Prompting method, prompting device, vehicle and medium

Abstract

The application provides a prompting method, a prompting device, a vehicle and a medium, and is applied to the technical field of vehicles. The prompting method comprises the following steps: acquiring a first instruction, wherein the first instruction is used for instructing to turn on a double flasher; in the case that a power battery unit stops power supply and the power of an auxiliary battery unit is less than or equal to a first value, the double flasher is turned off; wherein the power battery unit is used for driving a driving motor in the vehicle, the auxiliary battery unit is used for supplying power to the double flasher, and the first value is greater than or equal to the power value required for restarting the vehicle. In this way, in the case that the power of the auxiliary battery unit is low, enough power can be reserved for restarting, the case that the vehicle cannot be started due to power depletion is reduced, and the reliability and safety of the vehicle in an emergency are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a prompting method, a prompting device, a vehicle, and a medium. Background Technology

[0002] New energy vehicles and electric vehicles are typically equipped with hazard lights to improve driving safety. Specifically, in the event of an abnormality or emergency, the hazard lights can be activated to alert other road users, thereby reducing traffic accidents.

[0003] However, turning on the hazard lights may cause the vehicle to be unable to restart. Summary of the Invention

[0004] This application provides a notification method, notification device, vehicle, and medium that helps reduce the occurrence of auxiliary battery cell depletion, thereby reducing the likelihood of the vehicle being unable to restart.

[0005] In a first aspect, this application provides a notification method. The notification method includes: obtaining a first instruction to activate the hazard lights; and deactivating the hazard lights when the power battery unit stops supplying power and the auxiliary battery unit's charge level is less than or equal to a first value; wherein the power battery unit drives the drive motor in the vehicle, the auxiliary battery unit supplies power to the hazard lights, and the first value is greater than or equal to the charge level required to restart the vehicle.

[0006] In this way, when the auxiliary battery cell has a low charge, enough charge can be reserved for restarting, reducing the chance of the vehicle failing to start due to depletion of the battery and improving the vehicle's reliability and safety in emergency situations.

[0007] In one possible implementation, the first instruction is generated based on user operation; and / or, the first instruction is generated in the event of a power failure in the vehicle.

[0008] In this way, a first command can be generated based on user operation or power failure, providing multiple ways to trigger the hazard lights. Furthermore, in the event of a vehicle power failure, the hazard lights can be automatically activated to alert occupants and other road users, reducing the occurrence of traffic accidents. In addition, automatically activating the hazard lights when the vehicle malfunctions and the occupants are unaware or have not had time to react can reduce the risk of delayed reaction by occupants, thus reducing the risk of collisions and other traffic accidents.

[0009] In one possible implementation, the method also includes: the hazard lights being turned off after the vehicle is restarted.

[0010] This way, the hazard lights will be off after the vehicle restarts, reducing unnecessary power consumption. Furthermore, it can reduce the chances of the hazard lights being used incorrectly while driving normally.

[0011] In one possible implementation, when the hazard lights and turn signals are the same, the method further includes: obtaining a second instruction to turn off the hazard lights and turn on the turn signals; the second instruction is used to indicate a steering operation; obtaining a third instruction to turn off the turn signals and turn on the hazard lights; the third instruction is used to indicate the end of the steering operation.

[0012] In this way, when the hazard lights and turn signals are the same (or can be understood as reused), the light status is switched according to the turning operation first, so that the vehicle can correctly display the vehicle's intention when turning, thereby enhancing driving safety and signal accuracy.

[0013] In one possible implementation, obtaining the first instruction includes: obtaining the first instruction while the vehicle is in motion and there is a power failure.

[0014] In this way, if a power failure is detected while the vehicle is in motion, the hazard lights can be automatically activated to provide a timely warning signal and improve the safety of driving.

[0015] In one possible implementation, the power failure includes at least one of the following: power battery cell failure, drive motor failure, voltage conversion unit failure, auxiliary battery cell failure, communication failure, and high-voltage electrical failure.

[0016] Thus, power failures can encompass a variety of types, such as battery, drive motor, communication, and high-voltage electrical faults. The vehicle can be equipped with the ability to detect multiple faults, enabling it to respond promptly and take appropriate measures in various fault conditions.

[0017] In one possible implementation, obtaining the first instruction includes: obtaining the first instruction when vehicle information indicates that the drive motor in the vehicle is in a first fault state; the method further includes: generating a first prompt message and keeping the hazard lights off when vehicle information indicates that the drive motor in the vehicle is in a second fault state, the first prompt message being used to prompt the user of the drive motor fault.

[0018] In this way, different prompts can be used depending on the different fault states of the drive motor, such as generating a prompt message or keeping the hazard lights off. This method can provide more detailed fault management and user prompts, allowing users to understand the vehicle status in a timely manner and take appropriate measures in the event of a drive motor failure.

[0019] In one possible implementation, the first instruction is generated based on vehicle information, including: power information of the drive motor, torque information of the vehicle, resistance information of the vehicle, and / or power information of the auxiliary battery unit; the auxiliary battery unit is used to drive the vehicle; the vehicle experiences a drive motor failure when the maximum available power indicated by the drive motor power information drops below a second value; the vehicle experiences a drive motor failure when the maximum supported vehicle speed is less than a third value, the maximum supported vehicle speed being determined based on the resistance information and the power information of the auxiliary battery unit; and / or, the vehicle experiences a drive motor failure when the torque indicated by the torque information is less than a fourth value.

[0020] In this way, by monitoring information such as the power and torque of the drive motor and the vehicle's maximum speed, drive motor faults can be identified, improving the accuracy and timeliness of fault detection and reducing potential safety hazards.

[0021] In one possible implementation, the drive motor is in a first fault state when the maximum available power of the drive motor indicated by the drive motor power information is less than a fifth value; and / or, the drive motor is in a first fault state when the vehicle torque is less than a fourth value; the drive motor is in a second fault state when the maximum available power of the drive motor indicated by the drive motor power information drops more than a second value and the maximum available power of the drive motor is greater than or equal to the fifth value; and / or, the drive motor is in a second fault state when the maximum vehicle speed supported by the vehicle is less than a third value.

[0022] In this way, different fault states can correspond to different power and torque thresholds, providing more refined fault classification and management, and improving the accuracy of fault diagnosis and the system's responsiveness.

[0023] In one possible implementation, the vehicle information includes: the output voltage of the auxiliary battery cell; and the auxiliary battery cell malfunctions when the output voltage of the auxiliary battery cell is less than a sixth value for a first duration.

[0024] In this way, battery faults can be detected by monitoring the output voltage of the auxiliary battery cell, allowing the vehicle to take appropriate measures (such as turning on the hazard lights) when the battery is abnormal, thus enhancing the reliability of battery management.

[0025] In one possible implementation, the vehicle information includes: information about the voltage conversion unit; a voltage conversion unit failure in the vehicle when the maximum available output power of the voltage conversion unit is less than a sixth value; and / or a voltage conversion unit failure in the vehicle when communication of the voltage conversion unit is abnormal and the discharge current of the auxiliary battery unit is greater than a seventh value.

