Vehicle control method and vehicle

Abstract

The application discloses a vehicle control method and a vehicle, and belongs to the technical field of vehicle power distribution. The method comprises the following steps: acquiring multi-dimensional state information of the vehicle; determining a power limitation coefficient based on the state information; and performing power distribution based on a preset rated power and the power limitation coefficient to determine the power allocated to each device of the vehicle. The multi-dimensional state information is used to realize real-time sensing of the running conditions of the whole vehicle, a complete global situation awareness system is constructed, and the defect that the traditional power distribution system is based on a single decision is overcome. The power limitation coefficient is dynamically generated to adapt to the current scene, and a fixed coefficient control mode is abandoned. The maximum allowable output power of each device can be flexibly constrained according to the real-time working condition of the vehicle. Meanwhile, the rated power is used as the distribution reference, and the distribution power of each device is determined in combination with the power limitation coefficient, so that the combination of the reference parameter and the dynamic adjustment of the working condition is realized, the whole vehicle power collaborative distribution is realized, and unnecessary power consumption can be avoided.

Description

Technical Field

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

[0002] Existing intelligent power distribution devices can achieve remote load control and basic overcurrent protection. However, their rigid power distribution strategies not only fail to meet the power distribution needs of complex scenarios but may also lead to unnecessary power consumption. Summary of the Invention

[0003] This application aims to address at least one of the technical problems existing in the prior art. To this end, this application proposes a vehicle control method and a vehicle that, by acquiring multi-dimensional state information, constructs a complete global situational awareness system, overcoming the deficiency of traditional power distribution systems relying on a single decision-making basis. Simultaneously, by calculating the power limitation coefficient in real time using state information, the overall vehicle state is comprehensively determined, and coordinated power allocation for the entire vehicle is performed. This enables the power distribution strategy to adapt to various complex scenarios and avoids unnecessary power consumption.

[0004] In a first aspect, this application provides a vehicle control method, the vehicle control method comprising: acquiring multi-dimensional state information of a vehicle; determining a power limiting coefficient based on the state information; and performing power allocation based on a preset rated power and the power limiting coefficient to determine the power allocated to each device of the vehicle.

[0005] Secondly, this application provides a vehicle including a central controller and a plurality of domain controllers, the central controller being used to execute the vehicle control method of the first aspect.

[0006] The vehicle control method and vehicle provided in this application embodiment perceive the vehicle's operating conditions in real time through multi-dimensional state information, constructing a complete global situational awareness system and overcoming the shortcomings of traditional power distribution systems that rely on a single decision-making basis. It dynamically generates power limiting coefficients adapted to the current scenario, abandoning the fixed-coefficient control method, and can flexibly constrain the maximum allowable output power of each device according to the vehicle's real-time operating conditions.

[0007] At the same time, the rated power is used as the allocation benchmark, and the power allocation of each device is determined together with the power limitation coefficient. This achieves the combination of benchmark parameters and dynamic adjustment of operating conditions, realizes the coordinated allocation of vehicle power, and avoids unnecessary power consumption.

[0008] Additional aspects and advantages of embodiments of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of embodiments of this application. Attached Figure Description

[0009] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Wherein: Figure 1 This is a schematic diagram illustrating an application scenario of a vehicle control method provided in an embodiment of this application; Figure 2 This is a first flowchart illustrating a vehicle control method provided in an embodiment of this application; Figure 3 This is a second flowchart illustrating a vehicle control method provided in an embodiment of this application; Figure 4 This is a schematic diagram of the third process of a vehicle control method provided in an embodiment of this application; Figure 5 This is a schematic diagram of the fourth process of a vehicle control method provided in an embodiment of this application; Figure 6 This is a fifth flowchart illustrating a vehicle control method provided in an embodiment of this application; Figure 7 This is a sixth flowchart illustrating a vehicle control method provided in an embodiment of this application; Figure 8 This is a seventh flowchart illustrating a vehicle control method provided in an embodiment of this application; Figure 9 This is an eighth flowchart illustrating a vehicle control method provided in an embodiment of this application; Figure 10 This is a ninth flowchart illustrating a vehicle control method provided in an embodiment of this application; Figure 11 This is a schematic diagram of the overall vehicle architecture provided in the embodiments of this application; Figure 12 This is a schematic diagram of the vehicle control device provided in the embodiments of this application; Figure 13 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0010] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0011] This application provides a vehicle control method and a vehicle. Specifically, the vehicle control method of this application can be executed by an electronic device, which can be a terminal or server of the vehicle, or other similar equipment.

[0012] The terminal can be the vehicle's central control system, battery management system (BMS), body domain controller, etc.

[0013] A server can be a standalone physical server, a server cluster or distributed system consisting of multiple physical servers, or a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content delivery networks (CDN), and big data and artificial intelligence platforms.

[0014] For example, when the vehicle control method operates on a terminal device, the terminal device may include a display screen and a processor. The display screen is used to present an interface and receive commands generated by the driver interacting with the interface. The processor is used to store applications, run the applications, generate the interface, respond to commands, and control the display of the interface on the display screen. When the driver operates the interface through the display screen, the interface can control the local content of the terminal device in response to the received operation commands. The terminal device can provide a graphical user interface to the driver or passenger in various ways, such as rendering the interface on the terminal device's display screen or presenting the graphical user interface through holographic projection.

[0015] For example, when this vehicle control method runs on a server, it can be implemented and executed based on a cloud system. A cloud system refers to a program execution method based on cloud computing. A cloud system includes servers and client devices. Data acquisition for the vehicle control method is completed on the terminal device, while execution is completed on the server.

[0016] It should be noted that in the embodiments of this application, the executing entity of the vehicle control method can be a terminal device or a server, and the embodiments of this application do not limit the type of executing entity.

