A battery bottom collision grading light early warning method, system and vehicle

Abstract

The application provides a battery bottom collision grading light early warning method and system and a vehicle, and belongs to the technical field of automobile electronics, and comprises the following steps: collecting a collision stress signal in real time; performing multi-dimensional feature extraction on the collision stress signal, extracting stress peak values, duration and stress rising slopes of each sensor, and calculating signal arrival time difference between adjacent sensors; dynamically adjusting the judgment threshold of each dimension according to the current driving condition, combining the trigger combination mode of each sensor, comprehensively judging an effective collision signal and identifying the collision direction; performing grading judgment on the stress peak value to obtain a collision grade; and outputting corresponding light early warning signals on the instrument panel in the vehicle and the bottom of the battery pack according to the collision grade, and displaying the collision position information according to the collision direction. The application realizes more accurate collision early warning.

Description

Technical Field

[0001] This invention belongs to the field of automotive electronics technology, and in particular relates to a graded light warning method, system and vehicle for bottom collision of battery. Background Technology

[0002] Battery packs in new energy vehicles, energy storage batteries, and other equipment are prone to hidden damage due to bumps or collisions to the bottom.

[0003] Existing detection technologies largely rely on fault codes from the battery management system, which suffers from unintuitive warnings and ambiguous risk levels. Some solutions can only determine whether a collision has occurred, but cannot indicate the extent of damage, leading users to overlook minor collisions and react untimely to serious ones, potentially causing safety hazards such as battery leaks and fires. Furthermore, existing solutions only provide text prompts through the vehicle's central control system or trigger alarm devices, preventing drivers and surrounding personnel from visually assessing the collision risk level through lights. Summary of the Invention

[0004] To overcome the shortcomings of the existing technology, this invention proposes a graded light warning method, system and vehicle for bottom collision of battery, to solve the problems that the warning of bottom collision of existing battery detection technology is not intuitive, cannot quantify the degree of damage, and leads to users ignoring minor collisions, not responding to serious collisions in a timely manner, and surrounding people not being able to intuitively perceive the collision risk.

[0005] To achieve the above objectives, one or more embodiments of the present invention provide the following technical solutions: In a first aspect, the present invention discloses a graded light warning method for bottom collision of a battery, comprising: Real-time acquisition of collision stress signals; Multi-dimensional feature extraction is performed on the collision stress signal to extract the stress peak value, duration and stress rise slope of each sensor, and the signal arrival time difference between adjacent sensors is calculated; the judgment threshold of each dimension is dynamically adjusted according to the current driving conditions, and combined with the trigger combination mode of each sensor, it is comprehensively judged as a valid collision signal and the collision direction is identified. The collision level is obtained by classifying the stress peak values. Based on the collision level, corresponding light warning signals are simultaneously output on the in-vehicle instrument panel and at the bottom of the battery pack, and collision location information is displayed according to the collision direction.

[0006] In a further technical solution, the stress peak value is the maximum value of each signal within the sampling window; The duration is the time span from when the signal first exceeds the stress reference value to when it last falls below that reference value; The stress rise slope is the maximum value of the slopes of all adjacent sampling points during the signal rise phase.

[0007] A further technical solution, wherein the dynamic adjustment of the judgment thresholds for each dimension based on the current driving conditions, specifically includes: Under normal operating conditions, the peak stress threshold P th =0.1MPa, duration threshold T th =10ms, slope threshold K th =5MPa / s; Under highway operating conditions, where the current vehicle speed v > 80 km / h and the acceleration variance σ² < 0.1g², the peak stress threshold P th Adjust to 0.15 MPa; Under bumpy road conditions, where the acceleration variance σ² > 0.5g², and the duration threshold T... th Adjusted to 15ms, slope threshold K th Adjusted to 8MPa / s.

[0008] A further technical solution is that the comprehensive determination is considered a valid collision signal when all of the following conditions are met: The stress peak value of at least one sensor is greater than the stress peak value threshold; The duration of the corresponding path sensor is greater than the duration threshold; The stress rise slope of the corresponding path sensor is greater than the slope threshold. The timing difference between adjacent sensors is within a certain time range.

[0009] A further technical solution involves identifying the collision direction by determining the collision direction based on a combination of sensors triggered by a valid collision signal. If the front left and front right sides simultaneously trigger valid collision signals within a certain time, it is determined to be a frontal collision. If the front left and rear left or the front right and rear right simultaneously trigger valid collision signals within a certain period of time, it is determined to be a left or right collision. If the central sensor is triggered alone or in conjunction with adjacent sensors, it is determined to be a bottoming collision; If a valid collision signal is triggered simultaneously from the left and right rear sides within a certain time period, it is determined to be a rear collision.