[0026] In this way, by detecting the output power and communication status of the voltage conversion unit, a fault in the voltage conversion unit can be identified, and hazard lights can be activated to alert drivers, passengers, and other road users.

[0027] In one possible implementation, the vehicle information includes: communication information; and the vehicle experiences a communication failure if the communication information indicates that a communication signal in the power grid segment is lost or a power management signal on the power grid segment is lost.

[0028] In this way, communication faults can be identified by detecting communication information. In the event of a fault caused by a communication interruption, hazard lights can be activated to alert drivers, passengers, and other road users.

[0029] In one possible implementation, the vehicle information includes: high-voltage electrical information;

[0030] A high-voltage electrical fault occurs in the vehicle when high-voltage electrical information indicates high-voltage interlock, high-voltage insulation, thermal runaway, and / or collision.

[0031] This allows for the identification of various electrical faults in vehicles, such as high-voltage interlocks, insulation issues, thermal runaway, and collisions, enhancing the safety and fault response capabilities of the high-voltage system. Furthermore, in the event of an electrical fault, hazard lights can be activated to alert drivers, passengers, and other road users.

[0032] In one possible implementation, the method further includes: activating hazard lights in response to a user operation when the auxiliary battery cell's charge level is less than a first value.

[0033] In this way, when the auxiliary battery unit has low power, the hazard lights can be manually turned on, providing another solution.

[0034] Secondly, this application provides a prompting device. This device may include modules for performing the methods described in the first aspect and any possible implementation thereof.

[0035] Thirdly, this application provides a prompting module. The prompting device may include a processor for executing the methods of the first aspect and any possible implementation thereof. The device may also include a memory for storing instructions and data. The memory is coupled to the processor, and when the processor executes the instructions stored in the memory, it can implement the methods described in the foregoing aspects. The device may also include a communication interface for communicating with other devices; exemplaryly, the communication interface may be a transceiver, circuit, bus, module, or other type of communication interface.

[0036] Fourthly, this application provides a chip system including at least one processor for supporting the implementation of the functions involved in the first aspect and any possible implementation of the first aspect, such as receiving or processing data and / or information involved in the above methods.

[0037] In one possible design, the chip system also includes memory for storing program instructions and data, which may be located within or outside the processor. The chip system can consist of chips or may include chips and other discrete components.

[0038] Fifthly, this application provides a computer-readable storage medium including a computer program that, when run on a computer, causes the computer to implement the methods of the first aspect and any possible implementation of the first aspect.

[0039] Sixthly, this application provides a computer program product comprising: a computer program (also referred to as code or instructions) that, when run, causes a computer to perform the methods of the first aspect and any possible implementation thereof.

[0040] In a seventh aspect, this application provides an apparatus. The apparatus can be a vehicle, a drone, etc. The apparatus includes a control module in the power supply circuit of the second aspect and any possible implementation of the second aspect.

[0041] It should be understood that the second to seventh aspects of this application correspond to the technical solutions of the first aspect of this application, and the beneficial effects achieved by each aspect and the corresponding feasible implementation are similar, and will not be repeated here. Attached Figure Description

[0042] Figure 1 A schematic diagram of the structure of a vehicle provided in an embodiment of this application;

[0043] Figure 2 A flowchart illustrating a prompting method provided in an embodiment of this application;

[0044] Figure 3 A flowchart illustrating another prompting method provided in an embodiment of this application;

[0045] Figure 4 This is a schematic diagram illustrating vehicle information transmission as provided in an embodiment of this application.

[0046] Figure 5 This is a schematic diagram of the structure of a prompting device provided in an embodiment of this application;

[0047] Figure 6 This is another schematic block diagram of the prompting device provided in the embodiments of this application. Detailed Implementation

[0048] To facilitate understanding, the relevant terms and concepts involved in the embodiments of this application will be introduced below:

[0049] 1. Low-voltage power supply system

[0050] Low-voltage power supply systems typically handle auxiliary and comfort functions. These systems may include: lighting systems (e.g., headlights), infotainment systems (e.g., audio systems, navigation systems, radios, etc.), instrument panels and control panels (for indicating vehicle status), comfort systems (e.g., air conditioning, power seats, power windows, etc.), safety systems (airbags, anti-lock braking systems, etc.), and communication systems. Typically, low-voltage power supply systems use lower voltages, such as 12V or 24V.

[0051] 2. High-voltage system

[0052] High-voltage systems are typically responsible for drive and energy management. These systems can include: powertrain systems, energy storage systems, regenerative braking systems, etc. Specifically, the powertrain system, used to transfer energy to the wheels to drive the vehicle, can include: drive motors, inverters, transmissions, etc. The energy storage system, used to store and provide drive power, can include, for example, battery cells, a battery management system (BMS), a battery cooling system, etc. The regenerative braking system, used to convert the kinetic energy of the vehicle during deceleration into electrical energy and store it in the battery cells, can include, for example, a drive motor (or a motor operating in reverse), a brake control unit, an energy recovery system, etc.

[0053] 3. Battery Management System (BMS)

[0054] The Battery Management System (BMS) is responsible for monitoring and managing the status of the power module. For example, the BMS can monitor output voltage, output current, and temperature. The BMS ensures the battery operates within safe limits, reducing abnormal conditions such as overcharging, over-discharging, and overheating.

[0055] 4. Other terms

[0056] In the embodiments of the present application, "at least one" means one or more, and "multiple" means two or more. "And / or" describes the association relationship of associated objects and indicates that three relationships may exist. For example, A and / or B may represent: A exists alone, A and B exist simultaneously, or B exists alone, where A and B may be singular or plural. The character " / " generally indicates that the associated objects before and after are in an "or" relationship. "At least one (item)" or its similar expression refers to any combination of these items, including any combination of single item(s) or plural item(s). For example, at least one (item) of a, b, or c may represent: a, b, c, a - b, a - c, b - c, or a - b - c, where a, b, and c may be single or multiple.

[0057] In the embodiments of the present application, terms such as "first" and "second" are used to distinguish identical or similar items with basically the same functions and roles. For example, the first numerical value and the second numerical value are only used to distinguish different numerical values and do not limit their order. Those skilled in the art can understand that terms such as "first" and "second" do not limit the quantity and execution order, and "first", "second", etc. do not necessarily mean different.

[0058] It should be noted that in the embodiments of the present application, words such as "exemplarily" or "for example" are used to give examples, illustrations, or explanations. Any embodiment or design solution described as "exemplarily" or "for example" in the present application should not be construed as being more preferred or having more advantages than other embodiments or design solutions.确切而言,使用“示例性地”或者“例如”等词旨在以具体方式呈现相关概念。本申请实施例中是以等于实现一种判断情况为例进行说明的,等于的情况也可以对应于另一种判断情况。此处不做具体限定。Rather, the use of words such as "exemplarily" or "for example" aims to present relevant concepts in a specific manner. In the embodiments of the present application, an example is given to illustrate a situation of equality in achieving a judgment, and the situation of equality may also correspond to another judgment situation. No specific limitation is made here.

