Vehicle control method and vehicle

Abstract

The invention provides a vehicle control method and a vehicle, and relates to the technical field of vehicle control. The method comprises the following steps: acquiring battery state data and navigation data of a vehicle; according to the battery state data and the navigation data, whether a battery of the vehicle enters a high-load operation state or not is pre-judged; if it is pre-judged that the battery is about to enter the high-load operation state, the multiple preset areas of the vehicle are humidified according to the areas before the battery enters the high-load operation state, the safety and reliability of the battery in the high-load operation state are improved, meanwhile, static electricity accumulation is effectively restrained, and the service life of the battery is prolonged. And the stability of the insulating property of the high-voltage system of the vehicle is guaranteed, so that the overall safety risk of the vehicle is reduced, and the safety of the vehicle is improved. In addition, the multiple preset areas of the vehicle are subjected to regional humidification treatment, and the problem of resource waste or improper local humidity caused by global homogenization humidification is avoided.

Description

Technical Field

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

[0002] With the increasing demand for travel, cars have become the preferred mode of transportation for most people. For some cars, such as new energy vehicles, the working state of the battery affects the vehicle's power performance and safety performance during operation. In particular, when the battery enters a high-load operating state, the overall safety risk of the vehicle increases significantly.

[0003] Therefore, there is an urgent need for a technology that can reduce the overall safety risks of a vehicle and improve its safety when the battery is operating under high load. Summary of the Invention

[0004] This application provides a vehicle control method and a vehicle to reduce the overall safety risk of the vehicle and improve vehicle safety when the battery enters a high-load operating state.

[0005] In a first aspect, embodiments of this application provide a vehicle control method, including: Obtain vehicle battery status data and navigation data; Based on battery status data and navigation data, predict whether the vehicle's battery will enter a high-load operating state; If it is predicted that the battery will enter a high-load operating state, then before the battery enters the high-load operating state, multiple preset areas of the vehicle will be humidified in different areas.

[0006] Based on the aforementioned technical content, this application embodiment uses data from two dimensions—battery status data and navigation data—to predict whether the battery will enter a high-load operating state. Then, before the battery enters this high-load operating state, it performs pre-humidification treatment on multiple preset areas of the vehicle. This ensures that each preset area is in a suitable humidity environment when the battery enters a high-load operating state, eliminating the time lag in humidity increase to the appropriate humidity level. This effectively avoids the adjustment lag problem under high-load operating conditions, improving the safety and reliability of the battery. It also effectively suppresses static electricity accumulation, ensuring the stability of the insulation performance of the vehicle's high-voltage system, thus reducing the overall safety risk of the vehicle and improving vehicle safety. Furthermore, performing pre-humidification treatment on multiple preset areas of the vehicle allows for independent control of the humidity in each preset area according to its needs, avoiding resource waste or inappropriate local humidity caused by uniform humidification across the entire area.

[0007] In one possible implementation, after performing zoned humidification treatment on multiple preset areas of the vehicle, the method further includes: After the zoned humidification treatment is started, the vehicle's preset parameters are monitored; Based on preset parameters, determine whether the vehicle is malfunctioning, and take appropriate action if malfunctions occur.

[0008] In this embodiment, after the humidification is started in different zones, the abnormal state after the humidification is started can be quickly identified by real-time monitoring of preset parameters, and the processing mechanism can be activated in a timely manner to prevent the abnormal state from continuing to deteriorate, thereby further improving the safety of the vehicle when the battery is under high load.

[0009] In one possible implementation, the preset parameters include insulation resistance value, electrostatic data, and humidity data for each preset area; Based on preset parameters, determine whether the vehicle has any abnormalities, including: Based on the insulation resistance value and the preset insulation threshold, determine whether the vehicle has an insulation abnormality; Based on the static electricity data and the preset static electricity threshold, determine whether the vehicle has experienced static electricity abnormalities; For each preset area, based on humidity data and preset humidity thresholds, it is determined whether the preset area has abnormal humidity.

[0010] Here, by monitoring insulation resistance values, electrostatic data, and humidity data for each preset area, several core abnormalities of the vehicle—namely, insulation abnormalities, electrostatic abnormalities, and humidity abnormalities—are accurately identified when the battery is operating under high load, thus achieving precise identification of vehicle anomalies. Furthermore, setting corresponding judgment logic for different preset parameters helps improve the accuracy of identifying vehicle anomalies.

[0011] In one possible implementation, exception handling includes: When a static electricity abnormality occurs in the vehicle, the atomizer power supply circuit is interrupted, and the static electricity elimination device is activated to eliminate the static electricity. When an insulation abnormality occurs in the vehicle, the high-voltage main relay is shut off. For each preset area, when an abnormal humidity occurs in the preset area, the target atomization amount of the atomizer in the preset area is determined based on the current humidity data of the preset area, and the current atomization amount of the atomizer is adjusted according to the target atomization amount.

[0012] Here, different handling strategies are adopted for different types of anomalies. For example, in the event of a static electricity anomaly, the static eliminator is activated to eliminate static electricity while simultaneously interrupting the atomizer's power supply circuit to ensure vehicle safety. In the event of an insulation anomaly, the high-voltage main relay is shut off to prevent risks such as leakage and short circuits, thus improving safety. In the event of a humidity anomaly, the atomization volume of the atomizer is dynamically adjusted to bring the humidity of the preset area to a suitable range, ensuring humidification and protection effects while effectively preventing excessive humidity.

[0013] In one possible implementation, the preset humidity threshold includes a first preset humidity threshold and a second preset humidity threshold, wherein the second preset humidity threshold is greater than the first preset humidity threshold; Based on the current humidity data of the preset area, determine the target atomization amount of the atomizer within the preset area, including: For each preset area, if the current humidity data of the preset area is greater than the first preset humidity threshold and less than the second preset humidity threshold, then the target atomization amount of the atomizer in the preset area is determined as the baseline atomization amount. If the current humidity data of the preset area is less than the first preset humidity threshold, then the target atomization amount of the atomizer in the preset area is determined to be the first atomization amount; the first atomization amount is greater than the reference atomization amount. If the current humidity data of the preset area is greater than the second preset humidity threshold, then the target atomization amount of the atomizer in the preset area is determined to be the second atomization amount; the second atomization amount is less than the reference atomization amount.

[0014] This application embodiment increases the atomization amount when the humidity data is less than a first preset humidity threshold and decreases the atomization amount when it is greater than a second preset humidity threshold. This ensures that the humidity of each preset area is maintained within a suitable range of the first and second preset humidity thresholds, effectively reducing the insulation and electrostatic risks of the battery under high load operation, while avoiding unnecessary atomization consumption and preventing excessive humidity.

[0015] In one possible implementation, the battery status data includes the remaining power; the navigation data includes at least one road segment and the corresponding reference speed, length and altitude information for each road segment, as well as the location information of the fast charging station; Based on battery status data and navigation data, predict whether the vehicle's battery will enter a high-load operating state, including: Based on the baseline speed and length information corresponding to each road segment, it is determined whether the navigation data includes the target road segment, and based on the vehicle's real-time location information and the location information of the fast charging station, it is determined whether there is a fast charging station within the vehicle's preset range. If the navigation data includes the target road segment, or if there is a fast charging station within the vehicle's preset range and the remaining battery power is less than the remaining power threshold, it is predicted that the vehicle's battery will enter a high-load operation state. The target road segment includes a continuous road segment with a base speed information greater than a preset speed threshold and a length information greater than a first preset length threshold, as well as a continuous road segment with an altitude information greater than a preset altitude threshold and a length information greater than a second preset length threshold.

[0016] Based on the above technical content, and using the baseline speed, length, and altitude information corresponding to each road segment, as well as the location information of the fast charging station, combined with the remaining battery power, a relatively comprehensive basis for judging high-load operation status was constructed. This can accurately identify two typical scenarios in which batteries enter high-load operation status, thus improving the accuracy of predicting whether a battery will enter high-load operation status.

