A control method and system of a vehicle and the vehicle

Abstract

The application relates to a control method and system of a vehicle and the vehicle, the method comprising the following steps: obtaining collision information, the collision information at least comprising a collision position, a collision degree and battery pack integrity detection information; judging a collision risk level according to the collision information; and executing a control strategy corresponding to the collision risk level according to the collision risk level. The application introduces multi-dimensional collision information containing the collision position, the collision degree and the battery pack integrity detection information, evaluates the real threatened degree of a high-voltage system, executes a differentiated control strategy according to the risk level, realizes the whole life cycle high-voltage safety management from pre-collision preparation, collision grading decision to post-collision information reporting, effectively solves the high-voltage power-off lag or overprotection problem caused by single collision signal dimension in the prior art, and improves the safety and maintainability of the vehicle after the vehicle collides.

Description

Technical Field

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

[0002] With the rapid development and market penetration of new energy vehicle technology, vehicle safety, especially the safety of high-voltage electrical systems, has become a focus of user attention and industry research.

[0003] In existing technologies, high-voltage safety control in new energy vehicles typically relies on collision signals. For example, when the collision safety unit (ACU) detects that the collision acceleration exceeds a set threshold, it sends a collision signal to the battery management system or vehicle controller, which in turn triggers the high-voltage relay to disconnect and cut off the high-voltage power supply.

[0004] However, such traditional control schemes have obvious technical defects: their signal dimensions are single, relying solely on acceleration signals to judge collision risks, making it difficult to identify high-risk scenarios such as lateral extrusion and bottom scraping, which have not reached the acceleration threshold but have already caused physical intrusion or airtightness failure of the battery pack, and there are safety hazards caused by electrical hysteresis under high voltage. Summary of the Invention

[0005] This application provides a vehicle control method, system, and vehicle to address the problem in related technologies where the collision signal dimension is singular and relies solely on acceleration signals to determine collision risk. This results in the inability to identify high-risk scenarios such as lateral compression and bottom scraping, which have not reached the acceleration threshold but have already caused physical intrusion into the battery pack or airtightness failure, thus posing a safety hazard due to electrical hysteresis under high voltage.

[0006] Firstly, a method for controlling a vehicle is provided, comprising the following steps: Acquire collision information, which includes at least the collision location, collision severity, and battery pack integrity detection information; Determine the collision risk level based on the collision information; Based on the collision risk level, execute the control strategy corresponding to the collision risk level.

[0007] In some embodiments, the collision location is determined based on the collision acceleration and the pressure values ​​of each pressure sensor; the collision degree is divided into an inflated state and an uninflated state based on the airbag trigger signal; and the battery pack integrity detection information is divided into an intrusion state and an unintrusion state based on the battery status. Determining the collision risk level based on the collision information includes classifying the collision risk into multiple levels based on the collision acceleration, the pressure value, the battery pack integrity detection information, and the airbag trigger signal.

[0008] In some embodiments, the plurality of levels includes at least a Level 1 collision level, a Level 2 collision level, and a Level 3 collision level, wherein the Level 1 collision level has a lower risk level than the Level 2 collision level, and the Level 2 collision level has a lower risk level than the Level 3 collision level; The criteria for determining the Level 1 collision level include: the collision acceleration and / or the pressure value are less than a preset acceleration threshold and a preset pressure threshold, respectively; the battery pack integrity detection information is in an unintruded state; and the airbag trigger signal is in a non-deployed state. The criteria for determining the level 2 collision include: the collision acceleration and / or the pressure value are greater than or equal to a preset acceleration threshold and a preset pressure threshold, respectively; the battery pack integrity detection information is in an unintruded state; and the airbag trigger signal is in an activated state. The criteria for determining the Level 3 collision level include: the collision acceleration and / or the pressure value being greater than or equal to a preset acceleration threshold and a preset pressure threshold, respectively; the battery pack integrity detection information being in an intrusion state; and the airbag trigger signal being in an initiation state.