[0059] For ease of understanding, the following结合 Figure 1 illustrates the structure of the vehicle.

[0060] Exemplarily, Figure 1 [[ID=)16]]is a schematic structural diagram of a vehicle provided by an embodiment of the present application. As Figure 1 shown, the vehicle may include: a traction battery unit 101, a drive motor unit 102, a voltage conversion unit 103, an auxiliary battery unit 104, a chassis 105, a collision detection unit 106, a vehicle dynamics domain controller 107, a body domain controller 108, vehicle lights 109, and a button 110.

[0061] The power battery unit 101 is used to provide power to the drive motor to drive the vehicle. The power battery unit 101 may include one or more power batteries. It should be understood that the power batteries typically have high energy density and high power output to meet the vehicle's acceleration and range requirements. The power batteries may include lithium-ion batteries, lithium iron phosphate batteries, and nickel-metal hydride batteries, etc. The power battery unit 101 may also be referred to as a drive battery unit, high-voltage battery unit, main battery unit, etc., without specific limitations here.

[0062] The drive motor unit 102 is used to drive the vehicle. The drive motor unit 102 may include one or more drive motors. For example, with two drive motors, the drive motor unit may include a synchronous drive motor and an asynchronous drive motor (also referred to as an induction drive motor); with three drive motors, the battery unit may include two synchronous drive motors and one asynchronous drive motor.

[0063] The voltage conversion unit 103 is used to convert the output voltage of the power battery unit 101 to enable the power battery unit 101 to charge the auxiliary battery unit 104, and / or to enable the power battery unit 101 to supply power to various electrical units. Electrical units may include at least one of the following: vehicle lights 109, audio system (not shown), on-board charger, navigation device, dashcam, windshield wipers, or rearview mirror, etc. In some embodiments, the voltage conversion unit 103 may also provide electrical isolation and other functions. The voltage conversion unit 103 may also be called a DC / DC converter, voltage adjustment module, etc., without specific limitations here.

[0064] The auxiliary battery unit 104 is used to power the vehicle's electrical units. These electrical units may include: interior lighting, audio systems, infotainment systems, air conditioning controls, windows, and door locks. The auxiliary battery unit 104 may include one or more auxiliary batteries. The auxiliary batteries are typically 12-volt lead-acid batteries.

[0065] It should be understood that in the event of a power interruption (e.g., the power battery cell is depleted, the power battery cell 101 fails, or the voltage conversion unit 103 fails), the auxiliary battery cell 104 can maintain basic vehicle functions. The auxiliary battery cell 104 may also be referred to as a low-voltage battery cell, an auxiliary power supply unit, etc., without specific limitations here.

[0066] The chassis 105 is used to carry and support other components of the vehicle, such as the body, engine, transmission system, suspension system, and wheels.

[0067] The collision detection unit 106 is used to identify and respond to vehicle collision events. The collision detection unit 106 can detect changes in vehicle acceleration, impact force, or other physical parameters using sensors (such as accelerometers, gyroscopes, etc.). When a collision is detected, the collision detection unit 106 can trigger safety devices such as airbags and pretensioned seatbelts to protect the safety of occupants.

[0068] The vehicle dynamics domain controller 107 is responsible for managing and coordinating various subsystems related to vehicle dynamics. These include, for example, the power battery unit 101, drive motor unit 102, voltage conversion unit 103, auxiliary battery unit 104, engine, transmission, braking system, suspension system, and steering system.

[0069] The body domain controller 108 manages electronic systems related to body functions, such as lights, windows, air conditioning, seat adjustment, door locking systems, and in-vehicle entertainment systems. By centrally controlling various body functions, the body domain controller 108 can reduce wiring harness complexity, vehicle weight, and cost. Furthermore, it can improve system reliability and responsiveness.

[0070] The vehicle lights 109 are used to provide illumination and signaling functions under different conditions. The vehicle lights 109 may include headlights, taillights, turn signals, brake lights, fog lights, hazard lights, etc.

[0071] Button 110 refers to a button or switch used to operate or control equipment. In vehicles, buttons can be used to start the engine, control windows, adjust the audio system, activate the air conditioning, and so on. Buttons are typically designed for ease of operation and may have backlighting or haptic feedback for use under different driving conditions. In this embodiment, button 110 refers to a button or switch that triggers the hazard lights.

[0072] In a possible design, in scenarios such as vehicle collisions or malfunctions, electronic devices can generate alerts to inform the user of the vehicle's condition. The user can then activate the vehicle's hazard lights to alert other road users, thereby reducing traffic accidents.

[0073] In some embodiments, the prompt message can be an evacuation reminder after a vehicle collision or breakdown. This evacuation reminder alerts occupants to quickly evacuate the disabled or accident-damaged vehicle, move away from the accident scene, and place appropriate vehicle malfunction markers. For example, the evacuation reminder can be triggered based on the duration of the hazard lights' operation, or it can be triggered based on changes in the acceleration sensor signal. Specifically, if the hazard lights have been on for more than a set duration or the acceleration sensor detects a collision, the vehicle can automatically remind occupants to move away from the vehicle and place appropriate vehicle malfunction markers to reduce the risk of secondary injuries.

[0074] However, in this embodiment, when the vehicle stops due to a malfunction, the driver and passengers need to manually turn on the hazard lights to warn the driver, which results in a delay in response and a higher risk of the vehicle being rear-ended.

[0075] In other embodiments, the prompting information may be a warning voice prompt, etc. For example, when the vehicle is traveling on a highway, a warning voice prompt may be given based on the vehicle's speed, fault information, road condition information, etc.

[0076] Specifically, when a vehicle is detected traveling on a highway, its current speed is obtained; when the current speed is less than a preset first speed threshold, the vehicle's fault information and / or road condition information are obtained based on the first speed threshold and a preset second speed threshold; based on the vehicle's fault information and / or road condition information, a warning judgment is made for the vehicle, and a matching warning voice prompt is obtained and played to remind the driver and passengers in the vehicle.

[0077] However, this embodiment is limited to high-speed scenarios, and the judgment condition mainly relies on vehicle speed, so it is rarely used.

[0078] Furthermore, both of the above embodiments lack management of the hazard lights. If the hazard lights remain on continuously, it may cause the auxiliary battery unit to over-discharge, thus preventing the vehicle from starting and posing a significant safety hazard.

[0079] It should be noted that, normally, a vehicle is powered by an auxiliary battery unit after a power outage, and the vehicle relies on the auxiliary battery unit for power when starting. Therefore, if the auxiliary battery unit is low on power, the vehicle will fail to start.

[0080] In view of this, embodiments of this application provide a notification method, a notification device, a vehicle, a medium, and a chip system. When the auxiliary battery unit's power is low, the hazard lights can be turned off to reduce the power consumption of the auxiliary battery unit, thereby reducing the possibility of the vehicle failing to start due to insufficient auxiliary battery power.

[0081] For example, Figure 2 This is a flowchart illustrating a prompting method provided in an embodiment of this application. Figure 2 As shown, the method includes:

[0082] S201. Obtain the first instruction and turn on the hazard lights.

