Trailer control method, medium and vehicle

Abstract

The invention provides a trailer control method, a medium and a vehicle, and relates to the technical field of vehicle control, the method comprises the following steps: in response to a trailer request for a target vehicle, obtaining component state data of at least one component in the target vehicle; based on the component state data, predicting an overheating risk of the target vehicle in a trailer state to obtain a prediction result; and under the condition that the prediction result represents that the overheating risk degree of the target vehicle does not exceed the first safety threshold value, the target gear of the target vehicle is adjusted to be a neutral gear, so that trailer operation is executed on the target vehicle. According to the embodiment of the invention, the overheating risk prediction is added before the trailer, and the overheating risk of the target vehicle in the trailer state is judged in advance; and if the overheating risk degree does not exceed the first safety threshold value, the target gear of the target vehicle is adjusted to be the neutral gear, the trailer operation is executed, the problem that parts are overheated and damaged due to blind trailer is avoided, and the safety and reliability of the trailer operation are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, in particular to a trailer control method, medium and vehicle. BACKGROUND

[0002] With the rapid popularization of new energy vehicles, the number of pure electric and plug-in hybrid vehicles continues to rise, which leads to an increase in vehicle failure rate and a significant increase in the demand for towing.

[0003] Currently, after receiving the towing instruction, the vehicle is generally put into neutral gear and directly towed. However, due to the abnormal working of some components during the towing process, the vehicle may generate excessive heat, resulting in local overheating and damage to vehicle components, and even causing vehicle safety accidents. SUMMARY

[0004] Therefore, the embodiments of the present application aim to provide a trailer control method, medium and vehicle to solve the problem of local overheating of the vehicle caused by abnormal working of components during towing, and improve the safety and reliability of towing operation.

[0005] In a first aspect, an embodiment of the present application provides a trailer control method, comprising: in response to a towing request for a target vehicle, obtaining component state data of at least one component in the target vehicle; based on the component state data, predicting the overheating risk of the target vehicle in the towing state to obtain a prediction result; and in the case that the prediction result represents that the overheating risk degree of the target vehicle does not exceed a first safety threshold, adjusting a target gear position of the target vehicle to neutral gear so as to perform towing operation on the target vehicle.

[0006] After detecting the towing request, the embodiments of the present application do not directly perform the towing operation, but use the component state data to predict the overheating risk of the target vehicle in the towing state, i.e., to increase the overheating risk prediction before towing, to make a preliminary judgment on the overheating risk of the target vehicle in the towing state. If the overheating risk degree does not exceed the first safety threshold, it means that the probability of overheating of the target vehicle in the towing state is low. At this time, the target gear position of the target vehicle is adjusted to neutral gear, and the towing operation is performed, which avoids the problem of component overheating damage caused by blind towing, and improves the safety and reliability of the towing operation.

[0007] In conjunction with the first aspect, in certain implementations of the first aspect, based on component status data, predicting the overheating risk of a target vehicle in a trailer state and obtaining a prediction result includes: inputting component status data into a risk prediction model, using the risk prediction model to determine the overheating trend characteristics of the component status data, predicting the probability value corresponding to the overheating risk of the target vehicle in a trailer state based on the overheating trend characteristics, and using the probability value as the prediction result; or, inputting component status data into a risk prediction model, using the decision tree in the risk prediction model and the component status data to make a decision on the overheating risk of the target vehicle in a trailer state, obtaining the overheating risk level of the target vehicle in a trailer state, and using the overheating risk level as the prediction result.

[0008] This application provides two methods for accurately predicting the overheating risk of a target vehicle in a towing state using component status data through risk prediction models. The first method determines overheating trend characteristics based on component status data, predicts the overheating risk of the target vehicle based on these characteristics, and accurately obtains the probability value corresponding to the overheating risk, achieving a quantitative assessment of the overheating risk and facilitating intuitive judgment of the risk level. The second method uses decision trees to make decisions on the overheating risk, obtaining an overheating risk level, which can more clearly divide the risk range and meet the needs of risk judgment in different scenarios. Both methods achieve efficient prediction of the overheating risk of a target vehicle in a towing state.

[0009] In conjunction with the first aspect, some implementations of the first aspect also include: determining the actual heat information generated by the target vehicle during the towing process; generating a prediction error based on the prediction result and the actual heat information; adjusting the model parameters of the risk prediction model based on the prediction error, so as to perform overheat risk prediction on the target vehicle based on the risk prediction model with adjusted parameters.

[0010] This application embodiment achieves dynamic optimization of the risk prediction model by continuously monitoring actual heat information and calculating prediction errors during the towing process. This makes the risk prediction model adaptive, and it can continuously optimize its prediction capabilities and improve the accuracy of overheat risk prediction as the vehicle usage time increases and actual operating data accumulates.

[0011] In conjunction with the first aspect, in some implementations of the first aspect, after adjusting the target gear of the target vehicle to neutral, the method further includes: sending a disconnect command to the coupling device between the motor and the reducer of the target vehicle to release the power coupling between the motor and the reducer; wherein the coupling device includes an electromagnetic locking device and / or a clutch.

[0012] In this embodiment, when the vehicle is in neutral, the power coupling between the motor and the reducer is disconnected, severing the physical connection between them and completely blocking the linkage path between the rear wheels and the motor. Therefore, when the vehicle is towed, the risk of back electromotive force generated by the motor due to passive rotation can be effectively avoided, preventing damage to the target vehicle components from overcurrent and overvoltage caused by back electromotive force, thus ensuring electrical safety during towing from a mechanical structural perspective.

[0013] In conjunction with the first aspect, in some implementations of the first aspect, after adjusting the target gear of the target vehicle to neutral, the method further includes: continuously collecting component status data when the target vehicle is in a trailer state, and performing an overheating risk prediction on the target vehicle based on the latest collected component status data to obtain the latest prediction result; if the latest prediction result indicates that the overheating risk level of the target vehicle exceeds a second safety threshold, generating a first warning message and sending the first warning message to a prompting device; wherein the first safety threshold is less than the second safety threshold.

[0014] This embodiment of the application continuously monitors overheating risks during towing, enabling timely warnings of sudden overheating risks even when the target vehicle is already in a towing state. This ensures that towing personnel can quickly detect risks and take appropriate measures, improving the safety of towing operations. Furthermore, by setting a second safety threshold higher than the first safety threshold, frequent false alarms caused by excessively low threshold settings are avoided, while rapid alerts are provided when a genuine high risk occurs. This ensures towing safety while also maintaining the continuity and efficiency of towing operations.

[0015] In conjunction with the first aspect, some implementations of the first aspect further include: generating a second warning message when the prediction result indicates that the overheating risk level exceeds a first safety threshold, and sending the second warning message to a prompting device; activating the cooling system of the target vehicle to cool down the target vehicle; wherein the cooling system includes a battery cooling circuit and / or an electric oil pump.

[0016] This application embodiment provides a risk warning and activates the cooling system when the overheating risk exceeds a first safety threshold. This proactively cools down the components of the target vehicle, effectively reducing the overheating risk and ensuring that the target vehicle meets the requirements for safe towing. It avoids situations where towing is abandoned or blindly attempted due to a high initial overheating risk, thus improving the reliability and safety of towing operations. Under the premise of ensuring the safety of vehicle components, it meets the user's towing needs.