[0017] It is understood that in the specific implementation of this application, user object data, context data and other related data are involved. When the embodiments of this application are applied to specific products or technologies, user permission or consent is required, and the collection, use and processing of related data must comply with the relevant laws, regulations and standards of the relevant countries and regions.

[0018] For example, in conjunction with the above description, Figure 1This application illustrates a vehicle control system 1000 for implementing a vehicle control method, which may include at least one terminal 1001 of the vehicle, at least one server 1002, at least one database 1003, and a network. The terminal 1001 can be connected to different servers via the network.

[0019] In possible application scenarios, different terminals 1001 may be served by different servers 1002. Therefore, in order to distinguish the servers 1002 corresponding to different terminals 1001, the embodiments of this application will use the first and second methods for description.

[0020] Furthermore, when the vehicle control system 1000 includes multiple terminals, multiple servers, and multiple networks, different terminals can connect to each other through different networks and different servers. The network can be a wireless network or a wired network; for example, wireless networks include wireless local area networks (WLAN), local area networks (LAN), cellular networks, 2G networks, 3G networks, 4G networks, 5G networks, etc. Additionally, different terminals can also connect to other terminals or to servers using their own Bluetooth networks or hotspot networks.

[0021] It should be noted that, Figure 1 The vehicle control system diagram shown is merely an example. The vehicle control system 1000 described in this application embodiment is intended to more clearly illustrate the technical solutions of this application embodiment and does not constitute a limitation on the technical solutions provided in this application embodiment. As those skilled in the art will know, with the evolution of vehicle control systems and the emergence of new business scenarios, the technical solutions provided in this application embodiment are also applicable to similar technical problems.

[0022] The technical solution of this application will be described in detail below through specific embodiments. It should be noted that the following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments.

[0023] It should be noted that the steps shown may be executed in a different logical order than that shown in the flowchart of this method. Please refer to [link / reference]. Figure 2 The vehicle control method of this application may include the following steps: Step 011: Obtain multi-dimensional status information of the vehicle; Step 012: Determine the power limiting factor based on the state information; Step 013: Based on the preset rated power and power limit coefficient, power allocation is performed to determine the power allocated to each device in the vehicle.

[0024] Among them, the power limiting factor refers to the dimensionless adjustment factor that is pre-configured or dynamically calculated to achieve bus power balance and prevent overload, and is used to constrain the maximum allowable output power of each load.

[0025] Rated power refers to the nominal power that electrical equipment (load, power supply, power distribution channel) is allowed to operate stably for a long time under specified standard operating conditions and rated voltage. It is the benchmark power parameter specified by the equipment manufacturer and serves as a benchmark reference value for power distribution and overload judgment.

[0026] Power distribution refers to the control process by which the power distribution controller dynamically divides and schedules available electrical energy among multiple vehicle loads to ensure priority power supply to critical loads and maintain the power balance of the entire vehicle power grid.

[0027] The vehicle control method provided in this application provides a way to perceive the vehicle's operating conditions in real time through multi-dimensional state information, constructing a complete global situational awareness system and overcoming the shortcomings of traditional power distribution systems that rely on a single decision-making basis. It dynamically generates power limiting coefficients adapted to the current scenario, abandoning the fixed-coefficient control method, and can flexibly constrain the maximum allowable output power of each device according to the vehicle's real-time operating conditions.

[0028] At the same time, the rated power is used as the allocation benchmark, and the power allocation of each device is determined together with the power limitation coefficient. This achieves the combination of benchmark parameters and dynamic adjustment of operating conditions, realizes the coordinated allocation of vehicle power, and avoids unnecessary power consumption.

[0029] Please see Figure 3 In some embodiments, step 012, determining the power limiting factor based on the state information, includes: Step 0121: Determine the first power correction coefficient corresponding to each state information; Step 0122: Determine the power limiting coefficient based on each of the first power correction coefficients.

[0030] The correction factor is a dimensionless parameter dynamically obtained by the power distribution controller based on the real-time operating conditions of the vehicle. It is used to correct the load reference power limit and obtain the maximum allowable power that the load can call under the current operating conditions.

[0031] In one optional embodiment, the first power refers to the operating power of the vehicle in its current state. Each type of state information corresponds to a preset mapping relationship, and the corresponding first power correction coefficient is obtained by querying the real-time state information of the vehicle.

[0032] Specifically, based on the various state information of the vehicle in different dimensions, a corresponding first power correction coefficient is determined. Based on the determined correction coefficients, the power limitation coefficient of the vehicle at that moment is calculated.

[0033] The vehicle control method provided in this application can independently quantify the impact of different operating conditions on the power limit by obtaining the first power correction coefficient and power limit coefficient corresponding to each state information of the vehicle, thereby realizing multi-factor joint correction and improving the accuracy of coefficient calculation.

[0034] Please see Figure 4 and 5 In some embodiments, the status information includes at least one of energy status information, driving status information, environmental status information, user preference information, and fault information. Step 0121 involves determining the first power correction coefficient corresponding to each of the aforementioned status information, including: Step 01211: Determine the fault correction coefficient based on the fault level represented by the fault information; Step 01212: Determine the first energy correction coefficient based on the remaining electricity represented by the energy state information; Step 01213: Determine the second energy correction coefficient based on the charging state information represented by the energy state information; Step 01214: Determine the temperature correction coefficient based on the ambient temperature represented by the environmental state information; Step 01215: Determine the driving correction coefficient based on the vehicle speed and acceleration represented by the driving state information; Step 01216: Determine the preference correction coefficient based on the preferred driving mode and historical driving style represented by user preference information.

