A vehicle control method and a vehicle

Abstract

The application provides a vehicle control method and a vehicle, and belongs to the technical field of vehicle control. The method comprises the following steps: acquiring a first state parameter of a power terminal, wherein the first state parameter comprises a contact resistance, a terminal temperature, a current amplitude and a current fluctuation frequency spectrum, and the current fluctuation frequency spectrum represents an energy proportion in a first frequency band in a current frequency spectrum; determining first thermal runaway risk information of the power terminal based on the first state parameter; and controlling the vehicle based on the first thermal runaway risk information and an operating state of the vehicle. The method can quantitatively evaluate the virtual connection state of the power terminal by the contact resistance and the current fluctuation frequency spectrum of the power terminal, so that the thermal runaway risk can be identified at the initial stage of the virtual connection of the power terminal. Furthermore, the vehicle is controlled in combination with the operating state of the vehicle, so that the driving safety hidden danger is reduced.

Description

Technical Field

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

[0002] High-voltage connectors play a crucial role in new energy vehicles. Specifically, high-voltage components in new energy vehicles can be tightly connected through high-voltage connectors to enable electrical power transmission.

[0003] In actual use, due to vibration, oxidation, loose assembly, and other reasons, the power terminals in the high-voltage connector may overheat in some areas, which may even cause serious safety accidents such as vehicle fires in severe cases.

[0004] Currently, temperature sensors or current can be used to determine whether a power terminal is faulty, but they cannot identify the risk of thermal runaway in the early stages of a loose connection at the power terminal; furthermore, current thermal runaway protection strategies may pose a driving safety hazard. Summary of the Invention

[0005] This application provides a vehicle control method and a vehicle, which can identify the risk of thermal runaway in the early stage of power terminal misconnection and reduce driving safety hazards.

[0006] In a first aspect, a vehicle control method is provided, the vehicle including a high-voltage connector for connecting a first component and a second component, the high-voltage connector including power terminals, the method including: acquiring first state parameters of the power terminals, the first state parameters including contact resistance, terminal temperature, current amplitude and current fluctuation spectrum, the current fluctuation spectrum representing the proportion of energy in the current spectrum located in a first frequency band; determining first thermal runaway risk information of the power terminals based on the first state parameters; and controlling the vehicle based on the first thermal runaway risk information and the operating state of the vehicle.

[0007] The above technical solution enables a quantitative assessment of the loose connection status of power terminals by measuring the contact resistance and current fluctuation spectrum of the power terminals. This allows for direct monitoring of the contact status of the power terminals, thus identifying the risk of thermal runaway in the early stages of loose connection. Furthermore, by combining this with the vehicle's operating status, the vehicle can be controlled, thereby reducing potential driving safety hazards.

[0008] In conjunction with the first aspect, in some possible implementations, determining the first thermal runaway risk information of the power terminal based on the first state parameters includes: determining a parameter score value of the power terminal based on the first state parameters, wherein the parameter score value is used to characterize a risk quantification index related to the first state parameters; determining a first thermal runaway risk score of the power terminal based on the parameter score value; and determining the first thermal runaway risk information based on the first thermal runaway risk score and multiple different risk score thresholds.

[0009] Using the above technical solution, the first thermal runaway risk score of the power terminal can be calculated based on contact resistance, terminal temperature, current amplitude, and current fluctuation spectrum, thereby accurately measuring the first thermal runaway risk information of the power terminal.

[0010] Combining the first aspect and the above implementation methods, in some possible implementation methods, the parameter scoring value includes a first scoring value, a second scoring value, a third scoring value, and a fourth scoring value. The parameter scoring value of the power terminal is determined based on the first state parameters, including: determining the first scoring value based on contact resistance, a first preset resistance, a second preset resistance, and a first preset value. The first scoring value is used to characterize the risk quantification index related to contact resistance. The first preset resistance represents the cold-state resistance calibrated at the factory of the power terminal, and the second preset resistance represents the maximum permissible safe contact resistance of the power terminal; and determining the parameter scoring value based on terminal temperature, a first preset temperature, a second preset temperature, and a second preset value. A second score value is determined, which is used to characterize the risk quantification index related to terminal temperature. The first preset temperature represents the upper limit temperature of safe operation of the power terminal, and the second preset temperature represents the thermal runaway critical temperature of the power terminal. The second preset temperature is greater than the first preset temperature. A third score value is determined based on the current amplitude, the preset current value, and the third preset value. The third score value is used to characterize the risk quantification index related to the current amplitude. The preset current value represents the rated continuous operating current of the power terminal. A fourth score value is determined based on the current fluctuation spectrum and the fourth preset value. The fourth score value is used to characterize the risk quantification index related to the current fluctuation spectrum.

[0011] Using the above technical solutions, the parameter scores corresponding to contact resistance, terminal temperature, current amplitude, and current fluctuation spectrum can be accurately calculated.

[0012] Combining the first aspect and the above implementation methods, in some possible implementation methods, the first thermal runaway risk score of the power terminal is determined based on the parameter score value, including: weighted summation of the first score value, the second score value, the third score value and the fourth score value to obtain the first thermal runaway risk score; wherein, the weight values ​​corresponding to the first score value, the second score value, the third score value and the fourth score value are related to the operating state.

[0013] The above technical solution allows for dynamic adjustment of weight values ​​based on the vehicle's operating status, thereby further improving the accuracy of the calculation of the first thermal runaway risk score for the power terminal.

[0014] Combining the first aspect and the above implementation methods, in some possible implementation methods, the first thermal runaway risk information is determined based on a first thermal runaway risk score and multiple different risk score thresholds, including: determining the first thermal runaway risk information as a first risk level when the first thermal runaway risk score is less than the first risk score threshold; determining the first thermal runaway risk information as a second risk level when the first thermal runaway risk score is greater than or equal to the first risk score threshold and less than the second risk score threshold; and determining the first thermal runaway risk information as a third risk level when the first thermal runaway risk score is greater than or equal to the second risk score threshold; wherein the first risk score threshold is less than the second risk score threshold, and the first risk level is lower than the second risk level, and the second risk level is lower than the third risk level.

[0015] The above technical solution can be used to classify multiple different thermal runaway risk levels, so that different strategies can be implemented for different thermal runaway risk levels.

[0016] In combination with the first aspect and the above implementation methods, in some possible implementation methods, determining the first thermal runaway risk information of the power terminal based on the first state parameter includes: when any first state parameter is greater than or equal to a preset safety threshold, determining the first thermal runaway risk information as the third risk level, where the third risk level is the highest risk level among the first thermal runaway risk information.

[0017] With the above technical solution, if any first state parameter is greater than or equal to a preset safety threshold, the first thermal runaway risk information of the power terminal is immediately determined to be at the third risk level, and the first thermal runaway risk information determined based on the first thermal runaway risk score is no longer considered, thus ensuring the safety of the vehicle in extreme situations.

[0018] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the vehicle is controlled based on the first thermal runaway risk information and the vehicle's operating status, including: if the first thermal runaway risk information is at the first risk level, continuing to execute the step of acquiring the first state parameters of the power terminal; if the first thermal runaway risk information is at the second risk level, outputting a prompt message and reporting a fault code to the cloud; if the first thermal runaway risk information is at the third risk level, executing a thermal runaway protection strategy based on the vehicle's operating status; wherein the first risk level is lower than the second risk level, and the second risk level is lower than the third risk level.

[0019] By employing the above technical solution, when the first thermal runaway risk information is at the third risk level, a thermal runaway protection strategy is executed based on the vehicle's operating status, thereby improving vehicle safety.

[0020] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, when the first thermal runaway risk information is at the third risk level, a thermal runaway protection strategy is executed based on the vehicle's operating state, including: when the first thermal runaway risk information is at the third risk level and the vehicle is in a driving state, obtaining the vehicle's throttle opening; when the vehicle's throttle opening is less than or equal to a preset opening, obtaining the charge level of the vehicle's power battery; reducing the output power of the vehicle's motor controller based on the power battery charge level, wherein the power battery charge level is positively correlated with the reduced output power of the motor controller; when the vehicle's throttle opening is greater than the preset opening, controlling the output power of the motor controller to remain unchanged for a first preset duration, and after the first preset duration, executing the steps of obtaining the power battery charge level and subsequent steps; when the first thermal runaway risk information is at the third risk level and the vehicle is in a non-driving state, disconnecting the power transmission between the first component and the second component.

