Vehicle control method and vehicle

Abstract

This disclosure provides a vehicle control method and a vehicle, relating to the field of vehicle control technology. The method includes: controlling the target vehicle to enter a low-power mode in response to a fault signal from the target vehicle's low-voltage power converter; calculating the drivable range of the target vehicle in the low-power mode based on the power status of the low-voltage system; determining the estimated drivable range of the target vehicle to a target location; and determining a vehicle control strategy based on the vehicle's start-up status, drivable range, and estimated drivable range. This strategy ensures the vehicle reaches its destination by estimating the drivable range and comparing it with the distance to the destination when the low-voltage power converter fails, thus avoiding the vehicle failing to start due to low-voltage system power loss or running out of power during travel and thus optimizing vehicle control.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle control technology, specifically to vehicle control methods and vehicles. Background Technology

[0002] For new energy vehicles, optimizing energy management strategies has become the core of improving vehicle range, reliability, and user experience.

[0003] In related technologies, when the power converter responsible for supplying power to the low-voltage system fails, the vehicle controller usually adopts a conservative control strategy, directly prohibiting the vehicle from starting or forcing the already moving vehicle to shut down, in order to avoid the risk of power loss while the vehicle is in motion. The vehicle cannot drive autonomously, and the user can only wait for towing assistance. Summary of the Invention

[0004] In view of this, embodiments of the present disclosure provide a vehicle control method and a vehicle to solve the problem that a vehicle completely loses its driving ability due to the lack of an effective emergency control strategy when a low-voltage power converter fails.

[0005] In a first aspect, one embodiment of this disclosure provides a vehicle control method applied to a target vehicle, the target vehicle including a low-voltage system and a low-voltage power converter; the vehicle control method includes: controlling the target vehicle to enter a low-power mode in response to a fault signal of the low-voltage power converter; calculating the drivable mileage of the target vehicle in the low-power mode based on the power status of the low-voltage system; determining the expected mileage of the target vehicle to a target location; and determining a vehicle control strategy based on the vehicle start-up status, drivable mileage, and expected mileage of the target vehicle.

[0006] The aforementioned vehicle control method, in response to a fault signal from the low-voltage power converter, actively enters a low-power state, reducing unnecessary energy consumption and concentrating limited power on maintaining driving functions, thus extending the low-voltage system's range after a fault. Furthermore, it estimates the remaining driving range based on the remaining power, providing a quantitative basis for determining whether the vehicle has emergency mobility capabilities. Finally, it formulates a control strategy based on the vehicle's startup status and estimated driving range, ensuring that the vehicle can still reach a repair shop or other safe location after a low-voltage power converter failure, thereby improving the reliability of vehicle control.

[0007] In conjunction with the first aspect, in some implementations of the first aspect, a vehicle control strategy is determined based on the vehicle start-up status, drivable mileage, and expected mileage of the target vehicle, including: when the vehicle start-up status indicates that the target vehicle has not started, determining whether to allow the target vehicle to start based on the comparison result of the drivable mileage and the expected mileage.

[0008] The vehicle control method described above determines whether to allow starting the vehicle based on a comparison between the available mileage and the expected mileage when the vehicle is not started. This provides a clear mileage basis for the starting decision and reduces the driving risk caused by insufficient battery power.

[0009] In conjunction with the first aspect, in some implementations of the first aspect, determining whether to allow the target vehicle to start based on the comparison between the available mileage and the expected mileage includes: if the available mileage is greater than the expected mileage, determining that the target vehicle can be started and generating a first prompt message to prompt the user to start the target vehicle; if the available mileage is less than the expected mileage, determining that the target vehicle cannot be started and generating a second prompt message to prompt the user to select a new target location.

[0010] The aforementioned vehicle control method employs a start-up process that first prompts the user, then requires user confirmation before execution, when it is determined that starting the target vehicle is permissible. This ensures proactive vehicle control while respecting the driver's ultimate operational authority, thus improving the safety of the starting process. When starting the target vehicle is deemed not permissible, a second prompt clearly informs the user of the reason for the low battery level and guides them to select a new target location. This allows the user to quickly understand the current situation and take appropriate countermeasures, reducing unnecessary user actions.

[0011] In conjunction with the first aspect, in some implementations of the first aspect, the vehicle control method further includes: generating third prompt information about the drivable mileage so that the user can issue a selection command for a target location based on the drivable mileage; and determining the target location in response to the selection command for the target location.

[0012] The aforementioned vehicle control method proactively informs users of the estimated driving range of the vehicle in low-power mode, providing crucial range references when selecting navigation destinations. This allows users to proactively choose suitable repair stations or safe locations based on their actual available driving range, avoiding situations where users choose destinations beyond the vehicle's capabilities due to information asymmetry. This improves the success rate and safety of emergency driving after a low-voltage power converter failure.

[0013] In conjunction with the first aspect, in some implementations of the first aspect, determining the estimated mileage of the target vehicle to the target location includes: establishing a navigation route between the target location and the current location of the target vehicle, using the location coordinates of the target location and the target vehicle as waypoints; and determining the estimated mileage based on the navigation route.

[0014] The aforementioned vehicle control method uses the mileage of the navigation route as the estimated driving mileage, which makes the mileage data used for comparison based on the actual road path rather than the straight-line distance. This improves the accuracy and reliability of mileage prediction, reduces the risk of misjudgment due to mileage estimation errors, and improves the accuracy of vehicle control.

[0015] In conjunction with the first aspect, in some implementations of the first aspect, there are multiple navigation routes. Based on the navigation routes, the estimated driving mileage is determined, including: selecting the shortest mileage from the multiple navigation routes as the target navigation route; and determining the mileage of the target navigation route as the estimated driving mileage.

[0016] The vehicle control method described above, by selecting the shortest path among multiple feasible navigation routes, can optimize power utilization under limited power conditions, thereby improving the success rate and safety of emergency driving.

[0017] In conjunction with the first aspect, in some implementations of the first aspect, the driving range of the target vehicle in low-power mode is calculated based on the power state of the low-voltage system, including: determining the power consumption statistics of the target vehicle in low-power mode, wherein the power consumption statistics represent the expected power consumption of the target vehicle per unit distance traveled in low-power mode; and calculating the driving range based on the power state of the low-voltage system and the power consumption statistics.

[0018] The vehicle control method described above uses specially calibrated or statistically analyzed consumption data for calculation, rather than using energy consumption data in normal vehicle mode. This makes the estimated mileage more consistent with the actual energy consumption level in low-power mode, thereby improving the accuracy of mileage prediction and vehicle control.

[0019] In conjunction with the first aspect, in certain implementations of the first aspect, controlling the target vehicle to enter a low-power mode in response to a fault signal of the low-voltage power converter includes: in response to a fault signal of the low-voltage power converter, acquiring vehicle status information of the target vehicle and the fault condition of the low-voltage power converter, wherein the vehicle status information includes at least one of the motor controller status, battery management system status, charging gun connection status, and vehicle mode status; and controlling the target vehicle to enter a low-power mode when the vehicle status information indicates that the target vehicle is in a drivable state and the fault level corresponding to the fault condition is within a preset level range.

[0020] The vehicle control method described above, before entering low-power mode, comprehensively judges the vehicle status and fault level, so that the emergency process will only be triggered under safe and applicable conditions, thereby preventing accidental triggering or misoperation under inapplicable conditions and improving the robustness and safety of the vehicle control strategy.

[0021] In conjunction with the first aspect, in some implementations of the first aspect, controlling the target vehicle to enter a low-power mode includes: generating a low-power mode request and sending it to the gateway module of the target vehicle, so that the gateway module shuts down other non-critical loads in the target vehicle except for driving-critical loads based on the low-power mode request; receiving a feedback signal from the gateway module; and confirming that the target vehicle has entered a low-power mode based on the feedback signal.