[0010] In a further technical solution, the light warning signal uses different flashing frequencies to correspond to different collision levels; The light warning signals at the bottom of the battery pack are located on the left and right sides of the bottom of the battery pack.

[0011] Secondly, this invention discloses a graded light warning system for bottom collisions of a battery, comprising: The collision detection module is used to acquire collision stress signals in real time. The signal processing module is used to extract multi-dimensional features from the collision stress signal, extract the stress peak value, duration and stress rise slope of each sensor, and calculate the signal arrival time difference between adjacent sensors; dynamically adjust the judgment threshold of each dimension according to the current driving conditions, and combine the trigger combination mode of each sensor to comprehensively determine it as a valid collision signal and identify the collision direction. A grading control module is used to grade and determine the collision level by classifying the stress peak value; The lighting visualization module is used to simultaneously output corresponding lighting warning signals on the in-vehicle instrument panel and the bottom of the battery pack according to the collision level, and to display the collision location information according to the collision direction.

[0012] Thirdly, the present invention discloses a vehicle including a memory and a processor, and computer instructions stored in the memory and running on the processor, wherein the computer instructions, when executed by the processor, complete the steps of the aforementioned graded light warning method for battery bottom collision.

[0013] Fourthly, the present invention discloses a computer-readable storage medium for storing computer instructions, which, when executed by a processor, complete the steps of the aforementioned graded light warning method for battery bottom collision.

[0014] Fifthly, the present invention discloses a computer program product comprising executable instructions stored in a computer-readable storage medium; wherein, when the vehicle's processor reads the executable instructions from the computer-readable storage medium and executes the executable instructions, it completes the steps of the aforementioned graded light warning method for battery bottom collision.

[0015] Compared with the prior art, the beneficial effects of the present invention are as follows: This invention significantly improves the accuracy of collision recognition and its adaptability to complex driving conditions by integrating three-dimensional feature extraction (stress peak value, duration, and stress rise slope) with multi-sensor timing difference judgment, adaptive threshold for driving conditions, and sensor array trigger combination into a unified and effective collision signal comprehensive judgment mechanism. Compared with a fixed single threshold scheme, this mechanism can effectively distinguish between real collisions and interference events such as road bumps, maintaining a low false alarm rate under different driving conditions. Simultaneously, through the trigger combination rules of the sensor array, it automatically identifies the collision direction while completing the valid signal judgment, driving the zoned control of the lighting visualization module, allowing surrounding personnel to intuitively determine the specific location of the collision.

[0016] Advantages of additional aspects of the invention 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 the invention. Attached Figure Description

[0017] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0018] Figure 1 This is a flowchart of the graded light warning method for battery bottom collision described in Embodiment 1 of the present invention.

[0019] Figure 2 This is a logic block diagram of the graded light warning method for battery bottom collision described in Embodiment 1 of the present invention.

[0020] Figure 3 This is a schematic diagram showing the location of the light warning signal at the bottom of the battery pack as described in Embodiment 1 of the present invention. Detailed Implementation

[0021] It should be noted that the following detailed descriptions are exemplary and intended to provide further illustration of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0022] It should be noted that the terminology used herein is for the purpose of describing particular implementations only and is not intended to limit the exemplary implementations of the present invention.

[0023] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0024] Example 1 In one or more embodiments, a graded light warning method for bottom battery collisions is disclosed, such as... Figures 1-2 As shown, it includes the following steps: Step S101: Real-time acquisition of collision stress signals.

[0025] Specifically, collision stress signals are collected in real time by several pressure sensors installed between the liquid cooling plate and the bottom protective plate at the bottom of the battery pack. These include five pressure sensors that cover five stress areas at the bottom of the battery pack: front left, front right, middle, rear left, and rear right.

[0026] In this embodiment, a flexible thin-film pressure sensor is used. The flexible thin-film pressure sensor is thin and flexible, allowing it to conform to the curved surface of the bottom of the battery pack without compromising its sealing, while also possessing good stress detection sensitivity.

[0027] The flexible thin-film pressure sensor is 0.5mm thick, possesses high and low temperature resistance with a temperature range of -40℃ to 85℃, and is vibration resistant. This specification of sensor can adapt to the usage requirements of new energy vehicles under different climatic conditions and road conditions, ensuring long-term reliable operation.