[0009] In some embodiments, a control strategy corresponding to the collision risk level is executed, including: If the collision risk level is the Level 1 collision level, the control strategy includes: generating a warning signal related to the vehicle status; If the collision risk level is the Level 2 collision level, the control strategy includes: cutting off the high-voltage power supply to the motor, while retaining the low-voltage power output and the power supply to the high-voltage accessories; If the collision risk level is the Level 3 collision level, the control strategy includes: controlling the fuse and high-voltage relay to disconnect.

[0010] In some embodiments, the method further includes: if the collision risk level is the Level 3 collision level, the control strategy further includes: controlling the battery management system to perform a high-voltage discharge operation.

[0011] In some embodiments, after executing a control strategy corresponding to the collision risk level, the method further includes: If the insulation resistance of the high-voltage circuit is detected to be lower than the preset insulation threshold, or the voltage of the high-voltage circuit is detected to be higher than the preset safety voltage threshold, the fuse and high-voltage relay will be disconnected.

[0012] In some embodiments, the method further includes, when acquiring collision information: Acquire pre-collision information, which includes the vehicle's environmental information; Based on the pre-collision information and the collision information, determine whether to perform a pre-protection operation; The pre-protection operation includes: reducing the battery's maximum output current and keeping the high-voltage circuit connected.

[0013] In some embodiments, after executing a control strategy corresponding to the collision risk level, the method further includes: The collision information and high-voltage status are transmitted to a preset emergency contact terminal via the vehicle-mounted wireless communication module.

[0014] Secondly, a vehicle control system is provided, comprising: The acquisition module is used to acquire collision information, which includes at least the collision location, the degree of collision, and battery pack integrity detection information. The judgment module is used to determine the collision risk level based on the collision information; The execution module is used to execute a control strategy corresponding to the collision risk level.

[0015] Thirdly, a vehicle is provided, including the control system of the vehicle described in the second aspect above.

[0016] This application provides a vehicle control method, system, and vehicle. By acquiring multi-dimensional collision information, including collision location, collision severity, and battery pack integrity detection information, it can more comprehensively and accurately reflect the actual state of the vehicle after a collision. It effectively identifies risks of physical intrusion or airtightness failure of the battery pack, which are difficult to detect using only collision acceleration signals, thus overcoming the safety hazards caused by relying on a single signal in existing technologies. Based on this, by determining the collision risk level according to the collision information and executing control strategies corresponding to the risk level, it achieves hierarchical management of high-voltage safety control, avoiding the extreme situation of either complete power outage or no power outage as in existing technologies. This method can take the most appropriate measures in collision scenarios of different severity levels, achieving high-voltage safety management throughout the entire lifecycle. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying 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.

[0018] Figure 1 A flowchart of a vehicle control method provided in an embodiment of this application; Figure 2 A block diagram of the vehicle control system provided in the embodiments of this application; Figure 3The vehicle control system provided in the embodiments of this application. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0020] First, some of the technical terms used in this application will be explained to help those skilled in the art understand this application.

[0021] ACU: Airbag Controller.

[0022] BMS: Battery Management System.

[0023] Pyro-fuse: a type of pyro-fired fuse.

[0024] V2X / eCall module: Used for communication between the vehicle and external systems (such as rescue centers).

[0025] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0026] Firstly, this application provides a vehicle control method that can solve the problem in related technologies where the collision signal dimension is singular and the collision risk is judged solely by the acceleration signal, resulting in the inability to identify high-risk scenarios such as lateral extrusion and bottom scraping that have not reached the acceleration threshold but have already caused physical intrusion of the battery pack or airtightness failure, thus posing a safety hazard of electrical hysteresis under high voltage.

[0027] A method for controlling a vehicle includes the following steps: S100: Obtain collision information, which includes at least the collision location, collision severity, and battery pack integrity detection information.