[0017] In one possible implementation, before the battery enters a high-load operating state, multiple preset areas of the vehicle are subjected to zoned humidification treatment, including: Obtain real-time vehicle speed data; Based on real-time vehicle speed data, determine the reference time when the battery enters a high-load operating state; Based on the reference time and the preset advance start time, the start time of humidification is determined, and when the start time of humidification is reached, for each preset area, humidification is performed according to the humidification method corresponding to the preset area.

[0018] In this embodiment, the reference time when the battery enters a high-load operating state is determined based on real-time vehicle speed data, and the start time of humidification is determined by combining the advance start time. This avoids problems such as resource waste and excessive humidity caused by starting humidification too early, and also avoids the problem of failing to complete humidification protection before the battery enters a high-load operating state by starting humidification too late. In addition, corresponding humidification methods are adopted for different preset areas, fully considering the differences in protection requirements of different preset areas, thus improving the adaptability and effectiveness of humidification protection.

[0019] In one possible implementation, the vehicle includes a main power source and a backup power source; The method further includes: Obtain the output voltage of the main power supply, and determine whether the main power supply is faulty based on the output voltage. In the event of a main power failure, the main power supply will be switched to the backup power supply.

[0020] Here, the main power supply output voltage is monitored to determine whether the main power supply is faulty. When the main power supply fails, it automatically switches to the backup power supply, which supplies power to the atomizer and various sensors. This ensures stable vehicle operation and also meets the battery protection requirements under high-load operating scenarios.

[0021] In one possible implementation, the method further includes: Obtain data on the fluid storage capacity and hardness of the fluid in the vehicle's fluid supply system. When the liquid level is less than the preset liquid level threshold, a low liquid level warning is triggered. When the hardness data exceeds the preset hardness threshold, a corresponding prompt message is generated and displayed.

[0022] Specifically, by monitoring the liquid level, a low-level warning is triggered when the liquid level falls below a threshold, reminding users to replenish the liquid in time and preventing the humidification protection measures from being interrupted due to liquid depletion. By monitoring the liquid hardness data, a prompt message is generated and displayed when the hardness data exceeds the hardness threshold, preventing the atomizer from becoming scaled and clogged due to long-term use of high-hardness liquids, thus indirectly ensuring the battery's protective effect under high-load operation.

[0023] Secondly, embodiments of this application provide a vehicle control device, including: The acquisition module is used to acquire vehicle battery status data and navigation data; The processing module is used to predict whether the vehicle's battery will enter a high-load operating state based on battery status data and navigation data. The processing module is also used to perform regional humidification treatment on multiple preset areas of the vehicle before the battery enters a high-load operating state if it is predicted that the battery will enter a high-load operating state.

[0024] Thirdly, embodiments of this application provide a vehicle, including a memory and a processor, wherein the memory stores a computer program that can run on the processor, and the processor executes the computer program to implement the vehicle control method as described in any of the first aspects.

[0025] Fourthly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the vehicle control method as described in any of the first aspects.

[0026] It is understood that the beneficial effects of the second to fourth aspects mentioned above can be found in the relevant descriptions in the first aspect mentioned above, and will not be repeated here.

[0027] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this specification. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1 This is a schematic diagram of an application scenario provided by an embodiment of this application; Figure 2 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application; Figure 3 This is a schematic flowchart of a vehicle control method provided in another embodiment of this application; Figure 4 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application. Detailed Implementation

[0030] The present application will be described more clearly below with reference to specific embodiments. These embodiments will help those skilled in the art to further understand the function of the present application, but do not limit the present application in any way. It should be noted that those skilled in the art can make several modifications and improvements without departing from the concept of the present application. These all fall within the protection scope of the present application.

[0031] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0032] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0033] In the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0034] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0035] Furthermore, the term "multiple" mentioned in the embodiments of this application should be interpreted as two or more.

[0036] The applicant has discovered that, in order to reduce the overall safety risks of the vehicle and improve vehicle safety when the battery is operating under high load, it is necessary to consider a new method for vehicle control.

[0037] To improve the safety and reliability of vehicles under high battery operating conditions, this application's embodiments predict whether the battery will enter a high-load operating state using data from both battery status and navigation. Before the battery enters this state, multiple preset areas of the vehicle are pre-humidified, ensuring each area is in a suitable humidity environment when the battery enters high-load operation. This eliminates the time lag in humidity increase to a suitable level, effectively avoiding adjustment lag issues under high battery operation and improving battery safety and reliability. It also effectively suppresses static electricity accumulation, ensuring the stability of the vehicle's high-voltage system insulation performance, thus reducing overall vehicle safety risks and enhancing overall vehicle safety. Furthermore, pre-humidifying multiple preset areas allows for independent control of humidity in each area based on its specific needs, avoiding resource waste or inappropriate local humidity levels caused by uniform humidification across the entire area.

[0038] First refer to Figure 1 , Figure 1 The illustration shows an application scenario diagram provided according to an embodiment of this application. The device involved in the application scenario includes a microcontroller unit (MCU), a sensing module, a security module, an interaction and power supply module, and an execution module.

[0039] The MCU, acting as the system hub, can be located within the Electronic Control Unit (ECU) box below the sub-dashboard. It features data acquisition and output channels, supports Controller Area Network with Flexible Data-Rate (CAN FD) and Ethernet communication, and integrates and processes data sent from other modules to achieve system-wide data integration and command issuance. The CAN FD transmission rate is 500kbps, and the Ethernet transmission rate is 100Mbps.

[0040] The sensing module includes a navigation prediction unit and a battery load detection unit, both of which are unidirectionally connected to the MCU via a data harness. The navigation prediction unit acquires navigation data, while the battery load detection unit detects the battery's discharge current. Combined with the Battery Management System (BMS), this determines battery status data such as fast charging power and remaining charge (SOC).

[0041] The safety module may include an electrostatic discharge (ESD) detection unit, a high-voltage insulation linkage unit, and a mobile app remote control unit. The ESD detection unit detects ESD data, the high-voltage insulation linkage unit detects insulation resistance values, and the mobile app remote control unit can communicate bidirectionally with the MCU, defining comfortable humidity ranges, advance start durations, and ESD elimination levels for multiple zones. These multiple zones include the cabin area and the battery perimeter area. The comfortable humidity range for the cabin area is 30%-60% relative humidity (RH), and the comfortable humidity range for the battery perimeter area is 40%-65% RH, with a step size of 1%. The advance start duration is the time during which humidification operations in multiple zones are initiated in advance when the vehicle is predicted to enter a high-load state. The ESD elimination level may include low, medium, and high levels.

[0042] The execution module includes a cabin humidification unit, a battery humidification unit, and a liquid storage system. The cabin humidification unit is used to humidify the cabin area, the battery humidification unit is used to humidify the area around the battery, and the liquid storage system is used to provide humidification liquid for the cabin humidification unit and the battery humidification unit.

[0043] The interaction and power supply module includes a dual-redundant power supply unit, an intelligent cockpit interaction unit, and a water hardness detection unit. The dual-redundant power supply unit includes a main power supply and a backup power supply, which can switch to the backup power supply in case of a main power supply failure. The water hardness detection unit is used to detect the hardness of the liquid used in the cockpit humidification unit and the battery humidification unit. The intelligent cockpit interaction unit can be integrated into the central control screen, bidirectionally connected to the MCU, displaying parameters such as humidity, static electricity data, insulation resistance value, liquid level, and remaining running time for each area. It can also be equipped with multiple physical shortcut keys, such as humidification start / stop, mode switching, and static electricity reset, with a key response time of less than 200ms. The modes can include a custom mode and an automatic adjustment mode.

[0044] The following is combined Figure 1 Application scenarios, refer to Figures 2-3 This application describes a vehicle control method provided according to exemplary embodiments. It should be noted that the above application scenarios are shown only to facilitate understanding of the spirit and principles of this application, and the embodiments of this application are not limited in any way. Rather, the embodiments of this application can be applied to any applicable scenario.

[0045] It should be noted that the embodiments of this application can be applied to vehicles, which can be servers, MCUs, or vehicle hosts, that is, the vehicle control method provided by the exemplary embodiments of this application can be executed on servers, MCUs, or vehicle hosts.