[0028] Step S102: Perform multi-dimensional feature extraction on the collision stress signal, extract the stress peak value, duration and stress rise slope of each sensor, and calculate the signal arrival time difference between adjacent sensors; dynamically adjust the judgment threshold of each dimension according to the current driving conditions, and combine the trigger combination mode of each sensor to comprehensively determine it as a valid collision signal and identify the collision direction.

[0029] Step S1021: Perform signal processing on the collision stress signal and extract the stress peak value P, duration T and stress rise slope K of each signal.

[0030] The peak stress P is the maximum value of each signal within the sampling window, in MPa.

[0031] Duration T is the time span from the first time the signal exceeds the stress reference value (0.05 MPa) to the last time it falls below the reference value, in milliseconds.

[0032] The stress rise slope K is calculated using the formula:

[0033] in, The stress value at the nth sampling point. The stress value at the (n-1)th sampling point. The sampling time interval is defined as Δt = 10ms, with a sampling frequency of 100Hz. The maximum slope of all adjacent sampling points during the signal rise phase is taken as the representative slope K, in MPa / s. The stress signal generated by a collision event rises rapidly, and the K value is usually greater than 5MPa / s, while the stress signal generated by road bumps rises slowly, and the K value is usually less than 3MPa / s. The two are significantly distinguishable in terms of slope.

[0034] The extraction of the above three features (P, T, K) is performed independently for each sensor channel, and a total of 15 feature values ​​are extracted from 5 channels × 3 features, which are used for subsequent multi-dimensional comprehensive judgment.

[0035] This embodiment uses an STM32F103 microcontroller as the core chip for signal processing. It integrates a low-pass filter circuit with a cutoff frequency of 5Hz and a signal amplifier circuit with a 10x amplification factor. The STM32F103 microcontroller is characterized by low cost, low power consumption, and strong processing capabilities, meeting the needs of real-time signal processing. The microcontroller integrates a low-pass filter circuit and a signal amplifier circuit. The 5Hz cutoff frequency of the low-pass filter circuit is used to filter out road bumps and interference, while the 10x amplification factor of the signal amplifier circuit is used to capture weak collision signals. The low-pass filter circuit can filter high-frequency vibration interference, and the signal amplifier circuit can improve the detection sensitivity of minor collisions. The two work together to ensure the accuracy and reliability of collision detection.

[0036] Step S1022: Calculate the timing difference.

[0037] Specifically, the time stamps of the five sensors that first exceeded the stress reference value are compared, and the signal arrival time difference Δt between adjacent sensors is calculated.

[0038] Five sensors are continuously polled at a sampling frequency of 100Hz, and the system clock timestamp is recorded for each sampling, with a time resolution of 1ms.

[0039] For each sensor, record the timestamp corresponding to the first time its stress value exceeds the stress reference value by 0.05 MPa, denoted as t. i , where i=1,2,3,4,5, corresponding to the front left, front right, middle, rear left, and rear right sensors, respectively.

[0040] Based on the spatial layout at the bottom of the battery pack, the adjacency relationships are defined as follows: front left and front right are adjacent, front left and middle are adjacent, front right and middle are adjacent, middle and rear left are adjacent, middle and rear right are adjacent, and rear left and rear right are adjacent.

[0041] For each pair of adjacent sensors (i,j), calculate the timing difference:

[0042] in, Let be the timing difference between sensor i and sensor j.

[0043] Furthermore, among all valid trigger sensor pairs, the adjacent sensor pairs with the smallest timing difference are selected. The value is used as a representative timing difference Δt for subsequent judgment. If only a single sensor triggers, then Δt is defined as infinite, and it is considered as a single-point trigger.

[0044] It should be understood that the physical essence of a collision event is the propagation of the impact force from the point of contact to the surrounding area. The propagation speed of the stress wave in the battery pack underbody protection plate is approximately 100m / s to 500m / s, and the spacing between adjacent sensors is approximately 300mm to 600mm. Therefore, the timing difference Δt is within the range of 5ms to 50ms. The physical essence of road bumps is that the entire vehicle is subjected to a uniform vertical impact, and the five sensors are subjected to force almost simultaneously. The timing difference Δt is usually less than 5ms. The two events have significant distinguishability in the timing difference dimension. This dimension is independent of the three dimensions of stress peak value, duration, and stress rise slope, and can effectively supplement the shortcomings of single-dimensional judgment.

[0045] Step S1023: Operating condition perception and threshold adaptation.