[0017] In conjunction with the first aspect, in some implementations of the first aspect, the component state data includes at least one of the following: motor winding temperature, motor winding temperature gradient, battery pack temperature, maximum internal temperature difference of the battery pack, reducer oil pressure, and reducer oil pressure change rate.

[0018] This application embodiment uses motor winding temperature or motor winding temperature gradient to reflect the heating state and temperature rise trend of the motor during passive rotation; battery pack temperature or maximum internal temperature difference of the battery pack can be used to assess the risk of thermal runaway of the battery in trailer mode; and pressure reducer oil pressure or pressure reducer oil pressure change rate can reflect the lubrication state of the reducer when there is no power input, and the lubrication state reflects the frictional heating of the gears inside the reducer; these data are all state data of components in the target vehicle that affect the generation of vehicle heat, and the state data of these components can effectively reflect the generation of the target vehicle, thereby helping to accurately predict the overheating risk of the target vehicle.

[0019] In conjunction with the first aspect, in certain implementations of the first aspect, in response to a towing request for the target vehicle, acquiring component status data of at least one component in the target vehicle includes: in response to a towing request for the target vehicle, determining the overheating time range of the target vehicle during the towing process based on the current operating status and historical overheating information of the target vehicle; determining the acquisition time of the component status data based on the overheating time range; and acquiring the component status data of at least one component in the target vehicle according to the acquisition time.

[0020] This application embodiment uses historical overheating information of the target vehicle to reflect the overheating pattern of the target vehicle over a historical period. By combining the current operating status with the overheating pattern of the target vehicle over a historical period, the overheating time range in which the target vehicle may reach an overheating state during towing can be effectively determined. Based on this overheating time range, the acquisition time of component status data is determined, and component status data is acquired according to this acquisition time. This ensures effective prediction of the overheating risk of the target vehicle while reducing data collection redundancy, avoiding increased vehicle energy consumption and data processing burden due to indiscriminate continuous data collection, and reducing resource waste.

[0021] Secondly, this application provides a trailer control device, comprising: a data acquisition module, configured to acquire component status data of at least one component in the target vehicle in response to a trailer request for the target vehicle; a risk prediction module, configured to predict the overheating risk of the target vehicle in a trailer state based on the component status data, and obtain a prediction result; and a gear adjustment module, configured to adjust the target gear of the target vehicle to neutral, so as to perform a trailer operation on the target vehicle, provided that the overheating risk level of the target vehicle as indicated by the prediction result does not exceed a first safety threshold.

[0022] Thirdly, one embodiment of this application provides a computer-readable storage medium storing a computer program for performing the method in the first aspect or any possible implementation of the first aspect.

[0023] Fourthly, one embodiment of this application provides a vehicle, the vehicle comprising: a processor; a memory for storing processor-executable instructions; the processor being configured to execute the method in the first aspect or any possible implementation thereof.

[0024] Fifthly, one embodiment of this application provides a computer program product including instructions that, when executed on a vehicle, cause the vehicle to implement the method in the first aspect or any possible implementation of the first aspect.

[0025] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of this application, nor is it intended to limit the scope of this application. Other features of this application will become readily apparent from the following description. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 The diagram shown is a flowchart of a trailer control method provided in an embodiment of this application.

[0028] Figure 2 The diagram shown is a structural schematic of a trailer control device provided in an embodiment of this application.

[0029] Figure 3 The diagram shown is a structural schematic of a vehicle provided in an embodiment of this application. Detailed Implementation

[0030] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this application are within the scope of protection of this application.

[0031] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0032] It should be understood that the term "and / or" used in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Furthermore, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship. Additionally, the term "based on" used in this document is not limited to relying solely on one object. For example, determining B based on A can mean: determining B based solely on A, or determining B partially based on A.

[0033] It should be noted that the collection, gathering, updating, analysis, processing, use, transmission, and storage of user personal information involved in the technical solution of this application all comply with the provisions of relevant laws and regulations, are used for legitimate purposes, and do not violate public order and good morals. Necessary measures are taken to prevent unauthorized access to user personal information data and to safeguard user personal information security and network security.

[0034] Currently, most drivers lack the necessary knowledge about towing regulations for new energy vehicles, and there is a common misconception that "as long as you put it in neutral, you can tow it directly." However, new energy vehicles differ from traditional gasoline vehicles. In traditional gasoline vehicles, when put in neutral, the engine and transmission system are completely disengaged, and the wheels do not drive the engine in the reverse direction. However, in new energy vehicles, the drive motor is directly connected to the wheels via a reducer. Although the motor does not actively output torque when put in neutral, it still drives the motor rotor to rotate in the reverse direction when the wheels are towed, generating back electromotive force that can cause serious damage to the vehicle.

[0035] Furthermore, if the vehicle is in neutral and the reducer oil pump malfunctions, the lubricating oil cannot circulate effectively within the system. This leads to accelerated wear of gears and bearings due to insufficient lubrication. Simultaneously, the lack of lubricating oil prevents the heat generated by friction from dissipating promptly, causing localized overheating. This localized overheating not only further exacerbates component wear but can also lead to the failure of critical components or even burn-out.

[0036] Therefore, the technical solution proposed in this embodiment predicts potential overheating risks before actually performing towing operations and determines whether to proceed based on the prediction results. This method of deciding whether to perform towing operations based on overheating risk prediction results greatly improves the safety of towing operations, avoids the problem of component overheating damage caused by blind towing, and improves the safety and reliability of towing operations.

[0037] The following is combined with Figure 1 The trailer control method provided in the embodiments of this application will be described in detail.

[0038] Figure 1 The diagram shown is a flowchart illustrating a trailer control method provided in an embodiment of this application; as follows: Figure 1 As shown, the method includes the following steps.

[0039] Step S110: In response to a towing request for the target vehicle, obtain component status data of at least one component in the target vehicle.

[0040] The towing request can be a towing command initiated by the user through the vehicle's central control screen, key remote control, or mobile terminal, or it can be a towing demand signal automatically triggered when the vehicle malfunctions.

[0041] For example, when the target vehicle detects a low battery voltage preventing it from driving, a motor system malfunction causing a power interruption, or an abnormality in the braking system detected by the vehicle's sensors, it will automatically generate a towing request signal. Upon receiving the towing request signal, if it is determined that the target vehicle needs to be towed, the component status data of the target vehicle will be acquired.

[0042] In this embodiment, the component status data reflects the current operating status of components in the target vehicle. It should be noted that component status parameters of key components in the target vehicle that generate heat or affect heat conduction can be obtained. For example, key components affecting heat generation in the target vehicle may include motors, battery packs, reducers, motor controllers, and cooling system components, etc.

[0043] To comprehensively reflect the heat generated by the target vehicle during towing while minimizing data processing, several key components that significantly impact heat generation when the vehicle is in neutral can be selected, and their status data can be acquired. For example, status data for the motor, battery pack, and reducer can be obtained as status component data.

[0044] Optionally, the component status data includes at least one of the following: motor winding temperature, motor winding temperature gradient, battery pack temperature, maximum internal temperature difference of the battery pack, reducer oil pressure, and reducer oil pressure change rate.