[0046] The server can be a monolithic server or a distributed server spanning multiple computers or computer data centers. Servers can also be of various categories, such as, but not limited to, web servers, application servers, database servers, or proxy servers.

[0047] Optionally, a server may include hardware, software, or embedded logic components for performing suitable functions supported or implemented by the server, or a combination of two or more such components. For example, a server may be a blade server, a cloud server, or a server group consisting of multiple servers, which may include one or more of the above-mentioned categories of servers, etc.

[0048] It should be noted that the vehicle control method provided according to the exemplary embodiments of this application can be executed on the same device or on different devices.

[0049] refer to Figure 2 , Figure 2 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application. Figure 2 As shown in the embodiments of this application, the method is illustrated using an MCU as an example. The method may include: Step 201: Obtain vehicle battery status data and navigation data.

[0050] Battery status data includes, but is not limited to, fast charging power, discharge current, and State of Charge (SOC). In one possible implementation, the vehicle is equipped with a battery load detection unit, which includes a current sensor connected in series in the battery's positive circuit to collect the battery's discharge current. This current is then communicated with the Battery Management System (BMS) via CAN FD, sending the discharge current data to the BMS. The BMS synchronously receives vehicle speed data and calculates the fast charging power and remaining charge (SOC), which it then sends to the MCU.

[0051] Navigation data includes, but is not limited to, at least one road segment and the corresponding reference speed, length, and altitude information for each segment, as well as the location information of fast charging stations. In one possible implementation, the vehicle is equipped with a navigation prediction unit that integrates a GPS module. The GPS module can be installed within the shark fin antenna on the roof and communicates with the MCU via Ethernet. The GPS module can collect the reference speed and length information for each road segment and send this information to the MCU. The MCU can then connect to the network to obtain humidity and altitude information for the routed area. Here, the humidity error for the routed area is ±2%RH, and the altitude error is ±10m.

[0052] In some embodiments, a data initialization operation can be performed before acquiring battery status data and navigation data, i.e., initializing the data before acquiring the data. Figure 1 Each module shown performs sensor accuracy calibration and communication link testing to ensure data reliability and system communication stability. Optionally, data initialization can be triggered by an ignition signal >12V or by the navigation application being activated.

[0053] Step 202: Based on battery status data and navigation data, predict whether the vehicle's battery will enter a high-load operating state.

[0054] In one implementation scenario, when a vehicle is undergoing high-power fast charging, the battery operates under high load. Therefore, by determining whether the vehicle has a charging need, it can be predicted whether the vehicle's battery will enter a high-load operating state. Optionally, the vehicle's charging need can be determined based on information such as the remaining battery charge and the availability of fast charging stations nearby.

[0055] In another implementation scenario, when a vehicle travels at high speed over a long section of road, the battery will also enter a high-load operating state. Therefore, it can be determined whether there is a long high-speed section based on at least one road segment in the navigation data and the corresponding base speed information and length information of each road segment, thereby determining whether the vehicle will enter a high-load operating state.

[0056] In another scenario, high altitudes result in thin air, leading to poor battery heat dissipation and a tendency for battery temperature to rise. Simultaneously, the lower temperatures and drier conditions at high altitudes reduce battery activity. Therefore, to maintain the target vehicle speed, the battery needs to continuously output a high percentage of power and also requires a larger current to offset internal resistance losses. Consequently, when a vehicle travels on a long stretch of road at high altitude, the battery will enter a high-load operating state. This can be determined by using navigation data such as the altitude and length of the road segment to ascertain whether the vehicle will enter a high-load operating state.

[0057] In one possible implementation, the response time for predicting whether a vehicle will enter a high-load operating state can be limited to within 100ms to ensure the timeliness of corresponding processing when it is predicted that the vehicle will enter a high-load operating state.

[0058] Step 203: If it is predicted that the battery will enter a high-load operating state, then before the battery enters the high-load operating state, perform humidification treatment on multiple preset areas of the vehicle in different areas.

[0059] The vehicle has multiple preset areas, including but not limited to the cabin area and the area around the battery. For each preset area, a corresponding atomizer can be installed for humidification.

[0060] The cabin area can be equipped with at least one atomizer for humidification. Optionally, the atomizer in the cabin area can be an ultrasonic atomizer to meet the comfort needs of the cabin. The number and placement of the atomizers in the cabin area can be set according to actual needs. For example, if there is one atomizer in the cabin area, it can be installed at the driver and passenger air conditioning vents, located 10cm inside the air duct. If there are two atomizers in the cabin area, they can be installed at the driver and passenger air conditioning vents and the rear center air vent, respectively.

[0061] In one possible implementation, the cabin area is also equipped with a humidity sensor to detect the humidity in the cabin area. The accuracy and sampling frequency of the humidity sensor can be set according to actual needs, for example, its accuracy is ±2% RH, and the humidity of the cabin area is sampled every 2 seconds.

[0062] For the area surrounding the battery, at least one atomizer can be installed for humidification. Optionally, the atomizer installed around the battery can be a low-power atomizer to meet the high-voltage safety requirements around the battery. The number and placement of the atomizers around the battery can also be set according to actual needs. For example, if two atomizers are installed around the battery, they can be installed 5-8cm outside the ventilation openings on both sides of the battery pack to avoid the airflow of the cooling fan. In addition, the atomizers must maintain a distance of ≥5cm from the battery pack casing, and the atomization direction must be consistent with the airflow direction of the ventilation openings to avoid direct spraying onto the casing.

[0063] In one possible implementation, an environmental sensor or humidity sensor is also configured around the battery to collect the humidity of the area around the battery. The collection frequency can also be set according to actual needs, such as collecting the humidity of the area around the battery once every 1 second.

[0064] In another implementation scenario, it can also be determined whether the battery is currently operating under high load. In one scenario, this can be determined based on battery status data and vehicle speed data. For example, if the fast charging power is ≥50kW, or the discharge current is ≥200A, or the vehicle speed is ≥100km / h for 5 minutes, then the battery is considered to be operating under high load. In this case, multiple preset areas of the vehicle can be immediately humidified separately. When humidifying multiple preset areas separately, the atomizer in each preset area can be controlled to humidify at a reference atomization rate for a preset duration. After the preset duration, the reference atomization rate can be adjusted based on the current humidity data.

[0065] Here, the atomizer's baseline atomization rate can be set according to actual needs. For example, the baseline atomization rate for the cabin area can be 50ml / h, while the baseline atomization rate for the area around the battery can be 40ml / h. The preset duration can also be set according to actual needs, such as 10 seconds.

[0066] In another implementation scenario, if the battery is not currently operating under high load and it is anticipated that the vehicle will not enter a high-load operating state, it can remain in standby mode. In standby mode, when the humidity in multiple preset areas of the vehicle exceeds a certain threshold, electrostatic discharge detection and insulation detection can be activated to promptly address any electrostatic discharge or insulation abnormalities, thereby improving safety.

[0067] The process of conducting electrostatic discharge (ESD) and insulation tests, and determining whether a vehicle exhibits ESD or insulation abnormalities, can be referenced below and will not be elaborated upon here.

[0068] In some embodiments, a comprehensive environmental parameter database can be established, and the conditions for predicting whether the battery will enter high-load operation can be continuously optimized through over-the-air technology (OTA). This improves the accuracy of predictions for special scenarios such as extreme weather and complex terrain, ensuring that system functions can be continuously upgraded to meet the ever-changing needs of users.

[0069] In one possible implementation, it can also be linked with seat pressure sensors, heart rate monitoring modules, etc. For example, when the user's skin humidity is less than 30%, the humidification of the cabin area can be increased first to achieve dual optimization of environment and health.