[0035] Step 0122, based on each first power correction coefficient, determine the power limiting coefficient, including: Step 01221: Determine the power limiting coefficient based on the product of the fault correction coefficient, the first energy correction coefficient, the second energy correction coefficient, the temperature correction coefficient, the driving correction coefficient, and the preference correction coefficient.

[0036] Among them, the energy status information reflects the real-time operating status of the vehicle's energy system and is used to assess the upper limit of the vehicle's electric energy supply.

[0037] Driving status information reflects the real-time driving conditions of the vehicle and is used to identify current driving needs.

[0038] Environmental status information reflects the external and cabin environmental parameters of the vehicle, and is used to perform operating condition compensation correction for power limits.

[0039] User preference information records the driver's vehicle usage habits and parameters, and the power distribution process takes into account the user's power needs while ensuring safety.

[0040] Fault information is information reported by components such as vehicle power distribution circuits, power supplies, and on-board loads. It includes the fault location, fault type, and fault level, and is used to trigger corresponding power limiting and load isolation protection strategies.

[0041] Charging status information indicates whether the vehicle is currently in charging mode, which is used to switch the power distribution strategy between driving mode and charging mode.

[0042] Preferred driving mode refers to the vehicle's operating mode set by the user or determined by the system. Different modes are configured with different power distribution weights.

[0043] Historical driving style is the driving style of a driver predicted by a large model from long-term collected driving data. It is used to predict subsequent power demand and achieve forward-looking power allocation.

[0044] In one optional embodiment, the fault levels are divided into Level 1 fault, Level 2 fault, Level 3 fault, and no fault, which can be used to determine the fault correction coefficient. Level 1 fault refers to safety-related faults (affecting driving safety); Level 2 fault refers to functional degradation faults, where the vehicle is not completely hardware-related and has not triggered a shutdown hard protection, but parameters are detected to deviate from the normal range; Level 3 fault refers to functional weakening faults, where the vehicle's equipment hardware does not have overheating, undervoltage, low SOC (State of Charge, battery state of charge), or over-limit protection, but only suffers from performance degradation, decreased accuracy, slower response, and auxiliary function failure; the basic functions of the equipment are still fully retained, and there is no active limitation on power output; no fault means that all functions of the vehicle's equipment are normal at this time. The fault correction coefficients are shown in Table 1 below:

[0045] Energy status information includes battery SOC, available power, and charging status. Battery SOC represents the current remaining battery capacity, in percentage (%). Available power refers to the maximum power the battery can currently deliver, in kW. Charging status indicates whether the battery is currently in charging mode. The remaining battery capacity can be used to determine the first energy correction factor, as shown in Table 2 below:

[0046] When multiple fault levels exist simultaneously, the smallest correction factor is used. If a level one fault exists, a factor of 0.1 is used directly, and other faults are ignored.

[0047] Charging status information can be used to determine the second energy correction coefficient. When the vehicle is charging, in order to prioritize the supply of charging power, the base comprehensive coefficient obtained by multiplying the other correction coefficients is multiplied by 1.2, and the smaller value between the calculated result and 1.0 is taken as the second energy correction coefficient. When the vehicle is not charging, the second energy correction coefficient is 1.0.

[0048] Environmental status information includes ambient temperature (external ambient temperature, in °C), humidity (relative humidity, in %), light intensity (solar radiation intensity, in μlux), and weather conditions (sunny / rainy / snowy / foggy, etc.). Ambient temperature can be used to determine the temperature correction factor, as shown in Table 3 below:

[0049] Driving status includes driving mode (economy / normal / sport / snow, etc.), vehicle speed (current speed, in km / h), acceleration (current acceleration, in m / s²), and navigation route. Vehicle speed and acceleration are used to determine driving correction factors, as shown in Table 4 below:

[0050] When multiple conditions are met simultaneously, the smallest correction factor is used. For example, if the vehicle speed is <10km / h and the acceleration is >3m / s², then the smaller value of 0.85 (high speed / rapid acceleration) and 0.95 (congestion) is used.

[0051] User preference information includes preferred driving modes and historical driving styles. Preferred driving modes include Eco, Normal, and Sport modes. These driving modes and historical driving styles can be used to determine preference correction coefficients, as shown in Table 5 below.

[0052] Specifically, based on a preset mapping relationship between vehicle status and correction coefficients, the following correction coefficients are determined: fault correction coefficient based on real-time vehicle fault information; first and second energy correction coefficients based on energy status information; temperature correction coefficient based on environmental status information; driving correction coefficient based on driving status information; and bias correction coefficient based on user preference information. Multiplying these six correction coefficients yields the power limiting coefficient.

[0053] In one example, the solution of this embodiment can be applied to a vehicle intelligent power distribution scenario. When the driver is driving the vehicle on a normal road, the vehicle is determined to be fault-free, the battery SOC is 32% and it is in a non-charging condition, the ambient temperature is 26℃, the vehicle speed is 85km / h and the acceleration is 5m / s², the user selects the economy mode and the historical driving style is stable; querying the mapping relationship yields the fault correction coefficient 1.0, the first energy correction coefficient 0.8, the second energy correction coefficient 1.0, the temperature correction coefficient 1.0, the driving correction coefficient 0.85, and the preference correction coefficient 0.9 in sequence. Multiplying the correction coefficients together yields the power limiting coefficient 0.612.

[0054] The vehicle control method provided in this application independently calculates various correction coefficients by combining multi-dimensional state information and power limiting coefficients, thereby achieving decoupled control of various influencing factors and facilitating independent parameter calibration and iteration. It comprehensively constrains fault level, battery status, environmental conditions, driving status and user driving characteristics, and the power constraint results are highly matched with the actual operating scenario of the vehicle.