[0045] Among them, the motor winding temperature is the actual temperature value of the winding coil during motor operation. Its level directly reflects the current heat generation of the motor. If the temperature is too high, it may cause the winding insulation layer to age or even burn out. The motor winding temperature gradient is the change in motor winding temperature per unit time. It can reflect the temperature change trend caused by eddy current losses due to passive rotation of the motor in non-drive state. A large gradient indicates that the motor temperature changes drastically, which may indicate abnormal heat generation. The battery pack temperature is the average temperature of the entire battery pack, which can reflect the overall thermal state of the battery. The maximum temperature difference inside the battery pack is the difference between the highest and lowest temperatures of the individual cells in the battery pack. If this temperature difference is too large, it will lead to uneven charging and discharging performance of the individual cells in the battery pack, accelerate battery aging, and even cause the risk of thermal runaway. Reducer oil pressure refers to the pressure of the lubricating oil inside the reducer. Insufficient oil pressure will prevent the lubricating oil from being effectively delivered to the gear meshing surfaces and bearings, resulting in poor lubrication. Reducer oil pressure change rate reflects the fluctuation of oil pressure per unit time. During normal operation, the oil pressure change rate is small. An abnormally large change rate may indicate problems such as oil pump failure, oil circuit blockage, or leakage, thus affecting lubrication performance. These data can be collected in real time by sensors such as temperature sensors, pressure sensors, and current sensors integrated into the vehicle, and transmitted to the vehicle controller via the vehicle's onboard bus.

[0046] To improve data comprehensiveness and prediction accuracy, component status data also includes the target vehicle's real-time state of charge (SOC) of the battery management system, the rotor speed of the drive motor, and the coolant flow rate and inlet / outlet temperature difference in the cooling system. The SOC of the battery management system reflects the battery's current energy level. The rotor speed of the drive motor is directly related to the vehicle's speed during towing; excessively high speeds increase motor losses, generating additional heat. The coolant flow rate and inlet / outlet temperature difference in the cooling system directly reflect the system's current heat dissipation capacity; insufficient flow or a small temperature difference indicates poor cooling efficiency, making it difficult to handle potential heat buildup during towing. This multi-dimensional component status data forms the basis for assessing the target vehicle's overheating risk, facilitating a comprehensive capture of potential overheating risk factors from multiple perspectives.

[0047] This application embodiment uses motor winding temperature or motor winding temperature gradient to reflect the heating state and temperature rise trend of the motor during passive rotation; battery pack temperature or maximum internal temperature difference of the battery pack can be used to assess the risk of thermal runaway of the battery in trailer mode; and pressure reducer oil pressure or pressure reducer oil pressure change rate can reflect the lubrication state of the reducer when there is no power input, and the lubrication state reflects the frictional heating of the gears inside the reducer; these data are all state data of components in the target vehicle that affect the generation of vehicle heat, and the state data of these components can effectively reflect the generation of the target vehicle, thereby helping to accurately predict the overheating risk of the target vehicle.

[0048] Step S120: Based on component status data, predict the overheating risk of the target vehicle in trailer mode and obtain the prediction result.

[0049] The prediction results include a quantitative value or risk level of the overheating risk of the target vehicle in a trailer state. For example, it can be divided into three levels: low risk, medium risk, and high risk, or presented in the form of specific temperature prediction values, thermal runaway probability values, etc.

[0050] In this embodiment, the overheating risk of the target vehicle in trailer mode can be predicted by using multiple preset judgment rules. For example, each judgment rule corresponds to a combination of one or more component status data and a corresponding prediction result. For instance, judgment rule one: if the motor winding temperature gradient is >10℃ / min, the overheating risk level is 80%; judgment rule two: if the maximum internal temperature difference of the battery pack is >5℃ and the reducer oil pressure change rate is >0.3MPa / s, the overheating risk level is 75%. By matching the real-time collected component status data with the preset judgment rules, the corresponding overheating risk level can be quickly output.

[0051] Alternatively, a physical modeling approach can be used to construct a mathematical model of the target vehicle's heat conduction and heat loss to predict overheating risks. For example, the determined component status data can be input into the heat conduction and heat loss data model. By calculating the electromagnetic induction loss during the passive rotation of the motor, the heat generation power from gear meshing friction in the reducer, and the heat generation rate caused by the change in internal resistance of the battery pack under vibration, combined with the heat dissipation capacity parameters of the vehicle's thermal management system, the temperature change curves of each component during towing can be simulated to obtain the prediction results.

[0052] Step S130: If the prediction result indicates that the overheating risk of the target vehicle does not exceed the first safety threshold, the target gear of the target vehicle is adjusted to neutral so that a towing operation can be performed on the target vehicle.

[0053] The first safety threshold can be preset based on the target vehicle's model, battery type, and reducer model. For example, the first safety threshold can be set to 30% or medium risk. 30% is used to quantify the degree of overheating risk. The target gear is the current gear position of the target vehicle, such as drive (D), reverse (R), neutral (N), or park (P).

[0054] In practice, when the predicted overheating risk level does not exceed the first safety threshold, it indicates that the likelihood of the target vehicle's components being damaged due to overheating during towing operations is low. In this case, the target gear is set to neutral to cut off power transmission during towing, improving the safety of the towing operation. For example, if the predicted overheating risk level is low and the first safety threshold is medium risk, then the predicted overheating risk level does not exceed the first safety threshold, and the target gear can be corrected to neutral, decoupling the power coupling between the motor and the reducer.

[0055] After detecting a towing request, this embodiment does not directly execute the towing operation. Instead, it uses component status data to predict the overheating risk of the target vehicle under towing conditions. That is, it adds an overheating risk prediction before towing to pre-judge the overheating risk of the target vehicle under towing conditions. If the overheating risk level does not exceed the first safety threshold, it means that the probability of the target vehicle overheating under towing conditions is low. At this time, the target gear of the target vehicle is adjusted to neutral, and the towing operation is executed to avoid the problem of component overheating damage caused by blind towing, thereby improving the safety and reliability of the towing operation.

[0056] In other embodiments, the method further includes: generating a second warning message and sending the second warning message to a notification device when the prediction result indicates that the overheating risk level exceeds a first safety threshold; activating the cooling system of the target vehicle to cool down the target vehicle; wherein the cooling system includes a battery cooling circuit and / or an electric oil pump.

[0057] Specifically, when the predicted overheating risk exceeds the first safety threshold, it indicates a high risk of overheating if the target vehicle is towed directly in its current state, and towing cannot be performed immediately. To ensure towing safety, a second warning message is generated and sent to a notification device. This device can be the vehicle's dashboard, central control display, or a mobile device linked to the vehicle. The second warning message can be a text prompt, such as "High towing risk, cooling system activated," or an icon warning, such as a flashing thermometer icon or the words "Overheating Risk." It can also be accompanied by a beeping sound or voice announcement, such as "Please note that the vehicle currently has a high risk of overheating; do not tow immediately. The cooling system has been activated." This multi-sensory approach alerts the driver or relevant personnel to the high overheating risk and the inability to immediately perform towing, ensuring they are aware of the situation and preventing potential safety hazards during towing.