[0070] In this embodiment, by using data from both battery status and navigation, it is possible to predict whether the battery will enter a high-load operating state. Therefore, before the battery enters this state, multiple preset areas of the vehicle are pre-humidified, ensuring that each preset area is in a suitable humidity environment when the battery enters high-load operation. This eliminates the time lag in humidity increase to the appropriate level, effectively avoiding the adjustment lag problem under high-load operation, and improving the safety and reliability of the battery. It also effectively suppresses static electricity accumulation, ensuring the stability of the insulation performance of the vehicle's high-voltage system, thereby reducing the overall safety risk of the vehicle and improving its safety. Furthermore, pre-humidifying multiple preset areas allows for independent control of the humidity in each area according to its specific needs, avoiding resource waste or inappropriate local humidity caused by uniform humidification across the entire area.

[0071] In addition, in this embodiment of the application, if it is predicted that the battery will enter a high-load operating state, the vehicle will be humidified in multiple preset areas before the battery enters the high-load operating state. It is also necessary to monitor preset parameters such as humidity data, static electricity data and insulation resistance value of multiple preset areas after the humidification is started, so as to determine whether the vehicle is abnormal in time and deal with it in time when an abnormality occurs, so as to improve safety. Figure 3 This is a flowchart illustrating a vehicle control method according to another embodiment of this application. The method in this embodiment is described using MCU execution as an example. Figure 3 As shown, the method includes: Step 301: Obtain vehicle battery status data and navigation data; battery status data includes remaining battery power; navigation data includes at least one road segment and the corresponding base speed information, length information and altitude information for each road segment, as well as the location information of fast charging stations.

[0072] Optionally, while acquiring battery status data and navigation data, information such as electrostatic data, insulation resistance values, and humidity data for each preset area can also be collected at preset intervals, with the preset interval being 30 seconds. Additionally, a data buffer time, such as 50 milliseconds, can be set.

[0073] Here, for the implementation of step 301, please refer to [link / reference]. Figure 2 The relevant descriptions in the embodiments will not be repeated here.

[0074] Step 302: Based on the baseline speed and length information corresponding to each road segment, determine whether the navigation data includes the target road segment, and based on the vehicle's real-time location information and the location information of the fast charging station, determine whether there is a fast charging station within the vehicle's preset range; if the navigation data includes the target road segment, or if there is a fast charging station within the vehicle's preset range and the remaining battery power is less than the remaining power threshold, then it is predicted that the vehicle's battery will enter a high-load operation state.

[0075] The target road segment includes a continuous road segment with a base speed information greater than a preset speed threshold and a length information greater than a first preset length threshold, as well as a continuous road segment with an altitude information greater than a preset altitude threshold and a length information greater than a second preset length threshold.

[0076] As can be seen from the above embodiments, when a vehicle travels at high speed on a long road or on a long road at a high altitude, the battery will enter a high-load operating state. Therefore, it can be determined whether there is a long road that requires high speed based on the reference speed information and length information of each road segment in the navigation data, and whether there is a road segment with high altitude and long length based on the altitude information and length information.

[0077] Here, the preset speed threshold, the first preset length threshold, the preset altitude threshold, and the second preset length threshold can be set according to actual needs. For example, the preset speed threshold is 100km / h, the first preset length threshold is 10km, the preset altitude threshold is 2000m, and the second preset length threshold is 10km, etc.

[0078] In one implementation scenario, when the remaining battery charge is less than a certain threshold, it indicates that the battery needs charging. If a fast-charging station is within the vehicle's preset range, the user is more likely to drive the vehicle there. Since the battery operates under high load during fast charging, it can be predicted that the battery will enter a high-load operating state when a charging station is within the vehicle's preset range and the remaining battery charge is less than the threshold. The remaining charge threshold can be set according to actual needs, such as 30%.

[0079] Based on the above technical content, and using the baseline speed, length, and altitude information corresponding to each road segment, as well as the location information of the fast charging station, combined with the remaining battery power, a relatively comprehensive basis for judging high-load operation status was constructed. This can accurately identify two typical scenarios in which batteries enter high-load operation status, thus improving the accuracy of predicting whether a battery will enter high-load operation status.

[0080] Step 303: Obtain the vehicle's real-time speed data; determine the reference time when the battery enters a high-load operating state based on the real-time speed data; determine the start-up humidification time based on the reference time and the preset advance start-up time; and when the start-up humidification time is reached, perform humidification treatment on each preset area according to the humidification method corresponding to the preset area.

[0081] In one implementation scenario, if the navigation data includes the target road segment, the reference time for the battery to enter a high-load operation state is the time of entering the target road segment. The reference time can be determined based on the current vehicle position, the distance between the vehicle and the entrance of the target road segment, and real-time vehicle speed data.

[0082] In another implementation scenario, if there is a fast charging station within the vehicle's preset range and the remaining battery power is less than the remaining power threshold, the reference time for the battery to enter a high-load operation state is the time when the vehicle arrives at the fast charging station. The corresponding reference time can be determined based on the current location of the vehicle, the distance between the vehicle and the fast charging station, and real-time vehicle speed data.

[0083] The advance start time is the duration for which multiple humidification operations are initiated before the vehicle enters a high-load operating state. The specific duration can be set according to actual needs, for example, from 10 to 30 minutes, with increments of 5 minutes. For example, with an advance start time of 15 minutes, multiple preset humidification operations will be initiated 15 minutes before the battery enters a high-load operating state.

[0084] The humidification methods for different preset areas can differ. For example, for the cabin area, when humidification is activated, the atomizer in the cabin area can be controlled to humidify at a baseline atomization level to avoid excessive humidity. For the area around the battery, when humidification is activated, the atomizer in the area around the battery can be controlled to humidify at a higher atomization level than the baseline atomization level to quickly increase humidity, create a suitable heat dissipation environment, extend battery life, and reduce the atomization level from the target level to the baseline level before the battery enters a high-load operating state. Here, the time for reducing the target atomization level to the baseline level in advance can be set according to actual needs. For example, 5 minutes before the battery enters a high-load operating state, this time should be less than the advance activation time.

[0085] In one possible implementation, humidification parameters such as pre-start time, atomization amount, and preset humidity threshold can be automatically optimized based on driving-related data within a user's preset historical time period, such as driving routes and fast charging habits, thereby improving the accuracy of personalized adaptation.

[0086] In this embodiment, the reference time when the battery enters a high-load operating state is determined based on real-time vehicle speed data, and the start time of humidification is determined by combining the advance start time. This avoids problems such as resource waste and excessive humidity caused by starting humidification too early, and also avoids the problem of failing to complete humidification protection before the battery enters a high-load operating state by starting humidification too late. In addition, corresponding humidification methods are adopted for different preset areas, fully considering the differences in protection requirements of different preset areas, thus improving the adaptability and effectiveness of humidification protection.

[0087] Step 304: After the zoned humidification treatment is started, monitor the vehicle's preset parameters; based on the preset parameters, determine whether the vehicle has any abnormalities, and take action if any abnormalities occur.

[0088] The preset parameters include insulation resistance value, electrostatic data, and humidity data for each preset area. In one implementation scenario, the preset parameters can be updated at regular intervals to monitor them, such as every 100ms.

[0089] In one possible implementation, an electrostatic discharge (ESD) detection unit can be installed in the vehicle to perform ESD detection. Optionally, the ESD detection unit may include a high-precision sensor with a detection range of 0-10000V and an accuracy of ±200V, capable of acquiring ESD data every 100ms and feeding the data back to the MCU. It should be noted that the sensor in the ESD detection unit must be installed away from high-voltage cables to avoid electromagnetic interference affecting its detection accuracy.

[0090] In addition, the electrostatic detection unit also includes two contact probes and one non-contact probe. The two contact probes can be attached to the surface of the driver's seat, and the non-contact probe can be installed in the center of the top of the cabin, with a detection distance of 0.5-2m.

[0091] In one possible implementation, a high-voltage insulation linkage unit can be installed in the vehicle to detect the insulation resistance value. Optionally, the high-voltage insulation linkage unit can be connected in parallel between the positive and negative terminals of the high-voltage circuit and the vehicle body. Its detection range can be 0-10MΩ, with an accuracy of ±5%, and a default detection cycle of 30s. After detecting the insulation resistance value, it can be sent to the MCU via the CAN FD bus.

[0092] Humidity data for each preset area can be collected by humidity sensors installed within each preset area.