[0046] The current vehicle speed v is obtained through the CAN bus, and triaxial acceleration data is collected through the acceleration sensor. The acceleration variance σ² is calculated within a 1-second time window.

[0047] The threshold values ​​for each dimension are dynamically adjusted based on the operating conditions: Under normal operating conditions, the peak stress threshold P th =0.1MPa, duration threshold T th =10ms, slope threshold K th =5MPa / s; Under highway operating conditions, in this embodiment, the highway operating condition is v>80km / h and σ²<0.1g², P th Adjusted to 0.15MPa; Under bumpy road conditions, in this embodiment, the bumpy road condition is σ²>0.5g², T th Adjusted to 15ms, K th Adjusted to 8MPa / s.

[0048] Step S1024: Multi-dimensional comprehensive judgment.

[0049] A collision signal is considered valid if all of the following conditions are met: ① The peak stress of at least one sensor is greater than the peak stress threshold P>P th ; ② The duration of the corresponding path sensor is greater than the duration threshold T>T th ; ③ The stress rise slope of the corresponding path sensor is greater than the slope threshold K>K th ; ④ The timing difference Δt between adjacent sensors is in the range of 5ms to 50ms. Preferably, if Δt < 5ms, it is determined to be a synchronous turbulence characteristic and the signal is discarded.

[0050] Step S1025: Trigger the combination to identify the collision direction.

[0051] The collision direction is determined based on a combination of sensors triggered by a valid collision signal. If a valid collision signal is triggered simultaneously from the front left and front right sides within 50ms, it is determined to be a frontal collision. If a valid collision signal is triggered simultaneously from the front left and rear left or the front right and rear right within 50ms, it is determined to be a left or right collision. If the central sensor is triggered alone or in conjunction with adjacent sensors, it is determined to be a bottoming collision; If a valid collision signal is triggered simultaneously from the left and right rear sides within 50ms, it is determined to be a rear collision.

[0052] This embodiment integrates multi-dimensional feature extraction, condition-adaptive thresholding, and sensor array triggering into a unified effective collision signal comprehensive judgment mechanism, achieving a systematic improvement in collision recognition capabilities: the stress rise slope dimension utilizes the physical characteristic that collision signals rise quickly while bump signals rise slowly to distinguish between collisions and bumps; the timing difference Δt dimension further filters interference by utilizing the difference between the 5ms to 50ms propagation time of a real collision between adjacent sensors and the less than 5ms timing difference of a bump signal; the condition-adaptive thresholding mechanism dynamically adjusts the judgment parameters of each dimension according to vehicle speed and road surface type, optimizing for highway and bumpy road conditions respectively; the triggering combination rule outputs collision direction information while completing the effective signal judgment, driving the zoned control of the lighting visualization module, enabling surrounding personnel to intuitively judge the collision location. Compared with a fixed single threshold scheme, this reduces the overall false alarm rate, improves the accuracy of collision direction recognition, and the system requires no additional hardware investment, achieving functional upgrades solely through algorithm fusion.

[0053] Step S103: The collision level is obtained by classifying the stress peak value.

[0054] If a valid collision signal exists, the stress peak value is classified according to the pre-stored first threshold and second threshold. When the stress peak value is less than the first threshold, it is determined to be a level three minor collision. When the stress peak value is greater than or equal to the first threshold and less than the second threshold, it is determined to be a level two collision. When the stress peak value is greater than or equal to the second threshold, it is determined to be a level one severe collision.

[0055] Preferably, the first threshold is 0.5 MPa, and the second threshold is 1.2 MPa. These two thresholds are determined through experimental calibration. The first threshold corresponds to a minor impact condition where the deformation of the bottom protective plate is less than 2 mm and the battery cell is undamaged, while the second threshold corresponds to a severe impact condition where the deformation of the bottom protective plate is greater than or equal to 2 mm and the battery cell is at risk of breakage.

[0056] Specifically, the first threshold corresponds to a bottom protective plate deformation of less than 2mm and no cell damage, while the second threshold corresponds to a bottom protective plate deformation of 2mm or more and a risk of cell breakage. By establishing a correspondence between the thresholds and the deformation of the bottom protective plate and the cell damage status, the accuracy of the graded early warning is ensured, enabling users to judge the degree of damage and the urgency of repair based on the warning level.

[0057] Furthermore, the first and second thresholds are calibrated using a servo press to simulate collisions with the battery pack. A gradual pressure from 0 to 2 MPa is applied, and the correlation between the pressure values ​​and the deformation of the bottom protective plate and the condition of the battery cells is recorded. This calibration method ensures the scientific validity and accuracy of the threshold settings, avoiding situations where excessively high thresholds lead to missed alarms in severe collisions or excessively low thresholds lead to false alarms in minor collisions.

