Vehicle control method and vehicle

Abstract

The invention provides a vehicle control method and a vehicle, and relates to the technical field of vehicle control. The method comprises the following steps: acquiring multi-source data; the multi-source data comprises battery state information and distance information between the vehicle and the target charging pile; if the preset condition is met, determining a corresponding power supply scene according to the battery state information and the distance information; obtaining a corresponding power supply strategy based on the power supply scene; and supplying power to electric equipment in the vehicle according to the power supply strategy. When the power supply scene is determined, the distance information between the vehicle and the target charging pile is fused on the basis of the battery state information, so that when the power supply is performed based on the power supply strategy corresponding to the power supply scene, the problem that the actual travel is not considered due to improper setting of a fixed electric quantity threshold value is effectively avoided; the problems that the power supply of part of electric equipment is not limited or cut off in time and the endurance is insufficient, or the power supply of part of electric equipment is limited or cut off too early and the endurance is wasted are solved, and the accuracy of vehicle power supply control is improved.

Description

Technical Field

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

[0002] As people's travel needs continue to increase, cars have become the preferred mode of transportation for most people. Taking new energy vehicles as an example, the problem of users forgetting to lock their cars, leading to continuous power consumption, is becoming increasingly prominent. This not only wastes battery power but may also result in insufficient power for subsequent trips, affecting normal use.

[0003] In related technologies, a control logic triggered by a battery power threshold can be used to control the vehicle to shut down. That is, when the remaining battery power is lower than a preset fixed value, the power supply system is cut off to reduce power consumption. However, this method may cause problems such as insufficient range or wasted range. Summary of the Invention

[0004] This application provides a vehicle control method and a vehicle to solve the problem in related technologies where the control logic triggered by the power threshold may cause insufficient or wasted range when the vehicle is powered off.

[0005] In a first aspect, embodiments of this application provide a vehicle control method, including: Acquire multi-source data; multi-source data includes battery status information and distance information between the vehicle and the target charging station. If the vehicle meets the preset conditions, the corresponding power supply scenario is determined based on the battery status information and distance information; Based on the power supply scenario, obtain the corresponding power supply strategy; According to the power supply strategy, power is supplied to the electrical equipment inside the vehicle.

[0006] Based on the above technical content, this application embodiment integrates battery status information and distance information between the vehicle and the target charging station to dynamically identify different power supply scenarios. This provides more comprehensive data support for the division of power supply scenarios, breaking the limitation of controlling vehicle power supply solely based on the remaining battery charge parameter and improving the accuracy of determining the power supply scenario. After determining the power supply scenario, a corresponding power supply strategy is further obtained based on the scenario. Here, differentiated power supply strategies are implemented based on different power supply scenarios. Due to the high precision of the power supply scenarios, the precision of the power supply strategies is also guaranteed. At the same time, since the distance information between the vehicle and the target charging station is incorporated into the battery status information when determining the power supply scenario, the power supply strategy effectively avoids problems such as improper setting of fixed power thresholds or failure to consider actual travel distance, which could lead to the vehicle not limiting or cutting off the power supply to some electrical devices in time, causing the battery to run out of power and resulting in insufficient range, or limiting or cutting off the power supply to some electrical devices too early, resulting in wasted range. At the same time, it can maximize the preservation of the vehicle's comfort and functionality while ensuring that the vehicle can reach the target charging station, improve the utilization rate of battery power and user experience, and improve the precision of vehicle power supply control.

[0007] In one possible implementation, battery status information includes the remaining battery charge and battery health status; Based on battery status information and distance information, the corresponding power supply scenario is determined, including: The remaining driving range of the vehicle is obtained based on the remaining battery charge and battery health status. Based on the remaining driving range and distance information, the corresponding power supply scenario is determined.

[0008] In this embodiment, the remaining driving range of the vehicle is determined by the remaining battery power and battery health status, eliminating the impact of battery aging on the driving range, improving the accuracy of the remaining driving range, and further improving the accuracy of the power supply scenario determined based on the remaining driving range.

[0009] In one possible implementation, the multi-source data also includes electrical equipment status information; Based on the remaining driving range and distance information, the corresponding power supply scenarios are determined, including: Based on the remaining driving range, distance information, and the vehicle's energy consumption per unit range, redundant power is obtained; Based on the remaining driving range, distance information, redundant power, and the status information of the electrical equipment, the corresponding power supply scenario is determined.

[0010] Here, based on the remaining driving range and distance information, redundant power and the status information of electrical equipment are introduced. This makes the judgment of the power supply scenario not only consider whether the vehicle can reach the target charging station in terms of mileage, but also take into account the power consumption of electrical equipment, thus improving the rationality and accuracy of the application scenario.

[0011] In one possible implementation, the electrical equipment status information includes the actual operating power of electrical equipment at the first necessity level and the second necessity level, the minimum driving power of the vehicle, and the actual operating power and first power of the battery management system; the first power is determined based on the operating power of the battery management system in sleep mode. Based on the remaining driving range, distance information, redundant power, and the status information of the electrical equipment, the corresponding power supply scenario is determined, including: Based on the actual operating power of the battery management system and the actual operating power of the electrical equipment at the first and second necessity levels, the first amount of electricity consumed by the battery management system and the electrical equipment at the first and second necessity levels when the vehicle arrives at the target charging station is obtained. Based on the first power of the battery management system and the minimum driving power of the vehicle, the second power consumed by the vehicle when it reaches the target charging station is obtained. Based on the remaining driving range, distance information, redundant power, first power and second power, the corresponding power supply scenario is determined.

[0012] Specifically, the system determined the first power level and the second power level required to maintain only the minimum driving function during the vehicle's journey to the target charging station. By combining the redundant power level, it provided an objective quantitative basis for determining the power supply scenario and improved the reliability of the power supply scenario determination.

[0013] In one possible implementation, the power supply scenario includes a first scenario, a second scenario, and a third scenario, wherein the remaining battery power decreases in the first scenario, the second scenario, and the third scenario; the distance information includes the navigation distance between the vehicle and the target charging station; Based on the remaining driving range, distance information, redundant battery power, first battery power, and second battery power, the corresponding power supply scenarios are determined, including: If the remaining driving range is greater than or equal to the sum of the navigation distance and the vehicle's safe redundancy driving range, then the corresponding power supply scenario is determined as the first scenario. If the remaining driving range is less than the sum of the navigation distance and the safe redundancy driving range, and greater than or equal to the sum of the navigation distance and the vehicle's minimum redundancy driving range, and the first battery level is less than or equal to the redundancy battery level, then the corresponding power supply scenario is determined to be the second scenario. If the remaining driving range is less than the sum of the navigation distance and the minimum redundant driving range, but greater than or equal to the navigation distance, and the second battery level is less than or equal to the redundant battery level, then the corresponding power supply scenario is determined to be the third scenario.

[0014] This application's embodiments divide the power supply scenario into a first scenario, a second scenario, and a third scenario, and provide clear and quantifiable scenario determination logic for each power supply scenario, thereby improving the executability of the control logic.

[0015] In one possible implementation, before determining the corresponding power supply scenario based on remaining driving range, distance information, redundant power, first power level, and second power level, the following is also included: Obtain the seasonal information of the vehicle and determine the corresponding seasonal coefficient based on the seasonal information; Determine the battery health coefficient based on the battery's health status; Obtain driving habit information and determine driving habit coefficients based on the driving habit information; The minimum redundant range is determined based on the seasonal factor and the preset baseline minimum redundant range. The safe redundancy range is determined based on seasonal coefficients, battery health coefficients, driving habit coefficients, and preset baseline safe redundancy range.

[0016] Based on the above technical content, by introducing a seasonal coefficient, the minimum redundancy range is dynamically adjusted to determine the minimum redundancy range. In addition, by introducing seasonal coefficients, battery health coefficients, and driving habit coefficients, the safe redundancy range is dynamically adjusted to determine the safe redundancy range. This makes the minimum redundancy range and safe redundancy range more in line with the current vehicle usage environment, effectively avoiding the problem of wasting electricity due to excessively high minimum redundancy range or insufficient range due to excessively low minimum redundancy range and safe redundancy range.