[0083] In this embodiment of the application, the first instruction may be generated in response to a user operation, or it may be generated when a vehicle malfunction is detected, or it may be triggered by any other means, without being specifically limited here.

[0084] User operations can be pressing the button corresponding to the hazard lights, or it can be a voice command to indicate that the hazard lights should be turned on, or any other operation to indicate that the hazard lights should be turned on. There are no specific limitations here.

[0085] It should be understood that in the event of a vehicle malfunction, the hazard lights can automatically activate to alert drivers, passengers, and other road users, reducing the occurrence of traffic accidents such as collisions. Furthermore, if a vehicle malfunctions and the drivers and passengers are unaware or have not had time to react, automatically activating the hazard lights can reduce the risk of delayed reaction by the drivers and passengers, thereby decreasing the risk of traffic accidents such as collisions.

[0086] For example, such as Figure 3 As shown, the first instruction can be a hardware signal generated in response to a user operation on button 110, or a call request generated by the vehicle dynamics domain controller 107 when a power failure is detected.

[0087] Specifically, when a user presses the button corresponding to the hazard lights, the button generates a hardware signal (e.g., an interrupt signal) that is transmitted to the vehicle domain controller 108. Upon receiving the hardware signal, the vehicle domain controller 108 controls the hazard lights to turn on.

[0088] If the vehicle dynamics domain controller 107 detects a power failure, it can send a request to the body domain controller 108 to instruct it to activate the hazard lights. Upon receiving the request, the body domain controller 108 activates the hazard lights.

[0089] In some embodiments, if the vehicle dynamics domain controller 107 and the body domain controller 108 are integrated, the first instruction can also be vehicle information indicating a power failure. In some embodiments, the first instruction can also be an instruction generated by the body domain controller 108 based on hardware signals, a call request, and vehicle information to activate the hazard lights. This application does not limit the specific form of the first instruction.

[0090] In some embodiments, obtaining the first instruction includes: detecting whether the vehicle has a power failure while the vehicle is in motion. If a power failure is detected, the first instruction is obtained.

[0091] In this way, if a power failure is detected while the vehicle is in motion, the hazard lights can be automatically activated to provide a timely warning signal and improve the safety of driving.

[0092] It should be understood that a vehicle's powertrain involves many components, and failures in any of these components can lead to powertrain malfunctions. Based on the different components, powertrain malfunctions can be categorized as: battery malfunction, high-voltage electrical malfunction, drive motor malfunction, low-voltage power supply malfunction, etc.

[0093] The power battery fault indicator is used to indicate a fault in the power battery cell. Examples include a damaged power battery, power battery overvoltage, and power battery overheating.

[0094] High-voltage electrical faults are used to indicate faults in a vehicle's high-voltage system. Examples include insulation faults, thermal runaway, and inverter faults.

[0095] The drive motor drive fault indicator is used to indicate a drive motor malfunction. Examples include drive motor drive limitation or drive motor unavailable.

[0096] Low-voltage power supply fault is used to indicate a fault in the low-voltage power supply system, such as an auxiliary battery cell failure.

[0097] For the detection and diagnosis of various power faults, please refer to the following text. Figure 3 The corresponding explanation is not provided here.

[0098] S202. When the power battery unit stops supplying power and the auxiliary battery unit's charge is less than or equal to a first value, turn off the hazard lights. The first value is greater than or equal to the charge required to start the vehicle.

[0099] The first value can be 30% of the auxiliary battery unit's full charge, 20% of its full charge, or any value. This allows the hazard lights to be turned off when the auxiliary battery unit's charge is low, saving power and reducing the likelihood of the vehicle failing to start due to insufficient auxiliary battery power.

[0100] In summary, when the auxiliary battery cell has a low charge, sufficient charge can be reserved for restarting, reducing the likelihood of the vehicle failing to start due to depletion of the battery and improving the vehicle's reliability and safety in emergency situations.

[0101] The above Figure 2 The prompting method has been explained, and the following is a combination of... Figure 3 The structure shown illustrates the interaction between the units and the fault detection and determination.

[0102] For example, Figure 3 This is a schematic diagram illustrating the interaction between various units provided in an embodiment of this application. For example... Figure 3 As shown, the vehicle dynamics domain controller 107 can obtain vehicle information from the power battery unit 101, drive motor unit 102, voltage conversion unit 103, auxiliary battery unit 104, chassis 105 and collision detection unit 106, and confirm whether a power failure has occurred based on the vehicle information.

[0103] In the event of a power failure, the vehicle dynamics domain controller 107 can send a call request A to the body domain controller 108 to instruct the hazard lights to be turned on. Upon receiving call request A, the body domain controller 108 controls the hazard lights to be turned on.

[0104] When the charge level of the auxiliary battery unit 104 is less than or equal to a first value, the vehicle dynamics domain controller 107 can send a call request B to the body domain controller 108. Upon receiving the call request B, the body domain controller 108 controls the hazard lights to turn off. In other embodiments, the vehicle dynamics domain controller 107 can transmit the charge level information of the auxiliary battery unit 104 to the body domain controller 108. When the charge level information of the auxiliary battery unit 104 indicates that it is less than or equal to the first value, the body domain controller 108 controls the hazard lights to turn off. This application does not specifically limit this aspect.

[0105] In this embodiment, the vehicle information may include one or more of the following: battery fault information, drive motor fault information, conversion fault information, available battery power information, torque information, available power information of the voltage conversion unit, vehicle speed information, and battery parameters of the auxiliary battery unit. In some embodiments, the vehicle dynamics domain controller 107 can continuously collect the above vehicle information via the CAN bus.

[0106] The following section uses the vehicle dynamics domain controller 107 as an example to illustrate various power faults, such as drive motor failure, low-voltage power supply failure, and high-voltage electrical failure.

[0107] The power battery unit 101 can detect faults such as damage, overheating, and overvoltage in the power battery. In the event of a fault in the power battery unit 101, it can send battery fault information to the vehicle dynamics domain controller 107. Upon receiving the battery fault information, the vehicle dynamics domain controller 107 confirms that a power battery fault has occurred.

[0108] In the event of a failure in the drive motor unit 102, the drive motor unit 102 can send drive motor failure information to the vehicle dynamics domain controller 107. Upon receiving the drive motor failure information, the vehicle dynamics domain controller 107 confirms that a drive motor drive failure has occurred.

[0109] In the event of a fault in the voltage conversion unit 103, the voltage conversion unit 103 can send conversion fault information to the vehicle dynamics domain controller 107. Upon receiving the conversion fault information, the vehicle dynamics domain controller 107 confirms that a voltage conversion fault has occurred due to a low-voltage power supply fault.

[0110] The vehicle dynamics domain controller 107 can also obtain battery available power information from the power battery unit 101, torque information from the drive motor unit 102, available power information of the voltage conversion unit from the voltage conversion unit 103, and vehicle speed information from the chassis 105. The vehicle dynamics domain controller 107 can use these four types of information to confirm the driving status of the drive motor.

[0111] In one possible implementation, the vehicle experiences a drive motor failure when the maximum available power indicated by the drive motor's power information drops below a second value.