[0021] By combining the first thermal runaway risk information of the power terminal and the vehicle's operating status with the above technical solution, the power transmission between the first component and the second component is actively disconnected under high-risk and non-driving conditions. Under high-risk and driving conditions, the output power of the motor controller is reduced, thereby achieving a dynamic balance between vehicle driving safety and vehicle availability.

[0022] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the method further includes: when the first thermal runaway risk information is at the second risk level, using a trend prediction model to predict the second state parameters corresponding to each moment within a future second preset duration; based on the second state parameters, determining the second thermal runaway risk information corresponding to each moment within the second preset duration for the power terminal; when the second thermal runaway risk information corresponding to the first moment within the second preset duration is at the third risk level, executing a thermal runaway protection strategy at the second moment before the first moment, where the first moment is any moment within the second preset duration.

[0023] By using the above technical solutions, the risk of thermal runaway can be predicted, identified, and intervened in advance, achieving predictive protection against thermal runaway and thus further improving vehicle safety.

[0024] Secondly, a vehicle control device is provided. The vehicle includes a high-voltage connector for connecting a first component and a second component. The high-voltage connector includes power terminals. The device includes: a parameter acquisition module for acquiring first state parameters of the power terminals, the first state parameters including contact resistance, terminal temperature, current amplitude, and current fluctuation spectrum, the current fluctuation spectrum representing the proportion of energy in a first frequency band of the current spectrum; a risk information determination module for determining first thermal runaway risk information of the power terminals based on the first state parameters; and a first control module for controlling the vehicle based on the first thermal runaway risk information and the vehicle's operating state.

[0025] In conjunction with the second aspect, in some possible implementations, the risk information determination module is specifically used to determine the parameter score value of the power terminal based on the first state parameter, the parameter score value being used to characterize the risk quantification index related to the first state parameter; determine the first thermal runaway risk score of the power terminal based on the parameter score value; and determine the first thermal runaway risk information based on the first thermal runaway risk score and multiple different risk score thresholds.

[0026] Combining the second aspect and the above implementation methods, in some possible implementation methods, the parameter scoring values ​​include a first scoring value, a second scoring value, a third scoring value, and a fourth scoring value. The risk information determination module is specifically used to determine the first scoring value based on contact resistance, a first preset resistance, a second preset resistance, and a first preset value. The first scoring value is used to characterize the risk quantification index related to contact resistance. The first preset resistance represents the cold-state resistance calibrated at the factory of the power terminal, and the second preset resistance represents the maximum allowable safe contact resistance of the power terminal. The second scoring value is determined based on terminal temperature, a first preset temperature, a second preset temperature, and a second preset value. The second scoring value is used to characterize the risk quantification index related to terminal temperature. The first preset temperature represents the upper limit of the allowable safe operation temperature of the power terminal, and the second preset temperature represents the thermal runaway critical temperature of the power terminal, and the second preset temperature is greater than the first preset temperature. The third scoring value is determined based on current amplitude, a preset current value, and a third preset value. The third scoring value is used to characterize the risk quantification index related to current amplitude. The preset current value represents the rated continuous operating current of the power terminal. The fourth scoring value is determined based on the current fluctuation spectrum and a fourth preset value. The fourth scoring value is used to characterize the risk quantification index related to the current fluctuation spectrum.

[0027] Combining the second aspect and the above implementation methods, in some possible implementation methods, the risk information determination module is specifically used to perform a weighted summation of the first score value, the second score value, the third score value and the fourth score value to obtain the first thermal runaway risk score; wherein, the weight values ​​corresponding to the first score value, the second score value, the third score value and the fourth score value are related to the operating status.

[0028] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the risk information determination module is specifically used to determine the first thermal runaway risk information as a first risk level when the first thermal runaway risk score is less than the first risk score threshold; to determine the first thermal runaway risk information as a second risk level when the first thermal runaway risk score is greater than or equal to the first risk score threshold and less than the second risk score threshold; and to determine the first thermal runaway risk information as a third risk level when the first thermal runaway risk score is greater than or equal to the second risk score threshold; wherein the first risk score threshold is less than the second risk score threshold, and the first risk level is lower than the second risk level, and the second risk level is lower than the third risk level.

[0029] Combining the second aspect and the above implementation methods, in some possible implementation methods, the risk information determination module is specifically used to determine the first thermal runaway risk information as the third risk level when any first state parameter is greater than or equal to a preset safety threshold. The third risk level is the highest risk level among the first thermal runaway risk information.

[0030] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the first control module is specifically used to continue to execute the step of acquiring the first state parameters of the power terminal when the first thermal runaway risk information is at the first risk level; output prompt information and report fault codes to the cloud when the first thermal runaway risk information is at the second risk level; and execute thermal runaway protection strategy based on the vehicle's operating status when the first thermal runaway risk information is at the third risk level; wherein the first risk level is lower than the second risk level, and the second risk level is lower than the third risk level.

[0031] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the first control module is specifically used to: acquire the throttle opening of the vehicle when the first thermal runaway risk information is at the third risk level and the vehicle is in a driving state; acquire the power battery charge in the vehicle when the throttle opening is less than or equal to a preset opening; reduce the output power of the motor controller in the vehicle based on the power battery charge, wherein the power battery charge is positively correlated with the reduced output power of the motor controller; control the output power of the motor controller to remain unchanged for a first preset time period when the throttle opening is greater than the preset opening, and execute the steps of acquiring the power battery charge and subsequent steps after the first preset time period; and disconnect the power transmission between the first component and the second component when the first thermal runaway risk information is at the third risk level and the vehicle is in a non-driving state.

[0032] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the vehicle control device may further include: a parameter prediction module, used to predict the second state parameters corresponding to each moment within a future second preset duration by using a trend prediction model when the first thermal runaway risk information is at the second risk level; a risk information prediction module, used to determine the second thermal runaway risk information corresponding to each moment within the second preset duration based on the second state parameters; and a second control module, used to execute a thermal runaway protection strategy at a second moment before the first moment when the second thermal runaway risk information corresponding to the first moment within the second preset duration is at the third risk level, wherein the first moment is any moment within the second preset duration.

[0033] Thirdly, a vehicle is provided, comprising: a memory for storing executable program code; and a processor for calling and running the executable program code from the memory, causing the vehicle to perform the methods described in the first aspect or any possible implementation thereof.

[0034] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0035] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0036] The possible implementations of aspects two through five have similar effects to those of aspect one and its possible implementations, and will not be elaborated upon here. Attached Figure Description

[0037] Figure 1 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application; Figure 2 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application; Figure 3 This is a structural schematic diagram of a vehicle provided in an embodiment of this application. Detailed Implementation

[0038] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0039] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0040] To facilitate understanding of the technical solutions in the embodiments of this application, some terms involved in the embodiments of this application will be briefly explained below.

[0041] High-voltage connector: refers to the key component in the high-voltage system of new energy vehicles, which is responsible for connecting high-voltage components and transmitting electrical energy.

[0042] New energy vehicles can include components such as power batteries, motor controllers, drive motors, and direct-to-direct-current (DC-DC) converters. The power battery is the high-voltage energy source for new energy vehicles. The motor controller is the core component used to control the drive motor; it inverts the high-voltage DC power supplied by the power battery into AC power, thereby controlling the drive motor. The DC-DC converter converts the high-voltage power from the power battery into 12V or 24V low-voltage power to supply the vehicle's low-voltage systems (such as lights, audio systems, screens, and electronic control units (ECUs)) and charge the low-voltage battery.

[0043] Therefore, the power battery and motor controller, the motor controller and drive motor, and the power battery and DC-DC converter are all tightly connected via high-voltage connectors. For example, the high-voltage connector between the power battery and the motor controller specifically refers to the high-voltage bus connector.