[0058] Step S104: Based on the collision level, output the corresponding light warning signal simultaneously on the in-vehicle instrument panel and the bottom of the battery pack. For a level 3 minor collision, output a solid green light; for a level 2 collision, output a continuously flashing yellow light; for a level 1 severe collision, output a high-frequency flashing red light, and display the collision location information according to the collision direction.

[0059] Preferably, the yellow light flashing frequency for a level 2 collision is 1Hz, and the red light flashing frequency for a level 1 severe collision is 3Hz. By different flashing frequencies to distinguish collision levels, drivers and surrounding personnel can quickly identify the urgency of the collision risk.

[0060] Furthermore, the light warning signals at the bottom of the battery pack are located on the left and right sides of the bottom of the battery pack, such as... Figure 3 As shown. Preferably, the bottom lights of the battery pack are high-brightness LED light groups with a diameter of 30mm, a luminous intensity of 800cd, and a waterproof rating of IP68, located on the left and right sides of the bottom of the battery pack. The high-brightness LED light groups have good visibility both day and night, and the IP68 waterproof rating ensures that the light module can work normally in rainy, snowy, and flooded road conditions. This arrangement allows people in the vicinity to observe the light warning signal from the side of the vehicle, promptly identify potential safety hazards, and avoid approaching vehicles with a risk of thermal runaway.

[0061] Preferably, the instrument panel lights are 10mm diameter tri-color LED lights. The tri-color LED lights can output green, yellow, and red colors, which correspond one-to-one with the collision level, allowing the driver to intuitively perceive the collision risk level.

[0062] In this embodiment, the collision location information is displayed according to the direction of the collision, and at the same time, a text prompt is pushed to the vehicle's central control system through the BMS to indicate the specific location of the collision and remind maintenance.

[0063] This embodiment achieves two-way visual warnings for both the driver and surrounding personnel by simultaneously installing light visualization modules on the in-vehicle instrument panel and at the bottom of the battery pack. The driver can intuitively perceive the collision risk level through the in-vehicle instrument panel lights, shortening the perception time compared to existing technologies that require specialized equipment to read fault codes. Surrounding personnel can judge whether there are any safety hazards in the vehicle from the side through the high-brightness LED lights at the bottom of the battery pack, avoiding approaching vehicles with a risk of thermal runaway. This solves the technical problems of existing technologies where warnings are not intuitive and surrounding personnel cannot perceive the risks.

[0064] Preferably, when a collision is determined to be a Level 1 severe collision, a power limiting linkage is executed. The CAN bus sends a power limiting command to the battery management system to limit the battery output power and the vehicle's maximum speed, and the collision data is uploaded to the cloud platform.

[0065] Specifically, during the power limiting linkage procedure, the battery output power is reduced to 20% of its rated value, and the vehicle's maximum speed is limited to 50 km / h. This power limiting measure effectively reduces vehicle speed and prevents further damage to the battery pack or secondary accidents caused by continued high-speed driving after a serious collision.

[0066] Furthermore, during the execution of the power limiting linkage step, an in-vehicle buzzer is simultaneously triggered with a sound pressure level of 85dB. The collision data includes collision time, peak stress, and warning level. The buzzer's audible alert ensures that the driver can promptly perceive a collision event even if they do not notice the light warning. Cloud data uploads achieve closed-loop management, prompting maintenance personnel to proactively contact the user to address the collision issue.

[0067] This embodiment collects collision stress signals in real time by setting a pressure sensor between the liquid cooling plate at the bottom of the battery pack and the bottom guard plate. The signal processing module filters the valid collision signals and extracts the stress peak and duration. The hierarchical control module determines the collision level based on the pre-stored two-level quantization thresholds. The three-level warning signal is output through the in-vehicle instrument panel and the dual-path light visualization module at the bottom of the battery pack. In the event of a severe collision, the battery management system is linked to limit the power output, realizing full-process coverage from collision detection to closed-loop control.

[0068] Example 2 In one or more embodiments, a graded light warning system for bottom collisions of a battery is disclosed, specifically including: The collision detection module is used to acquire collision stress signals in real time. The signal processing module is used to extract multi-dimensional features from the collision stress signal, extract the stress peak value, duration and stress rise slope of each sensor, and calculate the signal arrival time difference between adjacent sensors; dynamically adjust the judgment threshold of each dimension according to the current driving conditions, and combine the trigger combination mode of each sensor to comprehensively determine it as a valid collision signal and identify the collision direction. A grading control module is used to grade and determine the collision level by classifying the stress peak value; The lighting visualization module is used to simultaneously output corresponding lighting warning signals on the in-vehicle instrument panel and the bottom of the battery pack according to the collision level, and to display the collision location information according to the collision direction.