[0112] In the second possible implementation, if the maximum vehicle speed supported by the vehicle is less than the third value, the vehicle will experience a drive motor failure. The maximum vehicle speed supported by the vehicle is determined based on the resistance information and the power information of the auxiliary battery unit.

[0113] In the third possible implementation, if the torque of the vehicle indicated by the torque information is less than the fourth value, the vehicle will experience a drive motor failure.

[0114] In the fourth possible implementation, if the maximum available power indicated by the power information of the drive motor is less than the fifth value, the vehicle will experience a drive motor failure.

[0115] The vehicle can determine whether the drive motor is faulty by any one or more of the above possible implementation methods. The embodiments of this application do not specifically limit the method of determining drive motor faults.

[0116] In this way, by monitoring information such as the power and torque of the drive motor and the vehicle's maximum speed, drive motor faults can be identified, improving the accuracy and timeliness of fault detection and reducing potential safety hazards.

[0117] In some embodiments, the fault state of the drive motor can be divided into a first fault state and a second fault state. When the drive motor is in the first fault state, the vehicle dynamics domain controller 107 can send a call request A to the body domain controller 108. When the drive motor is in the second fault state, the vehicle dynamics domain controller 107 or the body domain controller 108 can generate a first prompt message. This first prompt message is used to notify the user of the drive motor fault. In some embodiments, when the drive motor is in the first fault state, the vehicle dynamics domain controller 107 or the body domain controller 108 can also generate the first prompt message to notify the user of the drive motor fault.

[0118] In this way, different prompts can be used depending on the different fault states of the drive motor, such as generating a prompt message or keeping the hazard lights off. This method can provide more detailed fault management and user prompts, allowing users to understand the vehicle status in a timely manner and take appropriate measures in the event of a drive motor failure.

[0119] It should be understood that a drive motor unit may include at least one drive motor. The following explanation of drive motor fault diagnosis will be provided using single, dual, and triple drive motor scenarios. An example is provided with the following values: second value 50%, third value 60 kilometers per hour (kph), fourth value 3% creep torque on a slope, and fifth value 0.

[0120] Case 1: The drive motor unit consists of a single drive motor.

[0121] When the maximum available power of the drive motor unit is dated by more than 50%, the drive motor unit is in its first fault state (also known as drive limitation). And / or, when the maximum vehicle speed, calculated based on the vehicle's driving resistance torque F and the maximum available drive power of the power battery unit, is <60 kph, the drive motor unit is in its first fault state, i.e., drive limitation.

[0122] The driving resistance torque F can be the sum of rolling resistance Ff, air resistance Fw, gradient resistance Fi, and acceleration resistance Fj. That is,

[0123] = Ff + Fw + Fi + Fj. Where each resistance can be determined based on the vehicle's current speed. The maximum usable drive power of the power battery unit can be the difference between the maximum output power of the BMS and the power consumed by the high-voltage accessories.

[0124] The drive motor unit is in a second fault state (also known as drive unavailable) when the maximum available power of the drive motor is 0 (i.e., the drive motor is stopped). And / or, the drive motor unit is in a second fault state when the sum of the maximum available wheel-end torques is less than 3% of the vehicle's creep torque on a slope.

[0125] The creep torque of a vehicle on a slope can be the sum of rolling resistance Ff, air resistance Fw, gradient resistance Fi, and acceleration resistance Fj. In some embodiments, due to the low vehicle speed, both air resistance Fw and acceleration resistance Fj are small and can be ignored. That is, the creep torque of a vehicle on a slope can be the sum of rolling resistance Ff and gradient resistance Fi.

[0126] Scenario 2: The drive motor unit includes dual drive motors, for example, an asynchronous drive motor and a synchronous drive motor.

[0127] When the maximum available power of the synchronous drive motor is dated by more than 50%, the drive motor unit is in the first fault state (also known as drive limitation). And / or, when the maximum vehicle speed calculated based on the vehicle's driving resistance torque F and the maximum available drive power of the power battery unit is <60 kph, the drive motor unit is in the first fault state, i.e., drive limitation.

[0128] When the maximum available power of the drive motor is 0 (i.e., the drive motor is stopped), the drive motor unit is in the second fault state (also known as drive unavailable). And / or, when all drive motors are at a maximum available power derating of more than 50%, and the sum of the maximum wheel-end available torques of the drive motor unit (i.e., asynchronous drive motor + synchronous drive motor) is less than 3% of the creep torque of the vehicle on the slope, the drive motor unit is in the second fault state.

[0129] Scenario 3: The drive motor unit includes dual drive motors, for example, one asynchronous drive motor and two synchronous drive motors.

[0130] Taking a drive motor unit comprising asynchronous drive motor A1, synchronous drive motor B1, and synchronous drive motor B2 as an example, if the maximum available power derating of any one of the synchronous drive motors (i.e., synchronous drive motor B1 or synchronous drive motor B2) exceeds 50%, the drive motor unit is in a first fault state. And / or, if the maximum vehicle speed, calculated based on the vehicle's driving resistance torque F and the maximum available drive power of the power battery unit, is <60 kph, the drive motor unit is in a first fault state.

[0131] When the maximum available power of the drive motor unit is 0 (i.e., the drive motor is stopped), the drive motor unit is in a second fault state (also known as drive unavailability). And / or, when all drive motors are at a maximum available power derating of more than 50%, and the sum of the maximum wheel-end available torques of the drive motor units (i.e., asynchronous drive motor A1 + synchronous drive motor B1 + synchronous drive motor B2) is less than 3% of the vehicle creep torque on a slope, the drive motor unit is in a second fault state.

[0132] Based on the above embodiments, drive motor faults can also be determined based on the sum of the maximum available wheel-end torques and the drive motor speed. For example, when the vehicle speed is less than 10 kph, if the sum of the maximum available wheel-end torques of the drive motor unit (i.e., all drive motors in the drive motor unit) is less than 400 Nm, the drive motor unit is in a first fault state. If the maximum available speed of all synchronous drive motors in the drive motor unit (taking three drive motors as an example, synchronous drive motor B1 + synchronous drive motor B2) is less than 60 kph and greater than 10 kph, the drive motor unit is in a first fault state.

[0133] In summary, different fault states can correspond to different power and torque thresholds, providing more refined fault classification and management, and improving the accuracy of fault diagnosis and the system's responsiveness.

[0134] The above sections explained power battery and drive motor unit faults. The following sections explain low-voltage power supply faults and high-voltage electrical faults. It should be understood that low-voltage power supply faults may lead to controller power supply failures, which in turn can cause power interruption.

[0135] The vehicle dynamics domain controller 107 can also obtain the available power information of the voltage conversion unit from the voltage conversion unit.

[0136] In one possible implementation, a voltage conversion unit malfunction is identified when the maximum usable output power of the voltage conversion unit is less than the sixth value. The sixth value can be 800W, 500W, or any other value; no specific limitation is made here. A voltage conversion unit malfunction is determined when its output power is significantly low or it is not operating.

[0137] In the second possible implementation, the vehicle experiences a voltage conversion unit failure when the communication of the voltage conversion unit is abnormal and the discharge current of the auxiliary battery unit exceeds the seventh value.