[0044] In addition, to enable charging of the power battery, new energy vehicles may also include a fast-charging interface, which refers to the charging port on the new energy vehicle used for DC fast charging. When the new energy vehicle needs charging, it can be connected to a charging station via the fast-charging interface. The charging station converts the AC power from the power grid into high-voltage DC power, which is then directly input to the power battery through the fast-charging interface. Therefore, the high-voltage connector between the power battery and the external charging station specifically refers to the fast-charging interface.

[0045] Power terminals: These are conductive components integrated inside high-voltage connectors that are actually responsible for physical contact and transmission of high voltage and high current.

[0046] Long Short-Term Memory (LSTM) networks are a special type of recurrent neural network (RNN) specifically designed to address the vanishing / exploding gradient problem faced by traditional RNNs when processing long sequences of data. They effectively capture long-distance dependencies. The core of LSTM lies in introducing memory cells and a gate mechanism, which control the flow of information to achieve the storage and forgetting of long-term information.

[0047] Specifically, the Long Short-Term Memory (LSTM) network model includes a memory cell state and three gating units (namely, the forget gate, the input gate, and the output gate).

[0048] The memory cell state is responsible for passing information between different time steps. Information can be relatively stably retained for a longer period during this transfer, avoiding the information loss problem common in traditional RNNs. The forget gate and input gate work together on the memory cell state; the forget gate determines which old information to delete, and the input gate determines which new information to add, thus updating the memory cell state.

[0049] The input gate processes the input information at the current moment, determining which new information will be added to the memory cell state. It uses the sigmoid function (an activation function) to output a value that controls the "admission threshold" for new information. Simultaneously, the input content is processed by the tanh function (hyperbolic tangent function) to generate a candidate value vector, which contains potential new information to be added to the memory cell state. Finally, the output of the sigmoid function is multiplied by the candidate value vector generated by the tanh function to obtain the actual information to be added to the memory cell state.

[0050] The forget gate determines which information from the previous memory cell state will be retained in the current time step. It receives the hidden state from the previous time step and the current input, and outputs a value between 0 and 1 through a sigmoid activation function. The closer the value is to 1, the higher the degree to which that part of the information from the previous time step is retained; the closer the value is to 0, the higher the degree to which that part of the information is forgotten.

[0051] The output gate determines the final output based on the current memory cell state and the hidden state. It first uses the sigmoid function to obtain a vector controlling the output. Then, it applies a tanh function to the memory cell state and multiplies the processed state by the output vector of the sigmoid function to obtain the final output of the LSTM unit.

[0052] High-voltage connectors play a crucial role in new energy vehicles. Specifically, high-voltage components in new energy vehicles can be tightly connected through high-voltage connectors to enable electrical power transmission.

[0053] In actual use, due to vibration, oxidation, loose assembly, etc., the power terminals in the high-voltage connector may become loosely connected, causing the contact resistance of the power terminals to rise abnormally and leading to local overheating. In severe cases, this can even cause major safety accidents such as vehicle fires.

[0054] Current vehicle management systems generally rely solely on temperature sensors or current sensors to determine whether power terminals are faulty. However, temperature and current monitoring cannot capture minute resistance changes under low-current conditions. Therefore, current solutions lack the ability to directly monitor the contact status of power terminals and cannot identify the risk of thermal runaway in the early stages of loose connections (such as when contact resistance increases by 5% to 20%).

[0055] Furthermore, current thermal runaway protection strategies do not differentiate between vehicle operating states. Regardless of whether the vehicle is in motion or not (such as charging or parking), the power transmission between the high-voltage components connected to the faulty power terminal is disconnected, potentially posing a driving safety hazard. For example, when the vehicle is in motion, if a power terminal in the high-voltage connector between the battery and the motor controller fails, the current solution will disconnect the power transmission between the battery and the motor controller, thereby cutting off the vehicle's power output, causing the vehicle to lose control, and creating a driving safety hazard.

[0056] To address the aforementioned issues, this application provides a vehicle control method. This method acquires first state parameters of a power terminal, including contact resistance, terminal temperature, current amplitude, and current fluctuation spectrum, where the current fluctuation spectrum represents the proportion of energy within a first frequency band in the current spectrum. Based on these first state parameters, a first thermal runaway risk information for the power terminal is determined. Based on this first thermal runaway risk information and the vehicle's operating status, the vehicle is controlled. Therefore, this application can quantitatively assess the loose connection state of the power terminal using its contact resistance and current fluctuation spectrum, enabling direct monitoring of the power terminal's contact state. This allows for the identification of thermal runaway risks in the early stages of a loose connection. Furthermore, by combining this with the vehicle's operating status, the method controls the vehicle, thereby reducing driving safety hazards.

[0057] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments.

[0058] Figure 1 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application. The vehicle control method can be applied to a vehicle, which includes a high-voltage connector for connecting a first component and a second component. The high-voltage connector includes power terminals, such as... Figure 1 As shown, the vehicle control method may specifically include the following steps: S101, acquire the first state parameters of the power terminal. The first state parameters include contact resistance, terminal temperature, current amplitude and current fluctuation spectrum. The current fluctuation spectrum represents the proportion of energy in the first frequency band of the current spectrum.

[0059] In this embodiment, the vehicle can be a new energy vehicle, such as an electric vehicle. A high-voltage connector is installed in the vehicle; this high-voltage connector is a component in the high-voltage system of the new energy vehicle used to connect the first component and the second component and transmit electrical energy.

[0060] The first component can be a power battery, and the second component can be a motor controller; or, the first component can be a motor controller, and the second component can be a drive motor; or, the first component can be a power battery, and the second component can be a DC-DC converter; or, the first component can be an external charging pile, and the second component can be a power battery.

[0061] High-voltage connectors may include power terminals, which are conductive components integrated inside the high-voltage connector that are responsible for physical contact and transmission of high voltage and high current. Specifically, power terminals enable the transfer of electrical energy between the first component and the second component.

[0062] For each power terminal in the vehicle, a first state parameter can be obtained for each power terminal. The first state parameter includes contact resistance, terminal temperature, current amplitude, and current fluctuation spectrum. The current fluctuation spectrum represents the proportion of energy in the first frequency band of the current spectrum.

[0063] To determine the contact resistance of the power terminals, a high-bandwidth differential voltage sampling circuit can be directly connected in parallel across each power terminal. This circuit acquires the differential voltage; for example, the bandwidth of the differential voltage sampling circuit can be 10MHz. Furthermore, a high-precision shunt (e.g., with an accuracy of ±0.2%) or a closed-loop Hall sensor can be used to synchronously acquire the current signal along the same path, obtaining the current amplitude of the power terminals. The ratio of the differential voltage to the current amplitude of the power terminals is then used to determine the contact resistance of the power terminals. ,Right now:

[0064] in, Indicates the contact resistance of the power terminals. This indicates the differential voltage at the power terminals. This indicates the current amplitude at the power terminals. The unit of contact resistance is mΩ (milliohms).

[0065] It should be noted that the sampling frequency of the differential voltage and current amplitudes can be set according to the actual situation. For example, the sampling frequency of the differential voltage and current amplitudes can be 10kHz. Furthermore, the differential voltage and current amplitudes can be synchronized by using the same analog-to-digital conversion (ADC) chip and the same clock trigger (e.g., sampling jitter ≤100ns), thus eliminating phase errors. Additionally, anti-interference design can be implemented when acquiring differential voltage and current amplitudes. For example, shielded twisted-pair cables, differential amplifiers (e.g., common-mode rejection ratio >120dB), and digital finite impulse response (FIR) filters (e.g., FIR filters ending at order 128 with a cutoff frequency of 5kHz) can be used to effectively suppress switching spikes of insulated-gate bipolar transistors (IGBTs) and DC-DC noise.

[0066] The contact resistance of power terminals can be used as a direct physical indicator of poor connection. Furthermore, the higher the contact resistance of the power terminals, the higher the heat dissipation of the power terminals, which in turn leads to a higher temperature of the power terminals.