[0093] In some embodiments, determining whether a vehicle has an abnormality based on preset parameters includes: determining whether a vehicle has an insulation abnormality based on insulation resistance value and a preset insulation threshold; determining whether a vehicle has an electrostatic abnormality based on electrostatic data and a preset electrostatic threshold; and determining whether a preset area has a humidity abnormality for each preset area based on humidity data and a preset humidity threshold.

[0094] In one implementation scenario, if the insulation resistance value is less than a preset insulation threshold, the vehicle is determined to have an insulation abnormality. If the electrostatic data is greater than a preset electrostatic threshold, the vehicle is determined to have an electrostatic abnormality.

[0095] The aforementioned preset insulation threshold and preset electrostatic threshold can be set according to actual needs, and this application does not impose specific limitations on them. For example, the preset insulation threshold can be 1MΩ, and the preset electrostatic threshold can be 800V.

[0096] In one implementation scenario, for any preset area, if the difference between the humidity data of the preset area and the preset humidity threshold is greater than the preset difference threshold, then it is determined that the preset area has an abnormal humidity.

[0097] The preset humidity threshold can vary for different preset areas. In one implementation scenario, the preset humidity threshold can be a specific value, such as 50%RH for the cabin area and 60%RH for the area surrounding the battery.

[0098] In another implementation scenario, the preset humidity threshold may include a first preset humidity threshold and a second preset humidity threshold, where the second preset humidity threshold is greater than the first preset humidity threshold. In this case, for any preset area, if the humidity data of that preset area is less than the first preset humidity threshold or greater than the second preset humidity threshold, and the difference between the humidity data of that preset area and the first or second preset humidity threshold is greater than a preset difference threshold, then it is determined that the preset area has a humidity anomaly. When the humidity data of the preset area is between the first and second preset humidity thresholds, it indicates that the current humidity meets the requirements and no humidity anomaly has occurred.

[0099] Here, the first preset humidity threshold and the second preset humidity threshold can be different for different areas. For example, the first preset humidity threshold for the cabin area is 40%RH and the second preset humidity threshold is 55%RH, while the first preset humidity threshold for the battery perimeter area is 45%RH and the second preset humidity threshold is 60%RH.

[0100] In addition, the preset difference thresholds can be the same or different for different areas. For example, the preset difference threshold for the cabin area is ±3%RH, and the preset difference threshold for the battery perimeter area is ±2%RH.

[0101] Optionally, priorities can be set for insulation anomalies, static electricity anomalies, and humidity anomalies. These three types of anomalies are then judged sequentially according to their priorities to avoid decision conflicts when multiple anomalies occur concurrently. In one implementation scenario, the priorities can be set according to the severity of the three types of anomalies. Since the severity of the three types of anomalies is typically: insulation anomaly > static electricity anomaly > humidity anomaly, the priorities can be set as: insulation anomaly > static electricity anomaly > humidity anomaly.

[0102] Here, by monitoring insulation resistance values, electrostatic data, and humidity data for each preset area, several core abnormalities of the vehicle—namely, insulation abnormalities, electrostatic abnormalities, and humidity abnormalities—are accurately identified when the battery is operating under high load, thus achieving precise identification of vehicle anomalies. Furthermore, setting corresponding judgment logic for different preset parameters helps improve the accuracy of identifying vehicle anomalies.

[0103] In some embodiments, handling anomalies includes: when a vehicle experiences an electrostatic discharge anomaly, performing an atomizer power supply circuit interruption operation and controlling the electrostatic eliminator to start to eliminate electrostatic discharge; when a vehicle experiences an insulation anomaly, performing a high-voltage main relay shutdown operation; and for each preset area, when a preset area experiences a humidity anomaly, determining the target atomization amount of the atomizer in the preset area based on the current humidity data of the preset area, and adjusting the current atomization amount of the atomizer based on the target atomization amount.

[0104] Optionally, when controlling the static eliminator to eliminate static electricity, different static elimination levels can be set. The corresponding static elimination level is determined based on the current static electricity data, and the static eliminator is controlled to eliminate static electricity according to the static elimination level, thus solving the problem of static interference in high-voltage systems.

[0105] Generally, the higher the static electricity data, the higher the corresponding static electricity elimination level, in order to quickly eliminate static electricity. In one implementation scenario, the static electricity elimination level can include three levels: low intensity, medium intensity, and high intensity. Taking a preset static electricity threshold of 800V as an example, if 800V < static electricity data ≤ 1500V, a low intensity static electricity elimination level is used; if 1500V < static electricity data ≤ 3000V, a medium intensity static electricity elimination level is used; and if the static electricity data > 3000V, a high intensity static electricity elimination level is used.

[0106] Here, the power of the static eliminator varies depending on the level of static elimination. For example, the power of the static eliminator is 0.5W for the low-intensity static elimination level, 1.5W for the medium-intensity static elimination level, and 3W for the high-intensity static elimination level.

[0107] In one possible implementation, the static elimination device can be an ion generator.

[0108] In addition, when a vehicle experiences static electricity abnormalities, the atomizer power supply circuit must be interrupted to prevent static electricity from forming a conductive path through the water mist generated by the atomizer in high static electricity scenarios. Static electricity could then be conducted through the water mist to the atomizer power supply circuit and high-voltage modules, potentially causing insulation breakdown, short circuits, or arc discharge risks. Therefore, interrupting the atomizer power supply circuit when static electricity abnormalities occur is beneficial to ensuring the safety of the entire vehicle.

[0109] Optionally, when a vehicle experiences an electrostatic abnormality, the cycle for detecting the insulation resistance value of the high-voltage insulation linkage unit can be switched from 30 seconds / time to 5 seconds / time. This allows for timely execution of the high-voltage main relay shutdown operation when the insulation resistance value is less than the preset insulation threshold, thereby improving the efficiency of insulation abnormality handling and ultimately enhancing safety.

[0110] In some embodiments, when an abnormal humidity occurs in any preset area, the target atomization amount of the atomizer in the preset area can be determined based on the current humidity data of the preset area, and then the current atomization amount can be adjusted according to the target atomization amount. Specifically, determining the target atomization amount of the atomizer in the preset area based on the current humidity data includes: for each preset area, if the current humidity data of the preset area is greater than a first preset humidity threshold and less than a second preset humidity threshold, then the target atomization amount of the atomizer in the preset area is determined as a baseline atomization amount; if the current humidity data of the preset area is less than the first preset humidity threshold, then the target atomization amount of the atomizer in the preset area is determined as a first atomization amount; the first atomization amount is greater than the baseline atomization amount; if the current humidity data of the preset area is greater than the second preset humidity threshold, then the target atomization amount of the atomizer in the preset area is determined as a second atomization amount; the second atomization amount is less than the baseline atomization amount.

[0111] Taking a preset area as the cabin area, with a first preset humidity threshold of 40%RH and a second preset humidity threshold of 55%RH as an example, 40%RH - 55%RH represents the target humidity range for the cabin area under high battery operation. If the humidity data of the cabin area falls within this range, the atomizer operates at the baseline atomization level. If the humidity data of the cabin area is <40%RH, the atomizer operates at a first atomization level greater than the baseline atomization level to quickly increase humidity. For example, the first atomization level can be increased by 20% from the baseline atomization level. If the humidity data of the cabin area is >55%RH, the atomizer operates at a second atomization level less than the baseline atomization level to avoid excessive humidity. For example, the second atomization level can be reduced by 30% from the baseline atomization level.

[0112] Similarly, taking the battery perimeter area as an example, with a first preset humidity threshold of 45%RH and a second preset humidity threshold of 60%RH for the battery perimeter area, the following explanation is provided. 45%RH-60%RH represents the target humidity range for the battery perimeter area under high-load operation. If the humidity data for the battery perimeter area falls within this range, the atomizer operates at the baseline atomization level. If the humidity data for the battery perimeter area is less than 45%RH, the atomizer operates at a first atomization level greater than the baseline atomization level to quickly increase humidity; for example, the first atomization level can be increased by 15% from the baseline atomization level. If the humidity data for the cabin area is greater than 60%RH, the atomizer operates at a second atomization level less than the baseline atomization level to avoid excessive humidity. For example, the second atomization level can be reduced by 25% from the baseline atomization level.