[0017] In one possible implementation, the power supply scenarios include a first scenario, a second scenario, and a third scenario, in which the remaining battery power decreases progressively; the electrical equipment includes devices of a first necessity level, a second necessity level, and a third necessity level, as well as a battery management system, in which the devices of the first necessity level, the second necessity level, and the third necessity level have a progressively decreasing correlation with vehicle operation. Based on the power supply scenario, the corresponding power supply strategy is obtained, including: If the power supply scenario is the first scenario, then the corresponding power supply strategy is determined to be the first power supply strategy; the first power supply strategy includes: controlling the battery to supply power to each electrical device so that each electrical device operates at its rated power; If the power supply scenario is the second scenario, then the corresponding power supply strategy is determined to be the second power supply strategy; the second power supply strategy includes: controlling the battery to supply power to the battery management system, the first necessity level and the second necessity level of the electrical equipment, so that the battery management system and the first necessity level of the electrical equipment operate at rated power, the second necessity level of the electrical equipment operates at second power, and cutting off the power supply to the third necessity level of the electrical equipment; the second power is less than the rated power of the second necessity level of the electrical equipment. If the power supply scenario is the third scenario, then the corresponding power supply strategy is determined to be the third power supply strategy; the third power supply strategy includes: controlling the battery to supply power to the battery management system so that the battery management system operates at the first power, and cutting off the power supply to the electrical equipment of the first necessity level, the second necessity level and the third necessity level; the first power is less than the rated power of the battery management system.

[0018] In this embodiment, based on the correlation between electrical equipment and vehicle operation, electrical equipment is divided into a first necessity level, a second necessity level, and a third necessity level. The power supply priority, power limitation, and disconnection rules for electrical equipment of different necessity levels are clearly defined under different power supply scenarios. This ensures that when the battery is sufficient, each electrical device operates at its rated power to guarantee user experience; when the battery is low, the power supply to third necessity level electrical equipment is cut off, and the power of second necessity level electrical equipment is reduced to achieve a balance between user experience and range; when the battery is critically low, only the battery management system is maintained at a lower power to maximize energy savings and ensure the vehicle can reach the target charging station, thus achieving refined energy consumption control.

[0019] In one possible implementation, power is supplied to the electrical equipment within the vehicle according to a power supply strategy, including: When it is determined that the current power supply scenario will change to the target power supply scenario, a power supply scenario change reminder message is generated and pushed. If a confirmation command is received within the first waiting period, power will be supplied to the electrical equipment in the vehicle according to the power supply strategy corresponding to the target power supply scenario. If a rejection command is received or no confirmation command is received within the first waiting period, the latest power supply scenario will be determined after a preset delay. If the latest power supply scenario is consistent with the target power supply scenario, the current power supply scenario will be switched to the target power supply scenario, and the power supply strategy corresponding to the target power supply scenario will be used to supply power to the electrical equipment in the vehicle.

[0020] Here, a human-computer interaction mechanism has been added. When the power supply scenario changes, a power supply scenario change reminder message is generated to inform the driver of the impending functional limitations, avoiding a poor user experience due to sudden power outages or device shutdowns. If the user does not respond or refuses, the latest power supply scenario is determined again after a preset delay. If the latest power supply scenario matches the target power supply scenario, the power supply to the device is forcibly provided according to the power supply strategy corresponding to the target power supply scenario, thus preventing situations where the vehicle cannot reach the target charging station due to user misoperation or ignoring the reminder message.

[0021] In one possible implementation, the multi-source data also includes vehicle status information, which includes the duration of the vehicle's stationary position. The method further includes: Determine whether the vehicle's stationary duration exceeds a preset time threshold; If the stationary period exceeds the preset time threshold, no vehicle lock signal is received, and the battery is in a discharging state, then the vehicle is determined to meet the preset conditions.

[0022] The system precisely defines the triggering scenarios for power supply control by defining scenarios such as the vehicle being stationary for a period of time exceeding a preset threshold, not receiving a lock signal, and the battery being in a discharging state. This avoids the accidental triggering of control logic in scenarios where the vehicle is locked and in sleep mode or stationary for a short period of time, which do not require control. It also effectively avoids the problem of insufficient battery range caused by the battery continuously consuming power when the vehicle is stationary for a long time but the user has not locked the vehicle.

[0023] Secondly, embodiments of this application provide a vehicle control device, including: The acquisition module is used to acquire multi-source data, including battery status information and distance information between the vehicle and the target charging station. The processing module is used to determine the corresponding power supply scenario based on battery status information and distance information if the vehicle meets preset conditions. The processing module is also used to obtain the corresponding power supply strategy based on the power supply scenario; The power supply module is used to supply power to the electrical equipment inside the vehicle according to the power supply strategy.

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

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

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

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

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

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

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

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

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

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

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

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

[0036] In related technologies, the decision to cut off the power supply system is based on whether the remaining battery power is below a preset fixed value. However, this approach, which relies solely on the remaining battery power to control vehicle power-off, can easily lead to problems such as insufficient range or wasted range.

[0037] The applicant has discovered that, in order to avoid problems such as insufficient or wasted range, it is necessary to consider a new method for controlling the vehicle's power supply.

[0038] To improve the accuracy of vehicle power supply control, this application's implementation integrates battery status information and distance information between the vehicle and the target charging station to dynamically identify different power supply scenarios. This provides more comprehensive data support for scenario segmentation, overcoming the limitations of controlling vehicle power supply solely based on the remaining battery charge and improving the accuracy of scenario determination. After determining the power supply scenario, a corresponding power supply strategy is further obtained based on that scenario. Here, differentiated power supply strategies are implemented based on different power supply scenarios. Due to the high precision of the power supply scenarios, the precision of the power supply strategies is also guaranteed. At the same time, since the distance information between the vehicle and the target charging station is incorporated into the battery status information when determining the power supply scenario, the power supply strategy effectively avoids problems such as improper setting of fixed power thresholds or failure to consider actual travel distance, which could lead to the vehicle not limiting or cutting off the power supply to some electrical devices in time, causing the battery to run out of power and resulting in insufficient range, or limiting or cutting off the power supply to some electrical devices too early, resulting in wasted range. At the same time, it can maximize the preservation of the vehicle's comfort and functionality while ensuring that the vehicle can reach the target charging station, improve the utilization rate of battery power and user experience, and improve the precision of vehicle power supply control.

[0039] First refer to Figure 1 , Figure 1 The illustration shows an application scenario diagram provided according to an embodiment of this application, which involves a data acquisition module, a dynamic feedback and user interaction module, a power supply scenario strategy module, and a control execution module.

[0040] The data acquisition module, serving as the perception layer, includes a vehicle status acquisition unit, a battery parameter acquisition unit, a location and road condition acquisition unit, and an electrical equipment acquisition unit. The vehicle status acquisition unit may include the vehicle body controller, which collects information such as the vehicle's stationary time, lock signals, and start commands. The battery parameter acquisition unit may include the battery management system, which collects information such as the remaining battery charge, battery health, and battery discharge power. The location and road condition acquisition unit is used to obtain the navigation distance between the vehicle and the target charging station. The electrical equipment acquisition unit is used to collect the operating power of the electrical equipment inside the vehicle.

[0041] The power supply scenario strategy module, as the decision-making layer, is used to determine the corresponding power supply scenario based on the data collected by the data acquisition module, and to obtain the power supply strategy corresponding to the power supply scenario.

[0042] The control execution module, as the execution layer, is used to supply power to electrical equipment according to the power supply strategy obtained by the power supply scenario strategy module, and to provide feedback on the execution results.

[0043] The dynamic feedback and user interaction module serves as the interaction layer, enabling interaction with users. This includes, but is not limited to, providing reminders when the power supply scenario changes, issuing emergency alerts and providing rescue solutions when the remaining range is too short, receiving user commands to manually switch power supply scenarios, adjust the necessity level of electrical equipment, and adjust related parameters, and sending these commands to the scenario strategy module. This allows the scenario strategy module to determine the corresponding power supply scenario based on the adjusted information, achieving a deep integration of automatic system decision-making and personalized user needs.