[0138] The seventh value can be 10A, 9A, or any value; no specific restrictions are imposed here.

[0139] In this way, by detecting the output power and communication status of the voltage conversion unit, a fault in the voltage conversion unit can be identified, and hazard lights can be activated to alert drivers, passengers, and other road users.

[0140] The vehicle dynamics domain controller 107 can also obtain battery parameters of the auxiliary battery unit 104. These battery parameters may include: charge level, output voltage, etc. The vehicle dynamics domain controller 107 can use these battery parameters to determine the status of the auxiliary battery unit 104.

[0141] In one possible implementation, the auxiliary battery unit fails if the voltage conversion unit is fault-free and the output voltage of the auxiliary battery unit exceeds the first threshold for a first duration.

[0142] The first threshold can be 10.5V, 11V, or any value; the first duration can be 2 seconds, 3 seconds, or any value, without specific limitations. Thus, if a continuous undervoltage condition is detected in the auxiliary battery unit, a fault in the auxiliary battery unit within the low-voltage power supply fault is confirmed.

[0143] In a possible second implementation, the auxiliary battery unit malfunctions if the voltage conversion unit is fault-free and the output voltage of the auxiliary battery unit is less than the second threshold for a second duration. Here, the second threshold is greater than the first threshold, and the second duration is greater than the first duration.

[0144] The second threshold can be 12V, 11.5V, or any value; the second duration can be 30 seconds, 1 minute, or any value, without specific limitations. Thus, if the auxiliary battery unit's output voltage is detected to be insufficient for an extended period, a fault in the auxiliary battery unit is confirmed.

[0145] In this way, battery faults can be detected by monitoring the output voltage of the auxiliary battery cell, allowing the vehicle to take appropriate measures (such as turning on the hazard lights) when the battery is abnormal, thus enhancing the reliability of battery management.

[0146] The vehicle dynamics domain controller can also detect high-voltage electrical information such as high-voltage interlock signal status, insulation status signal, and vehicle thermal runaway signal to determine whether a high-voltage electrical fault has occurred.

[0147] In this embodiment, the vehicle dynamics domain controller can also determine whether a communication failure has occurred by judging whether the communication signal of the powertrain segment communication has been lost. In some embodiments, the determination of whether a communication failure has occurred can also be made by judging whether power-related signals such as the BMS signal in the powertrain segment communication have been lost.

[0148] In this way, communication faults can be identified by detecting communication information. In the event of a fault caused by a communication interruption, hazard lights can be activated to alert drivers, passengers, and other road users.

[0149] It should be understood that, in addition to the aforementioned power failure, hazard lights can also be activated in unexpected situations, such as vehicle collisions. Specifically, the vehicle dynamics domain controller 107 can obtain collision information from the collision detection unit 106 to confirm whether a collision has occurred. In the event of a collision, the vehicle dynamics domain controller 107 sends a call request A to the body controller 108.

[0150] In conclusion, Figure 3The structure shown can detect the status of various components (e.g., power battery unit, voltage conversion unit, auxiliary battery unit, etc.) and realize power failure and hazard light control based on the status of each component.

[0151] For example, Figure 4 This is a flowchart illustrating another prompting method provided in an embodiment of this application. For example... Figure 4 As shown, the process includes:

[0152] S401. In response to the unlocking operation, activate the low-voltage power supply system (each low-voltage power unit) in the vehicle.

[0153] Unlocking can be done via remote key, smart key, mobile application, or any unlocking method.

[0154] It should be understood that during the activation process, the vehicle will detect any abnormalities in the low-voltage power supply system.

[0155] S402. Under normal conditions of the low-voltage power supply system, detect the status of the high-voltage system.

[0156] In this embodiment, S402 can also be referred to as the system self-test and high-voltage power-on process. High-voltage system testing may include the detection of parameters of components involved in the high-voltage system, such as the output power of the power battery, the operating status of the voltage conversion unit, and the insulation resistance value; these are not specifically limited here.

[0157] When the high-voltage system is in normal condition, the vehicle enters the drivable mode. At this time, the normal condition of the high-voltage system can also be referred to as the ready state of the vehicle's powertrain, or PT ready state.

[0158] In the event of an abnormality in the high-voltage system, the vehicle will disable power output and generate a fault warning message. This message is used to alert the user to the abnormality in the high-voltage system. The fault warning message can be displayed to the driver and passengers in any way, such as by showing a fault indicator or through voice announcement; no specific limitations are specified here.

[0159] In some embodiments, high-voltage system anomalies can be categorized into several types based on the components, such as power battery cell failures and insulation failures. Adaptively, fault indication information can also be categorized into different fault indication messages corresponding to various components. This way, different components correspond to different fault indication messages, making it easier for users to identify the fault location, make appropriate judgments, or reduce the difficulty of maintenance.

[0160] In some embodiments, the vehicle keeps its hazard lights off in the event of an abnormal high-voltage system condition (also known as a power failure). This reduces the power consumption of the auxiliary battery unit and minimizes the possibility of the vehicle failing to start due to insufficient power in the auxiliary battery unit.

[0161] S403. During vehicle operation, continuously monitor the status of the high-voltage system until the vehicle is shut down or the power system fails.

[0162] S404. In case of power failure, turn on the hazard lights.

[0163] For example, with Figure 3 Taking the structure shown as an example, the vehicle dynamics domain controller 107 can detect power faults; the body domain controller 108 can control the hazard lights to be turned on based on the call request of the vehicle dynamics domain controller 107.

[0164] It should be understood that during vehicle operation, the power battery unit can supply power to the low-voltage power supply system through a voltage conversion unit. Specifically, the power battery unit can charge the auxiliary battery unit and power the headlights, among other things.

[0165] S405, Turning operation detected, turn off hazard lights and turn on turn signals.

[0166] The steering operation can be a manual operation by the user controlling the turn signal stalk (usually located on the left side of the steering wheel), a voice operation to indicate the turn, or an automatic detection of the steering operation (e.g., steering wheel rotation angle), or any other type of operation; no specific limitation is made here. It should be understood that scenarios such as a vehicle turning left, turning right, changing lanes, or making a U-turn may all detect the steering operation and activate the turn signal. This application embodiment does not limit the application scenarios for the steering operation.

[0167] For example, with Figure 3 Taking the structure shown as an example, when the vehicle dynamics domain controller 107 or the body domain controller 108 detects a steering operation, the body domain controller 108 can control the hazard lights to turn off and the turn signals to turn on.

[0168] S406. After turning, turn off the turn signal and turn on the hazard lights.

[0169] The vehicle can automatically detect the end of steering (e.g., based on steering wheel rotation angle), or it can detect the end of steering via the turn signal stalk or any other means. For example, with... Figure 3 Taking the structure shown as an example, when the vehicle dynamics domain controller 107 or the body domain controller 108 detects the end of steering, the body domain controller 108 can control the turn signal to turn off and the hazard lights to turn on.

[0170] In other embodiments, the hazard lights and turn signals are not the same. Therefore, the hazard lights may not need to be turned off when turning.