[0058] Simultaneously, to reduce the overheating risk of the target vehicle and ensure it meets towing requirements, the vehicle's cooling system is activated for cooling. The cooling system can selectively activate appropriate cooling circuits based on the actual source of overheating risk. For example, if the motor winding temperature gradient is high according to component status data, the electric water pump in the battery cooling circuit can be activated to accelerate coolant circulation and remove heat generated by the motor; if the reducer oil pressure change rate is abnormal, the electric oil pump is controlled to increase the lubricating oil circulation flow and pressure, enhancing lubrication and heat dissipation in the gear meshing area.

[0059] Furthermore, after activating the cooling system for cooling, the component status data of the target vehicle can be acquired again, and the overheating risk prediction process in step S120 can be repeated. If, after a preset cooling period, the latest prediction result still indicates that the overheating risk exceeds the first safety threshold, a third warning message is generated, indicating that the overheating risk cannot be reduced to a safe towing condition by the cooling system, and suggesting other rescue measures. If the latest countermeasure result indicates that the overheating risk does not exceed the first safety threshold, step S130 is executed to adjust the target gear of the target vehicle to neutral in order to perform a towing operation.

[0060] This application embodiment provides a risk warning and activates the cooling system when the overheating risk exceeds a first safety threshold. This proactively cools down the components of the target vehicle, effectively reducing the overheating risk and ensuring that the target vehicle meets the requirements for safe towing. It avoids situations where towing is abandoned or blindly attempted due to a high initial overheating risk, thus improving the reliability and safety of towing operations. Under the premise of ensuring the safety of vehicle components, it meets the user's towing needs.

[0061] To reduce data processing burden when acquiring component status data, this embodiment first determines the overheating time range during towing, and acquires component status data according to this overheating time range, avoiding invalid data collection during periods when there is no overheating risk during towing. The specific implementation is as follows: In response to a towing request for the target vehicle, acquiring component status data of at least one component in the target vehicle includes: in response to a towing request for the target vehicle, determining the overheating time range of the target vehicle during towing based on the target vehicle's current operating status and historical overheating information; determining the acquisition time for component status data based on the overheating time range; and acquiring component status data of at least one component in the target vehicle according to the acquisition time.

[0062] The current operating status includes the target vehicle's current gear position, accelerator pedal opening, brake pedal status, steering wheel angle, and component parameters of each key component; historical overheating information includes the time, cause, vehicle operating conditions at the time (such as driving speed, ambient temperature, load), component parameters, and processing results of overheating events that occurred in the target vehicle within a historical time period.

[0063] In practical implementation, determining the overheating time range of the target vehicle during towing, based on its current operating status and historical overheating information, specifically includes: identifying overheating events corresponding to the current operating status from historical overheating information, and extracting the time and duration of these events; using this time as the starting reference point for overheating risk, and combining it with the current operating status, determining the overheating time range of the target vehicle during this towing process. For example, if the current ambient temperature for this towing is 38℃, then overheating events occurring at an ambient temperature of 38℃ are selected from historical overheating information; if, in this overheating event, the motor winding temperature shows an abnormal upward trend within 5 to 12 minutes after the start of towing, with an average duration of 7 minutes, then the overheating time range can be determined as 4 to 14 minutes after the start of towing, appropriately expanding the time window compared to historical overheating events to address higher ambient temperature risks.

[0064] Furthermore, according to a preset data acquisition interval, the overheating time range is divided into multiple time points, with each time point serving as an acquisition time. For example, if the acquisition interval is 60 seconds and the overheating time range is from the 4th to the 14th minute after the towing begins, the acquisition times can be set to the 4th, 5th, 6th, ..., 14th minute after the towing begins, for a total of 11 acquisition times. By acquiring component status data according to each acquisition time, risk detection of the target vehicle can be effectively performed while reducing the amount of data processing.

[0065] This application embodiment uses historical overheating information of the target vehicle to reflect the overheating pattern of the target vehicle over a historical period. By combining the current operating status with the overheating pattern of the target vehicle over a historical period, the overheating time range in which the target vehicle may reach an overheating state during towing can be effectively determined. Based on this overheating time range, the acquisition time of component status data is determined, and component status data is acquired according to this acquisition time. This ensures effective prediction of the overheating risk of the target vehicle while reducing data collection redundancy, avoiding increased vehicle energy consumption and data processing burden due to indiscriminate continuous data collection, and reducing resource waste.

[0066] When predicting the overheating risk of a target vehicle, machine learning can be used to improve prediction accuracy. Optionally, based on component state data, the overheating risk of the target vehicle in a towed state is predicted to obtain the prediction result, including: inputting the component state data into a risk prediction model, using the risk prediction model to determine the overheating trend characteristics of the component state data, predicting the probability value corresponding to the overheating risk of the target vehicle in a towed state based on the overheating trend characteristics, and using the probability value as the prediction result; or, inputting the component state data into a risk prediction model, using the decision tree in the risk prediction model and the component state data to make a decision on the overheating risk of the target vehicle in a towed state, obtaining the overheating risk level of the target vehicle in a towed state, and using the overheating risk level as the prediction result.

[0067] In some embodiments, the risk prediction model is constructed using a long short-term memory network, which can effectively process time-series data and capture long-term dependencies, making it suitable for overheating risk prediction based on continuously collected component status data.

[0068] Specifically, when the risk prediction model employs a Long Short-Term Memory (LSTM) network, the component state data is a time-series data sequence divided by time windows. This means that component state parameters are continuously collected at multiple time points according to preset time intervals (e.g., every 500 milliseconds or 1 second), forming an input vector containing a time dimension. For example, if data are collected for motor winding temperature, motor winding temperature gradient, battery pack temperature, maximum internal temperature difference of the battery pack, reducer oil pressure, and reducer oil pressure change rate, and the time window length is set to 10 seconds with a time interval of 1 second, then each input vector contains 6 × 10 = 60 data points, forming a 6x10 matrix. This matrix is ​​input to the input layer of the LSM network. The network uses a gating mechanism to selectively memorize and forget data, extracting the dynamic change characteristics of component state data at different time steps, i.e., overheating trend characteristics. Based on these overheating trend characteristics, the network accurately captures the temperature change patterns of components such as the motor and battery pack over time, thereby determining the probability value corresponding to the overheating risk of the target vehicle in a towing state, and using the probability value as the prediction result. For example, the probability value can be a specific number between 0 and 1, such as 0.85, which represents an 85% probability of overheating risk for the target vehicle when it is in a towed state.

[0069] In other embodiments, a decision tree voting method can be used to determine overheating risk. In this case, the risk prediction model contains multiple independently trained decision trees. Each decision tree independently judges the overheating risk level of the target vehicle based on a different subset of component state data and splitting rules. Based on the output of each decision tree, the final overheating risk level is determined and set as the prediction result.