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

[0045] It should be noted that the embodiments of this application can be applied to vehicles, and the vehicle can be a server or a host of the vehicle, that is, the vehicle control method provided by the exemplary embodiments of this application can be executed on the server or the host of the vehicle.

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

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

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

[0049] refer to Figure 2 , Figure 2 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application. Figure 2 As shown, the method in the embodiments of this application may include: Step 201: Obtain multi-source data; the multi-source data includes battery status information and distance information between the vehicle and the target charging station.

[0050] The target charging station refers to the nearest available charging station to the vehicle. The distance between the vehicle and the target charging station can be obtained in real time through the vehicle's navigation system.

[0051] Battery status information can be collected by the Battery Management System (BMS), including but not limited to the remaining battery capacity (SOC), battery state of health (SOH), and battery discharge power. The battery state of health is calculated by the BMS based on long-term statistical analysis of battery degradation.

[0052] In one implementation scenario, in addition to battery status information and distance information between the vehicle and the target charging station, the system may also include the status information of the electrical equipment, such as the operating power of the electrical equipment.

[0053] Step 202: If the vehicle meets the preset conditions, determine the corresponding power supply scenario based on the battery status information and distance information.

[0054] In some embodiments, whether a vehicle meets preset conditions can be determined based on the duration of vehicle stillness, whether the vehicle is locked, and whether the battery is discharging. If the vehicle is stationary for a short time or in a locked sleep state, there is no need to power off the electrical equipment because the battery power consumption is low. If the battery is not discharging, such as being charging, there is also no need to power off the electrical equipment.

[0055] In one possible implementation, multiple power supply scenarios can be defined based on the remaining battery charge or the vehicle's remaining driving range. For example, the power supply scenarios can be divided into three scenarios: Scenario 1, Scenario 2, and Scenario 3, with the remaining battery charge decreasing sequentially for each scenario.

[0056] When determining the corresponding power supply scenario based on battery status information and distance information, the remaining driving range of the vehicle can be determined based on the battery status information. The more remaining battery power, the higher the battery health, and the longer the corresponding remaining driving range. After obtaining the remaining driving range, it can be compared with the distance information between the vehicle and the target charging station to determine whether there is any remaining range, and thus determine the corresponding power supply scenario.

[0057] Optionally, it can also determine whether there is remaining battery power, and determine the corresponding power supply scenario based on the remaining driving range and battery power.

[0058] Step 203: Obtain the corresponding power supply strategy based on the power supply scenario.

[0059] A power supply strategy refers to the management rules for supplying power to different electrical devices. Different power supply scenarios may correspond to different power supply strategies. In one implementation scenario, the electrical devices in a vehicle can be classified into different levels. For example, electrical devices can be divided into multiple levels, such as core electrical devices, secondary electrical devices, and non-essential electrical devices.

[0060] In one implementation scenario, when the power supply is sufficient, i.e., at the first level, it can provide power to electrical equipment at each level to ensure a comfortable driving experience for users.

[0061] In another implementation scenario, when the battery level is low and the device is in a critical state, i.e., in the second level, priority can be given to powering core electrical devices, reducing the power of secondary electrical devices, and cutting off the power supply to non-essential electrical devices, thus balancing battery life and user experience.

[0062] In another implementation scenario, when the battery is extremely low, i.e., at the third level, the entire vehicle can be powered off to maintain range. This involves cutting off the power supply to each level of electrical equipment and keeping only the battery management system running at a low power to avoid wasting electricity.

[0063] Step 204: Power supply is provided to the electrical equipment inside the vehicle according to the power supply strategy.

[0064] In one possible implementation, based on the power supply strategy, corresponding instructions, such as power adjustment instructions and power-off instructions, can be sent to each electrical device. Each electrical device can respond to the received instructions and adjust its own operating state. For example, in the second scenario, core electrical devices maintain stable operation at rated power, secondary electrical devices operate at power below rated power, and non-essential electrical devices disconnect their power supply circuits.

[0065] In this embodiment, by integrating battery status information and distance information between the vehicle and the target charging station, different power supply scenarios are dynamically identified. This provides more comprehensive data support for the division of power supply scenarios, breaking the limitation of controlling vehicle power supply solely based on the remaining battery power, and improving the accuracy of determining power supply scenarios. After determining the power supply scenario, a corresponding power supply strategy is further obtained based on the scenario. Here, differentiated power supply strategies are executed according to different power supply scenarios. Due to the high accuracy of the power supply scenarios, the accuracy of the power supply strategies is also guaranteed. Furthermore, since the distance information between the vehicle and the target charging station is incorporated into the battery status information when determining the power supply scenario, the power supply strategy effectively avoids problems such as improper fixed power threshold settings or failure to consider actual travel distance, leading to insufficient range due to the vehicle not timely limiting or cutting off power to some devices, or prematurely limiting or cutting off power to some devices, resulting in wasted range. Simultaneously, it maximizes the preservation of vehicle comfort and functionality while ensuring the vehicle can reach the target charging station, improving battery power utilization and user experience, and enhancing the accuracy of vehicle power supply control.

[0066] In addition, when determining the power supply scenario based on battery status information and distance information, this application embodiment also needs to consider how to improve the accuracy of the power supply scenario so that when powering the device based on the power supply strategy corresponding to the power supply scenario, it can avoid power consumption when the power is extremely tight, and balance experience and range when the power is sufficient or low. This avoids excessive power consumption caused by forgetting to lock the car, and also ensures the user's driving experience. Figure 3 A schematic flowchart of a vehicle control method provided in another embodiment of this application is shown below. Figure 3 As shown, the method includes: Step 301: Obtain multi-source data; the multi-source data includes battery status information and distance information between the vehicle and the target charging station.

[0067] For the implementation of steps 303-304, please refer to [link / reference]. Figure 2 The relevant descriptions in the embodiments will not be repeated here.

[0068] Step 302: Determine whether the vehicle's stationary time is greater than a preset time threshold; if the stationary time is greater than the preset time threshold, and no vehicle lock signal is received, and the battery is in a discharging state, then the vehicle is determined to meet the preset conditions.

[0069] The preset duration threshold can be customized according to actual needs in the vehicle's infotainment system or mobile application (APP), such as 10 minutes. When the vehicle's stationary time exceeds the preset duration threshold, it indicates that the vehicle is currently in a long-term stationary state.

[0070] The vehicle lock signal can be triggered by a mechanical lock or an electronic lock. Here, the absence of a lock signal indicates that the user has not actively locked the vehicle, may still have a need for it, or the user may have forgotten to lock it.

[0071] In some embodiments, in addition to the vehicle lock signal, a start signal may also be monitored, including but not limited to signals initiated by a key, button, or remote start.

[0072] Here, the triggering scenarios for power supply control are precisely defined by the stationary time exceeding the preset time threshold, no lock signal received, and the battery being in a discharging state. This avoids the accidental triggering of control logic in scenarios where the vehicle is locked and in sleep mode or stationary for a short period of time, which do not require control. It also effectively avoids the problem of insufficient range caused by the battery continuously consuming power when the vehicle is stationary for a long time but the user has not locked the vehicle.

[0073] Step 303: If the vehicle meets the preset conditions, the remaining driving range of the vehicle is obtained based on the remaining battery power and battery health status; based on the remaining driving range and distance information, the corresponding power supply scenario is determined.

[0074] Alternatively, a method for calculating the remaining driving range based on the battery's remaining charge and battery health status can be as follows: S_remain = SOC × Rated full-charge battery range × SOH × (1 - δ) in, S_remain The remaining driving range is denoted by δ, the remaining battery charge is denoted by SOC, the battery health status is denoted by SOH, and the energy consumption degradation coefficient is δ. δ is determined based on real-time traffic conditions, including but not limited to congestion and smooth traffic.

[0075] In this embodiment, the remaining driving range of the vehicle is determined by the remaining battery power and battery health status, eliminating the impact of battery aging on the driving range, improving the accuracy of the remaining driving range, and further improving the accuracy of the power supply scenario determined based on the remaining driving range.

