in connection with certain embodiments thereof, many modifications, substitutions, changes, and of forms will be apparent to those of ordinary skill in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) can use the embodiments discussed.

[0128] Embodiments of the present application are intended to embrace all such alterations, modifications, and variations that fall within the scope of the present application. Accordingly, the application is intended to embrace all such alterations, modifications, and variations that fall within the scope of this application.

Claims

1. A method of vehicle de-energization protection, characterized by, The vehicle includes a DC-DC converter arranged on one side of the fuel cell, an input end of the DC-DC converter being connected with the fuel cell, an output end of the DC-DC converter being connected with the high-voltage load through a high-voltage wire harness, and a relay being arranged in the DC-DC converter; and the method includes: monitoring a voltage change rate of the output end of the DC-DC converter in real time; in response to the voltage change rate meeting a voltage change condition, disconnecting the relay in the DC-DC converter, including: monitoring a voltage peak-peak value of the output end of the DC-DC converter in real time in response to the voltage change rate being greater than or equal to a second preset voltage change rate and less than a first preset voltage change rate; in response to the voltage peak-peak value being greater than or equal to a preset voltage peak-peak value, disconnecting the relay in the DC-DC converter; wherein the voltage change condition is a critical condition of an electric shock risk, and the first preset voltage change rate represents a critical condition when the vehicle is in a collision.

2. The vehicle de-energization protection method according to claim 1, characterized by, the response to the voltage change rate meeting the voltage change condition, disconnecting the relay in the DC-DC converter, includes: in response to the voltage change rate being greater than or equal to the first preset voltage change rate, disconnecting the relay in the DC-DC converter.

3. The vehicle de-energization protection method according to claim 1 or 2, characterized by, after disconnecting the relay in the DC-DC converter, further including: in response to receiving a vehicle safety signal, closing the relay in the DC-DC converter; in response to receiving a vehicle collision signal, controlling the vehicle to be powered down under high voltage.

4. The vehicle de-energization protection method according to claim 3, characterized by, after receiving the vehicle safety signal, further including: acquiring a number of times of receiving a target vehicle safety signal in a historical first preset time period, wherein the target vehicle safety signal is a vehicle safety signal received when the relay is disconnected under a working condition of the fuel cell; in response to the number of times being greater than or equal to a preset number of times, sending a vehicle fault prompt information to a user.

5. The vehicle de-energization protection method of claim 4, wherein after sending the vehicle fault prompt information to the user, further including: determining a first adjustment coefficient for adjusting the first preset voltage change rate according to the number of times, and taking a product of the first adjustment coefficient and the first preset voltage change rate as an adjusted first preset voltage change rate; wherein the first adjustment coefficient is directly proportional to the number of times.

6. The vehicle de-energization protection method of claim 3, wherein after receiving the vehicle safety signal, further including: acquiring a plurality of voltage peak-peak values of the output end of the DC-DC converter in a second preset time period, and calculating a variance of the plurality of voltage peak-peak values; in response to the variance being greater than or equal to a preset variance, sending a vehicle fault prompt information to a user.

7. The vehicle de-energization protection method of claim 6, wherein after the vehicle fault prompt information is sent to the user, further including: determining a second adjustment coefficient for adjusting the first preset voltage change rate according to the variance, and taking a product of the second adjustment coefficient and the first preset voltage change rate as an adjusted first preset voltage change rate; wherein the second adjustment coefficient is directly proportional to the variance.

8. An electronic device comprising a memory, a processor, and a computer program stored on the memory and running on the processor, characterized in that, The processor executes the program to implement the method of any one of claims 1 to 7.

9. A vehicle characterized by comprising: The vehicle includes the electronic device of claim 8. The processor executes the program to implement the method of any one of claims 1 to 7. The vehicle includes the electronic device of claim 8.

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