[0028] When a collision occurs, the collision sensors (accelerometer + pressure sensor) simultaneously collect collision data (acceleration, collision pressure), the ACU collects the airbag trigger signal, and the high-voltage system sensors collect real-time parameters of the high-voltage circuit. All data are transmitted synchronously to the main control unit. The main control unit performs fusion analysis on the multi-source data to determine the collision location (side collision / frontal collision / rear-end collision), the severity of the collision, and whether the battery pack has been intruded, providing accurate basis for graded decision-making.

[0029] Specifically, the collision location is determined based on the pressure values ​​from various collision acceleration and pressure sensors on the vehicle. Since acceleration and pressure sensors are installed in all directions around the vehicle, the values ​​from each sensor can be obtained to determine the collision location. For example, if the acceleration sensor detects abnormal lateral acceleration and the side pressure sensor detects a sudden change in pressure, it can be determined as a side collision; if the bottom pressure sensor detects an abnormality and the acceleration direction is predominantly vertical, it can be determined as a bottom scrape.

[0030] The degree of impact is divided into two categories based on the airbag trigger signal: the detonated state and the non-detonated state. The non-detonated state means that the airbag has not deployed, which usually corresponds to a minor impact and does not reach the airbag deployment threshold. The detonated state means that the airbag has deployed, which corresponds to a severe impact and has reached the airbag deployment threshold.

[0031] Battery pack integrity detection information is categorized into intrusion and non-intrusion states based on battery condition. Specifically, the BMS monitors the voltage difference between each cell in the module, abnormal temperatures, and pressure surge signals from the flexible sensors built into the battery pack. Any abnormal signal indicates physical intrusion. For example, a pressure surge signal with an energy value ≥150±5J or a temperature exceeding ≥5℃ indicates intrusion into the battery pack.

[0032] S200: Determine the collision risk level based on collision information.

[0033] Specifically, the collision risk level is determined based on collision information, including: classifying collision risk into multiple levels based on collision acceleration, pressure value, battery pack integrity detection information, and airbag trigger signal.

[0034] In this embodiment, collisions are divided into three levels: Level 1, Level 2, and Level 3. The risk level of Level 1 collisions is lower than that of Level 2 collisions, and the risk level of Level 2 collisions is lower than that of Level 3 collisions.

[0035] In some alternative embodiments, the system can be divided into more levels to achieve a more refined hierarchical control strategy and meet the differentiated needs of different vehicle models or different safety standards.

[0036] The criteria for determining a Level 1 collision level include: the collision acceleration and / or pressure values ​​are less than preset acceleration thresholds and preset pressure thresholds, respectively; the battery pack integrity detection information shows a non-intrusion state; and the airbag trigger signal shows a non-deployment state. This level corresponds to minor collision scenarios, such as low-speed reversing collisions with obstacles or minor rear-end collisions, where the collision acceleration is less than a preset acceleration threshold, the collision pressure value is less than a preset pressure threshold, the airbag trigger signal shows a non-deployment state, the vehicle structure is intact, and the battery pack is not intruded.

[0037] The criteria for determining a Level 2 collision level include: the collision acceleration and / or pressure values ​​are greater than or equal to preset acceleration thresholds and preset pressure thresholds, respectively; the battery pack integrity detection information is in an unintruded state; and the airbag trigger signal is in the deployed state. This level corresponds to moderate collision scenarios, such as medium-to-high-speed frontal collisions, where the collision acceleration is greater than or equal to a preset acceleration threshold, the collision pressure value is greater than or equal to a preset pressure threshold, and the airbags have deployed but the battery pack has not yet been intruded.