[0076] In some embodiments, the multi-source data also includes electrical equipment status information; determining the corresponding power supply scenario based on the remaining driving range and distance information includes: obtaining redundant power based on the remaining driving range, distance information and the vehicle's unit driving range energy consumption; and determining the corresponding power supply scenario based on the remaining driving range, distance information, redundant power and electrical equipment status information.

[0077] The distance information includes the navigation distance between the vehicle and the target charging station. In one possible implementation, a method for calculating redundant battery power based on remaining driving range and distance information can be as follows: E0=(S_remain-S_charge)×E_unit in, E0 For redundant power, S_remain This represents the vehicle's remaining driving range. S_charge This refers to the navigation distance between the vehicle and the target charging station. E_unit Energy consumption per unit range of a vehicle.

[0078] The aforementioned unit range energy consumption refers to the electricity consumed by the vehicle per kWh / km traveled, expressed in kWh / km. For example, 0.15 kWh / km means the vehicle consumes 0.15 kilowatt-hours of electricity per kilometer traveled. In one implementation scenario, unit range energy consumption can be calculated based on battery discharge power and driving mileage.

[0079] Here, based on the remaining driving range and distance information, redundant power and the status information of electrical equipment are introduced. This makes the judgment of the power supply scenario not only consider whether the vehicle can reach the target charging station in terms of mileage, but also take into account the power consumption of electrical equipment, thus improving the rationality and accuracy of the application scenario.

[0080] In some embodiments, the electrical equipment status information includes the actual operating power of electrical equipment at first and second necessity levels, the vehicle's minimum driving power, and the actual operating power and first power of the battery management system; the first power is determined based on the operating power of the battery management system in sleep mode; the corresponding power supply scenario is determined based on the remaining driving range, distance information, redundant power, and electrical equipment status information, including: obtaining the first power consumed by the battery management system, the first necessity level, and the second necessity level electrical equipment when the vehicle arrives at the target charging pile based on the actual operating power of the battery management system and the actual operating power of the electrical equipment at first and second necessity levels; obtaining the second power consumed by the vehicle when arriving at the target charging pile based on the first power of the battery management system and the vehicle's minimum driving power; and determining the corresponding power supply scenario based on the remaining driving range, distance information, redundant power, first power, and second power.

[0081] Here, the first and second necessity levels are distinguished based on the degree of correlation between the electrical equipment and vehicle operation. Among them, the correlation between electrical equipment of the first necessity level and vehicle operation is greater than that between electrical equipment of the second necessity level and vehicle operation.

[0082] Among them, the electrical equipment of the first necessity level is essential equipment to ensure vehicle driving safety and core control. Power supply cannot be interrupted during operation, and these are high-priority devices. In one implementation scenario, the electrical equipment of the first necessity level includes, but is not limited to, brake assist systems, steering assist systems, and electronic control units (ECUs).

[0083] The second level of necessity refers to essential auxiliary equipment that ensures the normal operation of the vehicle. These are medium-priority devices whose operating status can be dynamically adjusted according to the power supply scenario. In one implementation scenario, the second level of necessity includes, but is not limited to, dashboards, headlights, windshield wipers, and power windows. Headlights include, but are not limited to, low beam headlights, high beam headlights, and hazard lights.

[0084] In addition to electrical equipment of the first and second necessity levels, electrical equipment of the third necessity level may also be included. Electrical equipment of the third necessity level consists of non-essential equipment that enhances driving comfort and equipment that meets entertainment or additional needs. Its correlation with vehicle operation is lower than that of electrical equipment of the second necessity level. It is a low-priority device and can be selectively supplied with power based on the power supply scenario.

[0085] Equipment used to enhance driving and passenger comfort includes, but is not limited to, air conditioning, heated seats, and heated steering wheels. Equipment used to meet entertainment or additional needs includes, but is not limited to, infotainment systems, rear-seat screens, in-car refrigerators, and ambient lighting.

[0086] In the above, the minimum driving power of the vehicle refers to the minimum total power of electrical equipment at the first and second necessity levels during emergency operation, and its unit is kW. The first power can be the minimum operating power of the battery management system in sleep mode, and its unit is kW. Optionally, the first power can be set to 0.003kW, or 3W, by default.

[0087] Alternatively, one method for calculating the first amount of electricity is as follows: E1= P_BMS_1×T_drive+P_total×T_drive in, E1 Representing the first charge, P_BMS_1 This represents the actual operating power of the battery management system. P_total This is the sum of the actual operating power of electrical equipment at the first and second necessity levels. T_drive The estimated travel time for the vehicle to reach the target charging station.

[0088] The estimated travel time can be calculated based on the navigation distance between the vehicle and the target charging station and real-time traffic conditions.

[0089] Alternatively, the second amount of electricity can be calculated as follows: E2= P_BMS_2×T_drive+P_drive_min×T_drive in, E2 For the second battery level, P_BMS_2 For the first power of the battery management system, P_drive_min This is the vehicle's minimum operating power. T_drive The estimated travel time for the vehicle to reach the target charging station.

[0090] In this embodiment, the first power level under the current device operating mode and the second power level required to maintain only the minimum driving function are determined during the process of the vehicle arriving at the target charging pile. By combining the redundant power level, an objective quantitative basis is provided for determining the power supply scenario, thereby improving the reliability of the power supply scenario determination.

[0091] In some embodiments, the power supply scenario includes a first scenario, a second scenario, and a third scenario, wherein the remaining battery power decreases in the first, second, and third scenarios; distance information includes the navigation distance between the vehicle and the target charging station; and the corresponding power supply scenario is determined based on the remaining driving range, distance information, redundant battery power, first battery power, and second battery power, including: If the remaining driving range is greater than or equal to the sum of the navigation distance and the vehicle's safe redundancy driving range, then the corresponding power supply scenario is determined as the first scenario. If the remaining driving range is less than the sum of the navigation distance and the safe redundancy driving range, and greater than or equal to the sum of the navigation distance and the vehicle's minimum redundancy driving range, and the first battery level is less than or equal to the redundancy battery level, then the corresponding power supply scenario is determined to be the second scenario. If the remaining driving range is less than the sum of the navigation distance and the minimum redundant driving range, but greater than or equal to the navigation distance, and the second battery level is less than or equal to the redundant battery level, then the corresponding power supply scenario is determined to be the third scenario.

[0092] Among them, when the remaining driving range S_remain Greater than or equal to navigation distance S_charge With safety redundancy driving range S_safe The and time, that is S_remain ≥ S_charge+ S_safe This indicates that the battery has sufficient power, and the corresponding power supply scenario is the first scenario.

[0093] When the remaining driving range S_remain Less than navigation distance S_charge With safety redundancy driving range S_safe The sum of the distances is greater than or equal to the navigation distance. S_charge Minimum redundant driving range of the vehicle S_min The sum of, i.e. S_charge+S_ min ≤ S_remain < S_charge+ S_safe And the first battery E1 Less than or equal to redundant power E0 ,Right now E1 ≤ E0 This indicates that the battery level is at a critical point, corresponding to the second power supply scenario. The first battery level... E1 and redundant power E0 The calculation method can be found above, and will not be elaborated further here.

[0094] When the remaining driving range S_remain Less than navigation distance S_charge With minimum redundancy range S_min When the sum is greater than or equal to the navigation distance. S_charge ,Right now S_charge ≤ S_remain < S_charge+S_min And the second battery E2 Less than or equal to redundant power E0 ,Right now E2 ≤ E0 This indicates that the battery is in a state of extreme low power, corresponding to the third power supply scenario. Here, the second power level... E2 and redundant power E0 The calculation method can be found above, and will not be elaborated further here.

[0095] This application's embodiments divide the power supply scenario into a first scenario, a second scenario, and a third scenario, and provide clear and quantifiable scenario determination logic for each power supply scenario, thereby improving the executability of the control logic.