[0069] The collision detection module is located between the liquid cooling plate and the bottom guard plate of the battery pack. The signal processing module is connected to the collision detection module via the I2C bus. The hierarchical control module communicates with the signal processing module and the battery management system via the CAN bus and pre-stores the first threshold and the second threshold. The lighting visualization module is electrically connected to the hierarchical control module and includes the instrument panel lights and the bottom lights of the battery pack.

[0070] In one implementation, the collision detection module employs five flexible thin-film pressure sensors, model FSR402, each measuring 200mm × 150mm and 0.5mm thick. The sensors are resistant to high and low temperatures, with a temperature range of -40℃ to 85℃, and also possess vibration resistance. The five sensors are evenly attached along the inner side of the battery pack's bottom protective plate, covering five key stress areas: front left, front right, center, rear left, and rear right. These areas correspond to the densely packed cell areas and the liquid cooling plate interface. The sensor leads are connected to the signal processing module inside the battery pack via waterproof connectors, eliminating the need for drilling and preserving the battery pack's seal.

[0071] The signal processing module uses an STM32F103 microcontroller as its core chip. This module integrates a low-pass filter circuit with a cutoff frequency of 5Hz to filter out road surface bumps and interference. It also integrates a signal amplifier circuit with a 10x amplification factor to capture weak collision signals. The signal processing module connects to the collision detection module via an I2C bus, with a sampling frequency set to 100Hz, receiving stress signals from five sensors in real time. The I2C bus is a simple and efficient serial communication protocol, and the 100Hz sampling frequency allows for timely capture of peak changes in the collision stress signal.

[0072] The graded control module communicates with the signal processing module and the battery management system via a CAN bus. This module has two pre-stored threshold levels: the first threshold is 0.5 MPa, corresponding to a bottom protective plate deformation of less than 2 mm and no cell damage; the second threshold is 1.2 MPa, corresponding to a bottom protective plate deformation greater than or equal to 2 mm and a risk of cell breakage.

[0073] The lighting visualization module includes two lighting channels. Inside the vehicle, a 10mm diameter tri-color LED is installed in the battery status area of ​​the instrument panel, capable of outputting green, yellow, and red colors, and is integrated with the vehicle's instrument system.

[0074] High-brightness LED light groups, each 30mm in diameter, are installed on the left and right sides of the bottom of the battery pack. These lights have a luminous intensity of 800cd and an IP68 waterproof rating. The high-brightness LEDs provide excellent visibility both day and night, and the IP68 waterproof rating ensures the lighting module functions normally in rain, snow, and flooded conditions. The light groups are connected to the hierarchical control module via wires.

[0075] Preferably, it also includes a power limiting linkage module, which is communicatively connected to the graded control module. When a Level 1 severe collision is determined, the graded control module sends a power limiting command to the battery management system to limit the battery output power and the vehicle's maximum speed, and uploads the collision data to the cloud platform.

[0076] In the signal processing module, multi-dimensional feature extraction is performed on the collision stress signal, extracting the stress peak value, duration and stress rise slope of each sensor, and calculating the signal arrival time difference between adjacent sensors; the judgment thresholds of each dimension are dynamically adjusted according to the current driving conditions, and combined with the trigger combination mode of each sensor, it is comprehensively judged as a valid collision signal and the collision direction is identified.

[0077] The preprocessing unit is used to process the collision stress signal and extract the stress peak value P, duration T and stress rise slope K of each signal.

[0078] The peak stress P is the maximum value of each signal within the sampling window, in MPa.

[0079] Duration T is the time span from the first time the signal exceeds the stress reference value (0.05 MPa) to the last time it falls below the reference value, in milliseconds.

[0080] The stress rise slope K is calculated using the formula:

[0081] in, The stress value at the nth sampling point. The stress value at the (n-1)th sampling point. The sampling time interval is defined as Δt = 10ms, with a sampling frequency of 100Hz. The maximum slope of all adjacent sampling points during the signal rise phase is taken as the representative slope K, in MPa / s. The stress signal generated by a collision event rises rapidly, and the K value is usually greater than 5MPa / s, while the stress signal generated by road bumps rises slowly, and the K value is usually less than 3MPa / s. The two are significantly distinguishable in terms of slope.

