Floating driving time prediction method, related device and vehicle

Abstract

The invention relates to a floating driving time prediction method, a related device and a vehicle, and the method comprises the steps: determining the floating driving time of the vehicle in a floating state based on at least one of the driving state information of the vehicle and the floating information of the vehicle; according to the method, the maximum drivable time when the vehicle floats is calculated and the user is prompted, so that safer and more reliable floating driving experience is provided for the user.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a method, related device and vehicle for predicting floating driving time. Background Technology

[0002] Currently, some vehicles on the market have a certain water-wading capability, but most can only cope with shallow water areas. Moreover, when the vehicle is floating, there may be insufficient energy or the vehicle's sealing time may be exceeded, which may cause the vehicle to be unable to drive effectively or even sink, thus reducing the safety of the vehicle when floating. Summary of the Invention

[0003] This application provides a method, related device, and vehicle for predicting floating endurance to solve the above-mentioned problems.

[0004] To achieve the above objectives, according to a first aspect of this application, a method for predicting floating endurance is provided, the method comprising:

[0005] The floating time of the vehicle in the floating state is determined based on at least one of the vehicle's driving status information and the vehicle's floating information.

[0006] Optionally, the vehicle's floating endurance is obtained through the following steps:

[0007] Based on the driving status information, the first floating time of the vehicle is obtained;

[0008] Based on the buoyancy information, the second floating time of the vehicle is obtained;

[0009] The floating time of the vehicle in the floating state is obtained based on the first floating time and / or the second floating time.

[0010] Optionally, obtaining the vehicle's floating range time in a floating state based on the first floating time and / or the second floating time includes:

[0011] The smaller of the first floating time and the second floating time is taken as the floating endurance time of the vehicle in the floating state.

[0012] Optionally, the driving status information includes at least one of the vehicle's remaining energy and the vehicle's driving power.

[0013] Optionally, the remaining energy of the vehicle includes a first energy corresponding to the remaining electrical charge of the vehicle and / or a second energy corresponding to the remaining fuel of the vehicle.

[0014] Optionally, the method further includes:

[0015] Under normal engine conditions, the remaining energy of the vehicle is determined based on the first energy and the second energy.

[0016] In the event of an engine malfunction, the remaining battery power of the vehicle is determined based on the first energy level.

[0017] Optionally, the second energy corresponding to the remaining fuel in the vehicle is determined through the following steps:

[0018] The energy ratio is determined based on the generator signal and instantaneous fuel consumption;

[0019] Based on the energy ratio and the detected first oil level signal, the second energy corresponding to the remaining oil level of the vehicle is determined.

[0020] Optionally, the first oil level signal is determined through the following steps:

[0021] The first oil level signal is obtained based on the instantaneous fuel consumption and the collected second oil level signal; wherein the accuracy of the second oil level signal is less than that of the first oil level signal.

[0022] Optionally, obtaining the first fuel level signal based on the instantaneous fuel consumption and the collected second fuel level signal includes:

[0023] Based on the instantaneous fuel consumption and the second fuel level signal, the first fuel level signal is obtained through Kalman filtering.

[0024] Optionally, the vehicle's driving power is determined through the following steps:

[0025] The vehicle's driving power is obtained based on the power supply and the signal from the drive motor.

[0026] Optionally, obtaining the vehicle's driving power based on the power supply and the drive motor signal includes:

[0027] Based on the signal from the drive motor, predict the motor power of the drive motor;

[0028] Based on the power supply, the non-motor power of the vehicle is obtained;

[0029] The vehicle's driving power is obtained based on the motor power of the drive motor and the non-motor power of the vehicle.

[0030] Optionally, the signals of the drive motor include the speed signal and the torque signal of the drive motor.

[0031] The step of predicting the motor power of the drive motor based on the signal of the drive motor includes:

[0032] Based on the speed signal and the torque signal, the first instantaneous power of the drive motor is obtained;

[0033] Based on the first instantaneous power, the motor power of the drive motor is predicted.

[0034] Optionally, obtaining the first instantaneous power of the drive motor based on the speed signal and the torque signal includes:

[0035] Based on the speed signal and the torque signal, the second instantaneous power of the drive motor is obtained;

[0036] The first instantaneous power of the drive motor is obtained by weighted summing of the second instantaneous power and the maximum drive power.

[0037] Optionally, the drive motor includes multiple motors.

[0038] The step of obtaining the second instantaneous power of the drive motor based on the speed signal and the torque signal includes:

[0039] The second instantaneous power of each drive motor is obtained based on the speed signal and torque signal of each drive motor.

[0040] Optionally, predicting the motor power of the drive motor based on the first instantaneous power includes:

[0041] Based on the first instantaneous power of the drive motor and the sampling frequency, the average power of the drive motor within a preset period is obtained.

[0042] Based on the average power within the preset period, the total power of the drive motor within the sliding window is obtained; wherein, the sliding window includes multiple preset periods;

[0043] The total power of the drive motor within the sliding window is averaged to obtain the motor power.

[0044] Optionally, obtaining the motor power based on the total power of the drive motor within the sliding window includes:

[0045] The total power within the sliding window corresponding to the current moment is updated based on the first instantaneous power obtained at each moment, so as to obtain the total power within the next sliding window.

[0046] Optionally, updating the total power within the sliding window corresponding to the current time based on the first instantaneous power obtained at each time moment to obtain the total power within the next sliding window includes:

[0047] Calculate the sum of the total power within the sliding window corresponding to the current moment and the first instantaneous power at the current moment;

[0048] The total power in the next sliding window is obtained based on the difference between the sum and the average power within the target preset period.

[0049] Optionally, the target preset period is the preset period of the first time in the previous sliding window.

[0050] Optionally, obtaining the non-motor power of the vehicle based on the power supply includes:

[0051] The non-motor power of the vehicle is obtained based on the difference between the power supply and the first instantaneous power.

[0052] Optionally, the floating information includes at least one of the vehicle inlet water level and the vehicle inlet water flow rate.

[0053] Optionally, a water level tank is provided at at least one preset position of the vehicle, and a preset sensor is provided in the water level tank for measuring the water level inside the water level tank.

[0054] The method further includes:

[0055] Based on the inlet water level of the at least one water level tank, the inlet water volume of the at least one water level tank is obtained;

[0056] The amount of water entering the vehicle's interior when it is floating is obtained based on the water inflow of at least one water level tank.

[0057] Optionally, obtaining the second floating time of the vehicle based on the amount of water entering the vehicle includes:

[0058] Calculate the ratio of the inflow volume to the preset inflow volume threshold, and based on the ratio and the preset floating time threshold, obtain the second floating time of the vehicle.

[0059] Optionally, a preset sensor is provided at at least one preset location inside the vehicle, the preset sensor being used to measure the water level inside the vehicle;

[0060] The method further includes:

[0061] The amount of water entering the vehicle is obtained based on at least one of the vehicle's water level, attitude information, and vehicle area.

[0062] Optionally, obtaining the water inflow volume of the vehicle based on at least one of the vehicle's water level, attitude information, and vehicle area includes:

[0063] Based on at least one of the vehicle's water inlet level, attitude information, and vehicle area, and a preset mapping relationship, an associated water inlet volume is obtained, which is related to at least one of the vehicle's water inlet level, attitude information, and vehicle area, and is used as the vehicle's water inlet volume.

[0064] The preset mapping relationship is used to indicate the correspondence between at least one of different preset water inlet levels, preset posture information, and preset vehicle area and the associated water inlet volume.

[0065] Optionally, the attitude information includes at least one of the vehicle's roll angle and pitch angle.

[0066] Optionally, obtaining the second floating time of the vehicle based on the amount of water entering the vehicle includes:

[0067] Based on the water inflow of the vehicle at two adjacent time points, the water inflow of the vehicle per unit time is obtained, which is used as the water inflow velocity of the vehicle.

[0068] The second floating time of the vehicle is obtained based on the water inflow velocity into the vehicle.

[0069] Optionally, obtaining the second floating time of the vehicle based on the vehicle's inflow velocity includes:

[0070] Calculate the average water inflow velocity of the vehicle within a preset time period to obtain the average water inflow velocity of the vehicle;

[0071] Based on the average inflow velocity, the predicted inflow velocity of the vehicle is obtained to determine the second floating time of the vehicle.

[0072] Optionally, obtaining the predicted inflow velocity of the vehicle based on the average inflow velocity includes:

[0073] The maximum inflow velocity of the vehicle at its maximum speed is obtained based on at least one of the vehicle inflow velocity and vehicle speed information.

[0074] The predicted inflow velocity is obtained by weighted summation of the average inflow velocity and the maximum inflow velocity.

[0075] Optionally, obtaining the maximum inflow velocity of the vehicle when it is floating at its maximum speed based on at least one of the vehicle inflow velocity and vehicle speed information includes:

[0076] Based on at least one of the vehicle inlet water flow rate and the vehicle speed information and a preset mapping relationship, an associated inlet water flow rate is obtained, which is used as the maximum inlet water flow rate.

[0077] The preset mapping relationship is used to indicate the correspondence between at least one of different preset inlet flow rates and preset vehicle speed information and the associated inlet flow rate.

[0078] Optionally, determining the second floating time of the vehicle includes:

[0079] Based on the water inflow volume of the vehicle and the preset water inflow threshold, the safe water inflow margin is obtained;

[0080] The second floating time of the vehicle is obtained based on the predicted inlet flow rate and the safe inlet margin.

[0081] Optionally, the method further includes:

[0082] Upon detecting an attempt to re-enter floating mode, a safety factor is determined based on driving information.

[0083] The second floating time is updated based on the product of the second floating time and the safety factor.

[0084] Optionally, the method further includes:

[0085] A notification regarding the remaining driving time while floating on water is sent to the terminal corresponding to the vehicle; the terminal includes a user terminal and / or a vehicle display terminal.

[0086] According to a second aspect of this application, embodiments of this application also provide a floating endurance prediction device, the device comprising:

[0087] The determining module is used to determine the floating endurance of the vehicle in the floating state based on at least one of the vehicle's driving status information and the vehicle's floating information.

[0088] According to a third aspect of this application, embodiments of this application also provide a computer-readable storage medium having a computer program stored thereon, the computer-readable storage medium storing instructions that, when executed by a computer, cause the computer to implement any of the floating endurance prediction methods provided in the embodiments of this application.

[0089] According to a fourth aspect of this application, embodiments of this application also provide a computer program product storing instructions that, when executed by a computer, cause the computer to implement any of the floating endurance prediction methods provided in embodiments of this application.