[0096] In one possible implementation, before determining the corresponding power supply scenario based on the remaining driving range, distance information, redundant power, first power level, and second power level, the method further includes: obtaining the seasonal information of the vehicle and determining the corresponding seasonal coefficient based on the seasonal information; determining the battery health coefficient based on the battery health status; obtaining driving habit information and determining the driving habit coefficient based on the driving habit information; determining the minimum redundant driving range based on the seasonal coefficient and a preset baseline minimum redundant driving range; and determining the safe redundant driving range based on the seasonal coefficient, battery health coefficient, driving habit coefficient, and a preset baseline safe redundant driving range.

[0097] Since the safety redundancy range is a generous redundancy when the battery is fully charged, the user may still be using the vehicle normally, such as turning on the air conditioner or listening to music. Therefore, it is necessary to comprehensively consider multiple variables that affect power consumption to avoid setting the safety redundancy range too wide, which would waste power, or setting it too narrow, which would lead to insufficient power in case of emergencies. At the same time, a balance between comfort and range assurance should be achieved.

[0098] Alternatively, one method for calculating the safe redundancy range is as follows: S_safe= S_safe0 ×(1 + α × β × γ ) in, S_safe For safety and redundant driving range, S_safe0 Based on the baseline safe redundancy range, α This is a seasonal coefficient. β Battery health coefficient γ This is a driving habit coefficient.

[0099] In particular, since low temperatures in winter and high temperatures in summer increase battery energy consumption (e.g., reduced range in winter and increased power consumption due to air conditioning in summer), it is necessary to retain more redundant range. Therefore, the seasonal coefficient can be set to a larger value, such as 0.2 for winter and 0.1 for summer. Energy consumption is relatively stable in spring and autumn, so less redundant range can be retained. Therefore, the seasonal coefficient can be set to a smaller value, such as 0.

[0100] In one implementation scenario, the ambient temperature can be obtained, and the seasonal information of the vehicle can be determined based on the ambient temperature.

[0101] The battery health coefficient can be determined based on the battery's health status. If the battery health status is lower than or equal to a preset health status threshold, the battery is considered an older battery. Since older batteries have a lower actual range than their nominal value and a higher risk of sudden power loss, it's necessary to retain more redundant driving range. Therefore, the battery health coefficient can be set to a relatively large value, such as 0.15. If the battery health status is higher than the preset health status threshold, the battery is considered a newer battery. Newer batteries have more stable performance, and redundant driving range can be reduced. Therefore, the battery health coefficient can be set to a relatively small value, such as 0.

[0102] The preset health status threshold can be set according to actual needs, such as 80%.

[0103] Driving habit information includes the frequency of the vehicle's rapid acceleration and braking within a preset time period. Frequent rapid acceleration and braking, characteristic of aggressive driving, increases real-time energy consumption, typically by more than 30% compared to smooth driving. Therefore, it's necessary to retain more redundant driving range, and the driving habit coefficient can be set to a larger value, such as 0.1. Conversely, smooth driving does not require retaining more redundant driving range, so the driving habit coefficient can be set to a smaller value, such as 0.

[0104] In one implementation scenario, if the frequency of rapid acceleration and sudden braking is greater than or equal to a preset frequency threshold, it is determined to be aggressive driving; otherwise, it is considered smooth driving. The preset frequency threshold can be adjusted according to actual needs, such as 60%.

[0105] Here, multiple factors such as season, battery health, and driving habits work together. For example, if the vehicle is in winter, the battery is old, and the driver is prone to aggressive driving, the uncertainty of energy consumption fluctuations will increase significantly. Therefore, when calculating the safe redundancy range, the seasonal coefficient, battery health coefficient, and driving habit coefficient can be multiplied and then added to the baseline safe redundancy range. This allows the safe redundancy range to be added and improved synchronously, ensuring that the vehicle has sufficient safe redundancy range under any combination of season, battery health, and driving habits.

[0106] In some embodiments, the safe redundancy range can be limited to a first preset range, such as 5-10km, which can be adjusted according to actual needs.

[0107] As can be seen from the above, the minimum redundant driving range is used when the battery power is low, corresponding to the second and third scenarios. At this time, users usually no longer use functions that enhance comfort and entertainment. The core goal of the vehicle is to drive to the nearest available charging station with the least amount of power. We only need to focus on the minimum driving range safety in extreme scenarios, so there is no need to consider complex variables.

[0108] In one possible implementation, the minimum redundant driving range can be calculated as follows: S_min=S_min0 ×(1+ α × m ) in, S_min For minimum redundant driving range, S_min0 Based on the minimum redundant driving range, α This is a seasonal coefficient. m This is an adjustment factor for the seasonal coefficient.

[0109] The above adjustment coefficients m The setting can be adjusted according to actual needs. Taking 0.5 as an example, for instance, in winter, the seasonal coefficient is...α The minimum redundancy range is 0.2. At this time, the minimum redundancy range only increases by 0.2 × 0.5 = 0.1, or 10%. This not only copes with the increase in energy consumption at low temperatures, but also avoids wasting too much precious power due to the minimum redundancy range, ensuring the accurate triggering of the third scenario.

[0110] Since the impact of seasons on battery base energy consumption is unavoidable, a seasonal factor must still be considered when determining the minimum redundant driving range. The specific method for determining the seasonal factor is the same as that used when calculating the safe redundant driving range, and will not be elaborated upon here.

[0111] As for the battery health coefficient, since the performance degradation of old batteries has already been considered when calculating the remaining driving range, there is no need to repeatedly add it. This avoids setting the minimum redundant driving range too high, which could lead to the accidental triggering of extreme scenarios. Therefore, the battery health coefficient does not need to be considered when determining the minimum redundant driving range.

[0112] Regarding the driving habit coefficient, once the system enters the extreme scenario corresponding to the minimum redundant driving range, it will assume that the user will drive smoothly and may even limit power output and forcibly reduce energy consumption. The probability of aggressive driving is low. Therefore, the driving habit coefficient does not need to be considered when determining the minimum redundant driving range.

[0113] In some embodiments, the minimum redundant driving range can be limited to a second preset range, such as 2-3km, which can be adjusted according to actual needs.

[0114] In the above-mentioned parameters, the baseline safe redundancy range, baseline minimum redundancy range, seasonal coefficient, battery health coefficient, and driving habit coefficient can all be adjusted according to actual needs to adapt to different vehicle models or usage scenarios. In one implementation scenario, users can access the relevant parameter settings interface through the vehicle's infotainment system or a mobile app. Optionally, upon the vehicle's first start, users can be guided through basic parameter settings.

[0115] Based on the above technical content, by introducing a seasonal coefficient, the minimum redundancy range is dynamically adjusted to determine the minimum redundancy range. In addition, by introducing seasonal coefficients, battery health coefficients, and driving habit coefficients, the safe redundancy range is dynamically adjusted to determine the safe redundancy range. This makes the minimum redundancy range and safe redundancy range more in line with the current vehicle usage environment, effectively avoiding the problem of wasting electricity due to excessively high minimum redundancy range or insufficient range due to excessively low minimum redundancy range and safe redundancy range.

[0116] Step 304: If the power supply scenario is the first scenario, then the corresponding power supply strategy is determined to be the first power supply strategy; the first power supply strategy includes: controlling the battery to supply power to each electrical device so that each electrical device operates at its rated power.

[0117] As can be seen from the above, in the first scenario, the battery has sufficient power to meet the needs of full-function use without restricting the electrical devices. Therefore, it can ensure the user's comfortable driving experience, control the battery to supply power to each electrical device normally, and enable each electrical device to be used normally, such as the dashboard with full backlight and the headlights with normal brightness, while avoiding unnecessary waste of power.

[0118] Here, electrical equipment includes equipment of first necessity level, second necessity level, and third necessity level, as well as battery management system; the correlation between equipment of first necessity level, second necessity level, and third necessity level and vehicle operation decreases.

[0119] Here, the types of electrical equipment included in the first, second, and third necessity levels can be referred to as shown above, and will not be elaborated further here.