[0022] The vehicle control method described above, by sending a low-power mode request to the gateway module and receiving a feedback signal indicating that the mode has been completed, utilizes the vehicle's existing gateway module to achieve centralized and reliable shutdown of non-critical low-voltage loads. This provides a reliable basis for subsequent processing based on this state and improves the accuracy of the entire control strategy.

[0023] In conjunction with the first aspect, in some implementations of the first aspect, a vehicle control strategy is determined based on the vehicle start-up status, drivable mileage, and estimated drivable mileage of the target vehicle, including: when the vehicle start-up status indicates that the target vehicle has started, a fourth prompt message is generated based on the estimated drivable mileage and the drivable mileage. The fourth prompt message is used to prompt the user with the drivable mileage, the target location, and the estimated drivable mileage.

[0024] The vehicle control method described above provides users with current range and destination distance information when the vehicle is started, helping drivers accurately determine whether the remaining battery power is sufficient to complete the trip, thus improving the user experience.

[0025] In a second aspect, one embodiment of this disclosure provides a vehicle, including: a processor; and a memory for storing executable instructions of the processor; the processor is configured to execute the vehicle control method of the first aspect by executing the executable instructions. Attached Figure Description

[0026] The above and other objects, features, and advantages of this disclosure will become more apparent from the more detailed description of the embodiments thereof in conjunction with the accompanying drawings. The drawings are provided to further illustrate the embodiments of this disclosure and form part of the specification. They are used together with the embodiments of this disclosure to explain the disclosure and do not constitute a limitation thereof. In the drawings, the same reference numerals generally represent the same components or steps.

[0027] Figure 1 The diagram shown is a schematic flowchart of a vehicle control method provided in an embodiment of this disclosure.

[0028] Figure 2 The diagram shown is a flowchart illustrating the steps of controlling a target vehicle to enter a low-power mode in response to a fault signal from a low-voltage power converter, according to an embodiment of this disclosure.

[0029] Figure 3The diagram shown is a structural schematic of a vehicle control device provided in an embodiment of this disclosure.

[0030] Figure 4 The diagram shown is a structural schematic of a vehicle provided in an embodiment of this disclosure. Detailed Implementation

[0031] The technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, and not all embodiments. Based on the embodiments of this disclosure, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0032] In related technologies, for new energy vehicles, when the low-voltage power converter malfunctions, the vehicle is prevented from starting, and the user must wait for towing assistance. This control strategy results in the vehicle's remaining battery power not being effectively utilized. Specifically, when the low-voltage power converter malfunctions, the low-voltage or high-voltage battery often has a certain amount of residual charge, which can support the low-voltage system and maintain vehicle operation for a short period of time. However, the start-prevention strategy directly cuts off the vehicle's power output, causing the residual charge to be unable to be effectively utilized.

[0033] If the low-voltage power converter suddenly fails during driving, the user may want to move the vehicle to a repair shop by himself. However, the relevant technology will only provide the vehicle's fault information and cannot effectively assess the feasibility of short-distance emergency driving, making it impossible for the user to make a reasonable decision based on the actual situation.

[0034] To address the above problems, this disclosure provides a vehicle control method and a vehicle. The vehicle control method is applied to a target vehicle, which includes a low-voltage system and a low-voltage power converter. The vehicle control method includes: controlling the target vehicle to enter a low-power mode in response to a fault signal from the low-voltage power converter; calculating the drivable range of the target vehicle in the low-power mode based on the power status of the low-voltage system; determining the expected drivable range of the target vehicle to a target location; and determining a vehicle control strategy based on the vehicle's start-up status, drivable range, and expected drivable range.

[0035] Figure 1 The diagram shown is a schematic flowchart of a vehicle control method provided in an embodiment of this disclosure.

[0036] This disclosure first introduces the structure of a target vehicle provided in one embodiment. In this embodiment, the target vehicle includes a low-voltage system and a low-voltage power converter. The target vehicle can be a pure electric or plug-in hybrid electric vehicle, or other new energy vehicle.

[0037] A low-voltage system can be used to provide power to the low-voltage electrical network of a target vehicle. For example, a low-voltage system may include a low-voltage battery, and the low-voltage electrical network may include one or more low-voltage loads. Low-voltage loads may be controllers, sensors, instruments, lighting, entertainment systems, etc.

[0038] A low-voltage power converter can be a device or component used to convert electrical energy from a high-voltage power source (such as a battery) of a target vehicle into electrical energy suitable for a low-voltage power network. For example, a low-voltage power converter can be a DC-DC converter or other modules with voltage conversion functions.

[0039] In this embodiment of the disclosure, the target vehicle may further include a vehicle control unit (VCU). The VCU is the core control unit of the target vehicle and can communicate with other systems of the target vehicle through an onboard network (such as a CAN bus).

[0040] Optionally, the target vehicle may also include at least one of a gateway module, a central control display module, and a navigation module. Specifically, the gateway module manages the vehicle's network communication, responding to commands from the vehicle controller and controlling the operating modes of various low-voltage loads connected to it (e.g., air conditioning controller, entertainment system controller, etc.). The central control display module may integrate a touchscreen display for receiving user input (such as start-up operations, destination selection) and displaying various prompts to the user. The navigation module may be integrated into the central control display module or exist as a separate module.

[0041] Optionally, the vehicle controller may receive at least one of the following signals: a start request signal from the target vehicle, a fault status signal from the low-voltage power converter, a charge status signal from the low-voltage battery, and navigation information from the navigation module, etc., in order to implement corresponding vehicle control according to the corresponding control logic.

[0042] like Figure 1 As shown in the embodiments of this disclosure, the vehicle control method includes the following steps.

[0043] S110, in response to a fault signal from the low-voltage power converter of the target vehicle, controls the target vehicle to enter a low-power mode.

[0044] Fault signals can be generated by the control unit of the low-voltage power converter itself, the vehicle controller, or other monitoring modules, indicating that the low-voltage power converter cannot properly perform its voltage conversion and power supply functions.

[0045] Low-power mode is an operating state that consumes less power than normal operating mode. It's understandable that setting a low-power mode is for power management.

[0046] Optionally, controlling the target vehicle to enter a low-power mode can be achieved by controlling non-essential loads to stop operating during vehicle operation. These non-essential loads can include thermal management systems and entertainment assistance systems, such as electric air conditioning compressors (cooling), heaters (heating), and audio / video players.

[0047] In this embodiment of the disclosure, responding to a fault signal from the low-voltage power converter of the target vehicle, controlling the target vehicle to enter a low-power mode includes: during the operation of the vehicle controller, when the vehicle controller receives a fault signal from the low-voltage power converter, determining that the target vehicle is in a condition requiring the execution of an emergency control strategy. At this time, the vehicle controller shuts down unnecessary loads and controls the vehicle to enter a low-power mode.

[0048] S120 calculates the driving range of the target vehicle in low-power mode based on the state of charge of the low-voltage system.

[0049] Understandably, after confirming that the low-power mode has been successfully activated, the vehicle controller can further estimate how far the vehicle can travel in this low-power mode based on the power status of the low-voltage system.

[0050] In some embodiments, the state of charge (SCC) can be any parameter that reflects the current remaining energy storage capacity or available energy of the low-voltage system. For example, SCC can include the current remaining energy of the low-voltage battery in the low-voltage system.