[0082] The extraction of the above three features (P, T, K) is performed independently for each sensor channel, and a total of 15 feature values ​​are extracted from 5 channels × 3 features, which are used for subsequent multi-dimensional comprehensive judgment.

[0083] This embodiment uses an STM32F103 microcontroller as the core chip for signal processing. It integrates a low-pass filter circuit with a cutoff frequency of 5Hz and a signal amplifier circuit with a 10x amplification factor. The STM32F103 microcontroller is characterized by low cost, low power consumption, and strong processing capabilities, meeting the needs of real-time signal processing. The microcontroller integrates a low-pass filter circuit and a signal amplifier circuit. The 5Hz cutoff frequency of the low-pass filter circuit is used to filter out road bumps and interference, while the 10x amplification factor of the signal amplifier circuit is used to capture weak collision signals. The low-pass filter circuit can filter high-frequency vibration interference, and the signal amplifier circuit can improve the detection sensitivity of minor collisions. The two work together to ensure the accuracy and reliability of collision detection.

[0084] Timing difference calculation unit, used to calculate timing difference.

[0085] Specifically, the time stamps of the five sensors that first exceeded the stress reference value are compared, and the signal arrival time difference Δt between adjacent sensors is calculated.

[0086] Five sensors are continuously polled at a sampling frequency of 100Hz, and the system clock timestamp is recorded for each sampling, with a time resolution of 1ms.

[0087] For each sensor, record the timestamp corresponding to the first time its stress value exceeds the stress reference value by 0.05 MPa, denoted as t. i , where i=1,2,3,4,5, corresponding to the front left, front right, middle, rear left, and rear right sensors, respectively.

[0088] Based on the spatial layout at the bottom of the battery pack, the adjacency relationships are defined as follows: front left and front right are adjacent, front left and middle are adjacent, front right and middle are adjacent, middle and rear left are adjacent, middle and rear right are adjacent, and rear left and rear right are adjacent.

[0089] For each pair of adjacent sensors (i,j), calculate the timing difference:

[0090] in, Let be the timing difference between sensor i and sensor j.

[0091] Furthermore, among all valid trigger sensor pairs, the adjacent sensor pairs with the smallest timing difference are selected. The value is used as a representative timing difference Δt for subsequent judgment. If only a single sensor triggers, then Δt is defined as infinite, and it is considered as a single-point trigger.

[0092] It should be understood that the physical essence of a collision event is the propagation of the impact force from the point of contact to the surrounding area. The propagation speed of the stress wave in the battery pack underbody protection plate is approximately 100m / s to 500m / s, and the spacing between adjacent sensors is approximately 300mm to 600mm. Therefore, the timing difference Δt is within the range of 5ms to 50ms. The physical essence of road bumps is that the entire vehicle is subjected to a uniform vertical impact, and the five sensors are subjected to force almost simultaneously. The timing difference Δt is usually less than 5ms. The two events have significant distinguishability in the timing difference dimension. This dimension is independent of the three dimensions of stress peak value, duration, and stress rise slope, and can effectively supplement the shortcomings of single-dimensional judgment.

[0093] The operating condition sensing unit is used for operating condition sensing and threshold adaptation.

[0094] The current vehicle speed v is obtained through the CAN bus, and triaxial acceleration data is collected through the acceleration sensor. The acceleration variance σ² is calculated within a 1-second time window.

[0095] The threshold values ​​for each dimension are dynamically adjusted based on the operating conditions: Under normal operating conditions, the peak stress threshold P th =0.1MPa, duration threshold T th =10ms, slope threshold K th =5MPa / s; Under highway operating conditions, in this embodiment, the highway operating condition is v>80km / h and σ²<0.1g², P th Adjusted to 0.15MPa; Under bumpy road conditions, in this embodiment, the bumpy road condition is σ²>0.5g², T th Adjusted to 15ms, K th Adjusted to 8MPa / s.

[0096] The comprehensive judgment unit is used for multi-dimensional comprehensive judgment.

[0097] A collision signal is considered valid if all of the following conditions are met: ① The peak stress of at least one sensor is greater than the peak stress threshold P>P th ; ② The duration of the corresponding path sensor is greater than the duration threshold T>T th ; ③ The stress rise slope of the corresponding path sensor is greater than the slope threshold K>K th; ④ The timing difference Δt between adjacent sensors is in the range of 5ms to 50ms. Preferably, if Δt < 5ms, it is determined to be a synchronous turbulence characteristic and the signal is discarded.