[0090] According to a fifth aspect of this application, embodiments of this application also provide an electronic device, comprising:

[0091] A memory on which computer programs are stored;

[0092] A processor is configured to execute the computer program in the memory to implement any of the floating endurance prediction methods provided in the embodiments of this application.

[0093] According to a sixth aspect of this application, embodiments of this application also provide a vehicle, including the aforementioned electronic device or the aforementioned floating range prediction device.

[0094] Some embodiments of this specification include at least the following beneficial effects: based on at least one of the vehicle's driving status information and the vehicle's buoyancy information, the buoyancy driving time of the vehicle in the buoyancy state is determined and the user is prompted, providing the user with a safer and more reliable buoyancy driving experience. It can effectively prevent dangerous situations caused by insufficient energy or exceeding the sealing allowance time, and can also alleviate the user's panic, while reducing the safety hazards of buoyancy driving.

[0095] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0096] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0097] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0098] Figure 1 This is an application scenario diagram of the floating endurance prediction method shown in some embodiments of this specification;

[0099] Figure 2 This is an exemplary flowchart of a method for predicting floating endurance according to some embodiments of this specification;

[0100] Figure 3 This is an exemplary schematic diagram of a floating endurance prediction system according to some embodiments of this specification;

[0101] Figure 4 This is an exemplary schematic diagram of a method for predicting floating endurance according to some embodiments of this specification;

[0102] Figure 5 This is an exemplary schematic diagram of a water level sensor installed on a vehicle according to some embodiments of this specification;

[0103] Figure 6 This is an exemplary schematic diagram illustrating the calculation of a vehicle's remaining energy according to some embodiments of this specification;

[0104] Figure 7 This is an exemplary schematic diagram illustrating the calculation of vehicle driving power according to some embodiments of this specification;

[0105] Figure 8 This is an exemplary schematic diagram illustrating the calculation of the second floating time according to some embodiments of this specification;

[0106] Figure 9 This is yet another exemplary schematic diagram illustrating the calculation of the second floating time according to some embodiments of this specification;

[0107] Figure 10 This is a schematic diagram of the structure of an electronic device according to some embodiments of this specification;

[0108] Figure 11 This is an exemplary schematic diagram of a vehicle according to some embodiments of this specification. Detailed Implementation

[0109] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0110] To facilitate understanding of the implementation schemes provided in this application, the relevant application background of the floating endurance prediction method provided in this application will be explained first.

[0111] With the intensification of global climate change and the increasing frequency of extreme weather events, dangerous situations such as urban flooding and wading through water are occurring frequently, significantly increasing the risk of vehicles accidentally entering deep water areas while driving. Statistics show that the number of accidents caused by vehicles wading through water has been on the rise in recent years. Against this backdrop, improving the safety and reliability of vehicles while floating on water has become an urgent problem for the automotive industry.

[0112] Currently, some vehicles on the market have a certain wading capability, but most can only handle shallow water areas. Furthermore, when floating, they may lack sufficient energy or exceed the vehicle's sealing time limit, leading to ineffective movement or even sinking. In addition, the lack of accurate predictions and warnings about floating time often causes panic among users, further affecting their driving decisions and operations, thus reducing the safety of floating vehicles.

[0113] To address the aforementioned issues, relevant patents provide a vehicle wading depth monitoring device. This device uses sensors installed on the bottom of the vehicle to monitor the wading depth in real time and issues an alarm to alert the driver when the depth exceeds a preset value. However, this solution only focuses on monitoring wading depth and does not address the vehicle's driving time and energy management after it floats in water. It cannot effectively prevent dangerous situations caused by insufficient energy or exceeding the allowable sealing time, nor does it effectively alleviate user anxiety or reduce the safety hazards of floating while driving.

[0114] In view of this, some embodiments of this specification provide a method for predicting the floating driving time. By calculating the maximum floating time of the vehicle when it floats on water and providing a prompt to the user, the method provides the user with a safer and more reliable floating driving experience and improves the safety of floating driving.

[0115] Figure 1 This is an application scenario diagram of the floating endurance prediction method shown in some embodiments of this specification.

[0116] The implementing entity of the technical solution in this application embodiment can be an electronic device, such as... Figure 1 The 120 shown can be deployed on or with mobile devices (such as...). Figure 1 As shown in 110), the connection is via wired or wireless means; of course, the electronic device can also be the mobile device itself. The mobile device can have any appearance, such as a smart vehicle, a smart robot, etc.

[0117] The following explanation uses a mobile device, specifically a smart vehicle (or simply a vehicle), as an example.

[0118] In some embodiments, the electronic device 120 is disposed on the vehicle 110, for example, the electronic device 120 is mounted (or fixed) to the vehicle 110 by a bracket.

[0119] In some embodiments, vehicle 110 is communicatively connected to electronic device 120. Vehicle 110 can send information to or receive information from electronic device 120. For example, if vehicle 110 and electronic device 120 are connected via Bluetooth, voice, music, and other data from electronic device 120 can be transmitted to vehicle 110 via Bluetooth and played through vehicle 110's speaker.

[0120] Vehicle 110 can be a gasoline-powered vehicle, a natural gas-powered vehicle, or a new energy vehicle. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended electric vehicles, etc. As an example and not a limitation, vehicle 110 can be a sedan, truck, motorcycle, bus, recreational vehicle, amusement park vehicle, construction equipment, tram, golf cart, train, etc., and this application embodiment does not make any special limitation in this regard.

[0121] The electronic device 120 can be a mobile phone, tablet computer, wearable device, in-vehicle device, or other electronic device with display function. This application embodiment does not impose any limitation on the specific type of the electronic device 120.

[0122] It should be noted that the above description of application scenario 100 and its components is for convenience only and should not be construed as limiting this specification to the scope of the illustrated embodiments. It is understood that those skilled in the art, after understanding the principles of the system, may arbitrarily combine the various modules or construct subsystems connected to other modules without departing from these principles. For example, the modules may share a single storage module, or each module may have its own separate storage module. Such modifications are all within the scope of this specification.

[0123] Figure 2 This is an exemplary flowchart of a method for predicting floating endurance according to some embodiments of this specification. In some embodiments, process 200 may be performed based on an electronic device. Figure 2 As shown, process 200 includes the following steps.

[0124] Step 210: Determine the floating time of the vehicle in the floating state based on at least one of the vehicle's driving status information and the vehicle's floating information.

[0125] Driving status information refers to various data generated and recorded by a vehicle during driving, or data calculated based on the aforementioned data. For example, driving status information may include, but is not limited to, vehicle speed information, power system status information (such as engine or electric motor speed signals, torque signals, operating temperature, fuel information, or power consumption information), vehicle attitude information (such as vehicle pitch angle, roll angle, yaw angle, and other attitude parameters), and handling information (such as steering wheel angle, throttle opening, and braking force).

[0126] Vehicle buoyancy information refers to various data related to the vehicle's buoyancy status and environment. For example, vehicle buoyancy information includes, but is not limited to, wading depth, sealing information, buoyancy-related parameters, etc.

[0127] Wading depth refers to the water depth in which the vehicle is located.

[0128] Sealing information refers to the sealing condition of the vehicle body and its components, such as the sealing status of windows, doors, and vents.

[0129] Buoyancy-related parameters include the vehicle's displacement and water inflow.

[0130] In some embodiments, a model can be trained on a large amount of historical driving status information and / or historical floating information based on machine learning algorithms, such as neural networks and support vector machines, to obtain a model that outputs the predicted floating endurance. In practical applications, the current driving status information and floating information are input, and the model outputs the corresponding floating endurance.

[0131] In some embodiments of this specification, the floating endurance is determined by using at least one of driving status information and floating information. This provides a more comprehensive reflection of the vehicle's actual operation in a floating state, thereby improving the accuracy of the floating endurance prediction. For example, estimating the endurance based solely on driving status information may overlook issues such as increased weight due to water ingress and reduced power caused by poor sealing; estimating the endurance based solely on floating information may overlook issues such as increased weight due to water ingress and reduced power caused by energy consumption; however, combining floating information and driving status information can fully consider these factors, making the prediction result closer to reality.

[0132] In some embodiments, the vehicle's floating range is obtained through the following steps:

[0133] Based on the driving status information, the vehicle's first floating time is obtained;

[0134] Based on the buoyancy information, the vehicle's second floating time is obtained;

[0135] The floating time of the vehicle in the floating state is obtained based on the first floating time and / or the second floating time.

[0136] The first floating time of a vehicle refers to the time that the vehicle floats in the water, estimated based on the vehicle's driving status information.

[0137] The second floating time of a vehicle refers to the estimated floating time of the vehicle in a floating state based on the vehicle's buoyancy information.

[0138] In some embodiments, historical driving status information of the vehicle under similar floating conditions can be collected based on sensors, including vehicle speed information, power system status information, etc., and a first empirical model, such as a linear regression model, can be established using statistical analysis methods to establish the relationship between driving status information and floating time. Based on the current driving status information, the first empirical model is input to predict the first floating time.

[0139] In some embodiments, historical floating information of the vehicle under similar floating conditions can be collected based on sensors, including wading depth, buoyancy-related parameters, etc., and a second empirical model, such as a linear regression model, can be established using statistical analysis methods to establish the relationship between floating information and floating time. Based on the current floating information, the second empirical model is input to predict the second floating time.

[0140] In some embodiments, the floating time of a vehicle in a floating state can be obtained based on statistical values ​​(e.g., average, weighted average, etc.) of the first floating time and the second floating time.

[0141] In some embodiments of this specification, by using driving status information and buoyancy information to calculate the first floating time and the second floating time respectively, the role of various types of information can be utilized more meticulously. Driving status information focuses on the dynamic performance of the vehicle, such as power, energy consumption, and handling, reflecting the actual operation of the vehicle during the floating process; while buoyancy information focuses on the static performance of the vehicle, such as sealing, buoyancy, and waterproof rating, reflecting the vehicle's own buoyancy capability. By calculating two floating times based on the two types of information respectively, and then combining these two floating times to determine the final floating driving time, the accuracy of the prediction can be effectively improved.

[0142] In some embodiments, the floating range of the vehicle in the floating state is obtained based on the first floating time and / or the second floating time, including:

[0143] The smaller of the first floating time and the second floating time is taken as the vehicle's floating endurance time in the floating state.

[0144] In some embodiments of this specification, the first floating time and the second floating time are calculated based on different information dimensions, and each may have different errors. Taking the smaller value as the floating endurance can avoid safety risks that may be caused by misestimation and ensure that the vehicle has enough floating time to deal with possible emergencies under any circumstances.

[0145] In some embodiments, the driving status information includes at least one of the vehicle's remaining energy and the vehicle's driving power.

[0146] Vehicle remaining energy refers to the available energy of a vehicle in its current state.