[0051] In some embodiments, a correspondence between multiple preset power ranges and multiple preset driving ranges can be pre-established. Determining the driving range based on this correspondence can reduce computational load and accelerate response time. Specifically, calculating the driving range of the target vehicle in low-power mode based on the power status of the low-voltage system can include: obtaining the current remaining power of the low-voltage system; determining the preset power range to which the current remaining power belongs; determining the preset driving range corresponding to the preset power range based on the preset power range and the pre-established correspondence between multiple preset power ranges and multiple preset driving ranges; and determining the preset driving range as the driving range of the target vehicle in low-power mode.

[0052] In some embodiments, multiple preset load power consumption levels can be pre-defined based on the combination of low-voltage loads on the target vehicle, and a multi-dimensional correspondence between multiple preset power ranges and multiple preset load power consumption levels and multiple preset driving ranges can be established, so as to determine the driving range of the target vehicle in low power consumption mode based on the multi-dimensional correspondence.

[0053] In this embodiment of the disclosure, the driving range of the target vehicle in low-power mode is calculated based on the power status of the low-voltage system, including: determining the consumption statistics of the target vehicle in low-power mode; and calculating the driving range based on the power status and consumption statistics of the low-voltage system.

[0054] The power consumption statistic represents the expected power consumption of a target vehicle per unit distance when traveling in low-power mode. It is the core conversion coefficient between power status and driving range and is a pre-calibrated parameter.

[0055] Determining the power consumption statistics of the target vehicle in low-power mode can be achieved by the vehicle controller retrieving a predefined power consumption statistic from internal memory or calibration data.

[0056] Optionally, the values ​​of the consumption statistics can be obtained based on standard tests of real vehicles, or they can be dynamically updated with historical energy consumption data during vehicle use.

[0057] Specifically, during the vehicle development phase, real-world road tests are conducted by simulating a low-voltage power converter failure and entering a low-power mode. The amount of low-voltage battery power consumed over a certain distance under different operating conditions is statistically analyzed, and the average power consumption per unit distance is calculated and defined as the consumption statistic. During vehicle use, actual energy consumption data in low-power mode is recorded, and this consumption statistic is dynamically updated to better reflect the user's actual driving habits and environment.

[0058] In this embodiment of the disclosure, the driving range is calculated based on the power status and consumption statistics of the low-voltage system, including: determining the driving range by the quotient of the current power status and consumption statistics of the low-voltage system.

[0059] In some embodiments, the state of charge can also be the state of charge (SOC), which is typically expressed as a percentage and is provided by the target vehicle's battery management system.

[0060] Consumption statistics can be the State of Charge (SOC) consumed per unit distance traveled. Correspondingly, determining the consumption statistics of a target vehicle in low-power mode can include: before the vehicle leaves the factory, engineers calibrate the system to determine the average SOC consumed per unit distance traveled in low-power mode. For example, if the target vehicle consumes an average of 5% of the low-voltage battery SOC per kilometer traveled in low-power mode, this 5% / km consumption statistic is written into the memory of the vehicle controller.

[0061] Furthermore, based on the state of charge and consumption statistics of the low-voltage system, the driving range is calculated, including: the vehicle controller obtains the current state of charge of the low-voltage battery (e.g., SOC is 60%), and then uses the determined consumption statistics (5% / km) to determine the driving range as 12 km.

[0062] In some embodiments, the consumption statistics can also be theoretically calculated in conjunction with the specific configuration of the target vehicle (such as the closed load list, vehicle load, ambient temperature, etc.). For example, in low-temperature environments, the consumption statistics may increase due to increased battery internal resistance and increased heating load; the vehicle controller can select the corresponding consumption statistics for calculation based on the current ambient temperature, thereby improving the accuracy of the estimated mileage.

[0063] S130, determine the estimated distance the target vehicle will travel to the target location.

[0064] The destination can be the final point the user intends to reach by driving the vehicle, or it can be a nearby service center (4S shop), home address, or parking lot. For example, the destination can be an address manually entered by the user, or it can be a proactively recommended destination based on mileage and the current location of the target vehicle.

[0065] The estimated mileage can be an estimate of the road distance required to travel from the target vehicle's current location to the target location.

[0066] Alternatively, the estimated driving distance can be calculated based on the actual road network.

[0067] In some embodiments, the target location can be selected by the user through the central control display module.

[0068] In some embodiments, determining the estimated mileage of the target vehicle to the target location may include: obtaining the route through the target vehicle's built-in navigation system, or calculating it based on real-time traffic information from a cloud server.

[0069] Specifically, in-vehicle navigation systems primarily rely on local map data and pre-set road network information for route planning, and their mileage calculations are typically based on path length, making them static. In contrast, cloud servers can acquire real-time traffic information (e.g., congestion, construction, accidents, or temporary traffic control) and, combined with the vehicle's current location, destination, and traffic flow data for the current time period, dynamically calculate the estimated mileage. This calculation more closely approximates real-world driving scenarios. Furthermore, by sending the vehicle's location and destination to the cloud server, where route planning and mileage calculation are completed, and then the results are sent back to the vehicle, the computational burden on the in-vehicle controller is reduced.

[0070] S140 determines the vehicle control strategy based on the target vehicle's startup status, mileage, and estimated mileage.

[0071] Vehicle start status can be information used to indicate whether the target vehicle has started and is in motion.

[0072] It is understandable that different control strategies should be adopted when the target vehicle is in a non-started state or a moving state: when the vehicle is stationary, taking intervention strategies on the vehicle's starting authority will not threaten driving safety; therefore, when it is determined that the target vehicle cannot safely reach the target location based on the mileage and the estimated mileage, a warning message can be issued to the user or the vehicle can be directly prohibited from starting, in order to avoid the vehicle being driven on the road with defects.

[0073] During vehicle operation, the user should take the lead in controlling the vehicle. Therefore, the strategy should primarily be based on prompts, providing the user with the remaining mileage and estimated mileage, in order to retain the user's control and enable them to safely control the vehicle according to the prompts.

[0074] In this embodiment, by responding to the start request signal and the fault signal of the low-voltage power converter, the vehicle actively enters a low-power state to reduce unnecessary power consumption, thereby concentrating the limited power on maintaining driving functions and extending the driving range of the low-voltage system after a fault. Furthermore, the remaining power is used to estimate the driving range, providing a quantitative basis for determining whether the vehicle has emergency mobility capabilities. Finally, a control strategy is formulated by combining the vehicle start status and the estimated driving range, so that the vehicle may still be able to drive to a repair shop or other safe location after the low-voltage power converter fails, thus improving the reliability of vehicle control.

[0075] The following sections introduce vehicle control strategies for different states of the target vehicle.

[0076] In some embodiments, a vehicle control strategy is determined based on the vehicle start-up status, drivable mileage, and expected drivable mileage of the target vehicle, including: when the vehicle start-up status indicates that the target vehicle has started, generating a fourth prompt message based on the expected drivable mileage and drivable mileage.

[0077] The fourth prompt message can be generated by the vehicle controller and presented to the user through the human-machine interface while the vehicle is running. This fourth prompt message can provide real-time driving information assistance, helping users understand the relationship between current range and distance to their destination, thereby allowing them to rationally plan their driving behavior (such as changing destinations or adjusting speed) and ensure safe arrival at their destination before the battery runs out.

[0078] Optionally, if the target vehicle is in motion and a fault signal is received from the low-voltage power converter, the target vehicle is controlled to enter a low-power mode, and a corresponding fault warning message is sent to the user. Next, the SOC of the low-voltage battery is monitored, and based on the consumption statistics in low-power mode, the remaining driving range is calculated, as well as the estimated driving range between the target vehicle's current location and the target location. Based on the above information, a fourth warning message is generated, which includes at least the remaining driving range, the target location, and the estimated driving range from the current location to the target location. This estimated driving range can be updated in real time as the vehicle moves, or, to conserve low-voltage battery power, the estimated driving range can be calculated only once.