[0113] Here, the humidity in the cabin area and the area around the battery is independently controlled, balancing passenger comfort with battery heat dissipation efficiency.

[0114] In one implementation scenario, when dynamically adjusting the humidity of each preset area, closed-loop feedback can be performed at a certain cycle, such as once every 1 second, to continuously optimize the humidity of the preset area.

[0115] This application embodiment increases the atomization amount when the humidity data is less than a first preset humidity threshold and decreases the atomization amount when it is greater than a second preset humidity threshold. This ensures that the humidity of each preset area is maintained within a suitable range of the first and second preset humidity thresholds, effectively reducing the insulation and electrostatic risks of the battery under high load operation, while avoiding unnecessary atomization consumption and preventing excessive humidity.

[0116] In one implementation scenario, when an abnormal humidity occurs in a preset area, in addition to adjusting the current atomization volume of the atomizer in that preset area, a pop-up window in the cabin and a notification on the mobile app can be pushed to remind the user in a timely manner.

[0117] In some embodiments, if the above-mentioned preset parameters are normal, the current preset parameters can be maintained to operate normally.

[0118] Here, different handling strategies are adopted for different types of anomalies. For example, in the event of a static electricity anomaly, the static eliminator is activated to eliminate static electricity while simultaneously interrupting the atomizer's power supply circuit to ensure vehicle safety. In the event of an insulation anomaly, the high-voltage main relay is shut off to prevent risks such as leakage and short circuits, thus improving safety. In the event of a humidity anomaly, the atomization volume of the atomizer is dynamically adjusted to bring the humidity of the preset area to a suitable range, ensuring humidification and protection effects while effectively preventing excessive humidity.

[0119] In this embodiment, after the humidification is started in different zones, the abnormal state after the humidification is started can be quickly identified by real-time monitoring of preset parameters, and the processing mechanism can be activated in a timely manner to prevent the abnormal state from continuing to deteriorate, thereby further improving the safety of the vehicle when the battery is under high load.

[0120] In some embodiments, the vehicle includes a main power supply and a backup power supply; the vehicle control method further includes: acquiring the output voltage of the main power supply, determining whether the main power supply is faulty based on the output voltage of the main power supply, and switching the main power supply to the backup power supply when the main power supply is faulty.

[0121] In one implementation scenario, if the output voltage of the main power supply is less than the first voltage threshold and the duration is longer than the first preset duration, it can be determined that the main power supply has failed and the failure type is undervoltage failure. At this time, since the main power supply cannot provide stable power, it is necessary to switch the main power supply to the backup power supply.

[0122] Normally, when the main power supply is depleted or there is poor contact in the circuit, it will cause an undervoltage fault in the main power supply. The first voltage threshold and the first preset duration mentioned above can be set according to actual needs. For example, the first voltage threshold can be 10.5V and the first preset duration can be 500ms.

[0123] In another implementation scenario, if the output voltage of the main power supply is greater than the second voltage threshold and the duration exceeds the second preset duration, it can be determined that the main power supply has failed, and the failure type is overvoltage failure. In this case, since continuous overvoltage will burn out the atomizer, sensor, and other loads, the main power supply needs to be switched to the backup power supply. The second voltage threshold is greater than the first voltage threshold.

[0124] Typically, a failure in the main power supply voltage regulator module will cause an overvoltage fault in the main power supply. The aforementioned second voltage threshold and second preset duration can be set according to actual needs, for example, the second voltage threshold can be 16.0V and the second preset duration can be 200ms.

[0125] In another implementation scenario, if the output voltage of the main power supply is 0 and the duration is longer than the third preset duration, it can be determined that the main power supply has failed, and the failure type is power interruption failure.

[0126] Normally, a main power supply output voltage of 0V will occur when the main power line is open-circuited, the fuse blows, or the DC-DC module fails. The third preset duration mentioned above can be set according to actual needs, for example, it can be 100ms.

[0127] Optionally, the rated capacity and type of the backup power supply can be set according to actual needs. For example, the backup power supply can be a lithium polymer battery with a rated capacity of 4000mAh, so that when powering the vehicle in a parking scenario, it can ensure that the core modules of the vehicle can work continuously for a relatively long time, such as 8 hours.

[0128] Here, the main power supply output voltage is monitored to determine whether the main power supply is faulty. When the main power supply fails, it automatically switches to the backup power supply, which supplies power to the atomizer and various sensors. This ensures stable vehicle operation and also meets the battery protection requirements under high-load operating scenarios.

[0129] In some embodiments, the vehicle control method further includes: acquiring the liquid storage volume and hardness data of the liquid in the liquid supply system in the vehicle; triggering a low liquid level warning when the liquid storage volume is less than a preset liquid storage volume threshold; and generating and displaying corresponding prompt information when the hardness data is greater than a preset hardness threshold.

[0130] The vehicle includes a fluid supply system, which can share a single reservoir. The reservoir's capacity and location can be customized to meet specific needs; for example, a 1.2L reservoir can be placed inside the center console. When the fluid level falls below a threshold, such as 0.2L, a low-level warning is triggered to remind the user to add fluid.

[0131] Optionally, the liquid supply system can be configured with multiple micro peristaltic pumps, each supplying liquid independently to a corresponding area. For example, the system can be configured with two micro peristaltic pumps, one supplying liquid to the atomizer in the cabin area and the other supplying liquid to the atomizer in the battery perimeter area. Furthermore, the micro peristaltic pumps can support adjustable flow rates to dynamically adjust the atomization volume of the atomizer.

[0132] In one implementation scenario, a water hardness detection unit can be set up to detect the hardness of the liquid in the storage tank. The water hardness detection unit uses a high-precision sensor to collect the hardness of the liquid in the storage tank. Optionally, the water hardness sensor can be installed at the bottom of the storage tank, with a detection range of 0-500ppm and an accuracy of ±5ppm. Hardness data is collected every preset time interval, which can be 5 seconds.

[0133] When the hardness data exceeds a preset hardness threshold, such as 200 ppm, a corresponding signal is fed back to the MCU. The MCU then generates and displays a corresponding alert to warn the user. Specifically, a pop-up window in the cockpit can be triggered to display the alert. Furthermore, the alert can also be sent to a mobile app. The alert response time is less than 1 second.

[0134] Specifically, by monitoring the liquid level, a low-level warning is triggered when the liquid level falls below a threshold, reminding users to replenish the liquid in time and preventing the humidification protection measures from being interrupted due to liquid depletion. By monitoring the liquid hardness data, a prompt message is generated and displayed when the hardness data exceeds the hardness threshold, preventing the atomizer from becoming scaled and clogged due to long-term use of high-hardness liquids, thus indirectly ensuring the battery's protective effect under high-load operation.

[0135] In one possible implementation, information such as electrostatic data, insulation resistance values, humidity data for multiple areas, and liquid levels can be synchronized to the smart cockpit interaction unit and mobile app at preset intervals for display on the devices. The preset interval can be set according to actual needs, such as 1 minute.

[0136] In one possible implementation, manual intervention can be supported during the execution of the aforementioned vehicle control method. Users can trigger this intervention via physical shortcut keys provided by the smart cockpit interaction unit or a mobile app. Upon triggering, the system switches to a custom mode, pausing the automatic adjustment mode and executing user-defined parameters such as the comfortable humidity range, static elimination level, and pre-start duration. The custom mode can run for a default period, such as 30 minutes, after which it automatically reverts to the automatic adjustment mode. If no manual intervention is triggered, the vehicle control process remains uninterrupted, and the monitoring of preset parameters continues.

[0137] The vehicle control method provided in this application is applicable to various scenarios, including but not limited to: long-distance highway driving in winter, fast charging in summer, and high-altitude self-driving scenarios. Further applications can be expanded based on actual deployment, and updates can be implemented via OTA (Over-The-Air).