[0120] Step 305: If the power supply scenario is the second scenario, then the corresponding power supply strategy is determined to be the second power supply strategy; the second power supply strategy includes: controlling the battery to supply power to the battery management system, the first necessity level and the second necessity level of the electrical equipment, so that the battery management system and the first necessity level of the electrical equipment operate at rated power, the second necessity level of the electrical equipment operates at second power, and the power supply to the third necessity level of the electrical equipment is cut off; the second power is less than the rated power of the second necessity level of the electrical equipment.

[0121] As described above, in the second scenario, the battery level is critical. Therefore, it is necessary to prioritize essential driving functions and disable unnecessary devices such as comfort and entertainment equipment. Thus, the battery management system and first-priority electrical devices can be controlled to operate at their rated power. Second-priority electrical devices can be controlled to operate at a lower second power to ensure basic functions are available, such as the dashboard, lights, wipers, and windows, but the dashboard backlight is reduced by 30%-50%, and the light power is reduced by 20%. For third-priority electrical devices, the battery can be disconnected to prevent them from consuming power, thereby achieving a balance between range and basic user experience, ensuring essential driving functions are available, and reducing unnecessary power consumption.

[0122] Step 306: If the power supply scenario is the third scenario, then the corresponding power supply strategy is determined to be the third power supply strategy; the third power supply strategy includes: controlling the battery to supply power to the battery management system so that the battery management system operates at the first power, and cutting off the power supply to the electrical equipment of the first necessity level, the second necessity level and the third necessity level; the first power is less than the rated power of the battery management system.

[0123] As described above, in the third scenario, the battery power is extremely low. Therefore, the entire vehicle can be powered off to minimize power consumption and enter a deep sleep mode to ensure the remaining power is used to reach the charging station. This involves cutting off non-essential power circuits, specifically cutting off power to devices at the first, second, and third necessity levels, while only allowing the battery management system to operate at its highest power to monitor battery status and ensure the vehicle starts normally after the battery management system is activated. Once the vehicle is activated, devices at the first necessity level will automatically start.

[0124] In another implementation scenario, if the remaining driving range S_remain Less than navigation distance S_charge If the remaining driving range is insufficient to reach the target charging station, an emergency range warning will be triggered. This warning can be sent via one or more methods, such as a pop-up window on the vehicle's infotainment system, a push notification from a mobile app, or an SMS alert.

[0125] Optionally, while triggering the emergency range reminder, at least one rescue option can also be provided to avoid vehicle breakdown, such as "navigate to the nearest charging station", "call roadside assistance", "contact charging service", etc.

[0126] If the user selects the "nearest charging station" rescue option, the system can collect the latest navigation distance between the vehicle and the target charging station, and re-determine the power supply scenario based on this navigation distance to determine the corresponding power supply strategy.

[0127] In another implementation scenario, if the user selects the "call roadside assistance" rescue option, the vehicle can be controlled to enter a third scenario until the rescue arrives.

[0128] In another implementation scenario, if the user selects the "Contact Charging Service" rescue option, the vehicle can be controlled to enter a third scenario to reduce power consumption and extend standby time.

[0129] In one possible implementation, after the user selects a rescue option, the system can be linked to navigation or a help platform, and progress can be pushed simultaneously, such as "Roadside assistance has been contacted and is expected to arrive in 30 minutes."

[0130] In this embodiment, based on the correlation between electrical equipment and vehicle operation, electrical equipment is divided into a first necessity level, a second necessity level, and a third necessity level. The power supply priority, power limitation, and disconnection rules for electrical equipment of different necessity levels are clearly defined under different power supply scenarios. This ensures that when the battery is sufficient, each electrical device operates at its rated power to guarantee user experience; when the battery is low, the power supply to third necessity level electrical equipment is cut off, and the power of second necessity level electrical equipment is reduced to achieve a balance between user experience and range; when the battery is critically low, only the battery management system is maintained at a lower power to maximize energy savings and ensure the vehicle can reach the target charging station, thus achieving refined energy consumption control.

[0131] Step 307: Power supply is provided to the electrical equipment inside the vehicle according to the power supply strategy.

[0132] In some embodiments, supplying power to electrical devices in the vehicle according to a power supply strategy includes: generating and pushing a power supply scenario change reminder when it is determined that the current power supply scenario will change to a target power supply scenario; if a confirmation instruction is received within a first waiting period, supplying power to the electrical devices in the vehicle according to the power supply strategy corresponding to the target power supply scenario; if a rejection instruction is received or no confirmation instruction is received within the first waiting period, determining the latest power supply scenario after a preset delay; if the latest power supply scenario is consistent with the target power supply scenario, switching the current power supply scenario to the target power supply scenario, and supplying power to the electrical devices in the vehicle according to the power supply strategy corresponding to the target power supply scenario.

[0133] Power supply scenario change alerts can be displayed via pop-up windows on the vehicle's infotainment system or via voice prompts. These alerts include, but are not limited to, the reasons for and impact of the changes, such as traffic congestion, insufficient redundant driving range, whether it is permissible to turn off the air conditioning, or whether the redundant driving range has been restored and whether it is necessary to switch back to the original power supply scenario.

[0134] In one implementation scenario, the change in the power supply scenario can be a degradation change, such as the current power supply scenario being the first scenario and the target power supply scenario being the second scenario, or the current power supply scenario being the second scenario and the target power supply scenario being the third scenario, etc.

[0135] In another implementation scenario, the change in the power supply scenario can be an upgrade, such as the current power supply scenario being the third scenario and the target power supply scenario being the second scenario, or the current power supply scenario being the second scenario and the target power supply scenario being the first scenario, etc.

[0136] In another implementation scenario, if the target power supply scenario is the third scenario, a countdown reminder can be pushed simultaneously to the vehicle's infotainment system and mobile app within a preset time period before entering the third scenario, such as 60 seconds before entry, to remind the user that the vehicle is about to enter a deep sleep power-saving mode. After the countdown ends, the vehicle can be forcibly entered the third scenario.

[0137] In the above scenario, if a rejection command is received or no confirmation command is received within the first waiting period, the latest power supply scenario is determined after a preset delay. This preset delay period can be set according to actual needs, such as 10 minutes.

[0138] Additionally, it should be noted that users can also configure whether to send notifications about changes in power supply scenarios based on their actual needs.

[0139] Here, a human-computer interaction mechanism has been added. When the power supply scenario changes, a power supply scenario change reminder message is generated to inform the driver of the impending functional limitations, avoiding a poor user experience due to sudden power outages or device shutdowns. If the user does not respond or refuses, the latest power supply scenario is determined again after a preset delay. If the latest power supply scenario matches the target power supply scenario, the power supply to the device is forcibly provided according to the power supply strategy corresponding to the target power supply scenario, thus preventing situations where the vehicle cannot reach the target charging station due to user misoperation or ignoring the reminder message.

[0140] In one possible implementation, users can also manually adjust the power supply scenario or the necessity level of electrical equipment. Based on the adjusted power supply scenario or necessity level, a new power supply strategy is determined to supply power to the equipment to meet personalized needs. Users can make these adjustments through the vehicle's infotainment system or a mobile app.

[0141] For example, users can manually switch from the second scenario to the first scenario, or from the third scenario to the second scenario, but the basic range condition of being able to drive to the target charging station must be met. In one implementation scenario, after manually switching the power supply scenario, the judgment logic of the switched power supply scenario can be re-verified. If it is not met, a higher-level power supply scenario can be triggered. For example, if manually switching the scenario causes the air conditioner to turn on, resulting in excessive power consumption, the third scenario can be triggered.

[0142] Adjusting the necessity level of electrical equipment, for example, can reclassify a third-necessity-level device, such as a child car seat, to a first or second-necessity-level device, ensuring that the child seat heating function remains active when entering a third scenario. It's important to note that when determining the latest power supply strategy based on the adjusted necessity level of the electrical equipment, the power consumption of the adjusted equipment must be considered when calculating the initial power consumption.

[0143] In one possible implementation, in the third scenario, the user can manually wake up the vehicle. Specifically, the user can unlock the vehicle and press the start button to trigger the start command. After the vehicle is woken up, power supply can be restored in the following order: electronic control unit, other electrical devices of first necessity level excluding the electronic control unit, and electrical devices of second necessity level, and the power supply scenario can be re-determined.