[0079] Optionally, the fourth prompt can be presented to the user in the form of text or graphics. For example, the navigation interface can display the target location and the corresponding estimated driving distance, and provide current driving distance prompts via pop-up windows or voice prompts.

[0080] Optionally, the fourth prompt message may also include supplementary suggestions or warnings. For example, when the ratio of the remaining driving range to the estimated driving range is lower than a certain safety threshold (such as 1.2 times), the vehicle controller may add guiding text such as "Remaining battery power is low, please control the vehicle speed appropriately" to the fourth prompt message to remind the user to take energy-saving measures.

[0081] The vehicle control method in this embodiment provides the user with the current range and the estimated driving distance to the target location when the vehicle has been started, helping the driver to accurately determine whether the remaining battery power is sufficient to complete the trip, thus improving the accuracy of the vehicle control strategy.

[0082] In some embodiments, a vehicle control strategy is determined based on the vehicle start-up status, drivable mileage, and expected mileage of the target vehicle, including: when the vehicle start-up status indicates that the target vehicle has not started, determining whether to allow the target vehicle to start based on a comparison between the drivable mileage and the expected mileage.

[0083] It is understood that in this embodiment of the disclosure, "allowing startup" is a logical state or control flag generated by the vehicle controller after comparing the mileage available with the estimated mileage. It indicates that the target vehicle can enter the startup process and does not directly trigger the vehicle's startup action, but rather provides a permission condition for subsequent actions. For example, after the system determines that startup is allowed, it generates a prompt message to guide the user to operate again, and executes the startup action upon receiving a startup request, thereby improving the reliability of the startup process.

[0084] Specifically, if the target vehicle is not started when the vehicle's running status indicates it is not, and the remaining driving range is greater than the expected driving range, it means the current battery level is sufficient to allow the target vehicle to reach its destination. Therefore, the vehicle controller determines that starting the target vehicle is permitted. Conversely, if the remaining driving range is less than the expected driving range, it means the current battery level is insufficient to allow the target vehicle to reach its destination. Therefore, the vehicle controller determines that starting the target vehicle is not permitted.

[0085] Optionally, the startup process may include powering on the high-voltage system and initializing the motor controller.

[0086] The vehicle control method in this embodiment determines whether to allow starting based on a comparison between the available mileage and the expected mileage when the vehicle is not started. This provides a clear mileage basis for the starting decision and reduces the risk of breakdown due to insufficient battery power.

[0087] As an optional implementation, determining whether to allow the target vehicle to start based on a comparison between the available mileage and the estimated mileage includes: if the available mileage is greater than the estimated mileage, determining that the target vehicle can be started and generating a first prompt message to prompt the user to start the target vehicle; if the available mileage is less than the estimated mileage, determining that the target vehicle cannot be started and generating a second prompt message to prompt the user to select a new target location.

[0088] The first prompt message can be used to inform the user that the system has determined that the battery is sufficient and to guide the user to perform the next startup operation.

[0089] In some embodiments, the first prompt information may be a prompt generated by the vehicle controller and presented to the user through the human-machine interface after it is determined that startup is permitted.

[0090] Optionally, if the available driving range exceeds the expected driving range, the system determines that starting is permitted and generates a first prompt message, including: the vehicle controller compares the available driving range with the expected driving range. When it is determined that the available driving range exceeds the expected driving range, the vehicle controller first internally sets a start-permit flag, indicating that the current conditions meet the start-up requirements. Simultaneously, to inform the user of this decision, the vehicle controller generates a first prompt message and presents it to the user through the central control display module, instrument panel, or voice broadcast system.

[0091] The second prompt message can be used to inform the user that the current battery level is insufficient to reach the selected destination and guide the user to select a new destination. For example, the second prompt message can be a text prompt such as "The current battery level is insufficient to navigate to the destination, please select again" or "Battery level is low, please select a nearby repair station", or it can be supplemented with sound or icons.

[0092] Optionally, if the remaining driving range is less than the expected driving range, the system determines that starting is not allowed and generates a second prompt message. This includes: the vehicle controller comparing the remaining driving range with the expected driving range. When it is determined that the remaining driving range is less than the expected driving range, the vehicle controller first internally sets a "start not allowed" flag, locking the start function to ensure that the target vehicle cannot be started in this state. Simultaneously, to inform the user of this decision and subsequent operational suggestions, the vehicle controller generates a second prompt message and presents it to the user through the central control display module, instrument panel, or voice broadcast system.

[0093] The new target location can be a different geographical location that the user selects after receiving the second prompt.

[0094] In some embodiments, after generating the second prompt message, the vehicle controller can enter a waiting state. When the user sees the second prompt message and determines that a reselection is needed, they will re-search for or select a closer target location. After detecting the new target location selection instruction, the vehicle controller or navigation module obtains the estimated driving distance corresponding to the new target location and re-compares it with the available driving distance, forming a cyclical judgment. If the new estimated driving distance is less than or equal to the available driving distance, it is determined that activation is allowed; if it is still greater than the available driving distance, the user is prompted to reselect.

[0095] For example, the vehicle controller calculates the remaining driving range to be 12 kilometers, while the estimated driving range of the target service station selected by the user is 15 kilometers. Therefore, the vehicle controller determines that 12 kilometers is less than 15 kilometers, disallows starting, and generates a text message "Current battery level cannot navigate to the destination, please select again" (i.e., the second prompt message), which is displayed on the central control screen. At this time, the vehicle cannot be started. After seeing this prompt, the user returns to the navigation interface and finds another service station 8 kilometers away. The user selects this 8-kilometer service station as the new target location. The navigation module calculates the estimated driving range of the new target location to be 8 kilometers and sends it to the vehicle controller. The vehicle controller re-compares the remaining driving range (12 kilometers) with the new estimated driving range (8 kilometers), determines that 12 kilometers is greater than 8 kilometers, allows starting, and generates the first prompt message to guide the user to start the vehicle.

[0096] The vehicle control method in this embodiment employs a startup process that first prompts the user, then requires user confirmation before execution, when it is determined that starting the target vehicle is permissible. This ensures proactive vehicle control while respecting the driver's ultimate operational authority, thus improving the safety of the startup process. When it is determined that starting the target vehicle is not permissible, a second prompt clearly informs the user of the reason for the low battery level and guides the user to select a new target location. This allows the user to quickly understand the current situation and take appropriate countermeasures, reducing unnecessary user operations.

[0097] To make the selection of target locations by users more efficient and reasonable throughout the entire emergency response process, this disclosure provides an optional embodiment, the specific implementation of which is described below.

[0098] In some embodiments, the vehicle control method further includes: generating a third prompt message indicating drivable mileage so that the user can issue a selection command for a target location based on the drivable mileage; and determining the target location in response to the selection command for the target location.

[0099] The third prompt message can be any information generated by the vehicle controller or related control modules and presented to the user through the human-machine interface. For example, the third prompt message can be presented to the user through the central control display module, the instrument panel, or the voice broadcast system.

[0100] Understandably, the core message of this third prompt is to inform the user how far the vehicle can travel in the current low-power mode, and to guide the user to use this information to select their destination.

[0101] Optionally, the third prompt message can be used to inform the user of the vehicle's remaining driving range in the current fault state and low-power mode, so that the user can make subsequent decisions based on this information. For example, the third prompt message can directly include the driving range value, or it can include other guiding content based on that value.

[0102] Optionally, the third prompt information may take the form of text prompts, graphic prompts, and / or voice prompts.