[0147] Vehicle power refers to the power that a vehicle is expected to consume under specific operating conditions.

[0148] In some embodiments of this specification, the vehicle's remaining energy and driving power are key factors affecting its driving range. Remaining energy directly determines the total amount of energy the vehicle can utilize in its current state, while driving power reflects the rate of energy consumption under specific operating conditions. Considering both parameters comprehensively allows for a more complete assessment of the energy supply and demand relationship of the vehicle while floating, thereby improving the accuracy of predicting floating range. For example, even with ample remaining energy, excessively high driving power will lead to rapid energy consumption and a shorter floating range; conversely, even with limited remaining energy, low driving power may allow the vehicle to maintain floating operation for a longer period.

[0149] In some embodiments, the vehicle's remaining energy includes a first energy corresponding to the vehicle's remaining electrical charge and / or a second energy corresponding to the vehicle's remaining fuel.

[0150] In some implementations, the remaining energy of a vehicle varies depending on its type: For pure electric vehicles, the remaining energy primarily consists of the vehicle's remaining battery power. Electric vehicles rely on electrical energy from the battery to drive the motor, thus propelling the vehicle; the battery's available energy in its current state determines the vehicle's remaining energy. For hybrid vehicles, the remaining energy includes at least one or a combination of primary energy sources and secondary energy sources. Hybrid vehicles can select between electric drive and internal combustion engine drive, or both, depending on different operating conditions. Therefore, the vehicle's remaining battery power and remaining fuel level together determine its remaining energy.

[0151] Remaining charge refers to the energy that a vehicle can use from the current state of the battery to its fully discharged state.

[0152] In some implementations, the battery's state of charge (SOC) and discharge voltage curve can be used as the basis for calculating the battery's usable energy, which is then considered as the remaining charge.

[0153] Remaining fuel level refers to the amount of fuel remaining in a vehicle's fuel tank, measured in liters (L). For example, the remaining fuel level can be monitored in real time using a fuel tank sensor.

[0154] The second energy level corresponding to the remaining fuel in a vehicle refers to the total energy contained in the remaining fuel in the tank. For example, it can be calculated by multiplying the remaining fuel quantity by the energy density per unit fuel volume.

[0155] In some embodiments of this specification, by accurately monitoring the vehicle's remaining battery power and / or remaining fuel level, the vehicle's remaining driving time while floating in water can be predicted more precisely, helping to reduce user anxiety.

[0156] In some embodiments, the method further includes:

[0157] Under normal engine conditions, the vehicle's remaining energy is determined based on the first energy and the second energy.

[0158] In the event of an engine malfunction, the vehicle's remaining battery power is determined based on the initial energy level.

[0159] In some embodiments, when the engine is functioning normally, the remaining energy of the vehicle is determined based on the sum of the first energy and the second energy.

[0160] In some embodiments, in the event of an engine malfunction, the first energy is used to determine the vehicle's remaining battery power.

[0161] In some embodiments, electronic devices connected to the vehicle can collect engine operating data in real time, such as cylinder temperature, oil pressure, and engine speed, through various sensors. After processing and analyzing the collected data, the engine's operating status can be determined. These sensors may include one or a combination of crankshaft position sensors, camshaft position sensors, intake air pressure sensors, coolant temperature sensors, and oxygen sensors.

[0162] In some implementations, the engine's operating status (including abnormal or normal) can be determined based on the engine's status signals.

[0163] In some embodiments of this specification, by determining the engine's operating status, the remaining energy of the vehicle can be accurately assessed under different conditions, thereby improving the accuracy of range prediction, enhancing driving safety, and improving user experience.

[0164] In some embodiments, the second energy corresponding to the remaining fuel in the vehicle is determined by the following steps:

[0165] The energy ratio is determined based on the generator signal and instantaneous fuel consumption;

[0166] Based on the energy ratio and the detected first oil level signal, the second energy corresponding to the remaining fuel in the vehicle is determined.

[0167] The generator's signals reflect the engine's operating status and output power.

[0168] In some implementations, the generator signals include the generator's output voltage and output current. Electronic equipment calculates the generator's instantaneous power by monitoring the generator's output voltage and current.

[0169] Instantaneous fuel consumption refers to the amount of fuel a vehicle consumes at a specific moment or within a short period of time.

[0170] Instantaneous fuel consumption can be measured and calculated in various ways. In some embodiments, instantaneous fuel consumption can be calculated using the engine's fuel injection quantity and operating time. For example, the engine's fuel injection quantity can be recorded over a period of time, and instantaneous fuel consumption can be calculated based on the engine's operating time. In some embodiments, the amount of fuel consumed per unit time can be directly measured using a flow sensor installed in the fuel supply system.

[0171] Energy ratio refers to the energy generated by consuming a preset amount of oil (e.g., 1L).

[0172] In some implementations, the energy ratio can be obtained based on the ratio of the generator's instantaneous power to its instantaneous fuel consumption per unit time.

[0173] The first oil level signal refers to the height of the oil level in the tank.

[0174] In some embodiments, the oil level in the tank can be monitored in real time using an oil level sensor.

[0175] In some embodiments, the relationship between the fuel level signal and the fuel quantity in the fuel tank can be established through experiments or calibration methods. For example, the relationship between fuel quantity and fuel level can be obtained by least squares polynomial fitting, and the current remaining fuel quantity in the vehicle can be calculated based on the first fuel level signal, the relationship between fuel quantity and fuel level.

[0176] In some embodiments, the remaining fuel level of the vehicle can be obtained based on the ratio of the first fuel level signal to the calibrated fuel level, and the product of the ratio and the fuel tank volume.

[0177] In some embodiments, the second energy corresponding to the remaining fuel quantity of the vehicle can be obtained based on the product of the energy ratio and the remaining fuel quantity of the vehicle.

[0178] In some embodiments of this specification, by combining generator signals, instantaneous fuel consumption, and data from fuel level sensors, more accurate information on remaining fuel and energy can be provided, thereby improving the accuracy of range prediction and driving safety of the vehicle under floating conditions.

[0179] In some embodiments, the first oil level signal is determined by the following steps:

[0180] The first oil level signal is obtained based on the instantaneous fuel consumption and the collected second oil level signal;

[0181] The accuracy of the second oil level signal is less than that of the first oil level signal.

[0182] The second oil level signal is a rough estimate of the oil level or quantity in the tank obtained through an oil level sensor. The accuracy of the second oil level signal is relatively low.

[0183] In some embodiments, the first fuel level signal can be obtained in various ways using instantaneous fuel consumption and the second fuel level signal. For example, an adjustment coefficient can be determined using instantaneous fuel consumption, and the collected second fuel level signal can be adjusted based on the adjustment coefficient to obtain the first fuel level signal. Different instantaneous fuel consumption values ​​correspond to different adjustment coefficients.

[0184] In some embodiments of this specification, by combining instantaneous fuel consumption and second fuel level signals, data can be fused through correction methods to improve the accuracy of the fuel level signal; this can effectively reduce measurement errors and provide more accurate fuel level information.

[0185] In some embodiments, the first oil level signal is obtained based on instantaneous fuel consumption and the acquired second oil level signal, including:

[0186] Based on the instantaneous fuel consumption and the second fuel level signal, the first fuel level signal is obtained through Kalman filtering.

[0187] In some embodiments, the second oil level signal, measured in liters, is acquired by an oil level sensor. To accurately estimate the floating range time, a more precise oil level signal needs to be estimated. Kalman filtering is performed using the instantaneous fuel consumption signal and the second oil level signal to establish the state equation and observation equation as follows:

[0188] x(0, Q)=Ax(k-1)+Bu(k-1)+w(k-1), w~N(0, Q);

[0189] z(k)=Hx(k)+v(k), v~N(0, N);

[0190] Where u(k-1) is the known control input, i.e., instantaneous fuel consumption; B represents the control input matrix, and the process noise w follows a Gaussian distribution, i.e., w ~ N(0, Q). H represents the observation matrix, and the measurement noise v follows a Gaussian distribution, i.e., v ~ N(0, R).

[0191] In some embodiments, the data fusion process based on Kalman filtering is as follows:

[0192] (1) Based on the state prediction value at time k-1 and the input signal at time k, the state prediction value at time k is calculated based on the state equation.

[0193] x(k|k-1)=Ax(k-1|k-1)+Bu(k);

[0194] Wherein, the state variable x represents the oil level signal, x(k|k-1) is the prior estimate of the state variable x at time k, A=[1], x(k-1|k-1) is the posterior estimate of the state variable x at time k-1. B=[dT], dT is the program execution cycle, u is the instantaneous oil consumption, and u(k) is the instantaneous oil consumption at time k.

[0195] (2) Derive the error covariance matrix of the prior estimate at time k.

[0196] P(k|k-1)=AP(k-1|k-1)A T +Q;

[0197] Where P(k|k-1) is the prior estimated error covariance matrix, P(k-1|k-1) is the posterior estimated error covariance matrix, and Q is the process noise covariance matrix.

[0198] (3) Calculate the gain matrix of the Kalman filter.

[0199]

[0200] Where H = [1], R is the covariance matrix of the observation noise, and K(k) is the gain matrix.

[0201] (4) Update the state estimate using the current measurement.

[0202] x(k|k)=x(k|k-1)+K(k)(Z(k)-Hx(k|K-1));

[0203] Where x(k|k) is the posterior estimate of the state variable x at time k, i.e., the first oil level signal, and Z(k) is the second oil level signal collected at time k.

[0204] (5) Update the error covariance matrix.

[0205] P(k) = (IK(k)H)P(k|k-1);

[0206] In some embodiments, the initial value and the calibrated value may include: X(0), P(0), Q, R, etc.

[0207] In some embodiments of this specification, the oil level sensor may be subject to environmental interference in actual use. A Kalman filter can effectively filter out noise during the measurement process, improve the stability and reliability of the signal, and the high-precision oil level signal can reduce data jitter, provide more stable measurement results, and ensure that the engine runs smoothly under various operating conditions.

[0208] In some embodiments, the vehicle's driving power is determined by the following steps:

[0209] The vehicle's driving power is obtained based on the power supply and the signal from the drive motor.

[0210] Power supply refers to the power that the battery provides to the vehicle.

[0211] In some embodiments, the power supply can be calculated based on the battery's supply voltage and supply current.

[0212] The signals from the drive motor reflect its operating status and output power.

[0213] In some embodiments, the vehicle's driving power can be obtained in various ways based on the power supply and the drive motor signal. For example, a corresponding mathematical model can be established based on the power supply and the drive motor signal to obtain the vehicle's driving power. Alternatively, a large amount of historical power supply and drive motor signals can be obtained to establish a machine learning prediction model, which can then predict the vehicle's driving power based on the current power supply and drive motor signal.