[0067] For the terminal temperature of the power terminals, a miniature thermocouple or other temperature sensor can be attached to the metal contact surface of the power terminals to collect the terminal temperature. The terminal temperature of a power terminal can be seen as a direct result of the accumulation of thermal energy at the power terminal, and the unit of terminal temperature can be ℃ (degrees Celsius).

[0068] For the current amplitude of the power terminals, it can be acquired by a high-precision shunt or a closed-loop Hall sensor. The unit of current amplitude is A (ampere). At lower current amplitudes, increased contact resistance can also cause the temperature of the power terminals to rise.

[0069] For the current fluctuation spectrum of the power terminal, the current amplitude of the power terminal at different times can be acquired using an ADC chip to obtain the time-domain current signal. For example, the sampling frequency can be 200kHz, and the sampling length can be 1024 consecutive current amplitude samples. Then, the time-domain current signal can be converted from the time domain to the frequency domain using Fast Fourier Transform (FFT) technology to obtain the current spectrum. The current spectrum refers to the amplitude and phase distribution of each frequency component after the time-varying current signal is converted from the time domain to the frequency domain using FFT. In the current spectrum, the horizontal axis represents frequency, and the vertical axis represents current amplitude. Next, the square of the current amplitude corresponding to each frequency in the first frequency band is calculated, and the squares of the current amplitudes corresponding to each frequency in the first frequency band are summed to obtain the total energy of the current spectrum in the first frequency band. Similarly, the square of the current amplitude corresponding to each frequency in the second frequency band is calculated, and the squares of the current amplitudes corresponding to each frequency in the second frequency band are summed to obtain the total energy of the current spectrum in the second frequency band. Finally, the ratio of the total energy of the current spectrum in the first frequency band to the total energy of the current spectrum in the second frequency band is determined as the current fluctuation spectrum of the power terminal. .

[0070] The first frequency band can be a portion of the current spectrum, and the second frequency band is the full frequency band of the current spectrum. For example, the first frequency band can be from 1 kHz to 5 kHz, and the second frequency band can be from 0 to 10 kHz.

[0071] The current fluctuation spectrum of the power terminal is used to identify high-frequency current jitter caused by micro-arcs on the contact surface and mechanical loosening of the power terminal, which is the electrical fingerprint feature of the power terminal's loose connection.

[0072] In this embodiment, a differential voltage-current amplitude acquisition unit can be deployed at each power terminal in the vehicle to calculate the contact resistance of the power terminal in real time and fuse the terminal temperature, current amplitude and current fluctuation spectrum as state parameters to measure the thermal runaway risk of the power terminal.

[0073] In this way, by monitoring the first state parameter of each power terminal individually, the thermal runaway risk of each power terminal can be determined more accurately, and the fault type of each power terminal can be reported independently. For example, when the contact resistance of the power terminal between the motor controller and the right rear motor (i.e., the drive motor used to drive the right rear wheel of the vehicle) is abnormal, the vehicle can independently report "abnormal contact resistance of the right rear motor power terminal: 4.2mΩ (the reference contact resistance is 2.1mΩ)", thereby achieving millisecond-level fault location and providing data support for predictive maintenance.

[0074] S102, determine the first thermal runaway risk information of the power terminal based on the first state parameters.

[0075] In this embodiment of the application, after obtaining the first state parameters of the power terminal, the first thermal runaway risk information of the power terminal can be determined based on the first state parameters of the power terminal. The first thermal runaway risk information refers to the thermal runaway risk information of the power terminal determined at the current moment.

[0076] In some embodiments, the first thermal runaway risk information can be characterized by a thermal runaway risk score, that is, the first thermal runaway risk score of the power terminal can be determined as the first thermal runaway risk information of the power terminal.

[0077] In other embodiments, the first thermal runaway risk information can also be characterized by a thermal runaway risk level, that is, the first thermal runaway risk level of the power terminal can be determined as the first thermal runaway risk information.

[0078] The first thermal runaway risk information can include multiple different thermal runaway risk levels. For example, the first thermal runaway risk information can include three different thermal runaway risk levels, namely the first risk level, the second risk level, and the third risk level, with the first risk level being lower than the second risk level, and the second risk level being lower than the third risk level. The first risk level can also be called the low risk level, the second risk level can also be called the medium risk level, and the third risk level can also be called the high risk level.

[0079] In one possible implementation, the above-mentioned S102 "determining the first thermal runaway risk information of the power terminal based on the first state parameters" may specifically include the following steps: determining the parameter score value of the power terminal based on the first state parameters, wherein the parameter score value is used to characterize the risk quantification index related to the first state parameters; determining the first thermal runaway risk score of the power terminal based on the parameter score value; and determining the first thermal runaway risk information based on the first thermal runaway risk score and multiple different risk score thresholds.

[0080] After obtaining the first state parameters of the power terminal, firstly, parameter scores can be determined based on four first state parameters: contact resistance, terminal temperature, current amplitude, and current fluctuation spectrum. Next, based on these parameter scores, a first thermal runaway risk score for the power terminal can be determined. This first thermal runaway risk score indicates the severity of the thermal runaway risk to the power terminal. Finally, the first thermal runaway risk score of the power terminal is compared with several preset risk score thresholds to determine the first thermal runaway risk information (i.e., the first thermal runaway risk level) of the power terminal.

[0081] It should be noted that the first thermal runaway risk information is not limited to the three risk levels of first, second, and third risk. In practical applications, the first thermal runaway risk information can also be divided into two, four, or more risk levels. When the first thermal runaway risk information includes three risk levels, the preset risk scoring threshold can be two; when it includes two risk levels, the preset risk scoring threshold can be one; and when it includes four risk levels, the preset risk scoring threshold can be three.

[0082] In some embodiments, the parameter rating values ​​include a first rating value, a second rating value, a third rating value, and a fourth rating value. The aforementioned "determining the parameter rating value of the power terminal based on the first state parameter" may specifically include the following steps: determining a first rating value based on contact resistance, a first preset resistance, a second preset resistance, and a first preset value. The first rating value is used to characterize a risk quantification index related to contact resistance. The first preset resistance represents the cold-state resistance calibrated at the factory of the power terminal, and the second preset resistance represents the maximum allowable safe contact resistance of the power terminal. Determining a second rating value based on terminal temperature, a first preset temperature, a second preset temperature, and a second preset value. The second rating value is used to characterize a risk quantification index related to terminal temperature. The first preset temperature represents the upper limit temperature of safe operation allowed by the power terminal, and the second preset temperature represents the thermal runaway critical temperature of the power terminal, and the second preset temperature is greater than the first preset temperature. Determining a third rating value based on current amplitude, a preset current value, and a third preset value. The third rating value is used to characterize a risk quantification index related to current amplitude. The preset current value represents the rated continuous operating current of the power terminal. Determining a fourth rating value based on the current fluctuation spectrum and a fourth preset value. The fourth rating value is used to characterize a risk quantification index related to the current fluctuation spectrum.

[0083] Specifically, the parameter score value corresponding to the contact resistance of the power terminal is the first score value of the power terminal, which represents the normalized contact resistance score. In one specific implementation, the difference between the contact resistance and a first preset resistance can be calculated first to obtain the first resistance difference value; then, the difference between the second preset resistance and the first preset resistance can be calculated to obtain the second resistance difference value; next, the ratio of the first resistance difference value to the second resistance difference value can be calculated to obtain the resistance ratio value; finally, the minimum value between the first preset value and the resistance ratio value is determined as the first score value of the power terminal. The first preset value can be 1, meaning the first score value of the power terminal can be calculated using the following formula:

[0084] in, This indicates the first score value of the power terminal. This indicates the contact resistance of the power terminal. The first preset resistance of the power terminal is indicated. The first preset resistance is the cold resistance calibrated at the factory. The cold resistance refers to the resistance value of the power terminal at room temperature (usually 25°C) and when no current flows. The unit of the first preset resistance is mΩ. Each power terminal can be calibrated for its cold resistance after assembly. After calibration, it can be stored in the non-volatile memory of the battery management system (BMS), such as in electrically erasable programmable read-only memory (EEPROM). The second preset resistance indicates the maximum safe contact resistance allowed by the power terminal. The second preset resistance can be set according to the material, rated current and relevant standards. In one example, the second preset resistance can be 10mΩ.