[0103] Optionally, the third prompt message can be presented after the calculation is completed, or after confirming that the low-power mode has been stably enabled.

[0104] The target location selection command can be an input signal or data issued by the user through the human-machine interface to specify or confirm a target location. This selection command can be generated from various user operations, such as: the user clicking to select a repair shop or 4S store on the navigation map of the central control display module; the user entering an address in the search bar and confirming it; the user selecting one from the system's recommended candidate location list; or the user speaking the name of the target location via voice input. This selection command is the basis for the vehicle controller to determine the target location.

[0105] In some embodiments, determining a target location in response to a target location selection instruction may include: after receiving a third prompt message, the user selects / inputs a target location through a human-machine interface based on the drivable mileage information contained therein, thereby generating a target location selection instruction for the selection / input operation, which is then sent to the vehicle controller or navigation module; upon receiving the selection instruction, the vehicle controller or navigation module parses the target location information contained therein (e.g., location name, coordinates, etc.) and determines it as the target location.

[0106] For example, after the vehicle controller calculates the remaining driving range A to be 12 kilometers, it generates a text message: "DC-DC fault, please navigate to a service station for repair. Estimated remaining driving range: 12 kilometers." This message is sent to the central control display module and displayed on the screen. Upon seeing this message, the user learns that the vehicle can still travel approximately 12 kilometers. They then search for a service station within this range on the navigation map. Noticing that service station C is approximately 8 kilometers away, the user clicks on the C service station icon and confirms the selection. The central control display module sends this selection instruction (including the coordinates and name of service station C) to the vehicle controller. The vehicle controller then identifies service station C as the target location.

[0107] The vehicle control method in this embodiment guides users to select a target location based on their mileage, thereby reducing the probability of users choosing an excessively distant destination from the outset. This reduces the frequency of subsequent restart failures due to insufficient battery power, improving the smoothness of the entire emergency process and the user experience.

[0108] To further guide users to quickly locate suitable repair service resources, the system can proactively pre-filter candidate locations based on their driving range and present them to the user, allowing them to make a selection without having to search manually. The specific implementation is described below.

[0109] In this embodiment of the disclosure, generating third prompt information about drivable mileage includes: determining at least one candidate location based on drivable mileage, the candidate location including a repair station of the target vehicle; and generating third prompt information including drivable mileage and candidate locations.

[0110] Candidate locations can be one or more geographical locations that are actively filtered based on drivable mileage and other relevant conditions (such as the vehicle's current location, map data, etc.) and can be selected by the user as the target location.

[0111] Optionally, the selection criteria for candidate locations may be: the distance (or estimated driving distance) between the candidate location and the vehicle's current location does not exceed the driving range.

[0112] Alternatively, candidate locations may also include charging stations, secure parking areas, etc.

[0113] Alternatively, the repair station can be a professional organization or place that can provide fault diagnosis, repair and maintenance services for the target vehicle.

[0114] In some embodiments, determining at least one candidate location based on drivable mileage includes: after the vehicle controller calculates the drivable mileage, the vehicle controller obtains the vehicle's current location coordinates and the location coordinates of various service stations in a map database, and calculates or estimates the mileage distance between them. Service stations whose mileage distance (or estimated distance) is less than or equal to the drivable mileage are identified as candidate locations.

[0115] Optionally, the execution module that determines at least one candidate location based on drivable mileage can also be a navigation module or a communication module that connects to a cloud-based map service.

[0116] The third prompt can include a numerical value of the drivable mileage and a complete prompt of one or more candidate locations, and is presented to the user through a human-computer interaction interface.

[0117] The third prompt information can be displayed in the form of a list showing candidate locations and their respective mileage information, or marked on a map with markers indicating the location and reachability of candidate locations for users to view and select intuitively.

[0118] Furthermore, the central control display module shows the following third prompt: "DC-DC fault, estimated driving range 12 kilometers. The following service stations are available: Service Station C (approximately 8 kilometers), Service Station D (approximately 10 kilometers). Please select the service station to go to." After seeing this first prompt, the user can directly click to select Service Station C or Service Station D as the target location without having to search or enter an address manually.

[0119] The vehicle control method in this embodiment actively filters eligible repair stations as candidate locations based on the drivable mileage and presents both the drivable mileage and the candidate location list to the user. This eliminates the need for users to manually search and compare distances, significantly simplifying the operation and reducing the difficulty of selection. Simultaneously, it prevents users from selecting excessively distant destinations due to inaccurate distance estimations, thus improving the system's intelligence and user experience.

[0120] To make the estimated mileage more accurate, this disclosure provides an optional embodiment in which a navigation route from the vehicle's current location to the target location is established, and the estimated mileage is determined based on the navigation route, thereby improving the accuracy of mileage data and the reliability of decision-making basis. The specific implementation is as follows.

[0121] In this embodiment of the disclosure, determining the estimated travel distance of the target vehicle to the target location includes: establishing a navigation route between the target location and the current location of the target vehicle using the location coordinates of the target location and the target vehicle as waypoints; and determining the estimated travel distance based on the navigation route.

[0122] Location coordinates can be geographic coordinate information used to identify a specific spatial location. For example, location coordinates can be a combination of latitude and longitude coordinates provided by the Global Positioning System (GPS) or the BeiDou Navigation Satellite System. In this embodiment of the disclosure, the location coordinates of the target vehicle can be obtained in real time by the vehicle's built-in positioning module and can be sent to the vehicle controller or navigation module via an in-vehicle network (such as a CAN bus).

[0123] Waypoints can be reference locations used to construct a navigation route. In this embodiment of the disclosure, waypoints include at least two: a start point and an end point. The start point is the current location of the target vehicle, and the end point is the target location specified by the user.

[0124] In some embodiments, waypoints may also include intermediate waypoints.

[0125] In this embodiment of the disclosure, the navigation route can be one or more drivable paths that are calculated by the navigation module based on the actual road network and through a path planning algorithm, connecting the starting point (i.e., the current position of the vehicle) and the ending point (i.e., the target location).

[0126] In this embodiment of the disclosure, a navigation route is established between the target location and the current location of the target vehicle, using the location coordinates of the target location and the target vehicle as waypoints. This includes: after the vehicle controller (or the navigation module connected to it) obtains the current GPS location coordinates of the target vehicle (as the starting point) and the target location coordinates set by the user (as the ending point), it calls the internal path planning algorithm to calculate one or more feasible paths from the starting point to the ending point on the road network of the digital map, and determines these feasible paths as navigation routes.

[0127] In some embodiments, determining the expected mileage based on the navigation route includes: using a set of consecutive waypoints included in each navigation route, calculating the total mileage of the route by accumulating the segment lengths corresponding to each waypoint.

[0128] In some embodiments, each navigation route may also include information such as the estimated travel time for each road segment and real-time traffic conditions, which can assist in the selection of navigation routes.

[0129] In some embodiments, each navigation route may include multiple waypoints (including a starting point, intermediate points, and an ending point), the length of each road segment, the estimated travel time, and traffic conditions.

[0130] In some embodiments, the estimated mileage can be obtained by summing the lengths of the road segments corresponding to each waypoint in the route.

[0131] The vehicle control method in this embodiment determines the expected driving mileage based on the actual passable road network and navigation system, making the expected driving mileage more realistic and reliable, providing an accurate benchmark for subsequent comparison with the drivable mileage, thereby enhancing the reliability of the start-up decision.

[0132] Considering that navigation systems may have multiple feasible route options when planning paths, such as expressways, main roads, or side roads, there are several different paths from the current location to the destination. To further improve the success rate of vehicles reaching their destination under limited low-voltage power conditions, this disclosure further provides the following solutions.