[0070] For example, the first decision tree in the risk prediction model can classify risk levels based on temperature-related features such as motor winding temperature and maximum internal temperature difference of the battery pack; the second decision tree can classify risk levels based on lubrication-related features such as reducer oil pressure and reducer oil pressure change rate. During the prediction process, component state data is input into each decision tree, and each decision tree outputs an independent risk level judgment (e.g., low risk, medium risk, high risk). Then, the risk prediction model statistically votes on the outputs of all decision trees, and the risk level with the most votes is taken as the final prediction result. For example, if 7 out of 10 decision trees judge it as medium risk, 2 as low risk, and 1 as high risk, then the final prediction result is determined to be medium risk. This ensemble learning method based on voting from multiple decision trees can effectively reduce the overfitting risk of a single decision tree and is suitable for scenarios with high-dimensional component state data and complex relationships between features.

[0071] This application provides two methods for accurately predicting the overheating risk of a target vehicle in a towing state using component status data through risk prediction models. The first method determines overheating trend characteristics based on component status data, predicts the overheating risk of the target vehicle based on these characteristics, and accurately obtains the probability value corresponding to the overheating risk, achieving a quantitative assessment of the overheating risk and facilitating intuitive judgment of the risk level. The second method uses decision trees to make decisions on the overheating risk, obtaining an overheating risk level, which can more clearly divide the risk range and meet the needs of risk judgment in different scenarios. Both methods achieve efficient prediction of the overheating risk of a target vehicle in a towing state.

[0072] To further ensure vehicle safety during towing, the method in this application embodiment also includes monitoring the real-time status of the target vehicle. Specifically, the method further includes: determining the actual heat information generated by the target vehicle during towing; generating a prediction error based on the prediction result and the actual heat information; and adjusting the model parameters of the risk prediction model based on the prediction error, so as to perform overheat risk prediction on the target vehicle based on the risk prediction model with adjusted parameters.

[0073] The actual heat information includes directly measurable thermophysical quantities such as the real-time temperature of the motor windings, the surface temperature of the reducer housing, and the maximum temperature of the battery pack cells during the trailer operation. It can also be calculated from the real-time power loss data obtained by collecting the induced current and voltage data of the motor during passive rotation using a current sensor.

[0074] In practice, the actual overheating level of the target vehicle can be determined based on actual heat information. The overheating risk level represented by the predicted result is compared with the actual overheating level to determine the prediction error. For example, if the predicted overheating risk level is quantified as 85%, while the motor winding temperature remains stable at 80°C during actual towing, the corresponding actual overheating level is quantified as 50%, then the prediction error is 35%. Furthermore, based on this prediction error, the weight parameters and threshold parameters of the risk prediction model can be adjusted in reverse, making the adjusted model more closely reflect the actual thermal characteristics of the target vehicle.

[0075] In some embodiments, actual heat information during the trailer loading process can be acquired periodically, and the prediction error for each cycle can be calculated. The model parameters can then be dynamically optimized based on the prediction error of at least one cycle. For example, if each cycle is set to 5 minutes, and the average prediction error for three consecutive cycles exceeds 15%, a fine-tuning mechanism for the model parameters is triggered until the prediction error stabilizes within the target allowable range.

[0076] In other embodiments, the timing for acquiring actual heat information can be determined based on road conditions during the towing process. For example, when towing on a flat road, the vehicle travels smoothly, components experience relatively uniform stress, and the heat generation rate is relatively stable; in this case, actual heat information can be acquired every 10 minutes. However, when towing on rugged mountain roads or continuous slopes, the vehicle experiences increased bumps, the gear meshing impact of the reducer increases, and the passive rotation speed of the motor fluctuates more frequently, resulting in a faster change in the heat generation rate. In this case, the acquisition frequency needs to be shortened to once every 3 minutes to more promptly capture abnormal heat changes and provide more accurate real-time information for model parameter adjustment. By dynamically adjusting the information acquisition frequency in conjunction with road conditions, data redundancy and computational resource waste caused by frequent acquisition on flat roads can be avoided, while ensuring accurate capture of heat changes under complex road conditions, improving the timeliness and effectiveness of model parameter adjustment.

[0077] This application embodiment achieves dynamic optimization of the risk prediction model by continuously monitoring actual heat information and calculating prediction errors during the towing process. This makes the risk prediction model adaptive, and it can continuously optimize its prediction capabilities and improve the accuracy of overheat risk prediction as the vehicle usage time increases and actual operating data accumulates.

[0078] In actual towing operations, common errors include rear wheels touching the ground and towing speeds exceeding 30 km / h. Such improper towing behavior forces the drive motor to operate as a generator, generating back electromotive force and potentially causing overcurrent and overvoltage risks.

[0079] Based on this, this application proposes a safe operating method to avoid safety problems caused by improper dragging behavior. Specifically, after adjusting the target gear of the target vehicle to neutral, the method further includes: sending a disconnect command to the coupling device between the motor and the reducer of the target vehicle to decouple the power coupling between the motor and the reducer.

[0080] The coupling device connects the motor output shaft and the reducer input shaft to transmit or disconnect power. The coupling device includes an electromagnetic locking device and / or a clutch. An electromagnetic locking device is a locking mechanism that uses electromagnetic force to engage or disengage, typically consisting of an electromagnet, armature, friction plates, and a return spring. When the coil is energized, it generates electromagnetic attraction, pressing the friction plates together or engaging the gear sleeve, thus rigidly connecting the motor output shaft and the reducer input shaft. When the power is de-energized, the attraction disappears, and the return spring pulls the friction plates or gear sleeve apart, immediately cutting off power transmission. Compared to traditional hydraulic or mechanical clutches, it offers faster response, simpler control, and no leakage. A clutch is a controllable coupling device that achieves "engagement-transmission" or "disengagement-cutoff" of power between the driving and driven ends through mechanical friction or gear meshing. For example, a wet multi-plate clutch can be used, which adjusts the clamping force between the friction plates by controlling the pressure of the hydraulic oil to achieve smooth engagement and disengagement of power transmission.

[0081] In towing scenarios, even if the target vehicle is in neutral, the motor output shaft may still remain in passive contact with the reducer gears due to inertia, improper towing operations, and road bumps. By sending a disconnect command to the coupling device, the motor and reducer can be completely disconnected mechanically, preventing the rear wheels from rotating and dragging the motor back through the reducer during towing.

[0082] For example, if the coupling device is an electromagnetic locking device, upon receiving a disconnect command, the coil is de-energized, and the return spring drives the friction plates to separate, completely interrupting the power transmission path between the motor output shaft and the reducer input shaft. At this time, regardless of how the rear wheels rotate, the motor rotor remains stationary, preventing electromagnetic induction and eliminating the risk of overcurrent and overvoltage. If the coupling device is a wet multi-plate clutch, the disconnect command will trigger the hydraulic system to depressurize, and the friction plates will separate under the action of the return spring, similarly achieving power decoupling between the motor and the reducer. This ensures that the motor is in a no-load, stationary state during trailer operation, further improving the safety of trailer operation.

[0083] In this embodiment, when the vehicle is in neutral, the power coupling between the motor and the reducer is disconnected, severing the physical connection between them and completely blocking the linkage path between the rear wheels and the motor. Therefore, when the vehicle is towed, the risk of back electromotive force generated by the motor due to passive rotation can be effectively avoided, preventing damage to the target vehicle components from overcurrent and overvoltage caused by back electromotive force, thus ensuring electrical safety during towing from a mechanical structural perspective.