[0144] In some embodiments, after a user initiates a manual adjustment operation, it can continue for a preset period of time. After the preset period of time ends, the system's automatic judgment logic is restored to determine the corresponding power supply strategy.

[0145] It should be noted that the embodiments of this application are merely examples of dividing the power supply scenario into three levels and the electrical equipment into three necessity levels. This application does not limit the specific division method of the power supply scenario and the electrical equipment.

[0146] In this embodiment, a three-dimensional dynamic decision-making model based on power consumption, distance, and power priority is constructed, dividing the power supply scenario into three scenarios: a first scenario, a second scenario, and a third scenario. By detecting the vehicle's stationary time, lock status, and battery discharge status, a tiered power supply logic is triggered. Combining data from multiple dimensions, including battery status, distance between the vehicle and the target charging station, and the status of electrical equipment, the corresponding power supply scenario is determined through dual verification of mileage and power consumption. The power supply range is dynamically adjusted based on the power supply scenario and the necessity level of the electrical equipment. Specifically, in the third scenario, a strategy of preserving range by cutting off vehicle power is adopted, switching the power supply to each electrical device, while only keeping the battery management system running at a lower first power, minimizing power loss, avoiding wasted range and the risk of power outages mid-journey, and ensuring the continuous operation of core equipment and driving safety. In the first and second scenarios, a balance is struck between user experience and range, avoiding excessive power consumption due to forgetting to lock the vehicle while ensuring a good user experience. Furthermore, a human-computer interaction mechanism is provided, balancing system automation with user personalization needs, improving the flexibility and safety of the user experience.

[0147] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0148] Figure 4 This is a schematic diagram of the structure of a vehicle control device provided in one embodiment of this application. Figure 4 As shown, the vehicle control device provided in this embodiment may include: an acquisition module 401, a processing module 402, and a power supply module 403.

[0149] Among them, the acquisition module 401 is used to acquire multi-source data; the multi-source data includes battery status information and distance information between the vehicle and the target charging pile. The processing module 402 is used to determine the corresponding power supply scenario based on battery status information and distance information if the vehicle meets preset conditions. The processing module 402 is also used to obtain the corresponding power supply strategy based on the power supply scenario; The power supply module 403 is used to supply power to the electrical equipment in the vehicle according to the power supply strategy.

[0150] In one possible implementation, the battery status information includes the remaining battery capacity and battery health status; the processing module 402 is specifically used for: The remaining driving range of the vehicle is obtained based on the remaining battery charge and battery health status. Based on the remaining driving range and distance information, the corresponding power supply scenario is determined.

[0151] In one possible implementation, the multi-source data also includes electrical equipment status information; the processing module 402 is specifically used for: Based on the remaining driving range, distance information, and the vehicle's energy consumption per unit range, redundant power is obtained; Based on the remaining driving range, distance information, redundant power, and the status information of the electrical equipment, the corresponding power supply scenario is determined.

[0152] In one possible implementation, the electrical equipment status information includes the actual operating power of electrical equipment at the first necessity level and the second necessity level, the minimum driving power of the vehicle, and the actual operating power and first power of the battery management system; the first power is determined based on the operating power of the battery management system in sleep mode. Processing module 402 is specifically used for: Based on the actual operating power of the battery management system and the actual operating power of the electrical equipment at the first and second necessity levels, the first amount of electricity consumed by the battery management system and the electrical equipment at the first and second necessity levels when the vehicle arrives at the target charging station is obtained. Based on the first power of the battery management system and the minimum driving power of the vehicle, the second power consumed by the vehicle when it reaches the target charging station is obtained. Based on the remaining driving range, distance information, redundant power, first power and second power, the corresponding power supply scenario is determined.

[0153] In one possible implementation, the power supply scenario includes a first scenario, a second scenario, and a third scenario, wherein the remaining battery power decreases in the first scenario, the second scenario, and the third scenario; the distance information includes the navigation distance between the vehicle and the target charging station; Processing module 402 is specifically used for: If the remaining driving range is greater than or equal to the sum of the navigation distance and the vehicle's safe redundancy driving range, then the corresponding power supply scenario is determined as the first scenario. If the remaining driving range is less than the sum of the navigation distance and the safe redundancy driving range, and greater than or equal to the sum of the navigation distance and the vehicle's minimum redundancy driving range, and the first battery level is less than or equal to the redundancy battery level, then the corresponding power supply scenario is determined to be the second scenario. If the remaining driving range is less than the sum of the navigation distance and the minimum redundant driving range, but greater than or equal to the navigation distance, and the second battery level is less than or equal to the redundant battery level, then the corresponding power supply scenario is determined to be the third scenario.

[0154] In one possible implementation, processing module 402 is further configured to: Obtain the seasonal information of the vehicle and determine the corresponding seasonal coefficient based on the seasonal information; Determine the battery health coefficient based on the battery's health status; Obtain driving habit information and determine driving habit coefficients based on the driving habit information; The minimum redundant range is determined based on the seasonal factor and the preset baseline minimum redundant range. The safe redundancy range is determined based on seasonal coefficients, battery health coefficients, driving habit coefficients, and preset baseline safe redundancy range.

[0155] In one possible implementation, the power supply scenarios include a first scenario, a second scenario, and a third scenario, in which the remaining battery power decreases progressively; the electrical equipment includes devices of a first necessity level, a second necessity level, and a third necessity level, as well as a battery management system, in which the devices of the first necessity level, the second necessity level, and the third necessity level have a progressively decreasing correlation with vehicle operation. Processing module 402 is specifically used for: If the power supply scenario is the first scenario, then the corresponding power supply strategy is determined to be the first power supply strategy; the first power supply strategy includes: controlling the battery to supply power to each electrical device so that each electrical device operates at its rated power; If the power supply scenario is the second scenario, then the corresponding power supply strategy is determined to be the second power supply strategy; the second power supply strategy includes: controlling the battery to supply power to the battery management system, the first necessity level and the second necessity level of the electrical equipment, so that the battery management system and the first necessity level of the electrical equipment operate at rated power, the second necessity level of the electrical equipment operates at second power, and cutting off the power supply to the third necessity level of the electrical equipment; the second power is less than the rated power of the second necessity level of the electrical equipment. If the power supply scenario is the third scenario, then the corresponding power supply strategy is determined to be the third power supply strategy; the third power supply strategy includes: controlling the battery to supply power to the battery management system so that the battery management system operates at the first power, and cutting off the power supply to the electrical equipment of the first necessity level, the second necessity level and the third necessity level; the first power is less than the rated power of the battery management system.

[0156] In one possible implementation, the power supply module 403 is specifically used for: When it is determined that the current power supply scenario will change to the target power supply scenario, a power supply scenario change reminder message is generated and pushed. If a confirmation command is received within the first waiting period, power will be supplied to the electrical equipment in the vehicle according to the power supply strategy corresponding to the target power supply scenario. If a rejection command is received or no confirmation command is received within the first waiting period, the latest power supply scenario will be determined after a preset delay. If the latest power supply scenario is consistent with the target power supply scenario, the current power supply scenario will be switched to the target power supply scenario, and the power supply strategy corresponding to the target power supply scenario will be used to supply power to the electrical equipment in the vehicle.

[0157] In one possible implementation, the multi-source data also includes vehicle status information, which includes the duration of the vehicle's stationary position; the processing module 402 is further configured to: Determine whether the vehicle's stationary duration exceeds a preset time threshold; If the stationary period exceeds the preset time threshold, no vehicle lock signal is received, and the battery is in a discharging state, then the vehicle is determined to meet the preset conditions.

[0158] It should be noted that the information interaction and execution process between the above-mentioned devices / units are based on the same concept as the method embodiments of this application. For details on their specific functions and technical effects, please refer to the method embodiments section, and they will not be repeated here.