[0133] In this embodiment of the disclosure, there are multiple navigation routes. Based on the navigation routes, the estimated driving mileage is determined by: selecting the shortest mileage from the multiple navigation routes as the target navigation route; and determining the mileage of the target navigation route as the estimated driving mileage.

[0134] Multiple navigation routes refer to two or more different drivable paths calculated by the navigation system from the same starting point (the vehicle's current location) and destination (the target location) using path planning algorithms. These routes may have different total distances due to differences in the selected roads, driving directions, or intermediate stops. For example, from the vehicle's current location to the target repair station, there might be a route via an urban expressway, a route via a main road, and a route via a side road, each with a different total length.

[0135] In this embodiment of the disclosure, the shortest navigation route can refer to the route with the smallest total driving distance (the sum of the road lengths from the starting point to the destination) among multiple navigation routes. Correspondingly, selecting the shortest route from multiple navigation routes as the target navigation route includes: when the navigation module plans multiple different navigation routes for the same pair of starting points (the vehicle's current location) and ending points (the target location), the vehicle controller (or the navigation module itself) acquires the total mileage data of each navigation route one by one, and through numerical comparison, selects the navigation route with the smallest total mileage data, and determines this route as the target navigation route. Further, the total mileage data of the target navigation route is determined as the estimated driving mileage.

[0136] The vehicle control method in this embodiment, by using the navigation route with the shortest mileage as the estimated driving distance, can minimize the requirement for the vehicle's remaining battery power while ensuring that the destination can be reached. This maximizes the probability that the vehicle can successfully start and drive to the destination, thereby improving the availability of the emergency plan and user satisfaction.

[0137] In some embodiments, mileage and time can be considered together to select the optimal route as the target navigation route. Specifically, in this scheme, the shortest mileage is not used as the sole criterion. Instead, a comprehensive evaluation function is introduced, which takes into account factors such as mileage, estimated travel time, and road condition weights, and selects the route with the best comprehensive score as the target navigation route.

[0138] In some embodiments, the route selected by the user can also be used as a reference.

[0139] Specifically, when multiple navigation routes are planned, the mileage information (along with optional travel time, road conditions, etc.) of all routes can be presented to the user first. The user can then actively select one of the routes as the target navigation route based on their preferences (e.g., prioritizing time, road conditions, mileage, etc.). The mileage of the user-selected route is then determined as the estimated travel distance.

[0140] For example, the navigation module plans multiple navigation routes and sends information such as the mileage and estimated travel time of each route to the central control display module; the central control display module displays this route information to the user in the form of a list or map markers; the user selects one of the routes as the target navigation route through a touch screen or voice command; the central control display module or the navigation module sends the mileage of the user-selected route as the estimated travel mileage to the vehicle controller; so that the vehicle controller compares the available travel mileage with the estimated travel mileage of the user-selected route and determines whether to allow the start based on the comparison result.

[0141] The vehicle control method in this embodiment optimizes power utilization and improves the success rate and safety of emergency driving by selecting the shortest path among multiple feasible navigation routes, even with limited power.

[0142] Figure 2 The diagram shown is a flowchart illustrating the steps of controlling a target vehicle to enter a low-power mode in response to a fault signal from a low-voltage power converter, according to an embodiment of this disclosure. Figure 2 As shown, in response to a fault signal from the low-voltage power converter, controlling the target vehicle to enter a low-power mode includes the following steps.

[0143] S210, in response to a fault signal from the low-voltage power converter, acquires vehicle status information of the target vehicle and fault status of the low-voltage power converter.

[0144] Vehicle status information can be a set of parameters reflecting the current operating status of various key systems or components of the target vehicle, used to comprehensively assess the overall health status and operating environment of the target vehicle. Before entering low-power mode, it is necessary to confirm that all components are in a fault-free state to ensure the reliability of the vehicle for emergency driving.

[0145] In this embodiment of the disclosure, the vehicle status information includes at least one of the following: motor controller status, battery management system status, charging gun connection status, and vehicle mode status.

[0146] Specifically, a motor control unit (MCU) can be a controller used to control a drive motor, and the motor control unit status can indicate the current operating status of the MCU. This motor control unit status can include normal, fault, communication interruption, etc.

[0147] The Battery Management System (BMS) manages the high-voltage power battery system, and its status indicates the current operating condition of the BMS. Before entering low-power mode, it is necessary to ensure that the BMS is in a fault-free state to ensure that the high-voltage power battery can provide stable power to the drive motor, guaranteeing the reliability of the power source for the vehicle during emergency driving.

[0148] The charging gun connection status indicates the current connection status between the charging gun and the vehicle. Before entering low-power mode, it is necessary to ensure that the charging gun is disconnected to prevent the vehicle from being moved during charging, thus preventing damage to the charging equipment or causing safety accidents.

[0149] Vehicle mode status refers to the specific operating mode currently in which the target vehicle is located. This vehicle mode status can include Over-the-Air (OTA) upgrade mode, maintenance mode, factory mode, normal mode, etc. Specifically, before entering low-power mode, it is necessary to confirm that the vehicle is not in an abnormal state such as OTA upgrade mode or maintenance mode to avoid logical conflicts or functional abnormalities that may be caused by executing emergency driving procedures in special modes.

[0150] In some embodiments, in response to a fault signal from the low-voltage power converter, the vehicle controller acquires vehicle status information and the fault status of the low-voltage power converter. This includes: after receiving the fault signal from the low-voltage power converter, the vehicle controller sends a status query request to relevant systems via the vehicle network (such as the CAN bus) or receives status messages periodically broadcast by each system to acquire multiple vehicle status information, including the motor controller status, battery management system status, charging gun connection status, and vehicle mode status. Simultaneously, the vehicle controller also acquires the fault status of the low-voltage power converter itself (such as fault level, fault code, etc.).

[0151] S220: When the vehicle status information indicates that the target vehicle is drivable and the fault level corresponding to the fault condition is within the preset level range, the target vehicle is controlled to enter a low power consumption mode.

[0152] Optionally, if based on vehicle status information it is determined that the motor controller is fault-free, the battery management system is fault-free, the charging gun is not connected, the vehicle is not in OTA mode and not in maintenance mode, then the target vehicle can be considered to be in a drivable state.

[0153] Fault levels can be classified according to the degree to which a fault affects vehicle functionality. For example, fault levels can be divided into Level 1, Level 2, and Level 3 faults. Level 1 faults typically indicate minor faults that do not affect driving safety, while Level 2 and Level 3 faults typically indicate more serious faults that affect vehicle driving safety.

[0154] The preset fault level range includes all fault levels that can trigger subsequent control procedures. The triggering condition is only met when the fault level of the low-voltage power converter falls within the preset fault level range. For example, the preset fault level range can be set to level two and level three faults.

[0155] Specifically, the vehicle controller compares the collected vehicle status information with internally stored preset conditions to determine whether the target vehicle is drivable; and to determine the fault level corresponding to the fault condition and whether the fault level falls within the preset level range. Only when the target vehicle is determined to be drivable and the fault level falls within the preset level range will the vehicle controller determine that it is safe to execute the emergency procedure and issue a request command to enter the low-power mode. If any of the preset conditions are not met, the low-power mode will not be entered.

[0156] In this embodiment of the disclosure, controlling the target vehicle to enter a low-power mode includes: generating a low-power mode request and sending it to the gateway module of the target vehicle, so that the gateway module shuts down other non-critical loads in the target vehicle except for driving-critical loads based on the low-power mode request; receiving a feedback signal from the gateway module; and confirming that the target vehicle has entered a low-power mode based on the feedback signal.

[0157] Optionally, the low-power mode request can be a CAN bus message containing a mode identifier.