[0214] In some embodiments of this specification, by combining the power supply and drive motor signals, data fusion can be performed using multiple data sources, thereby improving measurement accuracy, effectively reducing measurement errors, and providing more accurate vehicle driving power.

[0215] In some embodiments, the vehicle driving power is obtained based on the power supply and the signal from the drive motor, including:

[0216] Based on the signal from the drive motor, predict the motor power of the drive motor;

[0217] Based on the power supply, the non-motor power of the vehicle is obtained;

[0218] The vehicle's driving power is obtained based on the motor power of the drive motor and the non-motor power of the vehicle.

[0219] The power of a drive motor refers to the prediction of the power demand of the drive motor over a future period. The power of the drive motor can be determined by modeling and prediction based on historical data, driving modes, driving routes, and other factors.

[0220] It should be noted that instantaneous power refers to the actual power consumption at a certain moment, which is characterized by high-frequency fluctuations and is mainly used for real-time control and feedback.

[0221] Estimated power is a prediction of power demand over a future period of time. It is more stable and smooth, and is suitable for energy management and travel planning.

[0222] Non-motor power refers to the power consumed by other systems and equipment in a vehicle besides the drive motor, such as the power consumed by air conditioning, lighting, and audio systems.

[0223] In some embodiments, the non-motor power of the vehicle can be obtained based on the power supply and a preset proportional coefficient.

[0224] In some embodiments, a corresponding mathematical model can be established based on the motor power of the drive motor and the non-motor power of the vehicle to obtain the vehicle's driving power.

[0225] In some embodiments of this specification, by comprehensively considering the power requirements of the drive motor and non-motor systems, the total energy consumption of the vehicle in a floating state can be predicted more accurately, which helps to calculate the time that the remaining battery power can support. It not only considers the power consumption of the drive motor, but also the energy consumption of other systems such as electronic devices, lighting, and communication equipment, avoiding the deviation of floating time caused by relying on a single system (such as the drive motor) for prediction.

[0226] In some embodiments, the signals for the drive motor include the drive motor's rotational speed signal and the drive motor's torque signal.

[0227] Based on the signals from the drive motor, predict the motor power of the drive motor, including:

[0228] The first instantaneous power of the drive motor is obtained based on the speed signal and torque signal;

[0229] Based on the first instantaneous power, predict the motor power of the drive motor.

[0230] In some embodiments, the rotational speed signal of the drive motor can be measured by a speed sensor mounted on the drive motor; and the torque signal of the drive motor can be measured by a torque sensor mounted on the output shaft of the drive motor.

[0231] The first instantaneous power can be the instantaneous power calculated based on the signal from the drive motor.

[0232] In some embodiments, the first instantaneous power of the drive motor can be obtained by using a preset formula based on the speed and torque signals of the drive motor at the current moment.

[0233] In some embodiments, the preset formula is: P = T × n × 2π / 60, where P is the first instantaneous power, T is the instantaneous torque signal of the drive motor at the current moment (unit: Newton-meter, Nm), and n is the instantaneous speed signal of the drive motor at the current moment (unit: revolutions per minute, rpm). 2π / 60 is a constant used to convert the unit of the speed signal from revolutions per minute to radians per second (rad / s).

[0234] In some embodiments, the motor power of the drive motor can be predicted based on the first instantaneous power through theoretical analysis, modeling, and other methods.

[0235] In some embodiments, the speed and torque signals of the drive motor in the last few seconds or minutes can be considered to predict the motor power of the drive motor in a short period of time.

[0236] In some embodiments of this specification, the motor power is predicted based on the speed and torque signals of the drive motor, which not only improves the accuracy of the motor power prediction but also helps to improve the accuracy of the first drift time calculation.

[0237] In some embodiments, the first instantaneous power of the drive motor is obtained based on the speed signal and the torque signal, including:

[0238] The second instantaneous power of the drive motor is obtained based on the speed signal and torque signal;

[0239] The first instantaneous power of the drive motor is obtained by weighted summing of the second instantaneous power and the maximum drive power.

[0240] Maximum drive power is the maximum power that the drive motor can output under ideal conditions. Maximum drive power can be provided by the manufacturer or determined through calibration testing.

[0241] The second instantaneous power is the actual instantaneous power value of the drive motor calculated directly from the current speed signal and torque signal.

[0242] The first instantaneous power is a more comprehensive instantaneous power value obtained by weighted summation based on the second instantaneous power and the maximum driving power of the motor.

[0243] In some embodiments, the weights corresponding to the maximum drive power and the second instantaneous power can be determined based on historical data or prior knowledge, or adjusted according to actual conditions. The sum of the weights corresponding to the maximum drive power and the second instantaneous power is 1.

[0244] In some embodiments, the first instantaneous power can be obtained by weighting and summing the maximum driving power and the second instantaneous power based on the weights corresponding to the maximum driving power and the second instantaneous power.

[0245] In some embodiments of this specification, the first instantaneous power is obtained by calculating the second instantaneous power based on the rotational speed and torque signals and then weighting and summing it with the maximum drive power. This not only improves the accuracy of power prediction but also enhances the robustness and stability of the calculation. This is beneficial for energy management and safety in a floating state, maximizing the floating time and increasing the likelihood of a successful rescue.

[0246] In some embodiments, the drive motor includes multiple motors.

[0247] Based on the speed and torque signals, the second instantaneous power of the drive motor is obtained, including:

[0248] Based on the speed and torque signals of each drive motor, the second instantaneous power of each drive motor is obtained.

[0249] In some embodiments, the instantaneous power of each drive motor can be calculated based on the speed signal and torque signal of each drive motor; the second instantaneous power can be obtained based on the sum of the instantaneous power of each drive motor; and the second instantaneous power and the maximum drive power can be weighted and summed according to the weight corresponding to the second instantaneous power and the weight corresponding to the maximum drive power to obtain the first instantaneous power.

[0250] In some embodiments, multiple second instantaneous powers can be obtained based on the instantaneous power of each drive motor. The second instantaneous power and the maximum drive power of each drive motor are weighted and summed according to the weight corresponding to the second instantaneous power of each drive motor and the weight corresponding to the maximum drive power to obtain the first instantaneous power.

[0251] In some embodiments of this specification, when a vehicle is equipped with multiple drive motors, a method is used to calculate the second instantaneous power of each drive motor based on its speed and torque signals, and finally obtain the first instantaneous power by weighted summation. This method is applicable to more complex vehicle architectures, ensuring that the operating state of each drive motor is accurately evaluated and comprehensively considered, thereby improving the accuracy of the predicted motor power of the drive motors.

[0252] In some embodiments, predicting the motor power of the drive motor based on the first instantaneous power includes:

[0253] Based on the first instantaneous power of the drive motor and the sampling frequency, the average power of the drive motor within a preset period is obtained;

[0254] The total power of the drive motor within the sliding window is obtained based on the average power within a preset period; wherein the sliding window includes multiple preset periods.

[0255] The motor power is obtained by averaging the total power of the drive motor within the sliding window.

[0256] Sampling frequency refers to the number of times the speed and torque signals are collected per unit of time. For example, if the sampling frequency is 100Hz, it means that 100 samples are collected per second, resulting in 100 speed and torque signals.

[0257] The preset period refers to the time period used to calculate the average power. For example, you can choose 1 second or 10 seconds as the preset period.

[0258] In some embodiments, for each preset cycle, all first instantaneous power values ​​within the time period of the preset cycle are averaged to obtain the average power of the drive motor within the preset cycle.

[0259] For example, the average power within a preset period is (first instantaneous power value 1 + first instantaneous power value 2 + ...) / N, where N is the number of samples within the preset period, N = Fs × Tp, Fs is the sampling frequency, and Tp is the preset period.

[0260] A sliding window refers to a time window containing multiple preset periods. For example, you can choose 10 seconds or 100 seconds as the sliding window length.

[0261] A sliding window is a fixed-length time period used to analyze or process data within that period. By using a sliding window, trend changes over a period of time can be captured, providing a more stable power assessment.

[0262] In some embodiments, multiple time windows can be obtained by using a sliding window for a specified time period. In one embodiment, since the acquired signal includes a speed signal and / or a torque signal, the speed signal and / or torque signal within each time window are obtained by using a sliding window for the acquired signal.

[0263] It should be noted that a specified time period can be divided into multiple time windows. A time window can be understood as a series of time segments within a specified time period. For example, a time window can be 10 seconds. Adjacent time windows may or may not overlap. The total power within each time window is used to characterize the total power of the acquired signal within that time window.

[0264] In some embodiments, the sliding window can be slid from front to back based on the order of acquisition time. Each time the sliding window is slid by a preset step size, a segment of the acquired signal is captured and identified as the signal within the sliding window. This process is repeated until all acquired signals are captured.

[0265] In some embodiments, for each sliding window, each sliding window includes multiple preset periods, the average power within each preset period of the window is calculated, and for each sliding window, the average power of all preset periods within the sliding window is added together to obtain the total power within the sliding window.

[0266] In some embodiments of this specification, analysis over multiple time scales not only considers instantaneous power changes but also incorporates average power over longer periods, providing a more comprehensive power assessment; this avoids the bias that may result from relying solely on a single instantaneous power measurement, especially under complex operating conditions (such as rapid acceleration, wading, floating, etc.).

[0267] In some embodiments, the motor power is obtained based on the total power of the drive motor within the sliding window, including:

[0268] The total power within the sliding window corresponding to the current moment is updated based on the first instantaneous power obtained at each moment, and the total power within the next sliding window is obtained.

[0269] In some embodiments, for each sliding window, whenever new first instantaneous power data arrives, the total power within the sliding window is updated. When a new first instantaneous power arrives, the power values ​​of one or more of the earliest samples are removed from the sliding window. If the preset step size is a preset period, then the power value of one sample is removed each time; the new first instantaneous power is then added to the total power value within the sliding window.

[0270] The power value of a sample can be the first instantaneous power of the sample or the average power within a preset period corresponding to the sample.

[0271] In some embodiments of this specification, by updating the total power within the sliding window in real time, a rapid response to changes is ensured; this avoids recalculating the total power of the entire window, reducing computational load and potential error accumulation; when the vehicle is under extreme conditions (such as sudden acceleration or floating on water), real-time updating of the total power can help better estimate the actual power demand, improving response speed and accuracy.

[0272] In some embodiments, updating the total power within the sliding window corresponding to the current time moment based on the first instantaneous power obtained at each time moment to obtain the total power within the next sliding window includes:

[0273] Calculate the sum of the total power within the sliding window at the current time and the power at the first instant at the current time;

[0274] The total power in the next sliding window is obtained based on the difference between the sum and the average power within the target preset period.