[0055] Please see Figure 6 In some embodiments, step 013, based on a preset rated power and the power limiting coefficient, performs power allocation to determine the power allocated to each device in the vehicle, including: Step 0131: Determine the upper limit of the power budget based on the rated power and power limitation factor of each device in the vehicle; Step 0132: Based on the power budget ceiling, perform power allocation to determine the power allocated to each device in the vehicle.

[0056] The power budget limit refers to the maximum total power that the vehicle load is allowed to occupy under the current operating conditions. It serves as the overall constraint boundary for power allocation and is used to control the sum of the power allocated to each device to avoid exceeding the power supply capacity.

[0057] In one optional embodiment, the rated power of each device is multiplied by the power limit factor to obtain the maximum power allowed for a single device under the current operating conditions. The sum of the maximum power allowed for each device under the current operating conditions is then used to determine the upper limit of the vehicle power budget. Power is then allocated to the vehicle devices based on the obtained upper limit of the power budget.

[0058] In one example, the solution of this embodiment can be applied to a vehicle intelligent power distribution scenario. The vehicle is equipped with three types of onboard devices, with rated power of 6kW for drive accessories, 3kW for air conditioning, and 1kW for seat heating. The power limitation factor obtained under the current operating condition is 0.7. Multiplying the rated power of each device by the power limitation factor yields the maximum allowable power for each device under the current operating condition: 4.2kW, 2.1kW, and 0.7kW, respectively. The sum of these values ​​yields a total vehicle power budget ceiling of 7kW. Power allocation is then performed based on this 7kW power budget ceiling to determine the power allocated to each device in the vehicle.

[0059] This embodiment uses the rated power of the equipment as the hardware benchmark and combines the power limit coefficient obtained by dynamic solution to realize power allocation. Based on the two, the upper limit of the vehicle power budget is calculated to form the total power consumption constraint of the vehicle, thereby performing power allocation to determine the power allocated to each device in the vehicle.

[0060] Please see Figure 7In some embodiments, the status information also includes power allocation information, which includes available power. Step 0132 involves power allocation based on a power budget cap to determine the power allocated to each device in the vehicle, including: Step 01321: If the available power is greater than or equal to the power budget limit, power allocation is performed based on the power budget limit to determine the power allocated to each device in the vehicle. Step 01322: If the available power is less than the upper limit of the power budget, power allocation is performed based on the available power to determine the power allocated to each device in the vehicle.

[0061] Specifically, if the vehicle battery has sufficient power supply and the available power is greater than or equal to the power budget limit, it means that the power supply can support all equipment to operate at the maximum power allowed under the working conditions, and the power of each equipment is directly allocated according to the power budget limit; if the available power of the battery cannot cover the theoretical power budget limit, it means that the power supply capacity of the whole vehicle is insufficient, so the theoretical power budget limit is abandoned, and the power allocation of each equipment is switched to the actual available power of the battery.

[0062] In one example, the solution of this embodiment can be applied to a vehicle intelligent power distribution scenario. The calculated power budget limit of the vehicle is 35kW. If the real-time available power of the battery is 40kW, the available power is greater than or equal to the power budget limit, and the rated power of each device in the vehicle is allocated at 35kW. If the available power of the battery is only 28kW, the available power is less than the power budget limit, and the rated power of each device in the vehicle is allocated at 28kW.

[0063] This embodiment introduces a hierarchical determination of power allocation based on the available battery power. When the battery power supply is sufficient, the power is finely allocated based on the upper limit of the power budget obtained by integrating multi-dimensional status information of the whole vehicle, so as to fully take into account the power needs of each device. When the battery output capacity is insufficient, the power allocation is switched to the actual available battery power to avoid bus overload and voltage drop caused by the disconnect between theoretical budget and actual power supply capacity.

[0064] Please see Figure 8 In some embodiments, the vehicle's devices are divided into multiple priority devices, and the power budget ceiling is determined based on the sum of the power budgets corresponding to each priority device. Step 01322 involves power allocation based on available power to determine the power allocated to each device in the vehicle, including: Step 013221: Determine the reduction ratio based on the ratio of available power to the upper limit of the power budget; Step 013222: Based on the power budget corresponding to each priority device and the reduction ratio, determine the power allocated to each priority device.

[0065] The priority refers to the preset power supply level identifier for on-board electrical equipment, which is used to determine the order of power reduction and shutdown of equipment in power over-limit scenarios. It is divided into four levels from high to low: P0, P1, P2, and P3, as shown in Table 6 below:

[0066] MCU (Microcontroller Unit) is the core computing and communication chip for domain controllers, charging piles, energy storage terminals, and vehicle loads.

[0067] BMS (Battery Management System) is the underlying control unit of a power battery pack. It collects cell voltage, current, temperature, and remaining charge (SOC) in real time, monitors the battery's operating status, and performs overvoltage, undervoltage, overcurrent, and overheat protection.

[0068] The VCU (Vehicle Control Unit) is the overall control unit for vehicle operation. It analyzes the driver's driving intentions and coordinates power output and vehicle power-on / off logic.

[0069] EPS (Electric Power Steering) relies on the auxiliary torque output of an electric motor to provide assistance to the vehicle's steering mechanism, directly affecting the vehicle's steering and handling capabilities, and is a core device for ensuring driving safety.

[0070] ESP (Electronic Stability Program) monitors the vehicle's driving posture in real time and suppresses unstable conditions such as understeer, oversteer, and sideslip by independently controlling the braking force of the four wheels and matching the power output, thus preventing the vehicle from losing control and directly affecting driving safety.

[0071] ADC (Advanced Driver Assistance Control) includes driver assistance control modules such as lane keeping, adaptive cruise control, and collision warning, supporting the vehicle's active and safe driving.