[0038] The criteria for determining a Level 3 collision level include: the collision acceleration and / or pressure values ​​being greater than or equal to preset acceleration thresholds and preset pressure thresholds, respectively; the battery pack integrity detection information indicating an intrusion state; and the airbag trigger signal indicating deployment. This level corresponds to severe collision scenarios, such as high-speed rear-end collisions, where the collision acceleration is greater than or equal to a preset acceleration threshold, the collision pressure value is greater than or equal to a preset pressure threshold, and the battery pack has undergone physical intrusion, posing a risk of high-voltage short circuit or thermal runaway.

[0039] The collision threshold determination rules distinguish between collision directions: for frontal collisions and rear-end collisions, either a preset acceleration threshold or a preset pressure threshold must be met; for side collisions, both preset acceleration thresholds and preset pressure thresholds must be met simultaneously.

[0040] It should be noted that the preset acceleration threshold and preset pressure threshold in the embodiments of this application can be calibrated according to the specific vehicle model, battery type and safety standards, and are not limited to fixed values.

[0041] In determining the collision risk level, the collision acceleration and pressure value, airbag trigger signal, and battery pack integrity detection information are not isolated parallel conditions, but form a progressive judgment chain from external physical impact to internal structural response.

[0042] Specifically, the collision acceleration and the pressure values ​​of each pressure sensor together characterize the mechanical strength and spatial distribution of the collision event. Acceleration reflects the change in the vehicle's inertia, while the pressure value directly reflects the degree of concentration of the collision force in local parts of the vehicle body (such as the side and bottom). The two corroborate each other, which can not only avoid misjudging atypical collisions (such as high local pressure generated by low-speed scraping) based solely on acceleration, but also prevent missed judgments due to sensor failure caused by local pressure signals.

[0043] The airbag trigger signal, as the response output of the external restraint system, is activated after the acceleration and pressure values ​​reach a certain threshold, proving that the collision has reached an energy level sufficient to threaten occupant safety, thus elevating the collision severity from a mechanical perception level to the safety system response level. Battery pack integrity detection information is a deeper state assessment based on the previous two—when acceleration and pressure values ​​indicate that the collision energy has been transmitted to the chassis area and the airbag has deployed, the system further verifies whether the battery pack has experienced physical intrusion or gas seal failure. The addition of this information means that the final risk level no longer solely depends on the severity of the collision itself, but directly addresses the core risk sources of high-voltage safety (short circuit, thermal runaway). The relationship between the three can be summarized as follows: acceleration and pressure values ​​determine "where the collision occurred and how severe it was," the airbag signal confirms "whether the occupant protection threshold has been reached," and battery pack integrity information answers "whether the high-voltage system has been substantially threatened." This progressive and complementary judgment structure is the key difference between this invention and existing technologies that rely solely on a single acceleration signal. Step S200 does not provide a single answer regarding the severity of the collision, but rather a comprehensive judgment based on whether the high-voltage system is safe and what its safety margin is. Its beneficial effects are as follows: On the one hand, through the interactive verification of multi-dimensional information, the probability of false triggering (such as misjudging a bumpy road as a collision) and missed triggering (such as bottom scratches that do not reach the acceleration threshold but have already damaged the battery pack) is significantly reduced; on the other hand, the physical levels corresponding to different information dimensions, from the mechanical layer to the response layer to the high-voltage layer, determine the reasonable boundaries of graded control - only warning for mild risks, power limitation for moderate risks, and complete power cut-off and high voltage discharge for severe risks, thereby ensuring millisecond-level safety protection in truly high-risk scenarios while avoiding excessive power cut-off affecting vehicle availability.

[0044] S300: Implement control strategies corresponding to the collision risk level.

[0045] Specifically, if the collision risk level is Level 1, the control strategy includes: the main control unit will not trigger a high-voltage power cut-off operation, but will only generate warning signals related to the vehicle status. For example, it may prompt the user to check the vehicle status through the in-vehicle display or voice prompts, while recording collision data (such as collision time, location, and sensor data), but without interrupting the high-voltage power supply, to ensure that the vehicle's normal driving functions are not affected in the event of a minor collision.