[0275] In some embodiments, the average power within the target preset period can be the average power within any preset period.

[0276] For example, the initial total power value within the first sliding window can be predefined as: maximum vehicle discharge power × coefficient × number of samples within a preset period × sliding window length. When the k-th instantaneous power is obtained, the total power within the sliding window corresponding to the k-th time is: total power within the sliding window corresponding to the (k-1)-th time + first instantaneous power at the k-th time - average power within the target preset period. Here, the sliding window corresponding to the k-th time refers to the sliding window whose right boundary is located at the k-th time.

[0277] In some embodiments, when the kth instantaneous power is obtained, the total power within the sliding window is updated, including: adding the first instantaneous power at the kth moment to the current sliding window and subtracting the average power within the target preset period corresponding to the leftmost (earliest data point in the window) within the current sliding window.

[0278] In some embodiments of this specification, the total power within the sliding window corresponding to the current moment is updated based on the first instantaneous power obtained at each moment, and the total power within the next sliding window is obtained. By using the difference adjustment method, not only can the total power be updated in real time, but the prediction accuracy can also be further optimized by introducing the average power within the target preset period.

[0279] In some embodiments, the target preset period is the preset period of the first time in the previous sliding window.

[0280] For example, the total power within the sliding window corresponding to time k = the total power within the sliding window corresponding to time (k-1) + the first instantaneous power at time k - the average power (1, k-1) within a preset period. Wherein, the average power (1, k-1) within the preset period represents the average power of the first preset period within the sliding window corresponding to time (k-1).

[0281] In some embodiments of this specification, the total power within the sliding window corresponding to the current moment is updated using the first instantaneous power obtained at each moment. The total power within the sliding window is updated by removing old data and adding new data, which reduces redundant calculations, improves computational efficiency, and reduces system burden. Furthermore, the use of the difference adjustment method makes the algorithm implementation simpler and more intuitive, easier to maintain and expand. By introducing average power for adjustment, noise in the instantaneous power can also be effectively filtered out, providing a smoother power curve, which helps to predict the motor power more accurately.

[0282] In some embodiments, the non-motor power of the vehicle is obtained based on the power supplied, including:

[0283] The non-motor power of the vehicle is obtained based on the difference between the power supplied and the power at the first instant.

[0284] In some embodiments, the power supply can be calculated based on battery voltage, battery signals, etc.

[0285] In some embodiments of this specification, the non-motor power of the vehicle is obtained by the difference between the power supply power and the first instantaneous power, which can accurately assess the power consumption of other systems in the vehicle besides the drive motor, such as electronic devices and air conditioning.

[0286] In some embodiments, the floating information includes at least one of the vehicle inlet water level and the vehicle inlet water flow rate.

[0287] The water level inside a vehicle refers to the depth of water inside the vehicle.

[0288] In some embodiments, ultrasonic sensors, pressure sensors, or water level sensors can be installed at different locations on the bottom of the vehicle to monitor water level changes in real time or to use an onboard camera for image recognition to determine the water level inside the vehicle.

[0289] Vehicle inflow velocity refers to the speed at which water enters a vehicle and is used to assess the impact of water flow on the vehicle.

[0290] In some embodiments, a flow velocity sensor can be installed on the bottom or side of the vehicle to measure the water flow velocity, or a Doppler radar can be installed inside the vehicle to measure the water flow velocity using the Doppler effect, which is suitable for complex environments.

[0291] In some embodiments of this specification, by combining information on the vehicle's water level and water flow rate, the vehicle's floating time in a floating state can be more comprehensively assessed. Through real-time monitoring and data analysis, the vehicle can be ensured to operate safely and efficiently in complex environments, providing reliable protection for drivers and rescue personnel.

[0292] In some embodiments, a water level tank is provided at at least one preset position of the vehicle, and a preset sensor is provided in the water level tank. The preset sensor is used to measure the water level information of the water entering the water level tank.

[0293] The method also includes:

[0294] Based on the water level information of at least one water level tank, the inflow rate of at least one water level tank is obtained;

[0295] The amount of water entering the vehicle's interior when it is floating is obtained based on the water inflow of at least one water level tank.

[0296] Multiple water level tanks are installed in key parts of the vehicle (such as the chassis, bottom of the doors, engine compartment, etc.).

[0297] In some embodiments, a preset sensor (such as an ultrasonic sensor, a pressure sensor, or a capacitive water level sensor) can be installed in each water level tank to monitor water level changes in real time, and each water level tank is connected to the interior of the vehicle.

[0298] In some embodiments, the water inflow of a single water level tank can be calculated based on the water level information measured by a preset sensor in each water level tank and the timestamp of each measurement.

[0299] Assuming the cross-sectional area of ​​each water level tank is Ai, the inflow rate Vi of the i-th water level tank can be calculated using the following formula: Vi = Ai × hi.

[0300] Where: Vi is the inflow rate of the i-th water level tank (e.g., X liters or cubic meters). Ai is the cross-sectional area of ​​the i-th water level tank (e.g., Y square meters). hi is the water level height in the i-th water level tank (e.g., Z meters).

[0301] In some embodiments, the water inflow of all water level tanks can be summed to obtain the total water inflow into the vehicle's interior when it is floating.

[0302] In some embodiments of this specification, calculating the amount of water entering the vehicle's interior when it is floating helps in predicting the vehicle's floating time.

[0303] In some embodiments, the second floating time of the vehicle is obtained based on the amount of water entering the vehicle, including:

[0304] The ratio of the inflow volume to the preset inflow volume threshold is calculated, and the second floating time of the vehicle is obtained based on the ratio and the preset floating time threshold.

[0305] The preset water inflow threshold refers to the maximum permissible amount of water that can allow a vehicle to float safely. The preset water inflow threshold can be set by the vehicle manufacturer according to design standards.

[0306] The preset floating time threshold refers to the time a vehicle can float under the maximum permissible water inflow. The preset floating time threshold can be determined based on experimental or historical data.

[0307] The second floating time is calculated based on the ratio and a preset floating time threshold to obtain the vehicle's floating time in the water.

[0308] In some embodiments, the ratio of the actual water inflow into the vehicle to a preset water inflow threshold can be calculated. Based on this ratio and a preset floating time threshold, the vehicle's second floating time is obtained using a preset formula. The preset formula is: T2 = Tmax × (1 - R), where T2 is the vehicle's second floating time (in seconds or minutes, etc.), Tmax is the preset floating time threshold, and R is the ratio of the water inflow to the preset water inflow threshold.

[0309] In some embodiments of this specification, a more accurate float time estimate is provided by combining a preset influent volume threshold and a float time threshold.

[0310] In some embodiments, a preset sensor is provided at at least one preset location inside the vehicle, and the preset sensor is used to measure the water level entering the vehicle.

[0311] The method also includes:

[0312] The amount of water entering the vehicle is obtained based on at least one of the following: the water level, the vehicle's attitude information, and the vehicle's area.

[0313] Vehicle flood level refers to the water level at a specific location inside the vehicle. Specifically, the vehicle flood level is the height reached by water after it enters the vehicle, and it is measured by sensors installed at different locations inside the vehicle.

[0314] Attitude information refers to the tilt angle and direction of a vehicle when it is floating on water.

[0315] In some embodiments, multiple preset sensors (such as ultrasonic sensors, pressure sensors, or capacitive water level sensors) are installed in preset locations inside the vehicle (such as the bottom of the vehicle) to monitor the water level inside the vehicle in real time.

[0316] In some embodiments, the final vehicle water level can be obtained based on the average value of the vehicle water level measured by each preset sensor.

[0317] In some embodiments, an accelerometer, gyroscope, or inertial measurement unit (IMU) may be installed to acquire the vehicle's attitude information (such as pitch angle, roll angle, etc.).

[0318] In some embodiments, the actual cross-sectional area of ​​the vehicle can be obtained based on design drawings and technical parameters provided by the vehicle manufacturer, or through laser scanning or 3D modeling technology.

[0319] In some embodiments, the amount of water entering the vehicle can be obtained through theoretical calculations or modeling based on at least one of the vehicle's water level, attitude information, and vehicle area.

[0320] In some embodiments, attitude information includes at least one of the vehicle's roll angle and pitch angle.

[0321] In some embodiments of this specification, by taking into account the vehicle's roll and pitch angles, the effective value of the cross-sectional area can be adjusted more precisely, thereby calculating the water inflow more accurately. For example, when the vehicle is tilted, the water inflow area of ​​certain parts will increase or decrease, directly affecting the water inflow; this avoids measurement errors caused by changes in vehicle posture and ensures the authenticity and reliability of the data.

[0322] In some embodiments of this specification, by comprehensively considering the vehicle's water level, attitude information, and vehicle area, the amount of water entering the vehicle can be calculated more accurately, thereby improving safety and aiding in the subsequent calculation of floating time.

[0323] In some embodiments, the amount of water entering the vehicle is obtained based on at least one of the vehicle's water level, attitude information, and vehicle area, including:

[0324] Based on at least one of the vehicle's water level, attitude information, and vehicle area, and a preset mapping relationship, the associated water inflow volume is obtained, which is related to at least one of the vehicle's water level, attitude information, and vehicle area, and is taken as the vehicle's water inflow volume.

[0325] The preset mapping relationship is used to indicate the correspondence between at least one of the preset water inlet level, preset attitude information, and preset vehicle area and the associated water inlet volume.

[0326] Preset mapping relationships can be determined based on historical data or prior knowledge.

[0327] In some embodiments of this specification, the corresponding historical data or prior knowledge can be directly retrieved through a preset mapping relationship, avoiding complex real-time calculations and improving accuracy and response speed; the mapping relationship is based on a large amount of historical data or simulation results, reducing the impact of sensor errors or environmental changes.

[0328] In some embodiments, the second floating time of the vehicle is obtained based on the amount of water entering the vehicle, including:

[0329] Based on the water inflow of the vehicle at two adjacent moments, the water inflow of the vehicle per unit time is obtained as the vehicle water inflow velocity.

[0330] The second floating time of the vehicle is obtained based on the water flow velocity entering the vehicle.

[0331] A unit of time is a predefined shorter time interval. For example, a unit of time could be 1 second or 0.1 seconds.

[0332] In some embodiments, the vehicle water inflow velocity can be calculated by dividing the difference in water inflow between two adjacent moments by the time interval.

[0333] In some embodiments, the second floating time is obtained based on the vehicle inlet water flow rate and a preset inlet water volume threshold.

[0334] For example, the second floating time = (preset water inflow threshold - water inflow of the vehicle at the current moment) / water inflow velocity of the vehicle.