[0072] PEPS (Passive Entry Passive Start) is an electronic control device that enables seamless vehicle unlocking and one-button power-on start, and is responsible for vehicle power-on / off and identity recognition control.

[0073] AC (Air Conditioning, vehicle air conditioning compressor) is the core load of the vehicle's air conditioning system, providing cooling for the cabin.

[0074] PTC (Positive Temperature Coefficient) heaters are heating devices that provide heat to the cabin and battery during winter and are considered high-power comfort loads.

[0075] HUD (Head-Up Display) is a display device that projects vehicle speed, navigation, and driving prompts onto the windshield, improving driving convenience.

[0076] Specifically, the vehicle's devices are divided into different priorities, and the power budget ceiling is equal to the sum of the power budgets corresponding to each priority device. When the vehicle's battery output capacity is insufficient and the available power is less than the power budget ceiling, a uniform reduction ratio is calculated based on the ratio of available power to the power budget ceiling. The original power budget ceiling corresponding to each priority device is multiplied by the reduction ratio to obtain the corrected power budget for each priority. The sum of all priority corrected power budgets equals the final power budget ceiling, and power is allocated to each device in the vehicle based on the final power budget ceiling.

[0077] In one example, the solution of this embodiment can be applied to a vehicle intelligent power distribution scenario. The current vehicle's total power budget limit is 35kW, of which the power budget corresponding to P0 level equipment is 10kW, P1 level equipment is 12kW, P2 level equipment is 8kW, and P3 level equipment is 5kW. The current available power of the vehicle battery is only 28kW, which is less than the power budget limit. The reduction ratio is calculated as 28 / 35 = 0.8.

[0078] Calculate the power budget for each priority device: P0 level device: 10 × 0.8 = 8kW, P1 level device: 12 × 0.8 = 9.6kW, P2 level device: 8 × 0.8 = 6.4kW, P3 level device: 5 × 0.8 = 4kW; the sum of the power budgets for each priority level equals 28kW. Allocate power to vehicle equipment based on the final power budget ceiling of 28kW.

[0079] This embodiment follows a priority-based hierarchical budget allocation logic with uniform proportional compression across the entire domain. When the available battery power is insufficient to support the theoretical power budget ceiling, the power of all levels is simultaneously reduced. The calculation logic is simple and efficient.

[0080] In some embodiments, if the power allocated to the highest priority device is less than the standby power of the highest priority device, a preset power allocation mode is switched to. In the preset power allocation mode, the highest priority device is in standby mode, and other priority devices are turned off.

[0081] In one optional embodiment, when the budget limit of the highest priority device is less than its standby power, it is determined that the current power supply capacity is insufficient to support the operation of the highest priority device. At this point, the system immediately switches to a preset power allocation mode, executes fallback power distribution logic, and supplies only standby power to all highest priority devices, while all other priority devices are powered off. Simultaneously, a level one fault alarm is triggered, prompting the driver that the vehicle has entered a power-limited emergency operation state.

[0082] In one example, the solution of this embodiment can be applied to a vehicle intelligent power distribution scenario. When the total standby power of a highest priority device is 1.2kW, after proportional reduction, the power allocated to the device is only 0.8kW. At this time, the power budget is less than the minimum total standby power of 1.2kW. The system will switch the preset power allocation mode, continuously supplying only the standby power of the highest priority device, shutting down all other priority devices in the area, and triggering a first-level fault alarm.

[0083] This embodiment sets up a safety fallback allocation logic for devices. When the available battery power is severely insufficient and cannot guarantee the minimum power consumption of the highest priority device after being reduced proportionally, all non-highest priority devices are automatically discarded to prioritize the bottom line of driving safety and avoid loss of vehicle control caused by power failure of core safety components.

[0084] Please see Figure 9 In some embodiments, the method further includes: Step 0133: Based on the difference between the vehicle's actual power and the power budget upper limit, dynamically adjust the power budget upper limit so that the actual power is lower than the power budget upper limit.

[0085] The actual power refers to the total instantaneous power consumed by all vehicle-mounted terminal devices in this area, which is collected and summarized in real time at a fixed period (100ms), and the unit is kW.

[0086] Specifically, the system collects the actual power of each area and device of the vehicle in real time, and calculates the difference between the actual power and the currently calculated power budget upper limit. Based on the magnitude of this difference, the power budget upper limit for the next judgment period is dynamically corrected and adjusted, and the allocation threshold is continuously iterated and optimized to ultimately ensure that the actual operating power of each area of ​​the vehicle is always less than the corresponding power budget upper limit.

[0087] In one optional embodiment, when the actual power continues to approach the upper limit of the power budget, that is, when the difference between the actual power and the expected upper limit of the power budget is less than 5% of the upper limit of the power budget, it indicates that the power consumption margin in this area is insufficient. The power budget corresponding to the device should be actively reduced, the upper limit of the power budget should be tightened as a whole, and sufficient power consumption buffer should be reserved.

[0088] When the actual power is much less than the power budget limit, that is, when the difference between the actual power and the expected power limit is large, it means that the current allocation is too redundant. In the next judgment period, the power budget limit can be appropriately relaxed to allow more devices to operate at full power and make full use of the battery's power supply capacity.

[0089] In one example, the solution in this embodiment can be applied to a vehicle intelligent power distribution scenario. When the power budget limit for a certain cabin area of ​​the vehicle is 8kW, and the real-time actual power of the area reaches 7.7kW, the actual power is close to the expected upper limit of the power consumption rate, with a difference of only 0.3kW. The power consumption margin in this area is insufficient. Therefore, the central computing platform should dynamically reduce the upper limit of the cabin area power budget in the next judgment cycle, and at the same time reduce the power budget of other devices to avoid the actual power exceeding the budget limit due to the simultaneous start-up of subsequent devices.