[0085] The parameter score value corresponding to the terminal temperature of the power terminal is the second score value of the power terminal, which represents the normalized terminal temperature score. In a specific implementation, the difference between the terminal temperature and the first preset temperature can be calculated first to obtain the first temperature difference value; then, the difference between the second preset temperature and the first preset temperature can be calculated to obtain the second temperature difference value; next, the ratio of the first temperature difference value to the second temperature difference value can be calculated to obtain the temperature ratio value; finally, the minimum value between the second preset value and the temperature ratio value is determined as the second score value of the power terminal. The second preset value can be 1, meaning the second score value of the power terminal can be calculated using the following formula:

[0086] in, This indicates the second rating value for the power terminals. This indicates the terminal temperature of the power terminal. This indicates the first preset temperature of the power terminal, which represents the upper limit of the safe operating temperature of the power terminal. For example, the first preset temperature can be 65°C. The second preset temperature represents the thermal runaway critical temperature of the power terminal. For example, the second preset temperature can be 95°C.

[0087] The parameter score corresponding to the current amplitude of the power terminal is the third score value of the power terminal, which represents the normalized current amplitude score. In a specific implementation, the ratio of the current amplitude to the preset current value can be calculated first to obtain the current ratio; the minimum value between the third preset value and the current ratio is determined as the third score value of the power terminal. The third preset value can be 1, meaning the third score value of the power terminal can be calculated using the following formula:

[0088] in, This indicates the third rating value for the power terminals. This indicates the current amplitude of the power terminal (i.e., the instantaneous current currently passing through the power terminal). This indicates the preset current value of the power terminal. The preset current value represents the rated continuous operating current of the power terminal. The rated continuous operating current refers to the maximum effective current value of the power terminal that can operate safely and continuously for a long time under rated environmental conditions (such as temperature and heat dissipation) and rated voltage. The unit of the preset current value is A. The preset current value can be set according to the safety standards of electric vehicle plugs, sockets, couplers and power terminal specifications.

[0089] The parameter score corresponding to the current fluctuation spectrum of the power terminal is the fourth score value of the power terminal, which represents the normalized current fluctuation spectrum score. In a specific implementation, the fourth preset value and the minimum value in the current fluctuation spectrum can be used to determine the fourth score value of the power terminal. The fourth preset value can be 1, meaning the fourth score value of the power terminal can be calculated using the following formula:

[0090] in, This indicates the fourth rating value for the power terminals. This represents the current fluctuation spectrum of the power terminals.

[0091] In some embodiments, the aforementioned "determining the first thermal runaway risk score of the power terminal based on parameter score values" may specifically include the following steps: weighted summation of the first score value, the second score value, the third score value, and the fourth score value to obtain the first thermal runaway risk score. Therefore, the first thermal runaway risk score of the power terminal can be calculated using the following formula:

[0092] in, This indicates the first thermal runaway risk score for the power terminal. This indicates the first weight value corresponding to the first score value of the power terminal. This indicates the second weight value corresponding to the second score value of the power terminal. This indicates the third weighting value corresponding to the third score of the power terminal. This represents the fourth weight value corresponding to the fourth score value of the power terminal. The sum of the first weight value, the second weight value, the third weight value, and the fourth weight value is equal to 1, and each of the first weight value, the second weight value, the third weight value, and the fourth weight value is greater than or equal to 0.1 and less than or equal to 0.5.

[0093] Thus, in this embodiment of the application, a first thermal runaway risk score for each power terminal is obtained by individually monitoring the first state parameter and by weighted summing the parameter score values ​​corresponding to each first state parameter. In practical applications, the first thermal runaway risk score can be updated at regular intervals, for example, every 10ms.

[0094] In one example, the first, second, third, and fourth weight values ​​are all pre-set fixed values, independent of the vehicle's operating status.

[0095] In another example, the first, second, third, and fourth weight values ​​are dynamic weight coefficients that are related to the vehicle's operating status. That is, the weight values ​​corresponding to the first, second, third, and fourth score values ​​are related to the operating status.

[0096] The operating state can be either driving or non-driving. The driving state can be further divided into low-speed driving and high-speed driving, while the non-driving state can be parking or charging, etc. In one example, the driving state with a speed greater than or equal to a first preset speed can be called the high-speed driving state, and the driving state with a speed less than the first preset speed can be called the low-speed driving state, such as the first preset speed being 30 km / h.

[0097] When the vehicle is not in a driving state (such as parking or charging), the current amplitude through the power terminal is relatively small, and the heat accumulation at the power terminal is relatively slow. Therefore, the risk of thermal runaway at the power terminal is mainly driven by contact resistance and terminal temperature. Thus, the first and second weighting values ​​can be set relatively large, while the third weighting value can be set relatively small. In one example, when the vehicle is not in a driving state, the first weighting value can be 0.4, the second weighting value can be 0.3, the third weighting value can be 0.1, and the fourth weighting value can be 0.2.

[0098] When the vehicle is operating at low speed, the current amplitude through the power terminal is moderate. Therefore, the third weighting value can be set slightly larger, meaning the third weighting value when the vehicle is operating at low speed is greater than the third weighting value when the vehicle is not in motion. In one example, when the vehicle is operating at low speed, the first weighting value can be 0.35, the second weighting value can be 0.25, the third weighting value can be 0.2, and the fourth weighting value can be 0.2.

[0099] When the vehicle is operating at high speed, the current amplitude through this power terminal is relatively large, and the current fluctuation spectrum is quite sensitive. Therefore, the third and fourth weight values ​​can be set relatively large. That is, the third weight value when the vehicle is operating at high speed is greater than the third weight value when the vehicle is operating at low speed, and the fourth weight value when the vehicle is operating at high speed is greater than the fourth weight value when the vehicle is operating at low speed. In one example, when the vehicle is operating at high speed, the first weight value can be 0.3, the second weight value can be 0.15, the third weight value can be 0.3, and the fourth weight value can be 0.25.

[0100] In practical applications, the dynamic weight table corresponding to the first, second, third, and fourth weight values ​​of the vehicle in various operating states can be sent from the vehicle control unit (VCU) to the vehicle management system (BMS). The BMS then reads the corresponding first, second, third, and fourth weight values ​​from the dynamic weight table based on the actual operating state of the vehicle. Furthermore, the aforementioned first, second, third, and fourth weight values ​​can be read from the dynamic weight table at regular intervals, such as every 500ms, thereby ensuring that the vehicle's response is synchronized with the actual operating conditions.

[0101] Furthermore, the vehicle's current operating status can be determined based on its current speed, gear, charging status signal, and high-voltage enable signal. Specifically, the VCU can send the vehicle's current speed, gear, charging status signal, and high-voltage enable signal to the BMS. The BMS then determines the vehicle's current operating status based on these parameters and reads the corresponding first, second, third, and fourth weight values ​​from the dynamic weight table to calculate the first thermal runaway risk score for the power terminals.

[0102] When the vehicle needs to be powered by high voltage, such as when the driver presses the brake or the start button, the VCU will send a high voltage enable signal to the BMS.

[0103] Specifically, when the charging status signal indicates that the vehicle is currently charging, the vehicle's operating state can be determined as charging. When the charging status signal indicates that the vehicle is not charging, the high-voltage enable signal is 1, the vehicle speed is less than the second preset speed, and the gear is P (Park) or N (Neutral), the vehicle's operating state is determined as parking, such as when the second preset speed is 1 km / h. When the charging status signal indicates that the vehicle is not charging, the high-voltage enable signal is 1, the vehicle speed is greater than or equal to the second preset speed but less than the first preset speed, and the gear is D (Drive) or R (Reverse), the vehicle's operating state is determined as low-speed driving. When the charging status signal indicates that the vehicle is not charging, the high-voltage enable signal is 1, the vehicle speed is greater than or equal to the first preset speed, and the gear is D, the vehicle's operating state is determined as high-speed driving.