[0046] If the collision risk level is Level 2, the control strategy includes: cutting off the high-voltage power supply to the motor and stopping power output, but retaining the power supply to low-voltage power output (such as a 12V battery) and high-voltage accessories (such as air conditioning and electric power steering) to ensure the normal operation of in-vehicle electronic equipment and basic functions, so that users can move the vehicle to a safe area or troubleshoot the fault.

[0047] If the collision risk level is level three, the control strategy includes: controlling the fuse (such as a Pyro-fuse pyrotechnic fuse) to explode and the high-voltage relay to disconnect, achieving a complete physical disconnection of the high voltage within 10ms.

[0048] Furthermore, if the collision risk level is Level 3, the control strategy includes: the BMS initiating a high-voltage discharge operation to quickly reduce the voltage of the power battery to below 60V, a safe range for the human body, thus completely eliminating the risk of high-voltage electric shock and fire.

[0049] It should be noted that the graded power-down strategy in step S300 of this application is strongly correlated with the judgment conditions in step S200. The conclusion of each judgment dimension in step S200 directly determines the boundary and intensity of the control strategy in step S300, and they are inextricably linked.

[0050] In some preferred embodiments, when acquiring collision information in step S100, the method further includes a pre-collision protection operation: acquiring pre-collision information, including vehicle environmental information, such as collecting information on the road environment and obstacles ahead and to the sides through active safety sensors such as vehicle radar and cameras and transmitting it to the main control unit.

[0051] Based on the pre-collision information and the actual collision information, the system determines whether to perform pre-protection operations. The main control unit analyzes the collected collision information. If a collision is predicted to be unavoidable, it executes a high-current discharge pre-protection operation, including reducing the battery's maximum output current and maintaining the high-voltage circuit connection. This operation ensures that the vehicle still has the power to avoid a collision without cutting off power, preparing for rapid power-off after a collision and reducing the risk of arcing or thermal runaway caused by the release of high-voltage energy at the moment of collision.

[0052] It is known that the main control unit monitors the relative distance, relative speed, and relative trajectory between the vehicle and obstacles in real time using sensors such as vehicle radar and cameras, and calculates the time remaining before collision (TTC). When the TTC is lower than a preset threshold (such as 0.5 seconds), and a comprehensive judgment is made based on factors such as the driver's braking intention and steering space, it is determined that a collision cannot be avoided by any operation, and the collision is considered unavoidable.

[0053] This application addresses the shortcomings of existing solutions, such as the lack of pre-collision warning and protection mechanisms, passive response only after a collision, inability to prepare the high-voltage system in advance, and the inability to quickly release high-voltage energy at the moment of collision. By introducing pre-collision protection operations in the pre-collision stage, it achieves a leap from "post-collision reaction" to "pre-collision preparation + precise decision-making during the collision." Specifically, before a collision occurs, the main control unit integrates environmental information collected by onboard radar, cameras, and other active safety sensors to determine in real time whether a collision is unavoidable. Once a collision is predicted, it immediately executes pre-protection operations—reducing the battery's maximum output current to decrease the high-voltage energy that may be released at the moment of collision, while maintaining the high-voltage circuit connection to ensure that the vehicle still has residual power to avoid the collision. This ensures that the initial energy state of the high-voltage system is already at a low level at the time of collision, creating favorable conditions for rapid power-off and energy release after the collision, significantly reducing the risk of arcing and thermal runaway. Compared to the limitations of existing technologies that only passively execute power-off after a collision and cannot control high-voltage energy in advance, the pre-collision mechanism of this application is interconnected and progressively enhances the hierarchical decision-making during the collision, further reducing the high-voltage safety risks after a collision.

[0054] In some preferred embodiments, after step S300, the method further includes reporting post-collision rescue information.