[0084] Furthermore, after adjusting the target gear of the target vehicle to neutral, the process also includes: continuously collecting component status data while the target vehicle is in a towing state, and performing an overheating risk prediction on the target vehicle based on the latest collected component status data to obtain the latest prediction result; if the latest prediction result indicates that the overheating risk of the target vehicle exceeds a second safety threshold, generating a first warning message and sending the first warning message to a notification device; wherein the first safety threshold is less than the second safety threshold.

[0085] In this embodiment, component status data of the target vehicle can be collected according to a preset collection cycle. For example, the preset collection cycle is every 30 seconds or 1 minute. The component status data includes not only the temperature gradient of the motor windings, the maximum temperature difference inside the battery pack, and the rate of change of the reducer oil pressure, but also the induced current and voltage when the motor is passively rotating.

[0086] In practice, the latest collected component status data is input into the risk prediction model to predict the overheating risk of the target vehicle in the current towing state in real time. The overheating risk level of the target vehicle represented by the prediction result is compared with a second safety threshold. The second safety threshold is used to determine whether an immediate warning is needed during towing. Since the target vehicle is already being towed, to reduce excessive interference with the towing operation and ensure that components are not damaged, the second safety threshold is usually set higher than the first safety threshold. For example, the quantified value of the overheating risk level corresponding to the first safety threshold is 30%, while the quantified value corresponding to the second safety threshold is 60%. If the overheating risk level exceeds the second safety threshold, it indicates that the overheating risk of the target vehicle in the current towing state has reached a level requiring urgent attention. At this time, a first warning message is generated and sent to the alerting device. For example, the first warning message reflects the message "Extremely high overheating risk during towing, please stop towing immediately."

[0087] Furthermore, upon receiving the initial warning information, the alerting device will display it as a targeted notification. For example, the vehicle's dashboard will prioritize displaying the flashing red text warning and continuously illuminate the corresponding malfunction indicator light; the central control display screen will pop up a full-screen warning interface to enhance visual impact; and the mobile terminal linked to the vehicle will simultaneously push a notification message containing the warning content and trigger a vibration alert. If the target vehicle is equipped with an in-vehicle voice assistant, the warning information will be repeated in a clear and urgent tone through the voice assistant, ensuring that even if the driver or towing personnel do not actively check the dashboard or central control screen, they can be promptly informed of the current emergency, thereby responding quickly and taking necessary measures such as stopping the towing, to prevent irreversible damage to vehicle components due to the continuously increasing risk of overheating.

[0088] This embodiment of the application continuously monitors overheating risks during towing, enabling timely warnings of sudden overheating risks even when the target vehicle is already in a towing state. This ensures that towing personnel can quickly detect risks and take appropriate measures, improving the safety of towing operations. Furthermore, by setting a second safety threshold higher than the first safety threshold, frequent false alarms caused by excessively low threshold settings are avoided, while rapid alerts are provided when a genuine high risk occurs. This ensures towing safety while also maintaining the continuity and efficiency of towing operations.

[0089] The embodiments of the trailer control method have been described in detail above. In order to enable those skilled in the art to further understand the technical solution of this method, specific application scenarios are given below.

[0090] In this embodiment, when the ignition switch of the target vehicle is detected to be turned on, the rear axle control system immediately enters the working state and begins to listen for "tow mode" request signals from the vehicle's infotainment system or mobile terminal device. Once the request signal is received, the rear axle control system will automatically activate the towing predictive strategy module. Through the towing predictive strategy module, several key data closely related to the vehicle's operating status are collected in real time, including parameters such as the temperature gradient change of the motor windings, the maximum temperature difference inside the battery pack, and the rate of change of the reducer oil pressure.

[0091] To ensure the accuracy and real-time nature of data acquisition, a higher sampling frequency can be used. For example, a sampling frequency greater than or equal to 20Hz can be employed. Subsequently, the acquired data is synchronously transmitted via the controller local area network bus and finally transmitted to the rear axle control system.

[0092] To improve data accuracy and effectiveness, data preprocessing can be performed on the collected motor winding temperature gradient, maximum internal temperature difference of the battery pack, and reducer oil pressure change rate. For example, data preprocessing may include the following steps: First, outliers in the collected motor winding temperature gradient, maximum internal temperature difference of the battery pack, and reducer oil pressure change rate are identified. These outliers are replaced with linear interpolation of nearby valid values ​​to avoid interference from extreme data in subsequent model predictions. Next, feature engineering is performed on the preprocessed data. For example, time-series feature extraction is performed on the motor winding temperature gradient, calculating the mean, variance, and maximum first-order difference within a 5-minute sliding window to capture the dynamic trend of temperature changes. Cross-feature construction is performed on the maximum internal temperature difference of the battery pack and the reducer oil pressure change rate to generate coefficients reflecting the correlation of heat transfer between different components, further enriching the model input feature dimensions and improving the sensitivity and accuracy of risk prediction. The feature-engineered data can also be normalized to obtain the input data for the risk prediction model.

[0093] Furthermore, the input data is fed into a risk prediction model, which is a 5-second-level system failure probability prediction model based on the fusion of a long short-term memory network and a physical model. The risk prediction model determines the overheating risk level of the target vehicle in a towing state. If the overheating risk level is less than 30%, the rear axle control system automatically sends a neutral request to the transmission controller, corrects the target gear to neutral, and decouples the power coupling between the motor and the reducer. For example, after receiving the neutral request, the transmission controller controls the shift actuator to switch the transmission gear set to neutral, and simultaneously sends a neutral engagement signal back to the rear axle control system. After confirming neutral engagement, the rear axle control system immediately sends a disengagement command to the electromagnetic locking device or wet multi-plate clutch between the motor and the reducer. For the electromagnetic locking device, the coil is de-energized, the return spring pulls the friction plates apart, and the motor output shaft is completely disengaged from the reducer input shaft; for the wet multi-plate clutch, the hydraulic system is depressurized, and the friction plates separate under the action of the return spring, achieving power disconnection. After completing the above operations, the vehicle enters the safe towing preparation state. The rear axle control system will send a "towing permitted" prompt message to the driver or towing personnel through the vehicle's infotainment system, forming a closed-loop control logic to ensure that the operation is traceable and the status is verifiable.

[0094] If the overheating risk level is ≥30%, shifting to neutral will be refused, and a pop-up message will appear on the vehicle's dashboard and / or mobile terminal stating, "Current condition is not suitable for towing; please try again after cooling." Further, the cooling system can be activated to cool the target vehicle. For example, activating the cooling system can be achieved by activating the vehicle's liquid cooling cycle. For instance, if the target vehicle is equipped with an independent motor cooling circuit, the cooling system will control the electronic water pump to run at maximum speed, accelerating the circulation of coolant between the motor water jacket and the radiator, while simultaneously driving the cooling fan to rotate at high speed to improve the radiator's heat dissipation efficiency. For the battery pack, the built-in liquid cooling plate circulation or forced air cooling fan can be activated to dissipate heat from the battery pack through heat exchange. During the cooling process, the rear axle control system continuously monitors the changing trends of thermophysical quantities such as the motor winding temperature and the maximum temperature of individual battery cells. When the overheating risk level is detected to drop below 30%, shifting to neutral and disengaging the power coupling is allowed, and the dashboard and mobile terminal will update the message to "Cooling complete; towing operation is possible." If the overheating risk level still does not drop below the threshold after a preset cooling time (e.g., 30 minutes), a fault diagnosis message will be generated, indicating "The cooling system is abnormal and cannot reduce the overheating risk. Please contact a professional for repair." This will prevent the vehicle from being forcibly towed if there is a potential cooling system malfunction.