[0138] For example, in the scenario of long-distance highway driving in winter, a user sets a navigation system at 7:00 AM, which includes a 1800km highway section. During high-speed driving, the battery temperature typically rises from 20°C to 48°C within 20 minutes, the humidity in the cabin area is less than 30%RH, and electrostatic discharge occurs frequently. This embodiment of the application activates humidification in multiple areas 15 minutes before entering the highway section, and finely adjusts the humidity in the cabin area and around the battery in real time during high-speed driving. Upon detecting 850V of static electricity, a medium-intensity electrostatic discharge level is activated for electrostatic elimination, and the detection frequency of insulation resistance value is increased to 5 seconds per detection. Ultimately, this achieves effects such as reduced battery temperature, stable cabin humidity, and zero electrostatic discharge during high-speed driving. The reduced battery temperature helps reduce energy consumption and extends battery life.

[0139] In summer fast charging scenarios, if a user navigates to a fast charging station at noon with a battery SOC of 20%, the battery will typically heat up to 52°C after 10 minutes of fast charging, triggering power limiting (e.g., reducing power from 120kW to 80kW). Cabin humidity will fluctuate drastically between 65%RH and 35%RH, and the charging gun may generate sparks due to 1200V static electricity when plugged in and out. This application's embodiment, based on the condition that the remaining battery charge is less than a threshold and a fast charging station is within a preset range of the vehicle, can activate humidification in multiple areas 15 minutes before arriving at the fast charging station, and provide auxiliary cooling at 55%RH under high temperatures. Upon detecting 950V static electricity, a high-intensity static elimination level can be activated, and the insulation resistance detection frequency is increased to 5 seconds per detection. Ultimately, this achieves the effects of unlimited battery power, shortened charging time, stable cabin humidity, and effectively reduced electrostatic safety risks.

[0140] For high-altitude self-driving scenarios, when users traverse high-altitude sections, such as ascending from 500m to 4600m, battery activity decreases in the low-temperature, dry environment. Furthermore, the thin air at high altitudes hinders heat dissipation, and electrostatic discharge (ESD) risks are exacerbated by interference. Typically, battery temperature fluctuates between 25℃ and 45℃, SOC consumption is approximately 15% faster than at low altitudes, and cabin humidity is <25%RH, leading to user discomfort. Additionally, high-frequency ESD increases the risk of breakdown in high-voltage systems due to reduced air insulation. This application's embodiment activates humidification in multiple areas 15 minutes before the vehicle enters a long-distance high-altitude section. Furthermore, to adapt to this high-altitude scenario, the ion generator power is increased by 10%, the preset ESD threshold is lowered to 700V, and the preset insulation threshold is adjusted to 1.5MΩ with 5-second checks. Ultimately, this reduces battery temperature fluctuations to 30℃-38℃, reduces SOC consumption by 8%, stabilizes cabin humidity at approximately 45%RH, eliminates user discomfort, effectively reduces ESD safety risks, stabilizes insulation resistance at approximately 2MΩ, and eliminates electrical control interference.

[0141] In this embodiment, based on the baseline speed and length information corresponding to each road segment, it is determined whether the navigation data includes the target road segment. Furthermore, based on the vehicle's real-time location information and the location information of the fast charging station, it is determined whether a fast charging station exists within the vehicle's preset range. If the navigation data includes the target road segment, or if a fast charging station exists within the vehicle's preset range and the remaining battery power is less than the remaining power threshold, it is predicted that the vehicle's battery will enter a high-load operating state. Here, a more comprehensive judgment criterion for high-load operating state is constructed based on multi-dimensional data, improving the accuracy of predicting whether the battery will enter a high-load operating state. After predicting that the battery will enter a high-load operating state, the vehicle's real-time speed data can be obtained, and the baseline time for the battery to enter a high-load operating state can be determined based on the real-time speed data. Based on the baseline time and the preset advance start time, the humidification start time is determined. Upon reaching the humidification start time, for each preset area, humidification is performed according to the humidification method corresponding to the preset area. This effectively avoids humidification operation starting too early or too late, and also fully considers the differences in protection requirements of different preset areas, improving the adaptability and effectiveness of humidification protection. After the zoned humidification treatment is initiated, preset parameters such as vehicle electrostatic data, insulation resistance value, and humidity data for each preset zone are monitored. Based on these preset parameters, the system determines if the vehicle is experiencing any abnormalities and takes appropriate action when abnormalities occur. This achieves a coordinated design of battery, humidification, electrostatic protection, and high-voltage safety, enabling coordinated control of environmental regulation, extended battery life, and high-voltage safety. It also establishes an effective closed loop for humidification, monitoring, and treatment, meeting the needs of battery protection, passenger comfort, and high-voltage safety, thereby improving vehicle operational safety.

[0142] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0143] Figure 4 This is a schematic diagram of the structure of a vehicle control device provided in one embodiment of this application. Figure 4 As shown, the vehicle control device provided in this embodiment may include: an acquisition module 401 and a processing module 402.

[0144] The acquisition module 401 is used to acquire vehicle battery status data and navigation data. The processing module 402 is used to predict whether the vehicle's battery will enter a high-load operating state based on battery status data and navigation data. The processing module 402 is also used to perform regional humidification treatment on multiple preset areas of the vehicle before the battery enters the high-load operating state if it is predicted that the battery will enter the high-load operating state.

[0145] In one possible implementation, processing module 402 is further configured to: After the zoned humidification treatment is started, the vehicle's preset parameters are monitored; Based on preset parameters, determine whether the vehicle is malfunctioning, and take appropriate action if malfunctions occur.

[0146] In one possible implementation, the preset parameters include insulation resistance value, electrostatic data, and humidity data for each preset area; Processing module 402 is specifically used for: Based on the insulation resistance value and the preset insulation threshold, determine whether the vehicle has an insulation abnormality; Based on the static electricity data and the preset static electricity threshold, determine whether the vehicle has experienced static electricity abnormalities; For each preset area, based on humidity data and preset humidity thresholds, it is determined whether the preset area has abnormal humidity.

[0147] In one possible implementation, processing module 402 is specifically used for: When a static electricity abnormality occurs in the vehicle, the atomizer power supply circuit is interrupted, and the static electricity elimination device is activated to eliminate the static electricity. When an insulation abnormality occurs in the vehicle, the high-voltage main relay is shut off. For each preset area, when an abnormal humidity occurs in the preset area, the target atomization amount of the atomizer in the preset area is determined based on the current humidity data of the preset area, and the current atomization amount of the atomizer is adjusted according to the target atomization amount.

[0148] In one possible implementation, the preset humidity threshold includes a first preset humidity threshold and a second preset humidity threshold, wherein the second preset humidity threshold is greater than the first preset humidity threshold; Processing module 402 is specifically used for: For each preset area, if the current humidity data of the preset area is greater than the first preset humidity threshold and less than the second preset humidity threshold, then the target atomization amount of the atomizer in the preset area is determined as the baseline atomization amount. If the current humidity data of the preset area is less than the first preset humidity threshold, then the target atomization amount of the atomizer in the preset area is determined to be the first atomization amount; the first atomization amount is greater than the reference atomization amount. If the current humidity data of the preset area is greater than the second preset humidity threshold, then the target atomization amount of the atomizer in the preset area is determined to be the second atomization amount; the second atomization amount is less than the reference atomization amount.

[0149] In one possible implementation, the battery status data includes the remaining power; the navigation data includes at least one road segment and the corresponding reference speed, length and altitude information for each road segment, as well as the location information of the fast charging station; Processing module 402 is specifically used for: Based on the baseline speed and length information corresponding to each road segment, it is determined whether the navigation data includes the target road segment, and based on the vehicle's real-time location information and the location information of the fast charging station, it is determined whether there is a fast charging station within the vehicle's preset range. If the navigation data includes the target road segment, or if there is a fast charging station within the vehicle's preset range and the remaining battery power is less than the remaining power threshold, it is predicted that the vehicle's battery will enter a high-load operation state. The target road segment includes a continuous road segment with a base speed information greater than a preset speed threshold and a length information greater than a first preset length threshold, as well as a continuous road segment with an altitude information greater than a preset altitude threshold and a length information greater than a second preset length threshold.