[0055] The BMS continuously monitors the insulation status of the high-voltage circuit through high-voltage system sensors and transmits the monitoring data to the main control unit in real time. The main control unit sends collision information (such as collision type, severity, battery pack status) and high-voltage status (such as "power off" or "still powered") to the preset emergency contact terminal (such as the rescue center) through the vehicle wireless communication module (such as the V2X module or eCall module).

[0056] Simultaneously, the high-voltage status is displayed on the vehicle's screen, reminding users and rescue personnel to pay attention to safety. If the rescue center is aware in advance that the vehicle has been safely powered off, it can effectively avoid electric shock accidents during the rescue process, improving rescue efficiency and safety.

[0057] Furthermore, after the collision, the BMS continuously monitors the insulation resistance and voltage values ​​of the high-voltage circuit. If the insulation resistance is detected to be lower than the preset insulation threshold (e.g., the DC insulation resistance requirement after the collision is <100Ω / V), or the voltage is detected to be higher than the preset safe voltage threshold (e.g., the DC voltage rebound is >60V), the system will still trigger the fuse and relay to disconnect again, even though a three-level power-down operation has been performed, thus forming redundant safety protection.

[0058] Existing solutions lack continuous high-voltage status monitoring and rescue information reporting capabilities after a collision. This prevents rescue centers from knowing the vehicle's high-voltage status in advance, increasing the risk of electric shock and resulting in low rescue efficiency. This application addresses these issues by continuously monitoring the insulation status of the high-voltage circuit through a Battery Management System (BMS) and proactively sending collision information (such as collision type, severity, and battery pack status) and high-voltage status (such as "power off" or "still energized") to the rescue center. Simultaneously, the high-voltage status is displayed in real-time on the vehicle's onboard screen, allowing rescue personnel to fully understand the vehicle's high-voltage safety status before arrival. This effectively prevents electric shock accidents during rescue operations, significantly improving rescue efficiency and safety. Furthermore, the BMS continues to monitor insulation resistance and voltage values ​​after a collision. If the insulation resistance falls below a preset threshold or the voltage exceeds a safety threshold, the system will trigger fuses and relays again to disconnect, even after a three-level power-off operation has been performed. This redundant safety feature provides a final line of defense for rescue safety in extreme situations.

[0059] Secondly, embodiments of this application provide a vehicle control system.

[0060] The control system includes: The acquisition module is used to acquire collision information, which includes at least the collision location, the degree of collision, and battery pack integrity detection information.

[0061] The judgment module is used to determine the collision risk level based on the collision information.

[0062] The execution module is used to execute control strategies corresponding to the collision risk level.

[0063] Specifically, the vehicle control system provided in this application is composed of the following core components, which work together to achieve high-pressure safety control throughout the entire process.

[0064] Main control unit: As the core control node of the system, it can be integrated with the vehicle domain controller. It is responsible for receiving and processing signals transmitted by various components, and executing instructions such as pre-collision warning, collision classification decision, high-voltage power-down control, and post-collision information reporting.

[0065] Airbag Controller (ACU): Communicates bidirectionally with the main control unit. It is responsible for detecting the airbag trigger signal during a collision, transmitting the initial collision signal to the main control unit, and assisting the main control unit in judging the occurrence and initial severity of the collision, thus avoiding reliance on a single signal.

[0066] Battery Management System (BMS): Working in conjunction with the main control unit and high-voltage system sensors, it is responsible for high-voltage battery status detection, high-current discharge protection during the pre-collision phase, high-voltage discharge control after the collision, and continuous monitoring of the insulation status of the high-voltage circuit. Its core function is to perform the specific operation of powering off the high voltage.

[0067] Collision sensors: Employing a multi-sensor fusion design, including acceleration and pressure sensors, both connected to the main control unit, responsible for collecting acceleration and collision pressure data during a collision and transmitting them to the main control unit to assist in determining the collision location (side collision / frontal collision / rear-end collision), the severity of the collision, and whether the battery pack has been intruded.