[0095] During actual towing, the rear axle control system continuously updates the motor winding temperature gradient, the maximum internal temperature difference of the battery pack, and the reducer oil pressure change rate at a frequency of 30Hz. Based on the updated motor winding temperature gradient, the maximum internal temperature difference of the battery pack, and the reducer oil pressure change rate, it predicts the overheating risk level of the target vehicle. If the overheating risk level is ≥60%, a Level 3 alarm is immediately triggered. For example, a red towing icon flashes on the vehicle's dashboard, a buzzer sounds, and a push notification is sent to the mobile terminal stating, "Danger: Towing! Stop immediately! The system has detected a risk of lubrication failure." If the overheating risk level is <60% but ≥45%, a Level 2 alarm is triggered. At this time, a yellow towing icon is displayed on the dashboard, accompanied by intermittent buzzing, and the mobile terminal receives a prompt message stating, "Caution: Towing! The system has detected an abnormal temperature rise. Please slow down and check." If the overheating risk level is <45% but ≥30%, a Level 1 alarm is triggered. A blue towing icon is displayed on the dashboard, and the mobile terminal sends a prompt stating, "Towing Caution: The system has detected a slight heat fluctuation. It is recommended to pay attention to the towing status." A multi-level alarm mechanism allows for differentiated warning strategies based on varying degrees of overheating risk, enabling tow truck personnel to intuitively understand the current risk level and take appropriate countermeasures. For example, a Level 1 alarm necessitates increased observation, a Level 2 alarm prompts consideration of slowing down or briefly stopping for inspection, and a Level 3 alarm triggers an immediate halt to towing operations, thus achieving refined management of overheating risks during towing.

[0096] Finally, for each towing process, a complete record of key information, including data collected during the towing process, prediction results, warning information triggering, and model parameter adjustment records, is created to form a towing log file. This log file contains detailed information such as towing start time, end time, towing speed curve, component status data time series, input and output values ​​of the risk prediction model, prediction error trend, warning information triggering time and content, and comparison data before and after model parameter adjustments. This data can be stored locally on the target vehicle's storage module or uploaded to a cloud server to provide data support for subsequent backtracking analysis of the towing process, continuous optimization of the risk prediction model, and vehicle fault diagnosis.

[0097] This application embodiment predicts overheating risk through the rear axle control system. Specifically, the rear axle control system integrates a risk prediction model and execution logic, independent of the vehicle controller or transmission control unit, achieving low-latency, high-reliability, and independent decision-making. Furthermore, the risk prediction model can combine multiple physical parameters such as battery, motor, and reducer for judgment, avoiding the limitations of traditional methods relying on a single parameter. By implementing dual-layer overheating risk prevention before and during towing, safety supervision of the entire towing process is achieved, enhancing the overall safety protection capability of the target vehicle in towing scenarios. Simultaneously, disconnecting the power coupling between the motor and reducer after shifting to neutral effectively avoids the generation of back electromotive force, preventing overcurrent and overvoltage impacts on components and significantly increasing component lifespan.

[0098] The above text combined Figure 1 The present application describes in detail the embodiments of the trailer control method, which are described below in conjunction with... Figure 2 This application provides a detailed description of embodiments of the trailer control device. It should be understood that the descriptions of the trailer control method embodiments correspond to the descriptions of the trailer control device embodiments; therefore, any parts not described in detail can be found in the preceding method embodiments.

[0099] Figure 2 The diagram shown is a structural schematic of a trailer control device provided in one embodiment of this application. Figure 2 As shown, the trailer control device 20 provided in this embodiment includes: The data acquisition module 210 is used to acquire component status data of at least one component in the target vehicle in response to a towing request for the target vehicle. The risk prediction module 220 is used to predict the overheating risk of the target vehicle in a trailer state based on component status data, and obtain the prediction result. The gear adjustment module 230 is used to adjust the target gear of the target vehicle to neutral when the overheating risk level of the target vehicle as indicated by the prediction result does not exceed a first safety threshold, so as to perform a towing operation on the target vehicle.

[0100] In one embodiment of this application, the risk prediction module 220 is further configured to: input component status data into a risk prediction model; use the risk prediction model to determine the overheating trend characteristics of the component status data; predict the probability value corresponding to the overheating risk of the target vehicle in a towing state based on the overheating trend characteristics; and use the probability value as the prediction result; or, input component status data into a risk prediction model; use the decision tree in the risk prediction model and the component status data to vote on the overheating risk of the target vehicle in a towing state; determine the overheating risk level of the target vehicle in a towing state based on the voting results; and use the overheating risk level as the prediction result.

[0101] In one embodiment of this application, the risk prediction module 220 is further configured to: determine the actual heat information generated by the target vehicle during the towing process; generate a prediction error based on the prediction result and the actual heat information; and adjust the model parameters of the risk prediction model based on the prediction error, so as to perform overheat risk prediction on the target vehicle based on the risk prediction model with adjusted parameters.

[0102] In one embodiment of this application, the trailer control device further includes: a disconnection module, used to send a disconnection command to the coupling device between the motor and the reducer of the target vehicle after the target gear of the target vehicle is adjusted to neutral, so as to release the power coupling between the motor and the reducer; wherein the coupling device includes an electromagnetic locking device and / or a clutch.

[0103] In one embodiment of this application, the trailer control device further includes: a data acquisition module, configured to continuously acquire component status data after the target gear of the target vehicle is adjusted to neutral, while the target vehicle is in a trailer state, and perform overheat risk prediction on the target vehicle based on the latest acquired component status data to obtain the latest prediction result; if the latest prediction result indicates that the overheat risk level of the target vehicle exceeds a second safety threshold, generate a first warning message and send the first warning message to a prompting device; wherein the first safety threshold is less than the second safety threshold.

[0104] In one embodiment of this application, the trailer control device further includes: a warning module, used to generate a second warning message and send the second warning message to a prompting device when the prediction result indicates that the overheating risk level exceeds a first safety threshold; and to activate the cooling system of the target vehicle to cool down the target vehicle; wherein the cooling system includes a battery cooling circuit and / or an electric oil pump.

[0105] In one embodiment of this application, the trailer control device further includes at least one of the following: motor winding temperature, motor winding temperature gradient, battery pack temperature, maximum internal temperature difference of the battery pack, reducer oil pressure, and reducer oil pressure change rate.

[0106] In one embodiment of this application, the data acquisition module 210 is further configured to, in response to a towing request for the target vehicle, determine the overheating time range of the target vehicle during the towing process based on the current operating status and historical overheating information of the target vehicle; determine the acquisition time of component status data based on the overheating time range; and acquire component status data of at least one component in the target vehicle according to the acquisition time.