[0335] In some embodiments of this specification, the accuracy of the floating time prediction is ensured by dynamically calculating the inflow velocity through real-time monitoring of the inflow volume at two adjacent moments.

[0336] In some embodiments, the second afloat time of the vehicle is obtained based on the vehicle inflow velocity, including:

[0337] Calculate the average inflow velocity of the vehicle within a preset time period to obtain the average inflow velocity of the vehicle.

[0338] Based on the average inflow velocity, the predicted inflow velocity of the vehicle is obtained to determine the vehicle's second floating time.

[0339] In some embodiments, the total amount of water entering the vehicle can be measured periodically within a preset time period (such as 5 minutes, 10 minutes, etc.) to obtain the amount of water entering the vehicle at multiple time points.

[0340] In some embodiments, multiple vehicle water inflow velocities can be obtained by dividing the difference in water inflow between any two adjacent times by the time interval; the average water inflow velocity within a preset time period is obtained by averaging the water inflow velocities within the preset time period.

[0341] In some embodiments of this specification, by calculating the average influent flow rate over multiple time periods, the impact of fluctuations caused by measurements at a single time point is reduced, improving the stability and reliability of the data; misjudgments caused by sudden changes in influent volume over a short period of time are avoided, ensuring the accuracy of floating time prediction.

[0342] In some embodiments, the predicted inflow velocity of the vehicle is obtained based on the average inflow velocity, including:

[0343] Based on at least one of the vehicle inflow velocity and vehicle speed information, the maximum inflow velocity of the vehicle at its maximum speed is obtained.

[0344] The predicted inflow velocity is obtained by weighted summation of the average inflow velocity and the maximum inflow velocity.

[0345] The maximum inflow velocity at maximum vehicle speed refers to the rate at which the amount of water entering the vehicle increases due to water flow impact or other factors when the vehicle is traveling at its maximum permissible speed.

[0346] In some embodiments, the maximum inflow velocity of the vehicle at its maximum speed can be obtained by theoretical calculation, numerical simulation or modeling based on at least one of the vehicle inflow velocity and vehicle speed information.

[0347] Predicting the inflow velocity is an estimate of the rate of change of the amount of water entering the vehicle at a future point in time.

[0348] In some embodiments, the average influent velocity and the maximum influent velocity can be weighted and summed based on the weights corresponding to the average influent velocity and the maximum influent velocity to obtain the predicted influent velocity.

[0349] In some embodiments of this specification, by combining the average inflow velocity and the maximum inflow velocity, and taking into account the current state and potential risks, it is possible to more accurately predict future changes in inflow volume; avoid misjudgment caused by a single parameter, ensure the authenticity and reliability of the floating time prediction, and help provide a more accurate time estimate when the vehicle is in extreme conditions (such as high-speed driving or floating on water).

[0350] In some embodiments, the maximum inflow velocity of the vehicle when floating at its maximum speed is obtained based on at least one of the vehicle inflow velocity and vehicle speed information, including:

[0351] Based on at least one of the vehicle inflow velocity and vehicle speed information and a preset mapping relationship, the associated inflow velocity related to at least one of the vehicle inflow velocity and vehicle speed information is obtained, and this is used as the maximum inflow velocity.

[0352] Among them, the preset mapping relationship is used to indicate the correspondence between at least one of the preset water inlet flow rate and preset vehicle speed information and the associated water inlet flow rate.

[0353] Preset mapping relationships are pre-established correspondence tables or models that indicate the correspondence between different preset influent flow rates, preset vehicle speeds, and associated influent flow rates. Preset mapping relationships can be determined based on historical data or prior knowledge.

[0354] In some embodiments of this specification, the method of obtaining the maximum water inflow velocity of a vehicle floating at its maximum speed by means of a preset mapping relationship not only improves accuracy and safety, but also simplifies the calculation process. It can not only cope with complex actual driving situations, but also provide drivers and rescuers with highly reliable floating time.

[0355] In some embodiments, determining the second floating time of the vehicle includes:

[0356] Based on the water inflow volume of the vehicle and the preset water inflow threshold, the safe water inflow margin is obtained;

[0357] The second floating time of the vehicle is obtained based on the predicted inlet flow rate and the safe inlet margin.

[0358] The safe water inlet margin refers to the amount of water a vehicle can hold without exceeding a preset water inlet threshold.

[0359] In some embodiments, the safe water inflow margin is obtained based on the current water inflow of the vehicle and a preset water inflow threshold.

[0360] In some embodiments, the second floating time of the vehicle is obtained based on the ratio of the safe water inlet margin to the predicted water inlet flow rate.

[0361] In some embodiments of this specification, the safe water intake margin is accurately calculated by combining the current water intake volume and the preset water intake volume threshold, reducing misjudgments caused by a single parameter; the safe water intake margin and floating time are dynamically updated based on real-time monitoring data to ensure the accuracy and real-time nature of the assessment; in addition, a more accurate floating time assessment can help detect potential safety hazards earlier, issue timely warnings, and remind drivers to take emergency measures.

[0362] In some embodiments, the method further includes:

[0363] Upon detecting an attempt to re-enter floating mode, a safety factor is determined based on driving information.

[0364] The second floating time is updated based on the product of the second floating time and the safety factor.

[0365] In some embodiments, the switching of the vehicle between wading mode, floating mode and other modes is monitored in real time to detect when it re-enters floating mode.

[0366] The vehicle's buoyancy function is based on its wading capability; upon detecting that the vehicle has entered a floating state, it automatically switches from wading mode to buoyancy mode. Considering the frequent switching between buoyancy and wading modes, as well as rapid switching between other modes and buoyancy mode, and the varying sealing requirements across different vehicle modes, a safety factor is introduced to correct for the second buoyancy time. This safety factor is derived through experimental testing and data analysis, comprehensively considering the vehicle's sealing performance under different mode switching conditions to provide a more accurate safety assessment.

[0367] In some embodiments, the frequent switching of vehicle modes in a short period of time can be detected and recorded, such as the number of times a vehicle exits from floating mode and re-enters floating mode. Based on driving information and the number of switching, a safety factor can be determined, such as through vector matching or table lookup.

[0368] In some embodiments of this specification, by combining real-time monitoring data and sealing test results, the safety of the vehicle under different mode switching is assessed more accurately; misjudgment due to a single factor is avoided, and the accuracy and reliability of the predicted floating time are ensured.

[0369] In some embodiments, the method further includes:

[0370] Send a notification of the remaining driving time while floating on water to the corresponding terminal of the vehicle; the terminal includes the user terminal and / or the vehicle display terminal.

[0371] The corresponding terminals in vehicles include in-vehicle display terminals and user terminals.

[0372] A vehicle display terminal refers to a display device installed inside a vehicle.

[0373] A user terminal refers to one or more terminal devices or software used by a user. In some embodiments, the user terminal may be one or more users, including users who directly use vehicle-related services, or other related users. In some embodiments, the user terminal may be one or any combination of mobile devices, tablet computers, laptop computers, desktop computers, and other devices with input and / or output functions.

[0374] In some embodiments, users can obtain the floating range time anytime and anywhere through their user terminals, improving the convenience and safety of use.

[0375] In some embodiments, the in-vehicle display terminal directly displays the remaining driving time while floating on water, allowing the driver to quickly check it during driving and reducing the risk of distraction.

[0376] In some embodiments of this specification, by sending the floating driving time indication information to the vehicle's corresponding terminal (user terminal and / or vehicle display terminal), the timeliness and accuracy of information transmission can be significantly improved, supporting emergency decision-making, enhancing user experience, and improving system reliability; it also provides rescue personnel with reliable reference information, ensuring the safety and controllability of the vehicle in a floating state.

[0377] It should be noted that the above description of the process is for illustrative purposes only and does not limit the scope of this specification. Those skilled in the art can make various modifications and changes to the process under the guidance of this specification. However, these modifications and changes remain within the scope of this specification.

[0378] Figure 3 This is an exemplary schematic diagram of a floating endurance prediction system according to some embodiments of this specification.

[0379] like Figure 3 As shown, the floating range prediction system includes onboard sensors, a vehicle control unit, and an onboard display terminal. These components work together to achieve comprehensive monitoring and real-time feedback of the vehicle's status.

[0380] In some embodiments, on-board sensors can be used to detect the vehicle's status. For example, on-board sensors may include battery sensors, engine sensors, water level sensors, or drive motor sensors, etc.

[0381] Battery sensors are used to monitor the remaining energy of the battery to ensure an adequate power supply.

[0382] Engine sensors are used to detect the engine's start-up status and operating conditions, especially whether it starts normally or shuts down unexpectedly in floating mode.

[0383] Water level sensors are used to assess a vehicle's sealing performance and safe buoyancy by measuring the amount and / or flow rate of water entering the vehicle's interior.

[0384] Other sensors may include fuel level sensors, which are used to determine the remaining energy in the fuel tank.

[0385] A vehicle control unit (VCU) can process data and / or information obtained from other devices or system components. The control unit can execute program instructions based on this data, information, and / or processing results to perform one or more functions described in this application. In some embodiments, the vehicle control unit may include one or more sub-processing devices (e.g., a single-core processing device or a multi-core multi-chip processing device). As an example only, a central processing unit (CPU), an application-specific integrated circuit (ASIC), an application-specific instruction-set processor (ASIP), a graphics processing unit (GPU), or any combination thereof may be used.

[0386] In some embodiments, when a vehicle enters the floating mode, the vehicle control unit determines that the vehicle is in a floating driving state based on sensor signals; and estimates the vehicle's driving power based on vehicle model parameters and battery capacity signals; calculates the first floating time by combining the vehicle's remaining energy (including battery and fuel) and the vehicle's power requirements; assesses the vehicle's water ingress situation and the second floating time that allows safe floating by measuring the water inflow rate of the vehicle's water level sensor; and takes the smaller value between the second floating time required for sealing and the first floating time that allows safe floating to obtain the final floating driving time of the vehicle.

[0387] In some embodiments, the in-vehicle display terminal receives signals from the vehicle control unit and displays the remaining floating time on the interface, prompting the user to indicate the current remaining floating time, reducing panic caused by insufficient energy prediction, increasing the safety of floating driving, and allowing users to easily obtain key information and make reasonable driving decisions through an intuitive interface design.

[0388] Figure 4 This is an exemplary schematic diagram of a method for predicting floating endurance according to some embodiments of this specification.