[0171] In this way, when the hazard lights and turn signals are the same (or can be understood as reused), the light status is switched according to the turning operation first, so that the vehicle can correctly display the vehicle's intention when turning, thereby enhancing driving safety and signal accuracy.

[0172] S407. When the high-voltage system is detected to be powered down, the power level of the auxiliary battery cell is detected.

[0173] For example, with Figure 3 Taking the structure shown as an example, when the vehicle dynamics domain controller 107 detects that the power battery unit is off, it detects the charge of the auxiliary battery unit.

[0174] S408. When the auxiliary battery cell charge is less than or equal to the first value, turn off the hazard lights.

[0175] For example, with Figure 3 Taking the structure shown as an example, when the power of the auxiliary battery unit is less than or equal to a first value, the vehicle dynamics domain controller 107 controls the hazard lights to turn off through the body domain controller 108.

[0176] It should be understood that if the auxiliary battery unit's charge is less than or equal to a first value, the hazard lights can be turned off by simply shutting them off, or the hazard lights can be turned off by disconnecting the output of the auxiliary battery unit. For example, the auxiliary battery unit includes an auxiliary battery and a battery protection board. The output of the auxiliary battery can be disconnected by controlling the switch on the battery protection board to turn it off.

[0177] It should be understood that if the vehicle restarts after S408, the hazard lights will be off after restarting.

[0178] In summary, automatically activating hazard lights in power interruption scenarios reduces driver intervention and reaction time, increasing braking reaction time for following vehicles and thus mitigating road safety risks. Furthermore, automatically deactivating hazard lights based on the auxiliary battery's charge level reduces vehicle battery depletion caused by continuous system power consumption.

[0179] Based on the above embodiments, the method further includes: when the power of the auxiliary battery unit is less than a first value, in response to a user operation, turning on the hazard lights.

[0180] In this way, when the auxiliary battery unit has low power, the hazard lights can be manually turned on, providing another solution.

[0181] The above description of the prompting method of the embodiments of this application has been provided. The following description describes the apparatus provided by the embodiments of this application for performing the above method. Those skilled in the art will understand that the methods and apparatus can be combined with and referenced by each other, and the related apparatus provided by the embodiments of this application can perform the steps in the above method.

[0182] Figure 5 This is a schematic block diagram of a prompting device provided in an embodiment of this application. The prompting device can be a vehicle, a component configured in a vehicle (such as a chip, chip system, processor, etc.), or a logic module or software capable of implementing some or all of the functions of the prompting device. The prompting device can be housed in communication equipment, circuits, hardware components, or chips.

[0183] like Figure 5 As shown, the alerting device may include an acquisition module 501 and a processing module 502. The acquisition module 501 can acquire first instructions, vehicle information, etc. The processing module 502 is used to control the hazard lights to turn on or off. The processing module 502 can also provide alerts based on alert information (e.g., first alert information) when a vehicle malfunctions.

[0184] For example, the acquisition module 501 can be used to acquire a first instruction; the processing module 502 can be used to turn off the hazard lights when the power battery unit stops supplying power and the power of the auxiliary battery unit is less than or equal to a first value.

[0185] Optionally, the first instruction is generated based on user operation; and / or, the first instruction is generated in the event of a power failure in the vehicle.

[0186] Optionally, the processing module 502 is used to control the hazard lights to be turned off after the vehicle is restarted.

[0187] Optionally, the acquisition module 501 is further configured to acquire a second instruction, and the processing module 502 is further configured to turn off the hazard lights and turn on the turn signals. The second instruction is used to indicate a steering operation; the acquisition module 501 is further configured to acquire a third instruction; the processing module 502 is further configured to turn off the turn signals and turn on the hazard lights, and the third instruction is used to indicate the end of the steering operation.

[0188] Optionally, the acquisition module 501 is specifically used to acquire a first instruction when the vehicle is in motion and there is a power failure.

[0189] The apparatus in this embodiment can be used to execute the steps performed in the above method embodiments, and its implementation principle and technical effects are similar, so they will not be repeated here. For a more detailed description of each of the above modules, please refer directly to the above text. Figure 2 or Figure 4 The relevant descriptions in the method embodiments shown are directly obtained and will not be repeated here.

[0190] It should be understood that the module division in the embodiments of this application is illustrative and only represents a logical functional division. In actual implementation, there may be other division methods. Furthermore, the functional modules in the various embodiments of this application can be integrated into a single processor, exist as separate physical entities, or be integrated into a single module. The integrated modules described above can be implemented in hardware or as software functional modules.

[0191] Figure 6 This is another schematic block diagram of the prompting device provided in the embodiments of this application. The prompting device can be a chip system, or it can be a prompting device configured with a chip system to implement the method in the above-described method embodiments. In the embodiments of this application, the chip system can be composed of chips, or it can include chips and other discrete devices.

[0192] like Figure 6 As shown, the prompting device may include a processor 601, which can be used to execute computer programs or instructions in memory to implement the method shown in the above method embodiments.

[0193] Optionally, the prompting device further includes a communication interface 602. The communication interface 602 can be used to communicate with other devices via a transmission medium, thereby enabling the prompting device to communicate with other devices. The communication interface 602 can be, for example, a transceiver, interface, bus, circuit, or a prompting device capable of transmitting and receiving data. The processor 601 can use the communication interface 602 to input and output data and use it in the methods shown in the above method embodiments. For example, the prompting device can be used to implement the functions of the vehicle body domain controller in the above method embodiments.

[0194] Optionally, the prompting device further includes at least one memory 603 for storing program instructions and / or data. The memory 603 is coupled to the processor 601. The coupling in this embodiment is an indirect coupling or communication connection between devices, units, or modules, and can be electrical, mechanical, or other forms, used for information exchange between devices, units, or modules. The processor 601 may operate in conjunction with the memory 603. The processor 601 may execute program instructions stored in the memory 603.

[0195] In this application, the memory 603 can be integrated into the processor 601, or the processor 601 and the memory 603 can be set up separately. This application does not limit this.

[0196] It should be understood that the coupling in the embodiments of this application is an indirect coupling or communication connection between devices, units, or modules, which can be electrical, mechanical, or other forms, used for information interaction between devices, units, or modules. The processor 601 may operate in conjunction with the memory 603. The embodiments of this application do not limit the specific connection medium between the processor 601, the communication interface 602, and the memory 603. The embodiments of this application... Figure 6 The processor 601, communication interface 602, and memory 603 are connected via bus 604. Bus 604 is... Figure 6 The connections between other components are shown in bold lines only and are not intended to be limiting. The bus can be a peripheral component interconnect (PCI) bus or an extended industry standard architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 6 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0197] This application provides a chip system including at least one processor for supporting the implementation of the methods shown in the above-described method embodiments.

[0198] This application also provides a vehicle that may include the aforementioned prompting device.

[0199] This application also provides a computer-readable storage medium for storing a computer program for implementing the methods shown in the above-described method embodiments.

[0200] This application also provides a computer program product, which includes a computer program (also referred to as code or instructions) that, when run on a computer, allows the computer to perform the methods shown in the above-described method embodiments.