[0104] In some embodiments, the above-mentioned "determining the first thermal runaway risk information based on a first thermal runaway risk score and multiple different risk score thresholds" may specifically include the following steps: if the first thermal runaway risk score is less than the first risk score threshold, determine the first thermal runaway risk information as a first risk level; if the first thermal runaway risk score is greater than or equal to the first risk score threshold and less than a second risk score threshold, determine the first thermal runaway risk information as a second risk level; if the first thermal runaway risk score is greater than or equal to the second risk score threshold, determine the first thermal runaway risk information as a third risk level; wherein, the first risk score threshold is less than the second risk score threshold, and the first risk level is lower than the second risk level, and the second risk level is lower than the third risk level.

[0105] In one example, the first risk score threshold can be 0.4, and the second risk score threshold can be 0.7. Therefore, if the first thermal runaway risk score is less than 0.4, the first thermal runaway risk information is determined to be at the first risk level (i.e., low risk level); if the first thermal runaway risk score is greater than or equal to 0.4 and less than 0.7, the first thermal runaway risk information is determined to be at the second risk level (i.e., medium risk level); and if the first thermal runaway risk score is greater than or equal to 0.7, the first thermal runaway risk information is determined to be at the third risk level (i.e., high risk level).

[0106] In another possible implementation, the above-mentioned S102 "determine the first thermal runaway risk information of the power terminal based on the first state parameter" may specifically include the following steps: when any first state parameter is greater than or equal to a preset safety threshold, determine the first thermal runaway risk information as the third risk level, and the third risk level is the highest risk level among the first thermal runaway risk information.

[0107] For example, if the terminal temperature of the power terminal is greater than or equal to 100°C, or the current fluctuation spectrum of the power terminal is greater than or equal to 0.8, the first thermal runaway risk information of the power terminal is determined to be the third risk level.

[0108] In this way, if any first state parameter is greater than or equal to the preset safety threshold, the first thermal runaway risk information of the power terminal is immediately determined to be the third risk level (i.e., high risk level), and the first thermal runaway risk information determined based on the first thermal runaway risk score is no longer considered, thus ensuring the safety of the vehicle in extreme situations.

[0109] S103 controls the vehicle based on the first thermal runaway risk information and the vehicle's operating status.

[0110] In this embodiment of the application, after determining the first thermal runaway risk information of the power terminal based on the first state parameter, the operating state of the vehicle can also be obtained, so as to jointly determine the control strategy for controlling the vehicle based on the first thermal runaway risk information of the power terminal and the operating state of the vehicle.

[0111] In one possible implementation, the above-mentioned S103 "controlling the vehicle based on the first thermal runaway risk information and the vehicle's operating status" may specifically include the following steps: if the first thermal runaway risk information is at a first risk level, continue to execute the step of acquiring the first state parameters of the power terminal; if the first thermal runaway risk information is at a second risk level, output a prompt message and report a fault code to the cloud; if the first thermal runaway risk information is at a third risk level, execute a thermal runaway protection strategy based on the vehicle's operating status; wherein, the first risk level is lower than the second risk level, and the second risk level is lower than the third risk level.

[0112] If the first thermal runaway risk information is at the first risk level (i.e., low risk level), no prompt information will be output, no fault code will be reported to the cloud, and no thermal runaway protection strategy will be executed. Instead, the above-mentioned step S101 "obtain the first state parameters of the power terminal" will continue to be executed to continuously monitor the first thermal runaway risk information of the power terminal.

[0113] If the first thermal runaway risk information is at the second risk level (i.e., medium risk level), the thermal runaway protection strategy will not be implemented for the time being. Instead, a prompt message will be output and a diagnostic trouble code (DTC) will be reported to the cloud.

[0114] For example, the prompt information can be displayed on the vehicle's screen, or through warning lights, warning sounds, etc. The screen can be the vehicle's instrument panel or central control screen, and the prompt information displayed on the screen can be presented as a pop-up window on the instrument panel or central control screen, ensuring that the user receives the prompt information promptly. Warning light prompts can be achieved by activating the yellow warning light on the instrument panel. Warning sound prompts can be achieved by playing the prompt information via voice broadcast within the vehicle.

[0115] When the first thermal runaway risk information is at the third risk level (i.e., a high risk level), the thermal runaway protection strategy is executed based on the vehicle's operating state. Specifically, when the first thermal runaway risk information is at the third risk level, the thermal runaway protection strategy when the vehicle is in a driving state differs from the thermal runaway protection strategy when the vehicle is not in a driving state.

[0116] In some embodiments, the aforementioned "executing a thermal runaway protection strategy based on the vehicle's operating state when the first thermal runaway risk information is at the third risk level" may specifically include the following steps: when the first thermal runaway risk information is at the third risk level and the vehicle is in a driving state, acquiring the vehicle's throttle opening; when the vehicle's throttle opening is less than or equal to a preset opening, acquiring the charge level of the vehicle's power battery; reducing the output power of the vehicle's motor controller based on the power battery charge level, wherein the power battery charge level is positively correlated with the reduced output power of the motor controller; when the vehicle's throttle opening is greater than the preset opening, controlling the output power of the motor controller to remain unchanged for a first preset duration, and after the first preset duration, executing the steps of acquiring the power battery charge level and subsequent steps; when the first thermal runaway risk information is at the third risk level and the vehicle is in a non-driving state, disconnecting the power transmission between the first component and the second component.

[0117] Specifically, when the first thermal runaway risk information is at the third risk level and the vehicle is in a driving state, the current throttle opening of the vehicle is first obtained and compared with the preset opening to determine the driver's driving intention.

[0118] When the throttle opening is less than or equal to the preset opening, it indicates that the driver may not need to accelerate urgently. At this time, the charge level of the vehicle's power battery can be obtained. The power battery charge level is expressed as the state of charge (SOC), which refers to the percentage of the power battery's current remaining charge relative to its nominal total capacity, ranging from 0% to 100%.

[0119] After obtaining the power battery charge in the vehicle, the output power of the motor controller in the vehicle can be reduced based on the power battery charge. The power battery charge is positively correlated with the reduced output power of the motor controller. That is, when the power battery charge is higher, the reduced output power of the motor controller is greater, and when the power battery charge is lower, the reduced output power of the motor controller is smaller.

[0120] For example, when the battery charge is less than 10%, the motor controller's output power can be reduced to 15% of its current output power, and voice prompts such as "Please pull over" can be output. When the battery charge is greater than 20%, the motor controller's output power can be reduced to 30% of its current output power. When the battery charge is greater than or equal to 10% and less than or equal to 20%, the motor controller's output power can be reduced to 20% of its current output power; alternatively, when the battery charge is greater than or equal to 10% and less than or equal to 20%, the motor controller's output power can be reduced proportionally. That is, if the difference between the battery charge and 10% is N%, the motor controller's output power will be reduced to 15% + 1.5 × N, where N is a positive integer.

[0121] If the throttle opening is greater than a preset opening, it indicates that the driver may need to accelerate urgently. In this case, the output power of the motor controller remains constant for a first preset duration, i.e., the vehicle maintains emergency acceleration for the first preset duration. After the first preset duration, the battery charge level is acquired, and the output power of the motor controller is reduced based on the battery charge level.

[0122] It should be noted that the specific value of the preset opening can be set according to the actual situation. For example, the preset opening can be 80% or 70%. The specific value of the first preset duration can also be set according to the actual situation. For example, the first preset duration can be 1.5 seconds or 2 seconds.

[0123] In this way, when the first thermal runaway risk information is at the third risk level and the vehicle is in a driving state, the driver's driving intention can be determined based on the vehicle's throttle opening to achieve emergency acceleration protection. Furthermore, by adaptively reducing the output power of the motor controller in conjunction with the power battery charge, the vehicle's driving torque is reduced, but the vehicle will still continue to drive, thereby reducing the risk of vehicle runaway and improving vehicle driving safety.