[0107] In this embodiment, after detecting a towing request, the towing operation is not executed directly. Instead, component status data is used to predict the overheating risk of the target vehicle under towing conditions. That is, an overheating risk prediction is added before towing to pre-judge the overheating risk of the target vehicle under towing conditions. If the overheating risk level does not exceed a first safety threshold, it means that the probability of the target vehicle overheating under towing conditions is low. At this time, the target gear of the target vehicle is adjusted to neutral, and the towing operation is executed to avoid the problem of component overheating damage caused by blind towing, thereby improving the safety and reliability of towing operations.

[0108] It is worth noting that in the above embodiments of the trailer control device, the various units and modules included are only divided according to functional logic, but are not limited to the above division, as long as the corresponding functions can be achieved; in addition, the specific names of each functional unit are only for easy differentiation and are not used to limit the scope of protection of the present invention.

[0109] Below, for reference Figure 3 To describe the vehicle according to embodiments of this application. Figure 3 The diagram shown is a structural schematic of a vehicle provided in an exemplary embodiment of this application.

[0110] like Figure 3 As shown, vehicle 30 includes one or more processors 301 and memory 302.

[0111] The processor 301 may be a central processing unit (CPU) or other form of processing unit with data processing capabilities and / or instruction execution capabilities, and may control other components in the vehicle 30 to perform desired functions.

[0112] The memory 302 may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. Volatile memory may include, for example, random access memory (RAM) and / or cache memory. Non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 301 may execute the program instructions to implement the trailer control methods of the various embodiments of this application described above and / or other desired functions.

[0113] In one example, vehicle 30 may also include input device 303 and output device 304, which are interconnected via a bus system and / or other forms of connection mechanism (not shown).

[0114] The input device 303 may include, for example, a keyboard, a mouse, etc.

[0115] The output device 304 can output various information to the outside. The output device 304 may include, for example, a display, a speaker, a printer, and a communication network and its connected remote output devices, etc.

[0116] Of course, for the sake of simplicity, Figure 3 Only some of the components of vehicle 30 relevant to this application are shown in this illustration; components such as buses, input / output interfaces, etc., are omitted. In addition, vehicle 30 may include any other suitable components depending on the specific application.

[0117] In addition to the methods and apparatus described above, embodiments of this application may also be computer program products, which include computer program instructions that, when executed by a processor, cause the processor to perform the steps of the trailer control methods according to various embodiments of this application as described above.

[0118] Computer program products can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of this application. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0119] Furthermore, embodiments of this application may also be computer-readable storage media storing computer program instructions thereon, which, when executed by a processor, cause the processor to perform the steps in the trailer control methods according to the various embodiments of this application described above.

[0120] Computer-readable storage media may take the form of any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may, for example, include, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: electrical connections having one or more wires, portable disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0121] The basic principles of this application have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this application are merely examples and not limitations, and should not be considered as essential features of each embodiment of this application. Furthermore, the specific details of the above application are for illustrative and facilitative purposes only, and are not limitations. These details do not limit the application to the necessity of employing the aforementioned specific details for implementation.

[0122] The block diagrams of devices, apparatuses, devices, and systems involved in this application are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, devices, and systems can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the terms “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0123] It should also be noted that in the apparatus, equipment, and methods of this application, the components or steps can be disassembled and / or recombined. These disassemblies and / or recombinations should be considered as equivalent solutions of this application.

[0124] The above description of the claimed aspects is provided to enable any person skilled in the art to make or use this application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of this application. Therefore, this application is not intended to be limited to the aspects shown herein, but rather to be applied within the widest scope consistent with the principles and novel features of this application.

[0125] The above description has been given for illustrative and descriptive purposes. Furthermore, this description is not intended to limit the embodiments of this application to the forms described herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

Claims

1. A trailer control method, characterized in that, include: In response to a towing request for a target vehicle, acquire component status data of at least one component in the target vehicle; Based on the component status data, the overheating risk of the target vehicle in trailer mode is predicted, and the prediction result is obtained. If the prediction result indicates that the overheating risk of the target vehicle does not exceed a first safety threshold, the target gear of the target vehicle is adjusted to neutral in order to perform a towing operation on the target vehicle.

2. The method according to claim 1, characterized in that, The method of predicting the overheating risk of the target vehicle in a trailer state based on the component status data, and obtaining the prediction result, includes: The component status data is input into a risk prediction model. The risk prediction model is then used to determine the overheating trend characteristics of the component status data. Based on these overheating trend characteristics, the probability value corresponding to the overheating risk of the target vehicle in the trailer state is predicted. This probability value is then used as the prediction result. Alternatively... The component status data is input into the risk prediction model. Using the decision tree in the risk prediction model and the component status data, a decision is made on the overheating risk of the target vehicle in the trailer state, and the overheating risk level of the target vehicle in the trailer state is obtained. The overheating risk level is used as the prediction result.

3. The method according to claim 2, characterized in that, Also includes: Determine the actual heat generated by the target vehicle during the towing process; Based on the prediction results and the actual heat information, a prediction error is generated; The model parameters of the risk prediction model are adjusted based on the prediction error, so as to perform overheat risk prediction on the target vehicle based on the risk prediction model with adjusted parameters.

4. The method according to claim 1, characterized in that, After adjusting the target gear of the target vehicle to neutral, the method further includes: Send a disconnect command to the coupling device between the motor and the reducer of the target vehicle to decouple the power between the motor and the reducer; The coupling device includes an electromagnetic locking device and / or a clutch.

5. The method according to claim 1, characterized in that, After adjusting the target gear of the target vehicle to neutral, the process further includes: While the target vehicle is in the trailer state, the component status data is continuously collected, and an overheating risk prediction is performed on the target vehicle based on the latest collected component status data to obtain the latest prediction result; If the latest prediction result indicates that the overheating risk level of the target vehicle exceeds the second safety threshold, a first warning message is generated and sent to the alerting device. Wherein, the first security threshold is less than the second security threshold.

6. The method according to claim 1, characterized in that, Also includes: If the prediction result indicates that the overheating risk exceeds the first safety threshold, a second warning message is generated and sent to the alerting device. The cooling system of the target vehicle is activated to cool down the target vehicle. The cooling system includes a battery cooling circuit and / or an electric oil pump.

7. The method according to claim 1, characterized in that, The component status data includes at least one of the following: motor winding temperature, motor winding temperature gradient, battery pack temperature, maximum internal temperature difference of the battery pack, reducer oil pressure, and reducer oil pressure change rate.

8. The method according to any one of claims 1 to 7, characterized in that, The step of acquiring component status data of at least one component in the target vehicle in response to a towing request includes: In response to the towing request for the target vehicle, the overheating time range of the target vehicle during the towing process is determined based on the current operating status and historical overheating information of the target vehicle. Based on the overheating time range, the acquisition time of the component status data is determined; According to the acquisition time, acquire the component status data of at least one component in the target vehicle.

9. A computer-readable storage medium, characterized in that, The storage medium stores a computer program for executing the trailer control method according to any one of claims 1 to 8.

10. A vehicle, characterized in that, include: processor; Memory used to store the processor's executable instructions; The processor is used to execute the trailer control method according to any one of claims 1 to 8.

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