[0090] When the power budget limit for a certain vehicle body domain is 5kW, and the actual real-time power of the area is 1.2kW, the actual power is far less than the power budget limit, with a difference of 3.8kW, indicating sufficient power redundancy. In the next decision cycle, the central computing platform dynamically increases the power budget limit for the vehicle body domain and appropriately relaxes the power budget for other devices, allowing multiple devices to work simultaneously, fully utilizing the remaining battery power capacity, and improving the driving experience.

[0091] This embodiment no longer uses a fixed power budget limit. By monitoring the difference between the actual power and the power budget limit in real time, it can predict the risk of power consumption exceeding the limit in advance. It can adaptively and dynamically adjust the power budget limit according to the actual power load of the vehicle, and adapt to the dynamic power demand under different road conditions, temperatures and power levels.

[0092] Please see Figure 10 In some embodiments, the vehicle's equipment is divided into multiple priority devices, and the power budget upper limit is determined based on the sum of the power budgets corresponding to each priority device. Step 0133, based on the difference between the vehicle's actual power and the power budget upper limit, dynamically adjusts the power budget upper limit so that the actual power is lower than the power budget upper limit, including: Step 01331: If the actual power exceeds the power budget limit, reduce the power budget corresponding to each priority device in order of priority from low to high until the actual power is lower than the power budget limit.

[0093] In one optional embodiment, when the sum of the actual power of all priority devices exceeds the power budget limit, the device power is sequentially reduced in order of priority from low to high, namely P3, P2, P1, and P0, until the actual power of the devices is lower than the power budget limit. The specific degradation control rules for each level of device are as follows: For P3 level devices: If the current device is an enabled device and its power is at the rated power, reduce the power of the device to the minimum power; if the actual power of the device still exceeds the power budget limit after downgrading, shut down the device and reduce its power to 0.

[0094] For P2 devices: If the current device is an enabled device and its power is at the rated power, reduce the power of the device to the minimum power; if the actual power of the device after downgrading still exceeds the power budget limit, shut down the device and reduce its power to 0.

[0095] For P1 devices: If the current device is an enabled device and its power is at the rated power, reduce the power of the device to the minimum power, do not directly shut down the device, and retain basic functions.

[0096] For P0 devices: If the current device is an enabled device and its power is at the rated power, reduce the power of the device to the standby power (power is non-zero), and do not allow P0 devices to be turned off.

[0097] The enabling device refers to the vehicle-mounted terminal equipment marked as continuously powered in the power consumption permit. The power allocated to the device is the rated power or the minimum standby power. Standby power refers to the minimum constant power required to maintain the device's basic communication, status monitoring, and safety control functions when there is no full-load operation requirement. This value must always be greater than 0 and is not allowed to drop to 0.

[0098] A shutdown device refers to an on-board terminal device whose power supply is cut off as specified in the power consumption permit, with a power allocation of 0, and the device stops working.

[0099] In one example, the solution of this embodiment can be applied to a vehicle intelligent power distribution scenario. The current power budget limit for a certain cabin area is 7kW. Within the cabin, P3 level devices (large screen, audio system, and ambient lighting), P2 level devices (AC, PTC, and HUD), and P1 level devices (instrument panel) are all operating at full power. The actual real-time power of the area reaches 8.2kW, exceeding the budget limit. The system initiates a step-by-step degradation process: First, deal with the P3 level devices: large screen, speakers and ambient lights. Reduce the rated power to the minimum power, but the total power consumption is still 7.8kW, which still exceeds the power budget limit. Then, directly shut down all P3 level devices and reduce the power to 0.

[0100] At this point, the total power consumption is 7.4kW. Continue processing P2 level devices: AC, PTC and HUD, reducing the power from rated power to the minimum power. If the power consumption still exceeds the limit, shut down all P2 level devices and reduce the power to 0.

[0101] If the total power consumption is still higher than 7kW, reduce the operating power of P1 level equipment instruments to the minimum and do not shut down.

[0102] If the actual power still exceeds the power budget limit after all P3, P2, and P1 devices are derated or turned off, then the P0 level devices should be reduced to standby power, and the power supply to the P0 devices should never be cut off.

[0103] After a series of downgrades, the actual power in the region eventually dropped to below 7kW, meeting the requirement that the actual power is below the power budget limit.

[0104] This embodiment adopts a power control logic that gradually degrades from low priority to high priority. When the power exceeds the limit, the power of low priority devices is reduced first, while the power supply of high priority devices is preserved to the maximum extent, thus ensuring driving safety from the bottom layer of the power distribution strategy. Furthermore, the degradation rules are designed differently for devices with different priorities, distinguishing three types of control logic: "can be turned off", "only derated but not turned off", and "only standby but not powered off". The hierarchical control logic is clear and the execution efficiency is high.

[0105] All of the above technical solutions can be combined in any way to form optional embodiments of this application, and will not be described in detail here.

[0106] In summary, the vehicle control method of this application has the following technical effects: Multi-dimensional perception provides comprehensive basis for power distribution decisions: By integrating energy status, driving status, environmental status, user preferences, and vehicle fault information, a complete global situational awareness system is constructed, overcoming the shortcomings of traditional power distribution systems that rely on a single basis for decision-making.

[0107] Dynamic adaptation and flexible response to various complex operating conditions: The power limiting factor is calculated in real time based on the fault level, energy status, ambient temperature, driving status and user preferences to dynamically determine the vehicle's operating condition, enabling the power distribution strategy to adapt to various complex scenarios.