[0201] This application provides a chip system including a processor and potentially a memory, for implementing the functions of the electronic device or cloud server described in the above method embodiments. The chip system can be composed of chips or may include chips and other discrete components.

[0202] It should be understood that the processor in the embodiments of this application can be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method embodiments can be completed by the integrated logic circuits in the processor's hardware or by instructions in software form. The processor can be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this application can be directly embodied in the execution of a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software modules can be located in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. This storage medium is located in memory, and the processor reads the information in the memory and, in conjunction with its hardware, completes the steps of the above method.

[0203] It should also be understood that the memory in the embodiments of this application can be volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. Non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), EEPROM, or flash memory. Volatile memory can be RAM, which is used as an external cache. By way of example, but not limitation, many forms of RAM are available, such as static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous linked dynamic random access memory (SLDRAM), and direct rambus RAM (DR RAM). It should be noted that the memory of the systems and methods described herein is intended to include, but is not limited to, these and any other suitable types of memory.

[0204] The terms "unit," "module," etc., used in this specification can be used to refer to computer-related entities, hardware, firmware, combinations of hardware and software, software, or software in execution. In the embodiments of this application, "unit" and "module" have the same meaning and can be used interchangeably.

[0205] Those skilled in the art will recognize that the various illustrative logical blocks and steps 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. In the several embodiments provided in this application, it should be understood that the disclosed apparatus, devices, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for example, the division of units is merely 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 interface; the indirect coupling or communication connection of apparatus or units may be electrical, mechanical, or other forms.

[0206] 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.

[0207] In addition, 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.

[0208] In the above embodiments, the functions of each functional unit can be implemented entirely or partially through software, hardware, firmware, or any combination thereof. When implemented using software, it can be implemented entirely or partially in the form of a computer program product. A computer program product includes one or more computer instructions (programs). When the computer program instructions (programs) are loaded and executed on a computer, all or part of the flow or function according to the embodiments of this application is generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. Computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available media can be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., digital video discs, DVDs), or semiconductor media (e.g., solid-state disks, SSDs), etc.

[0209] If a function 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, the technical solution of this application, in essence, or the part that contributes to the technology, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0210] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A prompting method, characterized in that, The method includes: Obtain a first instruction, which is used to instruct the hazard lights to be turned on; When the power battery unit stops supplying power and the auxiliary battery unit's charge is less than or equal to the first value, the hazard lights are turned off. The power battery unit is used to drive the drive motor in the vehicle, and the auxiliary battery unit is used to supply power to the hazard lights. The first value is greater than or equal to the amount of electricity required to start the vehicle.

2. The method according to claim 1, characterized in that, The first instruction was generated based on user interaction; And / or, the first instruction is generated in the event of a power failure in the vehicle.

3. The method according to claim 1 or 2, characterized in that, The method further includes: The hazard lights are turned off after the vehicle is restarted.

4. The method according to any one of claims 1-3, characterized in that, If the hazard lights and turn signals are the same, the method further includes: The system receives a second instruction to turn off the hazard lights and turn on the turn signals; the second instruction is used to indicate a turning operation. A third instruction is received to turn off the turn signal and turn on the hazard lights. The third instruction is used to indicate the end of the turn.

5. The method according to any one of claims 2-4, characterized in that, The acquisition of the first instruction includes: The first instruction is obtained when the vehicle is in motion and there is a power failure.

6. The method according to claim 5, characterized in that, Power failures include at least one of the following: power battery cell failure, drive motor failure, voltage conversion unit failure, auxiliary battery cell failure, communication failure, and high-voltage electrical failure.

7. The method according to claim 6, characterized in that, The acquisition of the first instruction includes: When vehicle information indicates that the drive motor in the vehicle is in a first fault state, the first instruction is obtained; The method further includes: When the vehicle information indicates that the drive motor in the vehicle is in a second fault state, a first prompt message is generated and the hazard lights remain off. The first prompt message is used to notify the user of the drive motor fault.

8. The method according to claim 6 or 7, characterized in that, The first instruction is generated based on vehicle information; the vehicle information includes: power information of the drive motor, torque information of the vehicle, resistance information of the vehicle, and / or power information of the auxiliary battery unit; the auxiliary battery unit is used to drive the vehicle. If the maximum available power indicated by the power information of the drive motor drops below a second value, the vehicle experiences a drive motor failure. If the maximum speed supported by the vehicle is less than the third value, the vehicle experiences a drive motor failure. The maximum speed supported by the vehicle is determined based on the resistance information and the power information of the auxiliary battery unit. And / or, if the torque of the vehicle indicated by the torque information is less than the fourth value, the vehicle experiences a drive motor failure.

9. The method according to claim 8, characterized in that, If the maximum available power of the drive motor indicated by the power information of the drive motor is less than the fifth value, the drive motor is in the first fault state; And / or, if the torque of the vehicle is less than the fourth value, the drive motor is in the first fault state; When the maximum available power of the drive motor indicated by the power information of the drive motor drops beyond a second value and the maximum available power of the drive motor is greater than or equal to the fifth value, the drive motor is in the second fault state. And / or, if the maximum vehicle speed supported by the vehicle is less than the third value, the drive motor is in the second fault state.

10. The method according to any one of claims 6-9, characterized in that, Vehicle information includes: the output voltage of the auxiliary battery unit; If the output voltage of the auxiliary battery unit is less than a sixth value for a first duration, the auxiliary battery unit malfunctions.

11. The method according to any one of claims 6-10, characterized in that, Vehicle information includes: information about the voltage conversion unit; If the maximum available output power of the voltage conversion unit is less than the sixth value, the vehicle experiences a voltage conversion unit failure. And / or, if the communication of the voltage conversion unit is abnormal and the discharge current of the auxiliary battery unit is greater than the seventh value, the vehicle experiences a voltage conversion unit failure.

12. The method according to any one of claims 6-11, characterized in that, Vehicle information includes: communication information; If the communication information indicates that the communication signal in the power grid segment is lost or the power management signal on the power grid segment is lost, the vehicle will experience a communication failure.

13. The method according to any one of claims 6-12, characterized in that, Vehicle information includes: high-voltage electrical information; The vehicle experiences a high-voltage electrical fault if the high-voltage electrical information indicates high-voltage interlock, high-voltage insulation, thermal runaway, and / or collision.

14. The method according to any one of claims 1-13, characterized in that, The method further includes: If the power level of the auxiliary battery unit is less than a first value, the hazard lights are turned on in response to a user operation.

15. A prompting device, characterized in that, The apparatus includes a module for performing the method as described in any one of claims 1 to 14.

16. A prompting device, characterized in that, Including memory and processor; The memory is used to store program code; The processor is used to call the program code to implement the method as described in any one of claims 1 to 14.

17. A vehicle, characterized in that, The vehicle includes the prompting device as described in claim 15 or 16.

18. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it causes the device to perform the method as described in any one of claims 1 to 13.

19. A computer program product, characterized in that, Includes a computer program that, when run, causes the device to perform the method as described in any one of claims 1 to 13.

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