[0158] Critical loads for driving can include loads that must maintain power supply to ensure driving safety, such as drive motor controllers, brake controllers, and power steering controllers; non-critical loads can include loads that can be temporarily turned off in low-power mode, such as seat heating, ambient lighting, and passenger entertainment screens; feedback signals refer to the response messages sent by the gateway module to the vehicle controller after completing the load management operation to confirm the current low-power mode status.

[0159] Specifically, after determining that preset conditions are met, the vehicle controller generates a low-power mode request and sends it to the gateway module via the in-vehicle network. Upon receiving the request, the gateway module parses and executes a predefined load management strategy, identifying which loads are critical (requiring continued power) and which are non-critical (can be shut down). It then shuts down all non-critical loads by sending hibernation commands or cutting off power supply circuits, while ensuring that critical loads continue to operate normally. After completing all load management operations, the gateway module sends a feedback signal to the vehicle controller, which confirms that the target vehicle has successfully entered low-power mode based on this signal.

[0160] The vehicle control method in this embodiment sends a low-power mode request to the gateway module and receives a feedback signal indicating that the request has been completed. By utilizing the vehicle's existing gateway module, it achieves centralized and reliable shutdown of non-critical low-voltage loads, thereby providing a reliable premise for subsequent processing based on this state and improving the accuracy of the entire control strategy.

[0161] It should be noted that the method of controlling the target vehicle to enter low-power mode is not limited to the above-mentioned centralized management solution through the gateway module. It can also be achieved by sending control commands to each non-critical load to shut down non-critical loads. For example, the vehicle controller can directly send shutdown commands to non-critical loads such as the air conditioning and entertainment system through wired connection or independent network communication, controlling them to shut down one by one to enter the low-power state.

[0162] However, compared to solutions that control each non-critical load separately, the above embodiment uses the gateway module as the management hub for controlling each non-critical load, which effectively reduces the computational and communication burden on the vehicle controller and simplifies the control logic. Since the gateway module itself is responsible for managing the vehicle network communication, its unified execution of load shutdown commands enables centralized management and status monitoring of each non-critical load.

[0163] The above embodiments illustrate the vehicle control method in detail. The following describes in detail the specific process of controlling a non-started new energy vehicle based on the above vehicle control method.

[0164] In this embodiment, the new energy vehicle includes a vehicle controller (VCU), a DC-DC converter, a 12V low-voltage battery, a gateway module (GW), and a central control display module with navigation functionality. The DC-DC converter is used to charge the 12V battery and supply power to low-voltage loads during high-voltage system operation. The vehicle controller internally stores a consumption statistic for a low-power mode, representing the percentage of 12V battery power consumed per kilometer traveled in low-power mode, for example, 5% / km.

[0165] The vehicle controller detected a level 2 fault in the DC-DC converter and sent a request to the gateway module, asking the vehicle to enter a low-power mode.

[0166] Before sending a low-power mode request, the vehicle controller performs a series of precondition checks, including: detecting a level 2 fault in the DC-DC converter; simultaneously, detecting that the motor controller (MCU) and battery management system (BMS) are fault-free, the charging guns are not connected, and the vehicle controller is neither in OTA upgrade mode nor in maintenance mode. Only when all the above conditions are met will the vehicle controller send a low-power mode request to the gateway module.

[0167] After receiving a low-power mode request from the vehicle controller, the gateway module executes a predefined load management strategy: it controls the energy-saving device to shut down comfort-related loads, such as seat heating, ambient lighting, and the entertainment system, while retaining only loads essential for driving performance, such as the drive motor controller, brake controller, and power steering controller. After completing the low-power instructions, the gateway module reports the low-power mode status back to the vehicle controller, indicating that it is enabled.

[0168] After the vehicle controller detects that the low-power mode status sent by the gateway module is enabled, it calculates the driving range A that the current 12V battery SOC can support based on the current SOC level and the pre-stored low-power mode consumption statistics. For example, if the current SOC is 60% and the consumption statistics are 5% / km, then the driving range A is 12 kilometers.

[0169] After calculating the remaining driving range A, the vehicle controller sends a signal to the central control display module, displaying the message: "DC-DC fault, please navigate to the repair shop for maintenance. Estimated remaining driving range A." Upon seeing this message, the user selects either the repair shop or a 4S dealership as their destination on the navigation interface of the central control display module. The central control display module then sends the user-selected destination information to the navigation module for route planning and sends the calculated navigation range B to the vehicle controller.

[0170] After receiving the navigation mileage B, the vehicle controller compares the remaining driving range A with the navigation mileage B. If A is greater than B, it means the current battery power is sufficient to drive the vehicle to its destination, and the vehicle controller sends a prompt message "Please start the vehicle" to the central control display module. Subsequently, when the vehicle controller receives a power mode of ON and a local start request, it executes the local start procedure, and the vehicle starts successfully. After successful start, the central control display module further displays the prompt message "Please follow the navigation route to your destination" to guide the user to drive safely.

[0171] If A is less than B, it means that the current battery level is insufficient to drive the vehicle to the selected destination. The vehicle controller sends a message to the central control display module: "Current battery level is insufficient to navigate to the destination. Please select again," guiding the user to choose a closer destination. Within one power-on cycle, the vehicle controller sends this type of message to the central control display module a maximum of three times to avoid repeated invalid attempts by the user.

[0172] The method embodiments of this disclosure have been described in detail above. The following, in conjunction with... Figure 3 The present disclosure provides a detailed description of the apparatus embodiments. Furthermore, it should be understood that the descriptions of the method embodiments correspond to the descriptions of the apparatus embodiments; therefore, any parts not described in detail can be found in the foregoing method embodiments.

[0173] Figure 3 The diagram shown is a structural schematic of a vehicle control device provided in an embodiment of this disclosure. Figure 3 As shown, the vehicle control device provided in this embodiment includes: a control module 301, a first determining module 302, a second determining module 303, and a third determining module 304.

[0174] The control module 301 is configured to control the target vehicle to enter a low-power mode in response to a fault signal from the low-voltage power converter; the first determining module 302 is configured to calculate the mileage of the target vehicle in the low-power mode based on the power status of the low-voltage system; the second determining module 303 is configured to determine the expected mileage of the target vehicle to the target location; and the third determining module 304 is configured to determine the vehicle control strategy based on the vehicle start-up status, mileage, and expected mileage of the target vehicle.

[0175] In some embodiments, the third determining module 304 is further configured to determine whether to allow the target vehicle to start, based on a comparison between the drivable mileage and the expected mileage, when the vehicle start-up status indicates that the target vehicle has not started.

[0176] In some embodiments, the third determining module 304 is further configured to: determine that starting the target vehicle is permitted when the drivable mileage is greater than the expected drivable mileage, and generate a first prompt message, the first prompt message being used to prompt the user to start the target vehicle; and determine that starting the target vehicle is not permitted when the drivable mileage is less than the expected drivable mileage, and generate a second prompt message, the second prompt message being used to prompt the user to select a new target location.

[0177] In some embodiments, the control module 301 is further configured to generate a third prompt message indicating drivable mileage so that the user can issue a target location selection command based on the drivable mileage; and to determine the target location in response to the target location selection command.

[0178] In some embodiments, the second determining module 303 is further configured to establish a navigation route between the target location and the current location of the target vehicle, using the location coordinates of the target location and the target vehicle as waypoints; and to determine the expected mileage based on the navigation route.

[0179] In some embodiments, the second determining module 303 is further configured to select the shortest mileage from multiple navigation routes as the target navigation route; and determine the mileage of the target navigation route as the expected driving mileage.