[0124] When the first thermal runaway risk information is at the third risk level and the vehicle is in a non-driving state, the power transmission between the first component and the second component is disconnected.

[0125] Taking the example where the first component can be a power battery and the second component can be a motor controller, if the first thermal runaway risk information of the power terminal between the power battery and the motor controller is at the third risk level, and the vehicle is in a non-driving state, the power transmission between the power battery and the motor controller can be disconnected, thereby cutting off the vehicle's power output.

[0126] In summary, this application embodiment combines the first thermal runaway risk information of the power terminal with the vehicle's operating status. Under high-risk and non-driving conditions, it actively disconnects the power transmission between the first and second components. Under high-risk and driving conditions, it reduces the output power of the motor controller, thereby achieving a dynamic balance between vehicle driving safety and vehicle availability.

[0127] In other embodiments, the vehicle control method may further include the following steps: when the first thermal runaway risk information is at a second risk level, a trend prediction model is used to predict the second state parameters corresponding to each moment within a second preset duration in the future; based on the second state parameters, the second thermal runaway risk information corresponding to each moment within the second preset duration for the power terminal is determined; when the second thermal runaway risk information corresponding to the first moment within the second preset duration is at a third risk level, a thermal runaway protection strategy is executed at a second moment before the first moment, where the first moment is any moment within the second preset duration.

[0128] If the initial thermal runaway risk information indicates a second risk level, a trend prediction model can be activated. This model can be an LSTM model or another network model. The initial state parameters collected at the current moment can be input into the trend prediction model, which can then output the second state parameters corresponding to various moments within a second preset time period in the future.

[0129] Specifically, the currently collected contact resistance is input into the trend prediction model, which can output the contact resistance at each time point within the second preset time period in the future; the currently collected terminal temperature is input into the trend prediction model, which can output the terminal temperature at each time point within the second preset time period in the future; the currently collected current amplitude is input into the trend prediction model, which can output the current amplitude at each time point within the second preset time period in the future; and the currently collected current fluctuation spectrum is input into the trend prediction model, which can output the current fluctuation spectrum at each time point within the second preset time period in the future.

[0130] In this way, a trend prediction model can be used to make rolling predictions of contact resistance, terminal temperature, current amplitude, and current fluctuation spectrum, obtaining the corresponding contact resistance, terminal temperature, current amplitude, and current fluctuation spectrum at various times within a second preset time period in the future. For example, the second preset time period can be 3 seconds or 5 seconds, etc.

[0131] After predicting the contact resistance, terminal temperature, current amplitude, and current fluctuation spectrum at each moment within the second preset time period, the second thermal runaway risk information at each moment within the second preset time period can be determined using the above method.

[0132] If the second thermal runaway risk information corresponding to the first moment within the second preset time period is the third risk level, the thermal runaway protection strategy is executed at the second moment before the first moment. The first moment can be any moment within the second preset time period, that is, the thermal runaway protection strategy is activated in advance before the first moment.

[0133] For example, taking a second preset duration of 3 seconds as an example, if the second thermal runaway risk information corresponding to the second second in the future is determined to be the third risk level using the above method, the above thermal runaway protection strategy can be executed at the 1.5th second in the future, that is, the above thermal runaway protection strategy is executed 0.5 seconds in advance of the predicted third risk level.

[0134] It should be noted that the specific process for determining the second thermal runaway risk information is similar in principle to the specific process for determining the first thermal runaway risk information mentioned above. To avoid repetition, it will not be repeated here.

[0135] Therefore, this application embodiment introduces a trend prediction model to predict the second thermal runaway risk information corresponding to each moment within a second preset time period in the future. If the second thermal runaway risk information corresponding to the first moment within the second preset time period is at the third risk level, a thermal runaway protection strategy is executed at the second moment before the first moment. By predicting, identifying and intervening in the thermal runaway risk in advance, predictive protection against thermal runaway is achieved, thereby further improving the safety of the vehicle.

[0136] It should be noted that the vehicle control method provided in this application embodiment can be jointly implemented by the BMS and VCU in the vehicle. Specifically, the BMS can determine the first thermal runaway risk information of the power terminal based on the first state parameters, and send the first thermal runaway risk information to the VCU. The VCU can then obtain the vehicle's operating status and control the vehicle based on the first thermal runaway risk information and the vehicle's operating status.

[0137] The above combination Figure 1The vehicle control method provided in the embodiments of this application has been described. The apparatus for performing the above method provided in the embodiments of this application is described below.

[0138] Figure 2 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application. Figure 2 As shown, the vehicle control device 200 is applied in a vehicle, which includes a high-voltage connector for connecting a first component and a second component. The high-voltage connector includes power terminals. The vehicle control device 200 may include a parameter acquisition module 201, a risk information determination module 202, and a first control module 203.

[0139] The parameter acquisition module 201 is used to acquire the first state parameters of the power terminal, including contact resistance, terminal temperature, current amplitude and current fluctuation spectrum, where the current fluctuation spectrum represents the proportion of energy in the first frequency band of the current spectrum; the risk information determination module 202 is used to determine the first thermal runaway risk information of the power terminal based on the first state parameters; and the first control module 203 is used to control the vehicle based on the first thermal runaway risk information and the vehicle's operating status.

[0140] In one possible implementation, the risk information determination module 202 is specifically used to determine the parameter score value of the power terminal based on the first state parameter, the parameter score value being used to characterize the risk quantification index related to the first state parameter; determine the first thermal runaway risk score of the power terminal based on the parameter score value; and determine the first thermal runaway risk information based on the first thermal runaway risk score and multiple different risk score thresholds.

[0141] In one possible implementation, the parameter score values ​​include a first score value, a second score value, a third score value, and a fourth score value. The risk information determination module 202 is specifically used to determine the first score value based on the contact resistance, a first preset resistance, a second preset resistance, and a first preset value. The first score value is used to characterize the risk quantification index related to the contact resistance. The first preset resistance represents the cold resistance calibrated at the factory of the power terminal, and the second preset resistance represents the maximum allowable safe contact resistance of the power terminal. The second score value is determined based on the terminal temperature, a first preset temperature, a second preset temperature, and a second preset value. The second score value is used to characterize the risk quantification index related to the terminal temperature. The first preset temperature represents the upper limit temperature of safe operation of the power terminal, and the second preset temperature represents the thermal runaway critical temperature of the power terminal, and the second preset temperature is greater than the first preset temperature. The third score value is determined based on the current amplitude, a preset current value, and a third preset value. The third score value is used to characterize the risk quantification index related to the current amplitude. The preset current value represents the rated continuous operating current of the power terminal. The fourth score value is determined based on the current fluctuation spectrum and a fourth preset value. The fourth score value is used to characterize the risk quantification index related to the current fluctuation spectrum.

[0142] In one possible implementation, the risk information determination module 202 is specifically used to perform a weighted summation of the first score, the second score, the third score, and the fourth score to obtain a first thermal runaway risk score; wherein, the weight values ​​corresponding to the first score, the second score, the third score, and the fourth score are related to the operating status.

[0143] In one possible implementation, the risk information determination module 202 is specifically used to determine the first thermal runaway risk information as a first risk level when the first thermal runaway risk score is less than a first risk score threshold; to determine the first thermal runaway risk information as a second risk level when the first thermal runaway risk score is greater than or equal to the first risk score threshold and less than a second risk score threshold; and to determine the first thermal runaway risk information as a third risk level when the first thermal runaway risk score is greater than or equal to the second risk score threshold; wherein the first risk score threshold is less than the second risk score threshold, and the first risk level is lower than the second risk level, and the second risk level is lower than the third risk level.

[0144] In one possible implementation, the risk information determination module 202 is specifically used to determine the first thermal runaway risk information as the third risk level when any first state parameter is greater than or equal to a preset safety threshold. The third risk level is the highest risk level among the first thermal runaway risk information.