[0068] High-voltage system sensors: connected to the BMS and main control unit, responsible for real-time monitoring of parameters such as voltage, current, and insulation resistance of the high-voltage circuit, transmitting data to the main control unit and BMS, providing data support for pre-collision protection, post-collision high-voltage status monitoring and discharge control.

[0069] Auxiliary components include vehicle radar, camera (active safety sensor for pre-collision prediction), Pyro-fuse (firework-type fuse), multi-channel high-voltage relay, V2X module, and eCall module. Among them, Pyro-fuse and multi-channel relay are responsible for the physical disconnection of high voltage in the event of a severe collision, while V2X and eCall modules are responsible for reporting information after the collision.

[0070] Thirdly, embodiments of this application provide a vehicle.

[0071] The vehicle includes the control system described in the second aspect above. By integrating this system, the vehicle can achieve full lifecycle high-voltage safety management, from pre-collision warning and graded power-off during a collision to post-collision information reporting, significantly improving the vehicle's safety and maintainability in various collision scenarios.

[0072] In summary, the beneficial effects of this invention are as follows: On the one hand, it improves the accuracy and reliability of collision perception, effectively avoiding false triggering and delayed triggering. By fusing multi-source data from active safety sensors (radar, camera) and passive collision sensors (accelerometer, pressure sensor) and ACU, it achieves collision prediction and accurate identification. This not only solves the problem of false triggering and delays caused by relying on a single ACU signal in existing solutions, but also avoids the deficiency of a single sensor being unable to accurately judge collision details. It reduces driving safety hazards caused by false triggering and high-pressure safety risks caused by delayed triggering, while also reducing the maintenance costs caused by Pyrofuse false triggering.

[0073] Secondly, it achieves precise, tiered control of high-voltage power-off, balancing safety and vehicle availability. Breaking away from the existing binary decision-making model of "power off / not power off," it implements a three-tiered power-off strategy based on the severity of the collision: a level one collision does not affect normal vehicle functions, a level two collision retains necessary power supply, and a level three collision completely cuts off power. This ensures high-voltage safety after a collision while avoiding the inconvenience of excessive power cuts, improving the vehicle's usability and maintainability after a collision.

[0074] Thirdly, it achieves a leap from "passive response" to "active protection," significantly reducing post-collision safety risks. Early warning and pre-protection operations during the pre-collision phase reduce the high-voltage battery output current in advance, preparing for rapid power-off after the collision and reducing the risk of arcing and thermal runaway caused by the release of high-voltage energy during the collision. In a Level 3 collision, Pyrofuse's millisecond-level triggered physical power-off, combined with the BMS's high-voltage discharge, can quickly reduce the voltage to a safe range, fundamentally reducing the probability of electric shock and fire after a collision, meeting the mandatory requirements of the new national standard GB38031-2025 for "no fire, no explosion."

[0075] Fourthly, it enhances the safety and timeliness of post-collision rescue, ensuring the safety of personnel. After a collision, the insulation status of the high-voltage circuit is continuously monitored, and critical rescue information, such as the high-voltage status, is reported to the rescue center via V2X or eCall functions. This allows rescue personnel to be aware of the vehicle's high-voltage status in advance, preventing electric shock accidents during rescue operations. It also provides a basis for rescue personnel to formulate rescue plans, shortening rescue time and further protecting the lives of drivers, passengers, and rescue personnel.

[0076] Fifthly, the system boasts strong compatibility and is easy to promote and apply. The main control unit can be integrated with existing vehicle domain controllers without requiring large-scale modifications to the vehicle's hardware structure. All components utilize existing mature technologies, ensuring strong compatibility and controllable costs. It can be widely applied to various new energy vehicles (pure electric and plug-in hybrid), possessing extremely high industrial application value and driving the upgrade of high-voltage safety protection technology for new energy vehicles.