[0180] In some embodiments, the first determining module 302 is further configured to determine the power consumption statistics of the target vehicle in low power mode, wherein the power consumption statistics represent the expected power consumption of the target vehicle per unit distance traveled in low power mode; and calculate the drivable mileage based on the power status of the low-voltage system and the power consumption statistics.

[0181] In some embodiments, the control module 301 is further configured to, in response to a fault signal of the low-voltage power converter, acquire vehicle status information of the target vehicle and fault condition of the low-voltage power converter, wherein the vehicle status information includes at least one of motor controller status, battery management system status, charging gun connection status and vehicle mode status; and control the target vehicle to enter a low-power mode when the vehicle status information indicates that the target vehicle is in a drivable state and the fault level corresponding to the fault condition meets a preset level.

[0182] In some embodiments, the control module 301 is further configured to generate a low-power mode request and send it to the gateway module of the target vehicle, so that the gateway module, based on the low-power mode request, shuts down other non-critical loads in the target vehicle except for driving-critical loads; receives a feedback signal from the gateway module; and confirms that the target vehicle has entered a low-power mode based on the feedback signal.

[0183] In some embodiments, the third determining module 304 is further configured to generate a fourth prompt message based on the estimated mileage and the mileage when the vehicle start-up status indicates that the target vehicle has started. The fourth prompt message is used to prompt the user with the mileage, the target location and the estimated mileage.

[0184] Below, for reference Figure 4 To describe a vehicle according to an embodiment of this disclosure. Figure 4 The diagram shown is a structural schematic of a vehicle provided in an exemplary embodiment of this disclosure. Figure 4 As shown, vehicle 40 includes one or more processors 401 and memory 402.

[0185] The processor 401 may be a central processing unit (CPU) or other form of processing unit with data processing and / or instruction execution capabilities, and may control other components in the vehicle 40 to perform desired functions.

[0186] The memory 402 may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. Volatile memory may include, for example, random access memory (RAM) and / or cache memory. Non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 401 may execute the program instructions to implement the vehicle control methods of the various embodiments of this disclosure described above and / or other desired functions. Various contents, such as port allocation algorithms, load balancer resource instances, and development machine resource instances, may also be stored in the computer-readable storage medium.

[0187] In one example, vehicle 40 may also include input device 403 and output device 404, which are interconnected via a bus system and / or other forms of connection mechanism (not shown).

[0188] The input device 403 may include, for example, a keyboard, a mouse, etc.

[0189] The output device 404 can output various information to the outside, including port allocation algorithms, load balancer resource instances, development machine resource instances, etc. The output device 404 may include, for example, a display, speakers, a printer, and a communication network and its connected remote output devices, etc.

[0190] Of course, for the sake of simplicity, Figure 4 Only some of the components of the vehicle 40 relevant to this disclosure are shown, omitting components such as buses, input / output interfaces, etc. In addition, the vehicle 40 may include any other suitable components depending on the specific application.

[0191] In addition to the methods and apparatus described above, embodiments of this disclosure may also be computer program products, including computer program instructions that, when executed by a processor, cause the processor to perform the steps in the vehicle control methods according to various embodiments of this disclosure as described above.

[0192] Computer program products can be written in any combination of one or more programming languages ​​to perform the operations of embodiments of this disclosure. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on a user's computing device, partially on a user's computing device, as a standalone software package, partially on a user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0193] Furthermore, embodiments of this disclosure may also be computer-readable storage media storing computer program instructions thereon, which, when executed by a processor, cause the processor to perform the steps in the vehicle control methods according to various embodiments of this disclosure described above.

[0194] Computer-readable storage media may take the form of any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may, for example, include, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: electrical connections having one or more wires, portable disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0195] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of this disclosure to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations therein.

Claims

1. A vehicle control method characterized by, Applied to a target vehicle, the target vehicle including a low-voltage system and a low-voltage power converter; The vehicle control method includes: In response to a fault signal from the low-voltage power converter, the target vehicle is controlled to enter a low-power mode. Based on the electrical state of the low-voltage system, calculate the driving range of the target vehicle in the low-power mode; Determine the estimated distance the target vehicle will travel to the target location; A vehicle control strategy is determined based on the target vehicle's startup status, its drivable mileage, and its estimated mileage.

2. The vehicle control method according to claim 1, characterized by, The process of determining a vehicle control strategy based on the target vehicle's startup status, its drivable mileage, and its estimated mileage includes: If the vehicle startup status indicates that the target vehicle is not started, a determination is made as to whether to allow the target vehicle to start based on a comparison between the drivable mileage and the estimated mileage.

3. The vehicle control method according to claim 2, characterized by, The step of determining whether to allow the target vehicle to be started based on the comparison between the drivable mileage and the estimated mileage includes: If the drivable mileage is greater than the expected mileage, it is determined that starting the target vehicle is permitted, and a first prompt message is generated to prompt the user to start the target vehicle. If the available driving range is less than the expected driving range, it is determined that starting the target vehicle is not allowed, and a second prompt message is generated to prompt the user to select a new target location.

4. The vehicle control method according to claim 1, characterized by Also includes: A third prompt message is generated based on the available mileage, so that the user can issue a target location selection command based on the available mileage; In response to the selection instruction for the target location, the target location is determined.

5. The vehicle control method according to claim 1, characterized by Determining the estimated mileage of the target vehicle to the target location includes: Using the location coordinates of the target location and the target vehicle as waypoints, establish a navigation route between the target location and the current location of the target vehicle; Based on the navigation route, the estimated driving distance is determined.

6. The vehicle control method according to claim 5, characterized by The number of navigation routes is multiple, and the determination of the estimated driving mileage based on the navigation routes includes: Choose the shortest route from among the multiple navigation routes as the target navigation route; The mileage of the target navigation route is determined as the estimated driving mileage.

7. The vehicle control method according to claim 1, characterized by The calculation of the driving range of the target vehicle in the low-power mode based on the state of charge of the low-voltage system includes: Determine the power consumption statistics of the target vehicle in the low power mode, wherein the power consumption statistics represent the expected power consumption of the target vehicle per unit distance traveled in the low power mode; The drivable mileage is calculated based on the power status of the low-voltage system and the consumption statistics.

8. The vehicle control method according to claim 1, characterized by The step of controlling the target vehicle to enter a low-power mode in response to a fault signal from the low-voltage power converter includes: In response to a fault signal from the low-voltage power converter, the vehicle status information of the target vehicle and the fault status of the low-voltage power converter are acquired. The vehicle status information includes at least one of the following: motor controller status, battery management system status, charging gun connection status, and vehicle mode status. When the vehicle status information indicates that the target vehicle is drivable and the fault level corresponding to the fault condition is within a preset level range, the target vehicle is controlled to enter a low power consumption mode.

9. The vehicle control method according to claim 1, characterized by, The control of the target vehicle to enter a low-power mode includes: A low-power mode request is generated and sent to the gateway module of the target vehicle, so that the gateway module can shut down other non-critical loads in the target vehicle, except for driving-critical loads, based on the low-power mode request. Receive feedback signals from the gateway module; Based on the feedback signal, it is confirmed that the target vehicle has entered the low-power mode.

10. The vehicle control method according to claim 1, characterized by The process of determining a vehicle control strategy based on the target vehicle's startup status, its drivable mileage, and its estimated mileage includes: When the vehicle startup status indicates that the target vehicle has started, a fourth prompt message is generated based on the estimated driving range and the driving range. The fourth prompt message is used to prompt the user with the driving range, the target location, and the estimated driving range.

11. A vehicle characterized by comprising: include: processor; as well as Memory for storing the executable instructions of the processor; The processor executes the vehicle control method according to any one of claims 1 to 10 by executing the executable instructions.

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