[0389] In some embodiments, such as Figure 4As shown, the copper wires of the water level sensor are divided into sensing wires and power wires, which are arranged in an interlaced pattern to ensure that each power wire is sandwiched between a sensing wire. Normally, the power wires and sensing wires are separate, but when submerged in water, they connect to complete the conductivity process. The power wires and sensing wires then form a variable resistor, whose resistance changes with the degree of water contact. The more water is immersed, the better the conductivity and the lower the resistance. The less water is immersed, the worse the conductivity and the higher the resistance. The change in resistance is reflected in the output voltage, and the water level can be determined by the output voltage.

[0390] Figure 5 This is an exemplary schematic diagram of a water level sensor installed on a vehicle according to some embodiments of this specification.

[0391] like Figure 5 As shown, the left-hand diagram is a top-down view of the water level sensor installation on the vehicle. Water inlets are installed at the front, rear, left, right, and lower parts of the vehicle, such as positions 1, 2, 3, and 4, with the water level sensor installed at the bottom of each inlet. A side-view diagram showing the specific installation of the water inlets and water level sensor is shown below. Figure 5 As shown in the diagram on the right, positions 5 and 6 represent the water tanks and water level sensors at the front and rear of the vehicle. Placing water tanks at the lower levels on the front, rear, left, and right sides of the vehicle facilitates the installation of the water level sensors and the measurement of the water inflow. The four water tanks also represent the water inflow thresholds, allowing for the estimation of the vehicle's safe floating time.

[0392] Figure 6 This is an exemplary schematic diagram illustrating the calculation of a vehicle's remaining energy according to some embodiments of this specification.

[0393] like Figure 5 As shown, the specific steps for calculating the vehicle's remaining energy are as follows:

[0394] S600: Start.

[0395] S601: The remaining energy of the battery is calculated by obtaining the battery's rated capacity, battery voltage, SOC, etc.

[0396] S602: The energy ratio is calculated by obtaining the instantaneous fuel consumption and the instantaneous power of the generator;

[0397] The instantaneous power of the generator is calculated based on the obtained torque signal and speed signal of the generator.

[0398] S603: The energy ratio is calculated based on the instantaneous fuel consumption and the instantaneous power of the generator. The energy ratio is the energy produced per liter of fuel consumed.

[0399] S604: Kalman filtering is performed using instantaneous fuel consumption and the acquired second fuel level signal to obtain a more accurate first fuel level signal. For more information on Kalman filtering, please refer to [link to relevant documentation]. Figure 2 The relevant description states that the unit for the vehicle's fuel level signal is defined as liters. To accurately estimate the remaining floating time, a more precise fuel level signal is required.

[0400] In some embodiments, the initial values ​​and calibrators in Kalman filtering are defined as follows:

[0401] X(0) = [Second oil level signal];

[0402] P(0) = C_CountDown_P0(standardization quantity);

[0403] Q = C_CountDown_Q([standard quantity);

[0404] R = C_CountDown_R (calibrated quantity).

[0405] S605: Calculate the remaining energy in the fuel tank based on the calculated energy ratio and the first oil level signal.

[0406] S606: Determine if the engine is operating normally.

[0407] In some implementations, engine status signals are used to determine whether the engine is operating normally.

[0408] S607: If the engine is working properly, the vehicle's remaining energy is the sum of the battery's remaining energy and the fuel tank's remaining energy.

[0409] S608: If the engine malfunctions, the vehicle's remaining energy is only the remaining energy of the battery.

[0410] S609: Outputs the vehicle's remaining energy.

[0411] Figure 7 This is an exemplary schematic diagram illustrating the calculation of vehicle driving power according to some embodiments of this specification.

[0412] like Figure 7 As shown, the specific steps for calculating the vehicle's driving power are as follows:

[0413] S700: Start.

[0414] S701: The second instantaneous power of the four drive motors is calculated based on the speed and torque signals of the four drive motors.

[0415] S702: The first instantaneous power of the drive motor is obtained by weighted summing of the second instantaneous power and the maximum drive power of the four drive motors.

[0416] S703: Calculate the average power of the drive motor within a preset cycle based on the first instantaneous power.

[0417] In some implementations, a preset period is defined, the number of samples within the preset period is obtained according to the sampling frequency, the first instantaneous power of the drive motor within the preset period is accumulated to obtain the accumulated value, and the average value of the accumulated value is calculated to obtain the average power of the drive motor within the preset period.

[0418] S704: Calculate the total power of the drive motor within the sliding window based on the average power within the preset period.

[0419] In some implementations, a sliding window length is defined, and the total power within the first sliding window is defined as: maximum vehicle discharge power × coefficient × number of samples within a preset period × sliding window length. The total power within the sliding window at time k is defined as: total power within the sliding window at time k-1 + first instantaneous power at time k - average power within the preset period (1, k-1). Here, the average power within the preset period (1, k-1) represents the average power of the first preset period within the sliding window at time k-1.

[0420] S705: Calculate the motor power of the drive motor based on the total power within the sliding window.

[0421] In some implementations, the motor power (k) of the drive motor is calculated as: total power (k) within the sliding window / (number of samples within a preset period × sliding window length). Here, the motor power (k) represents the motor power of the drive motor at time k, and the total power (k) within the sliding window represents the total power within the sliding window corresponding to time k.

[0422] S706: Acquires signals such as the voltage and current of the vehicle's battery and calculates the power supply of the entire vehicle.

[0423] S707: The non-motor power of the vehicle is obtained by subtracting the calculated power supply of the vehicle from the first instantaneous power of the drive motor.

[0424] S708: Outputs vehicle driving power.

[0425] The vehicle's driving power is obtained by adding the calculated motor power of the drive motor to the non-motor power of the entire vehicle.

[0426] Figure 8 This is an exemplary schematic diagram illustrating the calculation of the second floating time according to some embodiments of this specification.

[0427] like Figure 8 As shown, the specific steps for calculating the second floating time are as follows:

[0428] S800: Start.

[0429] S801: The water level in each water inlet tank of the vehicle is measured by water level sensors installed in various parts of the vehicle.

[0430] S802: Calculate the water inflow of each inlet tank based on the calibrated quantity and water level of the inlet tank.

[0431] S803: Calculate the amount of water entering the vehicle's interior when it is floating, based on the water volume of each water inlet tank.

[0432] S804: Based on the ratio of the current water inflow inside the vehicle when it is floating, the preset water inflow threshold (i.e., the vehicle's safe water inflow), and the preset floating time threshold (i.e., the vehicle's floating time threshold), the second floating time for the vehicle to float safely is calculated.

[0433] S805: Output the second float time.

[0434] Figure 9 This is yet another exemplary schematic diagram illustrating the calculation of the second float time according to some embodiments of this specification.

[0435] like Figure 9 As shown, the specific steps for calculating the second floating time are as follows:

[0436] S820: Start.

[0437] S821: The water level inside the vehicle is measured by a water level sensor.

[0438] S822: Calculate the amount of water entering the vehicle based on the water level inside the vehicle.

[0439] In some implementations, the water intake of the vehicle is obtained by referring to a table based on the vehicle's water level, roll angle, pitch angle, and calibrated vehicle area (the table is obtained through calibration tests).

[0440] S823: Based on the calibration, the preset water inlet threshold (i.e., the vehicle's safe water inlet) is obtained, and the vehicle's water inlet is calculated to obtain the safe water inlet margin.

[0441] S824: Calculate the amount of water entering the vehicle per unit time to obtain the water flow rate entering the vehicle.

[0442] S825: Based on the vehicle's inlet water flow rate and vehicle speed information, the maximum inlet water flow rate when floating at the vehicle's maximum speed is obtained by referring to a table (wherein, the table is obtained through calibration testing).

[0443] S826: Calculate the average water inflow velocity of the vehicle within a preset time period to obtain the average water inflow velocity of the vehicle.

[0444] The predicted inflow velocity is obtained by weighting the average inflow velocity and the maximum inflow velocity of the vehicle.

[0445] S827: The second floating time for the vehicle to float is calculated based on the safe water intake margin and the predicted water flow rate.

[0446] S828: Identifies driving mode switching and other factors that affect sealing performance, and obtains a safety factor.

[0447] In some implementations, the buoyancy function is based on the wading function; that is, it enters wading mode after detecting the vehicle's floating state. Considering situations where the vehicle exits buoyancy mode and then re-enters buoyancy mode while driving, as well as short-term switching between other modes and buoyancy mode, it is necessary to identify these situations and consider sealing requirements, testing to obtain a safety factor. For example, the safety factor can be obtained by looking up a table based on vehicle speed information (the table is obtained through calibration testing).

[0448] S829: The second floating time of the vehicle is obtained by multiplying the safety factor obtained by looking up the table by the second floating time of the vehicle and updating it.

[0449] S830: Output the second float time.

[0450] like Figure 8 , Figure 9 The figures show two embodiments for calculating the second floating time of a vehicle. Figure 8 The calculations for this embodiment are relatively simple, but it requires constructing four water inlet troughs at the front and rear low points of the vehicle. Figure 9 One embodiment does not require a water inlet tank in the vehicle, but the calculations are more complex. In terms of calculation accuracy, Figure 8 The implementation examples are quite accurate, and in practical applications, they can be given priority. Figure 8 Examples of implementations.

[0451] For details on the implementation of each of the above operations, please refer to the previous examples, which will not be repeated here.

[0452] Figure 10 This is a schematic diagram of the structure of an electronic device according to some embodiments of this specification. For example... Figure 10 As shown, the electronic device 1000 may include a processor 1001 and a memory 1002. The electronic device 1000 may also include one or more of a multimedia component 1003, an input / output (I / O) component 1004, and a communication component 1005. In this embodiment, the electronic device 1000 may be a device for implementing the floating endurance prediction method provided in this embodiment.

[0453] The processor 1001 controls the overall operation of the electronic device 1000 to complete all or part of the steps in the aforementioned method for predicting the buoyancy endurance. The memory 1002 stores various types of data to support the operation of the electronic device 1000. This data may include, for example, instructions for any application or method operating on the electronic device 1000, and application-related data such as contact data, sent and received messages, pictures, audio, video, etc. The memory 1002 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read Only Memory (EEPROM), Erasable Programmable Read Only Memory (EPROM), Programmable Read Only Memory (PROM), Read Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The multimedia component 1003 may include a screen and audio components. The screen may be, for example, a touchscreen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signals may be further stored in memory 1002 or transmitted via communication component 1005. The audio component also includes at least one speaker for outputting audio signals. I / O component 1004 provides an interface between processor 1001 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual or physical buttons. Communication component 1005 is used for wired or wireless communication between the electronic device 1000 and other devices. Wireless communication includes, for example, Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, Narrow Band Internet of Things (NB-IoT), Enhanced Machine Type Communication (eMTC), or other 5G technologies, or combinations thereof, without limitation. Therefore, the corresponding communication component 1005 may include: a Wi-Fi module, a Bluetooth module, an NFC module, etc.