[0150] In one possible implementation, processing module 402 is specifically used for: Obtain real-time vehicle speed data; Based on real-time vehicle speed data, determine the reference time when the battery enters a high-load operating state; Based on the reference time and the preset advance start time, the start time of humidification is determined, and when the start time of humidification is reached, for each preset area, humidification is performed according to the humidification method corresponding to the preset area.

[0151] In one possible implementation, the vehicle includes a main power source and a backup power source; Processing module 402 is also used for: Obtain the output voltage of the main power supply, and determine whether the main power supply is faulty based on the output voltage. In the event of a main power failure, the main power supply will be switched to the backup power supply.

[0152] In one possible implementation, processing module 402 is further configured to: Obtain data on the fluid storage capacity and hardness of the fluid in the vehicle's fluid supply system. When the liquid level is less than the preset liquid level threshold, a low liquid level warning is triggered. When the hardness data exceeds the preset hardness threshold, a corresponding prompt message is generated and displayed.

[0153] It should be noted that the information interaction and execution process between the above-mentioned devices / units are based on the same concept as the method embodiments of this application. For details on their specific functions and technical effects, please refer to the method embodiments section, and they will not be repeated here.

[0154] Figure 5 This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application. Figure 5As shown, the vehicle 500 in this embodiment includes a processor 510 and a memory 520, wherein the memory 520 stores a computer program 521 that can run on the processor 510. When the processor 510 executes the computer program 521, it implements the steps in any of the above method embodiments, for example... Figure 2 Steps 201 to 203 are shown. Alternatively, when processor 510 executes computer program 521, it implements the functions of each module / unit in the above-described device embodiments, for example... Figure 5 The functions of modules 401 to 402 are shown.

[0155] For example, computer program 521 may be divided into one or more modules / units, one or more of which are stored in memory 520 and executed by processor 510 to complete this application. The one or more modules / units may be a series of computer program instruction segments capable of performing specific functions, which describe the execution process of computer program 521 in vehicle 500.

[0156] Those skilled in the art will understand that Figure 5 This is merely an example of a vehicle and does not constitute a limitation on the vehicle. It may include more or fewer components than shown, or combinations of certain components, or different components, such as input / output devices, network access devices, buses, etc.

[0157] The processor 510 can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0158] The memory 520 can be an internal storage unit of the vehicle, such as a hard drive or memory, or an external storage device, such as a plug-in hard drive, smart media card (SMC), secure digital (SD) card, flash card, etc. The memory 520 can also include both internal and external storage devices. The memory 520 is used to store computer programs and other programs and data required by the vehicle. The memory 520 can also be used to temporarily store data that has been output or will be output.

[0159] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0160] An embodiment of this application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the vehicle control method described above.

[0161] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0162] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0163] In the embodiments provided in this application, it should be understood that the disclosed devices / vehicles and methods can be implemented in other ways. For example, the device / vehicle embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0164] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0165] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0166] If the integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium, etc.

[0167] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, include: Obtain vehicle battery status data and navigation data; Based on the battery status data and the navigation data, it is predicted whether the vehicle's battery will enter a high-load operating state; If it is predicted that the battery will enter a high-load operating state, then before the battery enters the high-load operating state, the vehicle will be humidified in multiple preset areas.

2. The vehicle control method according to claim 1, characterized in that, After performing zoned humidification treatment on multiple preset areas of the vehicle, the method further includes: After the zoned humidification treatment is started, the preset parameters of the vehicle are monitored; Based on the preset parameters, determine whether the vehicle is malfunctioning, and take action if an malfunction occurs.

3. The vehicle control method according to claim 2, characterized in that, The preset parameters include insulation resistance value, electrostatic data, and humidity data for each preset area; The step of determining whether the vehicle has malfunctioned based on the preset parameters includes: Based on the insulation resistance value and the preset insulation threshold, determine whether the vehicle has an insulation abnormality; Based on the electrostatic data and the preset electrostatic threshold, it is determined whether the vehicle has an electrostatic abnormality. For each preset area, based on the humidity data and the preset humidity threshold, it is determined whether the preset area has an abnormal humidity.

4. The vehicle control method according to claim 3, characterized in that, The handling of anomalies includes: When the vehicle experiences static electricity abnormality, the atomizer power supply circuit is interrupted, and the static electricity eliminator is activated to eliminate static electricity. When the vehicle experiences an insulation abnormality, the high-voltage main relay is shut off. For each preset area, when an abnormal humidity occurs in the preset area, the target atomization amount of the atomizer in the preset area is determined based on the current humidity data of the preset area, and the current atomization amount of the atomizer is adjusted according to the target atomization amount.

5. The vehicle control method according to claim 4, characterized in that, The preset humidity threshold includes a first preset humidity threshold and a second preset humidity threshold, wherein the second preset humidity threshold is greater than the first preset humidity threshold. The step of determining the target atomization amount of the atomizer within the preset area based on the current humidity data of the preset area includes: For each preset area, if the current humidity data of the preset area is greater than the first preset humidity threshold and the humidity data is less than the second preset humidity threshold, then the target atomization amount of the atomizer in the preset area is determined as the reference atomization amount. If the current humidity data of the preset area is less than the first preset humidity threshold, then the target atomization amount of the atomizer in the preset area is determined to be the first atomization amount; the first atomization amount is greater than the reference atomization amount. If the current humidity data of the preset area is greater than the second preset humidity threshold, then the target atomization amount of the atomizer in the preset area is determined to be the second atomization amount; the second atomization amount is less than the reference atomization amount.

6. The vehicle control method according to any one of claims 1 to 5, characterized in that, The battery status data includes the remaining power; the navigation data includes at least one road segment and the corresponding reference speed information, length information, and altitude information for each road segment, as well as the location information of the fast charging station; The step of predicting whether the vehicle's battery will enter a high-load operating state based on the battery status data and the navigation data includes: Based on the baseline speed and length information corresponding to each road segment, it is determined whether the navigation data includes the target road segment, and based on the real-time location information of the vehicle and the location information of the fast charging station, it is determined whether there is a fast charging station within the preset range of the vehicle. If the navigation data includes the target road segment, or if there is a fast charging station within the preset range of the vehicle and the remaining battery power is less than the remaining battery power threshold, then it is predicted that the vehicle's battery will enter a high-load operation state. The target road segment includes a continuous road segment with a reference speed information greater than a preset speed threshold and a length information greater than a first preset length threshold, as well as a continuous road segment with an altitude information greater than a preset altitude threshold and a length information greater than a second preset length threshold.

7. The vehicle control method according to any one of claims 1 to 5, characterized in that, Before the battery enters a high-load operating state, the process of performing zoned humidification treatment on multiple preset areas of the vehicle includes: Obtain the real-time speed data of the vehicle; Based on the real-time vehicle speed data, determine the reference time when the battery enters a high-load operating state; Based on the reference time and the preset advance start time, the start time for humidification is determined, and when the start time for humidification is reached, for each preset area, humidification is performed on the preset area according to the humidification method corresponding to the preset area.

8. The vehicle control method according to any one of claims 1 to 5, characterized in that, The vehicle includes a main power supply and a backup power supply; The method further includes: Obtain the output voltage of the main power supply, and determine whether the main power supply is faulty based on the output voltage of the main power supply; In the event of a main power failure, the main power supply will be switched to a backup power supply.

9. The vehicle control method according to any one of claims 1 to 5, characterized in that, The method further includes: Obtain the liquid storage capacity of the liquid supply system in the vehicle and the hardness data of the liquid in the liquid supply system; When the liquid storage volume is less than a preset liquid storage volume threshold, a low liquid level warning is triggered. When the hardness data exceeds a preset hardness threshold, a corresponding prompt message is generated and displayed.

10. A vehicle comprising a memory and a processor, the memory storing a computer program executable on the processor, characterized in that, When the processor executes the computer program, it implements the vehicle control method as described in any one of claims 1 to 9.

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