[0159] Figure 5This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application. Figure 5 As shown, the vehicle 500 in this embodiment includes a processor 510 and a memory 520, wherein the memory 520 stores a computer program 521 that can run on the processor 510. When the processor 510 executes the computer program 521, it implements the steps in any of the above method embodiments, for example... Figure 2 Steps 201 to 204 are shown. Alternatively, when processor 510 executes computer program 521, it implements the functions of each module / unit in the above-described device embodiments, for example... Figure 5 The functions of modules 401 to 403 are shown.

[0160] For example, computer program 521 may be divided into one or more modules / units, one or more of which are stored in memory 520 and executed by processor 510 to complete this application. The one or more modules / units may be a series of computer program instruction segments capable of performing specific functions, which describe the execution process of computer program 521 in vehicle 500.

[0161] Those skilled in the art will understand that Figure 5 This is merely an example of a vehicle and does not constitute a limitation on the vehicle. It may include more or fewer components than shown, or combinations of certain components, or different components, such as input / output devices, network access devices, buses, etc.

[0162] The processor 510 can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0163] The memory 520 can be an internal storage unit of the vehicle, such as a hard drive or memory, or an external storage device, such as a plug-in hard drive, smart media card (SMC), secure digital (SD) card, flash card, etc. The memory 520 can also include both internal and external storage devices. The memory 520 is used to store computer programs and other programs and data required by the vehicle. The memory 520 can also be used to temporarily store data that has been output or will be output.

[0164] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0165] An embodiment of this application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the vehicle control method described above.

[0166] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0167] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0168] In the embodiments provided in this application, it should be understood that the disclosed devices / vehicles and methods can be implemented in other ways. For example, the device / vehicle embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0169] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0170] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0171] If the integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium, etc.

[0172] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, include: Acquire multi-source data; the multi-source data includes battery status information and distance information between the vehicle and the target charging station. If the vehicle meets the preset conditions, the corresponding power supply scenario is determined based on the battery status information and the distance information; Based on the power supply scenario, the corresponding power supply strategy is obtained; According to the power supply strategy, power is supplied to the electrical equipment inside the vehicle.

2. The vehicle control method according to claim 1, characterized in that, The battery status information includes the remaining battery power and the battery health status; The step of determining the corresponding power supply scenario based on the battery status information and the distance information includes: The remaining driving range of the vehicle is obtained based on the remaining charge and health status of the battery. Based on the remaining driving range and the distance information, the corresponding power supply scenario is determined.

3. The vehicle control method according to claim 2, characterized in that, The multi-source data also includes electrical equipment status information; The step of determining the corresponding power supply scenario based on the remaining driving range and the distance information includes: Based on the remaining driving range, the distance information, and the vehicle's energy consumption per unit driving range, redundant power is obtained; The corresponding power supply scenario is determined based on the remaining driving range, the distance information, the redundant power, and the status information of the electrical equipment.

4. The vehicle control method according to claim 3, characterized in that, The electrical equipment status information includes the actual operating power of electrical equipment at the first necessity level and the second necessity level, the minimum driving power of the vehicle, and the actual operating power and first power of the battery management system; the first power is determined based on the operating power of the battery management system in sleep mode. The step of determining the corresponding power supply scenario based on the remaining driving range, the distance information, the redundant power, and the status information of the electrical equipment includes: Based on the actual operating power of the battery management system and the actual operating power of the electrical equipment at the first and second necessity levels, the first amount of electricity consumed by the battery management system and the electrical equipment at the first and second necessity levels when the vehicle arrives at the target charging station is obtained. Based on the first power of the battery management system and the minimum driving power of the vehicle, the second amount of electricity consumed by the vehicle when it arrives at the target charging station is obtained. The corresponding power supply scenario is determined based on the remaining driving range, the distance information, the redundant power, the first power level, and the second power level.

5. The vehicle control method according to claim 4, characterized in that, The power supply scenarios include a first scenario, a second scenario, and a third scenario, wherein the remaining battery power decreases progressively in the first, second, and third scenarios; the distance information includes the navigation distance between the vehicle and the target charging station; The step of determining the corresponding power supply scenario based on the remaining driving range, the distance information, the redundant power, the first power level, and the second power level includes: If the remaining driving range is greater than or equal to the sum of the navigation distance and the vehicle's safe redundancy driving range, then the corresponding power supply scenario is determined to be the first scenario. If the remaining driving range is less than the sum of the navigation distance and the safe redundancy driving range, and is greater than or equal to the sum of the navigation distance and the vehicle's minimum redundancy driving range, and the first battery charge is less than or equal to the redundancy battery charge, then the corresponding power supply scenario is determined to be the second scenario. If the remaining driving range is less than the sum of the navigation distance and the minimum redundant driving range, but greater than or equal to the navigation distance, and the second battery level is less than or equal to the redundant battery level, then the corresponding power supply scenario is determined to be the third scenario.

6. The vehicle control method according to claim 5, characterized in that, Before determining the corresponding power supply scenario based on the remaining driving range, the distance information, the redundant power, the first power level, and the second power level, the method further includes: Obtain the seasonal information of the vehicle and determine the corresponding seasonal coefficient based on the seasonal information; Based on the battery health status, determine the battery health coefficient; Obtain driving habit information and determine a driving habit coefficient based on the driving habit information; The minimum redundant driving range is determined based on the seasonal coefficient and the preset minimum redundancy driving range. The safe redundancy range is determined based on the seasonal coefficient, the battery health coefficient, the driving habit coefficient, and the preset baseline safe redundancy range.

7. The vehicle control method according to claim 1, characterized in that, The power supply scenarios include a first scenario, a second scenario, and a third scenario, in which the remaining battery power decreases progressively; the electrical equipment includes equipment of a first necessity level, a second necessity level, and a third necessity level, as well as a battery management system, in which the correlation between the equipment of the first necessity level, the second necessity level, and the third necessity level and vehicle operation decreases progressively. The process of obtaining the corresponding power supply strategy based on the power supply scenario includes: If the power supply scenario is the first scenario, then the corresponding power supply strategy is determined to be the first power supply strategy; the first power supply strategy includes: controlling the battery to supply power to each electrical device so that each electrical device operates at its rated power; If the power supply scenario is the second scenario, then the corresponding power supply strategy is determined to be the second power supply strategy; the second power supply strategy includes: controlling the battery to supply power to the battery management system, the first necessity level and the second necessity level of the electrical equipment, so that the battery management system and the first necessity level of the electrical equipment operate at rated power, the second necessity level of the electrical equipment operates at second power, and cutting off the power supply to the third necessity level of the electrical equipment; the second power is less than the rated power of the second necessity level of the electrical equipment. If the power supply scenario is the third scenario, then the corresponding power supply strategy is determined to be the third power supply strategy; the third power supply strategy includes: controlling the battery to supply power to the battery management system so that the battery management system operates at a first power, and cutting off the power supply to the electrical equipment of the first necessity level, the second necessity level and the third necessity level; the first power is less than the rated power of the battery management system.

8. The vehicle control method according to any one of claims 1 to 7, characterized in that, The step of supplying power to the electrical equipment inside the vehicle according to the power supply strategy includes: When it is determined that the current power supply scenario will change to the target power supply scenario, a power supply scenario change reminder message is generated and pushed. If a confirmation command is received within the first waiting period, power is supplied to the electrical equipment in the vehicle according to the power supply strategy corresponding to the target power supply scenario. If a rejection command is received or no confirmation command is received within the first waiting period, the latest power supply scenario will be determined after a preset delay. If the latest power supply scenario is consistent with the target power supply scenario, the current power supply scenario is switched to the target power supply scenario, and the power supply to the electrical equipment in the vehicle is provided according to the power supply strategy corresponding to the target power supply scenario.

9. The vehicle control method according to any one of claims 1 to 7, characterized in that, The multi-source data also includes vehicle status information, which includes the duration of the vehicle's stationary position. The method further includes: Determine whether the duration of the vehicle's stationary position is greater than a preset time threshold; If the stationary duration exceeds a preset duration threshold, no vehicle lock signal is received, and the battery is in a discharging state, then the vehicle is determined to meet the preset conditions.

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

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