[0108] Safety assurance: Power supply to safety-critical equipment has the highest priority. Terminal devices are divided into four priority levels, P0 to P3. P0-level safety-critical equipment receives priority power supply under all operating conditions to ensure uninterrupted driving safety. To facilitate better implementation of the vehicle control method of this application embodiment, this application embodiment also provides a vehicle control device. Please refer to... Figure 11 , Figure 11 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application. The vehicle control device 100 may include: The determination module 101 is used to determine the power limiting coefficient based on the acquired multi-dimensional state information of the vehicle.

[0109] The calculation module 102 is used to calculate the upper limit of the power budget based on the preset rated power and power limit coefficient, and to perform power allocation to determine the power allocated to each device of the vehicle.

[0110] The control module 103 is used to dynamically adjust the upper limit of the power budget based on the difference between the actual power of the vehicle and the upper limit of the power budget, so that the actual power is lower than the upper limit of the power budget.

[0111] Each module or unit in the aforementioned vehicle control device can be implemented entirely or partially through software, hardware, or a combination thereof. Each unit can be embedded in or independent of the processor in the electronic device in hardware form, or stored in the memory of the electronic device in software form, so that the processor can call and execute the corresponding operations of each unit.

[0112] The vehicle control device 100 can be integrated into a terminal or server that has storage and a processor, thus possessing computing capabilities; alternatively, the vehicle control device 100 can be the terminal or server itself. This application also provides a vehicle 200; please refer to [link to relevant documentation]. Figure 11 It includes a central controller 201 and multiple domain controllers 202, wherein the central controller 201 is used to execute any of the above-described vehicle control methods.

[0113] Among them, the central controller 201 is the top-level core computing unit of the vehicle's electronic and electrical architecture. It is the central hub for the vehicle's global power distribution decision-making and coordinates the power consumption scheduling of all domain controllers 202.

[0114] Domain Controller 202 is a local power distribution execution unit divided according to the vehicle's functional zones. It is divided into four categories: power domain, chassis domain, body domain, and cockpit domain. It receives power consumption permission issued by the central controller 201 and locally manages all vehicle terminal equipment within its jurisdiction.

[0115] In an optional embodiment, the central controller 201 loads power distribution policy parameters upon system startup, and each domain controller 202 registers terminal device information and establishes device topology relationships. The domain controller 202 registration information includes the information shown in Table 7 below:

[0116] Among them, uint8 (unsigned 8-bit integer) represents a 1-byte unsigned integer data type with a value range of 0-255. It can only store non-negative integers and does not contain negative numbers.

[0117] float32 (32-bit floating point) represents a 4-byte floating-point data type that can store real numbers with decimals, supports positive numbers, negative numbers, and decimals, and has the precision to meet the metering requirements of vehicle power, current, and temperature.

[0118] Each domain controller 202 includes: powertrain domain controller, chassis domain controller, body domain controller, and cockpit domain controller, etc. The central controller 201 generates power consumption permits for the domain controllers 202 based on the rated power and power limitation coefficients. After accepting the power consumption permits, the domain controllers 202 allocate power to each device.

[0119] Among them, the power domain controller is the domain controller 202, which is responsible for the power distribution and management of the loads related to the vehicle's power system.

[0120] The chassis domain controller is a domain controller 202 that manages the safety-related loads of the vehicle chassis. It adjusts the power of the equipment according to the upper limit of the allocated chassis domain power budget. Under any operating condition, it prioritizes the power supply of chassis safety equipment. When the power of the whole vehicle is limited, the equipment is only allowed to standby with reduced rating, and complete power failure is prohibited.

[0121] The vehicle body domain controller is a domain controller 202 that manages basic vehicle body function loads, including wipers, door locks, lights, rearview mirrors, charging ports, and vehicle cooling systems. It allocates power based on the vehicle body domain power budget limit. When the total domain power exceeds the limit, it prioritizes reducing power or cutting off power to low-priority vehicle body equipment such as lights and wipers.

[0122] The cockpit domain controller is a domain controller 202 that manages cockpit comfort and entertainment loads.

[0123] Power consumption licenses are the maximum allowed total power thresholds allocated to a single domain controller 202, serving as the total power constraint boundary for all loads within that domain. They include the license number, effective timestamp, domain ID, list of enabled devices, list of disabled devices, and list of derating devices. The specific parameter table structure is shown in Table 6 below:

[0124] Limited-power equipment refers to equipment that is constrained by the regional power budget limit and cannot operate at its rated power, but is only allowed to operate at the minimum derated power. Its allocated power is between 0 and the rated power, and is triggered when the total regional power consumption approaches the limit. It is used to reduce overall power consumption, avoid power over-limit, and balance the basic functions of the equipment with the power supply constraints of the whole vehicle.

[0125] In this embodiment, the vehicle adopts a collaborative architecture in which the central controller 201 makes unified decisions and each domain controller 202 executes in its respective domain, thereby realizing vehicle-level power collaborative allocation, reducing communication overhead, and improving power distribution execution efficiency.

[0126] Optionally, this application also provides an electronic device including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps in the above-described method embodiments.

[0127] In one alternative embodiment, the electronic device may be a vehicle controller.

[0128] Figure 13 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. The electronic device may be a terminal or a server. Figure 13 As shown, the electronic device 300 includes a processor 301 with one or more processing cores, a memory 302 with one or more computer-readable storage media, and a computer program stored in the memory 302 and executable on the processor. The processor 301 and the memory 302 are electrically connected. Those skilled in the art will understand that the electronic device structure shown in the figures does not constitute a limitation on the electronic device, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0129] This application also provides a computer-readable storage medium for storing a computer program. The computer program is adapted to be loaded by a processor of an electronic device to execute corresponding processes in the vehicle control method of the embodiments of this application; for brevity, these will not be elaborated further here.