[0145] In one possible implementation, the first control module 203 is specifically used to continue executing the step of acquiring the first state parameters of the power terminal when the first thermal runaway risk information is at the first risk level; to output a prompt message and report a fault code to the cloud when the first thermal runaway risk information is at the second risk level; and to execute a thermal runaway protection strategy based on the vehicle's operating status when the first thermal runaway risk information is at the third risk level; wherein the first risk level is lower than the second risk level, and the second risk level is lower than the third risk level.

[0146] In one possible implementation, the first control module 203 is specifically configured to: acquire the throttle opening of the vehicle when the first thermal runaway risk information is at the third risk level and the vehicle is in a driving state; acquire the charge of the power battery in the vehicle when the throttle opening is less than or equal to a preset opening; reduce the output power of the motor controller in the vehicle based on the charge of the power battery, wherein the charge of the power battery is positively correlated with the reduced output power of the motor controller; maintain the output power of the motor controller unchanged for a first preset time period when the throttle opening is greater than the preset opening, and execute the steps of acquiring the charge of the power battery in the vehicle and subsequent steps after the first preset time period; and disconnect the power transmission between the first component and the second component when the first thermal runaway risk information is at the third risk level and the vehicle is in a non-driving state.

[0147] In one possible implementation, the vehicle control device 200 may further include: a parameter prediction module, used to predict the second state parameters corresponding to each moment within a future second preset duration by using a trend prediction model when the first thermal runaway risk information is at a second risk level; a risk information prediction module, used to determine the second thermal runaway risk information corresponding to each moment within a second preset duration based on the second state parameters; and a second control module, used to execute a thermal runaway protection strategy at a second moment before the first moment when the second thermal runaway risk information corresponding to the first moment within the second preset duration is at a third risk level, wherein the first moment is any moment within the second preset duration.

[0148] Figure 3 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. For example, as shown... Figure 3 As shown, the vehicle 300 includes a memory 301 and a processor 302. The memory 301 stores executable program code 3011, and the processor 302 is used to call and execute the executable program code 3011 to perform a vehicle control method.

[0149] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a vehicle control method provided in embodiments of this application.

[0150] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0151] When each functional module is divided according to its corresponding function, the device may further include a parameter acquisition module, a risk information determination module, a first control module, a parameter prediction module, a risk information prediction module, and a second control module. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced to the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0152] It should be understood that the device provided in this embodiment is used to execute the above-described vehicle control method, and therefore can achieve the same effect as the above-described implementation method.

[0153] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code.

[0154] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0155] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiments.

[0156] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a vehicle control method provided in the above embodiment.

[0157] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a vehicle control method provided in the above embodiment.

[0158] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0159] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0160] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0161] The above description is merely a specific embodiment 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 vehicle control method, characterized in that, The vehicle includes a high-voltage connector for connecting a first component and a second component, the high-voltage connector including power terminals, and the method includes: The first state parameters of the power terminal are obtained, including contact resistance, terminal temperature, current amplitude and current fluctuation spectrum, wherein the current fluctuation spectrum represents the proportion of energy in the first frequency band of the current spectrum. Based on the first state parameters, determine the first thermal runaway risk information of the power terminal; Based on the first thermal runaway risk information and the vehicle's operating status, the vehicle is controlled.

2. The method according to claim 1, characterized in that, The determination of the first thermal runaway risk information of the power terminal based on the first state parameter includes: The parameter score value of the power terminal is determined based on the first state parameter, and the parameter score value is used to characterize the risk quantification index related to the first state parameter. A first thermal runaway risk score for the power terminal is determined based on the parameter score. Based on the first thermal runaway risk score and multiple different risk score thresholds, the first thermal runaway risk information is determined.

3. The method according to claim 2, characterized in that, The parameter rating values ​​include a first rating value, a second rating value, a third rating value, and a fourth rating value. Determining the parameter rating value of the power terminal based on the first state parameter includes: Based on the contact resistance, the first preset resistance, the second preset resistance, and the first preset value, the first score value is determined. The first score value is used to characterize the risk quantification index related to the contact resistance. The first preset resistance represents the cold resistance calibrated at the factory of the power terminal, and the second preset resistance represents the maximum allowable safe contact resistance of the power terminal. Based on the terminal temperature, the first preset temperature, the second preset temperature, and the second preset value, the second score value is determined. The second score value is used to characterize the risk quantification index related to the terminal temperature. The first preset temperature represents the upper limit temperature of safe operation of the power terminal, and the second preset temperature represents the thermal runaway critical temperature of the power terminal. The second preset temperature is greater than the first preset temperature. Based on the current amplitude, the preset current value, and the third preset value, the third score value is determined. The third score value is used to characterize the risk quantification index related to the current amplitude. The preset current value represents the rated continuous operating current of the power terminal. Based on the current fluctuation spectrum and the fourth preset value, the fourth score value is determined, which is used to characterize the risk quantification index related to the current fluctuation spectrum.

4. The method according to claim 3, characterized in that, The determination of the first thermal runaway risk score of the power terminal based on the parameter score value includes: The first thermal runaway risk score is obtained by weighted summation of the first score, the second score, the third score, and the fourth score. The weight values ​​corresponding to the first score, the second score, the third score, and the fourth score are related to the operating status.

5. The method according to claim 2, characterized in that, The determination of the first thermal runaway risk information based on the first thermal runaway risk score and multiple different risk score thresholds includes: If the first thermal runaway risk score is less than the first risk score threshold, the first thermal runaway risk information is determined to be of the first risk level. If the first thermal runaway risk score is greater than or equal to the first risk score threshold and less than the second risk score threshold, the first thermal runaway risk information is determined to be the second risk level. If the first thermal runaway risk score is greater than or equal to the second risk score threshold, the first thermal runaway risk information is determined to be at the third risk level. Wherein, the first risk scoring threshold is less than the second risk scoring threshold, and the first risk level is lower than the second risk level, and the second risk level is lower than the third risk level.

6. The method according to claim 1, characterized in that, The determination of the first thermal runaway risk information of the power terminal based on the first state parameter includes: If any of the first state parameters is greater than or equal to a preset safety threshold, the first thermal runaway risk information is determined to be at the third risk level, where the third risk level is the highest risk level among the first thermal runaway risk information.

7. The method according to any one of claims 1 to 6, characterized in that, The step of controlling the vehicle based on the first thermal runaway risk information and the vehicle's operating status includes: If the first thermal runaway risk information is at the first risk level, continue to execute the step of obtaining the first state parameter of the power terminal; If the first thermal runaway risk information is at the second risk level, output a prompt message and report a fault code to the cloud; When the first thermal runaway risk information is at the third risk level, a thermal runaway protection strategy is executed based on the vehicle's operating status. Wherein, the first risk level is lower than the second risk level, and the second risk level is lower than the third risk level.

8. The method according to claim 7, characterized in that, When the first thermal runaway risk information is at the third risk level, the thermal runaway protection strategy is executed based on the vehicle's operating state, including: When the first thermal runaway risk information is the third risk level and the vehicle is in a driving state, the throttle opening of the vehicle is obtained. When the throttle opening of the vehicle is less than or equal to a preset opening, the power battery charge in the vehicle is obtained; The output power of the motor controller in the vehicle is reduced based on the amount of power battery charge, and the amount of power battery charge is positively correlated with the reduced output power of the motor controller. When the throttle opening of the vehicle is greater than the preset opening, the output power of the motor controller is kept constant for a first preset duration, and after the first preset duration, the steps of obtaining the power battery charge in the vehicle and subsequent steps are executed. When the first thermal runaway risk information is at the third risk level and the vehicle is in a non-driving state, the power transmission between the first component and the second component is disconnected.

9. The method according to claim 7, characterized in that, The method further includes: When the first thermal runaway risk information is the second risk level, a trend prediction model is used to predict the second state parameters corresponding to each moment within a second preset time period in the future. Based on the second state parameter, the second thermal runaway risk information corresponding to each moment of the power terminal within the second preset time period is determined respectively; If the second thermal runaway risk information corresponding to the first moment within the second preset time period is the third risk level, the thermal runaway protection strategy is executed at the second moment before the first moment, where the first moment is any moment within the second preset time period.

10. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 9.

Images