[0454] In an exemplary embodiment, the electronic device 1000 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the above-described floating endurance prediction method.

[0455] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, which, when executed by a processor, implement the steps of the above-described method for predicting the floating endurance time. For example, the computer-readable storage medium may be the memory 1002 including program instructions, which may be executed by the processor 1001 of the electronic device 1000 to implement or execute the methods, steps, and logic diagrams disclosed in the embodiments of this application.

[0456] Alternatively, when the instructions are executed by a computer, they may be used to implement or execute the methods, steps, and logic diagrams disclosed in the embodiments of this application.

[0457] Figure 11 This is an exemplary schematic diagram of a vehicle according to some embodiments of this specification.

[0458] like Figure 11 As shown, this application also provides a vehicle equipped with the electronic equipment provided in any of the above embodiments. The electronic equipment is used to execute the floating range prediction method provided in any of the above embodiments. The vehicle can be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this specification does not specifically limit it.

[0459] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0460] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0461] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Although the descriptions of each embodiment in this application have different focuses, and the parts not described in detail in a certain embodiment can be referred to the relevant embodiments of other embodiments, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of this application without departing from the content of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A method of predicting the time to run out of fuel in water, characterized by, The method comprises: determining the vehicle's floating time on water based on at least one of the vehicle's driving state information and the vehicle's floating information on water.

2. The method of claim 1, wherein, The vehicle's floating time on water is obtained by the following steps: obtaining the vehicle's first floating time based on the driving state information; obtaining the vehicle's second floating time based on the floating information on water; obtaining the vehicle's floating time on water based on the first floating time and / or the second floating time.

3. The method of claim 2, wherein, The vehicle's floating time on water based on the first floating time and / or the second floating time comprises: taking the smaller value of the first floating time and the second floating time as the vehicle's floating time on water.

4. The method of claim 2, wherein, The driving state information comprises at least one of the vehicle's remaining energy and the vehicle's driving power.

5. The method of claim 4, wherein, The vehicle's remaining energy comprises a first energy corresponding to the vehicle's remaining electric quantity and / or a second energy corresponding to the vehicle's remaining oil quantity.

6. The method of claim 5, wherein, The method further comprises: determining the vehicle's remaining energy based on the first energy and the second energy in the case of normal engine; determining the vehicle's remaining electric quantity based on the first energy in the case of abnormal engine.

7. The method of claim 5, wherein, The second energy corresponding to the vehicle's remaining oil quantity is determined by the following steps: determining an energy ratio based on the signal of the generator and the instantaneous fuel consumption; determining the second energy corresponding to the vehicle's remaining oil quantity based on the energy ratio and the detected first oil level signal.

8. The method of claim 7, wherein, The first oil level signal is determined by the following steps: obtaining the first oil level signal based on the instantaneous fuel consumption and the collected second oil level signal; wherein the accuracy of the second oil level signal is less than that of the first oil level signal.

9. The method of claim 8, wherein, The first oil level signal is obtained based on the instantaneous fuel consumption and the collected second oil level signal, comprising: obtaining the first oil level signal through Kalman filtering based on the instantaneous fuel consumption and the second oil level signal.

10. The method of claim 4, wherein, The vehicle's driving power is determined by the following steps: obtaining the vehicle's driving power based on the power supply power and the signal of the driving motor.

11. The method of claim 10, wherein, The vehicle's driving power is obtained based on the power supply power and the signal of the driving motor, comprising: predicting the motor power of the driving motor based on the signal of the driving motor; obtaining the non-motor power of the vehicle based on the power supply power; obtaining the vehicle's driving power based on the motor power of the driving motor and the non-motor power of the vehicle.

12. The method of claim 11, wherein, The signal of the driving motor comprises the rotational speed signal of the driving motor and the torque signal of the driving motor, The motor power of the driving motor is predicted based on the signal of the driving motor, comprising: obtaining the first instantaneous power of the driving motor based on the rotational speed signal and the torque signal; predicting the motor power of the driving motor based on the first instantaneous power.

13. The method of claim 12, wherein, The first instantaneous power of the driving motor is obtained based on the rotational speed signal and the torque signal, comprising: obtaining the second instantaneous power of the driving motor based on the rotational speed signal and the torque signal; The second instantaneous power is weighted and summed with the maximum driving power to obtain the first instantaneous power of the driving motor.

14. The method of claim 12, wherein, The driving motor includes a plurality of, The second instantaneous power of the driving motor is obtained based on the rotation speed signal and the torque signal, including: The second instantaneous power of each driving motor is obtained based on the rotation speed signal and the torque signal of each driving motor.

15. The method of claim 12, wherein, The motor power of the driving motor is predicted based on the first instantaneous power, including: The average power of the driving motor in a preset period is obtained based on the first instantaneous power of the driving motor and a sampling frequency; The total power of the driving motor in a sliding window is obtained based on the average power in the preset period; wherein the sliding window includes a plurality of preset periods; The motor power is obtained by averaging the total power of the driving motor in the sliding window.

16. The method of claim 15, wherein, The motor power is obtained based on the total power of the driving motor in the sliding window, including: The total power in the sliding window corresponding to the current time is updated according to the first instantaneous power obtained at each time to obtain the total power in the next sliding window.

17. The method of claim 16, wherein, The total power in the sliding window corresponding to the current time is updated according to the first instantaneous power obtained at each time to obtain the total power in the next sliding window, including: The sum of the total power in the sliding window corresponding to the current time and the first instantaneous power of the current time is calculated; The total power in the next sliding window is obtained based on the difference between the sum and the average power in the target preset period.

18. The method of claim 17, wherein, The target preset period is the first preset period in the last sliding window.

19. The method of claim 11, wherein, The non-motor power of the vehicle is obtained based on the power supply power, including: The non-motor power of the vehicle is obtained based on the difference between the power supply power and the first instantaneous power.

20. The method of claim 2, wherein, The floating water information includes at least one of the water level of the vehicle and the water inflow speed of the vehicle.

21. The method of claim 20, wherein, A water level tank is arranged at at least one preset position of the vehicle, and a preset sensor is arranged in the water level tank, and the preset sensor is used to measure the water inflow level inside the water level tank. The method further includes: The water inflow amount of the at least one water level tank is obtained based on the water inflow level of the at least one water level tank. The water inflow amount inside the vehicle when floating water is obtained based on the water inflow amount of at least one water level tank.

22. The method of claim 21, wherein, The second floating time of the vehicle is obtained based on the water inflow amount of the vehicle, including: The ratio of the water inflow amount to a preset water inflow amount threshold is calculated, and the second floating time of the vehicle is obtained based on the ratio and a preset floating time threshold.

23. The method of claim 20, wherein, A preset sensor is arranged at at least one preset position inside the vehicle, and the preset sensor is used to measure the water inflow level of the vehicle. The method further includes: The water inflow amount of the vehicle is obtained based on at least one of the water inflow level, the attitude information, and the vehicle area of the vehicle.

24. The method of claim 23, wherein, The water inflow amount of the vehicle is obtained based on at least one of the water inflow level, the attitude information, and the vehicle area of the vehicle, including: obtain, based on the at least one of the vehicle water entry level, the attitude information, and the vehicle area and a preset mapping relationship, an associated water entry amount associated with the at least one of the vehicle water entry level, the attitude information, and the vehicle area as the water entry amount of the vehicle, wherein the preset mapping relationship is used to indicate a corresponding relationship between different at least one of a preset water entry level, a preset attitude information, and a preset vehicle area and an associated water entry amount.

25. The method of claim 23, wherein, The attitude information includes at least one of a roll angle and a pitch angle of the vehicle.

26. The method of claim 23, wherein, The second floating time of the vehicle is obtained based on the water entry amount of the vehicle, including: obtain, based on the water entry amount of the vehicle at two adjacent time points, a water entry amount of the vehicle per unit time as a water entry flow rate of the vehicle; obtain, based on the water entry flow rate of the vehicle, the second floating time of the vehicle.

27. The method of claim 26, wherein, The second floating time of the vehicle is obtained based on the water entry flow rate of the vehicle, including: calculate an average value of the water entry flow rate of the vehicle in a preset time period to obtain an average water entry flow rate of the vehicle; obtain, based on the average water entry flow rate, a predicted water entry flow rate of the vehicle to determine the second floating time of the vehicle.

28. The method of claim 27, wherein, The second floating time of the vehicle is obtained based on the water entry flow rate of the vehicle, including: obtain, according to at least one of the water entry flow rate of the vehicle and vehicle speed information, a maximum water entry flow rate of the vehicle when floating at a maximum vehicle speed; weight and sum the average water entry flow rate and the maximum water entry flow rate to obtain the predicted water entry flow rate.

29. The method of claim 28, wherein, The second floating time of the vehicle is obtained based on the water entry flow rate of the vehicle, including: obtain, according to at least one of the water entry flow rate of the vehicle and the vehicle speed information and a preset mapping relationship, an associated water entry flow rate associated with the at least one of the water entry flow rate of the vehicle and the vehicle speed information as the maximum water entry flow rate, wherein the preset mapping relationship is used to indicate a corresponding relationship between different at least one of a preset water entry flow rate and a preset vehicle speed information and an associated water entry flow rate.

30. The method of claim 27, wherein, The second floating time of the vehicle is determined, including: obtain, based on the water entry amount of the vehicle and a preset water entry amount threshold, a safe water entry margin; obtain, based on the predicted water entry flow rate and the safe water entry margin, the second floating time of the vehicle.

31. The method of claim 2, wherein, The method further includes: detect an operation of re-entering a floating water mode, determine a safety coefficient based on driving information; update the second floating time based on a product of the second floating time and the safety coefficient.

32. The method of any one of claims 1-31, wherein, The method further includes: send a prompt of the floating water driving time to a terminal corresponding to the vehicle; the terminal includes a user terminal and / or a vehicle display terminal.

33. A float water endurance time prediction device characterized by comprising: The device includes: a determination module configured to determine a floating water driving time of a vehicle in a floating water state based on at least one of driving state information of the vehicle and floating water information of the vehicle.

34. A computer readable storage medium having stored thereon a computer program, characterized in that, The computer readable storage medium stores instructions, which, when executed by a computer, cause the computer to implement the steps of the floating water driving time prediction method of any one of claims 1 to 32.

35. A computer program product, characterised in that, The computer program product stores instructions that, when executed by a computer, cause the computer to implement the floating endurance prediction method according to any one of claims 1 to 32.

36. An electronic device, comprising: include: A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the floating endurance prediction method according to any one of claims 1 to 32.

37. A vehicle characterized by Includes the electronic device of claim 36, or the floating endurance prediction device of claim 33.

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