[0130] This application also provides a computer program product including computer instructions stored in a computer-readable storage medium. The processor of an electronic device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the electronic device to perform the corresponding processes in the vehicle control method described in the embodiments of this application. For simplicity, further details are omitted here.

[0131] It should be understood that the processor in this application may be an integrated circuit chip with signal processing capabilities. In implementation, the steps of the above method embodiments can be completed by integrated logic circuits in the processor's hardware or by instructions in software form. The processor described above can be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this application can be directly embodied in the execution of a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software modules can be located in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. This storage medium is located in memory, and the processor reads information from the memory and, in conjunction with its hardware, completes the steps of the above method.

[0132] It is understood that the memory in the embodiments of this application can be volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. The non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. The volatile memory can be random access memory (RAM), which is used as an external cache. By way of example, but not limitation, many forms of RAM are available, such as Static Random Access Memory (SRAM), Dynamic Random Access Memory (DRAM), Synchronous DRAM (SDRAM), Double Data Rate SDRAM (DDR SDRAM), Enhanced Synchronous DRAM (ESDRAM), Synchlink DRAM (SLDRAM), and Direct Rambus RAM (DR RAM). It should be noted that the memory used in the systems and methods described herein is intended to include, but is not limited to, these and any other suitable types of memory.

[0133] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0134] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0135] In the embodiments of this application, the terms "module" or "unit" refer to a computer program or part of a computer program that has a predetermined function and works with other related parts to achieve a predetermined goal, and can be implemented wholly or partially using software, hardware (such as processing circuitry or memory), or a combination thereof. Similarly, a processor (or multiple processors or memory) can be used to implement one or more modules or units. Furthermore, each module or unit can be part of an overall module or unit that includes the functionality of that module or unit.

[0136] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0137] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0138] In addition, the functional units in this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0139] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause an electronic device (which may be a personal computer or a server) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0140] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle control method, characterized in that, The method includes: Obtain multi-dimensional status information of the vehicle; Based on the aforementioned state information, the power limitation factor is determined; Power is allocated based on a preset rated power and the power limitation coefficient to determine the power allocated to each device in the vehicle.

2. The vehicle control method according to claim 1, characterized in that, The determination of the power limiting factor based on the state information includes: Determine the first power correction coefficient corresponding to each of the aforementioned state information; Based on each of the first power correction coefficients, the power limiting coefficient is determined.

3. The vehicle control method according to claim 2, characterized in that, The status information includes at least one of energy status information, driving status information, environmental status information, user preference information, and fault information. Determining the first power correction coefficient corresponding to each of the aforementioned status information includes: Based on the fault level represented by the fault information, a fault correction coefficient is determined; Based on the remaining electricity represented by the energy state information, a first energy correction coefficient is determined; Based on the charging state information represented by the energy state information, a second energy correction coefficient is determined; Based on the ambient temperature represented by the aforementioned environmental state information, a temperature correction coefficient is determined. Based on the vehicle speed and acceleration represented by the driving state information, a driving correction coefficient is determined; Based on the preferred driving patterns and historical driving styles represented by the user preference information, a preference correction coefficient is determined. The determination of the power limiting coefficient based on each of the first power correction coefficients includes: The power limiting coefficient is determined based on the product of the fault correction coefficient, the first energy correction coefficient, the second energy correction coefficient, the temperature correction coefficient, the driving correction coefficient, and the preference correction coefficient.

4. The vehicle control method according to any one of claims 1-3, characterized in that, The power allocation based on the preset rated power and the power limitation coefficient to determine the power allocated to each device in the vehicle includes: Based on the rated power of each device in the vehicle and the power limitation factor, the upper limit of the power budget is determined; Power allocation is performed based on the power budget ceiling to determine the power allocated to each device in the vehicle.

5. The vehicle control method according to claim 4, characterized in that, The status information also includes power allocation information, which includes available power. The power allocation based on the power budget cap to determine the power allocated to each device in the vehicle includes: If the available power is greater than or equal to the power budget limit, power allocation is performed based on the power budget limit to determine the power allocated to each device in the vehicle; If the available power is less than the power budget limit, power allocation is performed based on the available power to determine the power allocated to each device in the vehicle.

6. The vehicle control method according to claim 5, characterized in that, The vehicle's equipment is divided into multiple priority devices, and the power budget ceiling is determined based on the sum of the power budgets corresponding to each priority device. The power allocation based on the available power to determine the power allocated to each device in the vehicle includes: The reduction ratio is determined based on the ratio of the available power to the upper limit of the power budget; Based on the power budget and reduction ratio corresponding to each of the priorities, the power allocated to each of the priorities is determined.

7. The vehicle control method according to claim 6, characterized in that, Also includes: If the power allocated to the highest priority device is less than the standby power of the highest priority device, the system switches to a preset power allocation mode. In this preset power allocation mode, the highest priority device is in standby mode, and the other priority devices are turned off.

8. The vehicle control method according to claim 4, characterized in that, The method further includes: Based on the difference between the vehicle's actual power and the power budget upper limit, the power budget upper limit is dynamically adjusted so that the actual power is lower than the power budget upper limit.

9. The vehicle control method according to claim 4, characterized in that, The vehicle's equipment is divided into multiple priority devices. The power budget upper limit is determined based on the sum of the power budgets corresponding to each priority device. The step of dynamically adjusting the power budget upper limit based on the difference between the vehicle's actual power and the power budget upper limit, so that the actual power is lower than the power budget upper limit, includes: If the actual power exceeds the power budget limit, the power budget for each device of each priority level is reduced sequentially from low to high until the actual power is lower than the power budget limit.

10. A vehicle, characterized in that, include: A central controller and multiple domain controllers, the central controller being used to execute the vehicle control method according to any one of claims 1-9.

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