[0077] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0078] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0079] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A control method of a vehicle, characterized by, Includes the following steps: Acquire collision information, which includes at least the collision location, collision severity, and battery pack integrity detection information; Determine the collision risk level based on the collision information; Based on the collision risk level, execute the control strategy corresponding to the collision risk level.

2. The vehicle control method according to claim 1, characterized in that, The collision location is determined based on the collision acceleration and the pressure values ​​of each pressure sensor. The degree of collision is divided into two states based on the airbag trigger signal: the detonated state and the undetonated state. The battery pack integrity detection information is divided into intrusion state and non-intrusion state based on the battery status; Determining the collision risk level based on the collision information includes: Based on the collision acceleration, the pressure value, the battery pack integrity detection information, and the airbag trigger signal, the collision risk is divided into multiple levels.

3. The vehicle control method according to claim 2, characterized in that, The multiple levels include at least a Level 1 collision level, a Level 2 collision level, and a Level 3 collision level, wherein the risk level of the Level 1 collision level is lower than that of the Level 2 collision level, and the risk level of the Level 2 collision level is lower than that of the Level 3 collision level; The criteria for determining the Level 1 collision level include: the collision acceleration and / or the pressure value are less than a preset acceleration threshold and a preset pressure threshold, respectively; the battery pack integrity detection information is in an unintruded state; and the airbag trigger signal is in a non-deployed state. The criteria for determining the level 2 collision include: the collision acceleration and / or the pressure value are greater than or equal to a preset acceleration threshold and a preset pressure threshold, respectively; the battery pack integrity detection information is in an unintruded state; and the airbag trigger signal is in an activated state. The criteria for determining the Level 3 collision level include: the collision acceleration and / or the pressure value being greater than or equal to a preset acceleration threshold and a preset pressure threshold, respectively; the battery pack integrity detection information being in an intrusion state; and the airbag trigger signal being in an initiation state.

4. The vehicle control method according to claim 3, characterized in that, Based on the collision risk level, execute a control strategy corresponding to the collision risk level, including: If the collision risk level is the Level 1 collision level, the control strategy includes: generating a warning signal related to the vehicle status; If the collision risk level is the Level 2 collision level, the control strategy includes: cutting off the high-voltage power supply to the motor, while retaining the low-voltage power output and the power supply to the high-voltage accessories; If the collision risk level is the Level 3 collision level, the control strategy includes: controlling the fuse and high-voltage relay to disconnect.

5. The vehicle control method according to claim 4, characterized in that, The method further includes: If the collision risk level is the Level 3 collision level, the control strategy further includes: controlling the battery management system to perform a high-voltage discharge operation.

6. The vehicle control method according to claim 4, characterized in that, After executing a control strategy corresponding to the collision risk level, the method further includes: If the insulation resistance of the high-voltage circuit is detected to be lower than the preset insulation threshold, or the voltage of the high-voltage circuit is detected to be higher than the preset safety voltage threshold, the fuse and high-voltage relay will be disconnected.

7. The vehicle control method according to claim 1, characterized in that, When acquiring collision information, the method further includes: Acquire pre-collision information, which includes the vehicle's environmental information; Based on the pre-collision information and the collision information, determine whether to perform a pre-protection operation; The pre-protection operation includes: reducing the battery's maximum output current and keeping the high-voltage circuit connected.

8. The vehicle control method according to claim 1, characterized in that, After executing a control strategy corresponding to the collision risk level, the method further includes: The collision information and high-voltage status are transmitted to a preset emergency contact terminal via the vehicle-mounted wireless communication module.

9. A vehicle control system, characterized in that, include: The acquisition module is used to acquire collision information, which includes at least the collision location, the degree of collision, and battery pack integrity detection information. The judgment module is used to determine the collision risk level based on the collision information; The execution module is used to execute a control strategy corresponding to the collision risk level.

10. A vehicle, characterized in that, Includes the vehicle control system as described in claim 9.

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