[0098] The orientation recognition unit is used to trigger the combined recognition of the collision orientation.

[0099] The collision direction is determined based on a combination of sensors triggered by a valid collision signal. If a valid collision signal is triggered simultaneously from the front left and front right sides within 50ms, it is determined to be a frontal collision. If a valid collision signal is triggered simultaneously from the front left and rear left or the front right and rear right within 50ms, it is determined to be a left or right collision. If the central sensor is triggered alone or in conjunction with adjacent sensors, it is determined to be a bottoming collision; If a valid collision signal is triggered simultaneously from the left and right rear sides within 50ms, it is determined to be a rear collision.

[0100] In the graded control module, the collision level is obtained by classifying and judging the stress peak value.

[0101] If a valid collision signal exists, the stress peak value is classified according to the pre-stored first threshold and second threshold. When the stress peak value is less than the first threshold, it is determined to be a level three minor collision. When the stress peak value is greater than or equal to the first threshold and less than the second threshold, it is determined to be a level two collision. When the stress peak value is greater than or equal to the second threshold, it is determined to be a level one severe collision.

[0102] Preferably, the first threshold is 0.5 MPa, and the second threshold is 1.2 MPa. These two thresholds are determined through experimental calibration. The first threshold corresponds to a minor impact condition where the deformation of the bottom protective plate is less than 2 mm and the battery cell is undamaged, while the second threshold corresponds to a severe impact condition where the deformation of the bottom protective plate is greater than or equal to 2 mm and the battery cell is at risk of breakage.

[0103] Specifically, the first threshold corresponds to a bottom protective plate deformation of less than 2mm and no cell damage, while the second threshold corresponds to a bottom protective plate deformation of 2mm or more and a risk of cell breakage. By establishing a correspondence between the thresholds and the deformation of the bottom protective plate and the cell damage status, the accuracy of the graded early warning is ensured, enabling users to judge the degree of damage and the urgency of repair based on the warning level.

[0104] Furthermore, the first and second thresholds are calibrated using a servo press to simulate collisions with the battery pack. A gradual pressure from 0 to 2 MPa is applied, and the correlation between the pressure values ​​and the deformation of the bottom protective plate and the condition of the battery cells is recorded. This calibration method ensures the scientific validity and accuracy of the threshold settings, avoiding situations where excessively high thresholds lead to missed alarms in severe collisions or excessively low thresholds lead to false alarms in minor collisions.

[0105] In the lighting visualization module, corresponding lighting warning signals are simultaneously output on the in-vehicle instrument panel and the bottom of the battery pack according to the collision level. Level 3 minor collision outputs a solid green light, Level 2 collision outputs a continuously flashing yellow light, and Level 1 severe collision outputs a high-frequency flashing red light. The collision location information is also displayed according to the direction of the collision.

[0106] Preferably, the yellow light flashing frequency for a level 2 collision is 1Hz, and the red light flashing frequency for a level 1 severe collision is 3Hz. By different flashing frequencies to distinguish collision levels, drivers and surrounding personnel can quickly identify the urgency of the collision risk.

[0107] Furthermore, the light warning signals at the bottom of the battery pack are located on the left and right sides of the bottom of the battery pack. Preferably, the bottom lights of the battery pack are high-brightness LED light groups with a diameter of 30mm, a luminous intensity of 800cd, and a waterproof rating of IP68, located on the left and right sides of the bottom of the battery pack. The high-brightness LED light groups have good visibility both day and night, and the IP68 waterproof rating ensures that the light module can work normally in rainy, snowy, and flooded road conditions. This arrangement allows people in the vicinity to observe the light warning signals from the side of the vehicle, promptly identify potential safety hazards, and avoid approaching vehicles with a risk of thermal runaway.

[0108] Preferably, the instrument panel lights are 10mm diameter tri-color LED lights. The tri-color LED lights can output green, yellow, and red colors, which correspond one-to-one with the collision level, allowing the driver to intuitively perceive the collision risk level.

[0109] In this embodiment, the collision location information is displayed according to the direction of the collision, and at the same time, a text prompt is pushed to the vehicle's central control system through the BMS to indicate the specific location of the collision and remind maintenance.

[0110] Preferably, when a collision is determined to be a Level 1 severe collision, a power limiting linkage is executed. The CAN bus sends a power limiting command to the battery management system to limit the battery output power and the vehicle's maximum speed, and the collision data is uploaded to the cloud platform.

[0111] Specifically, during the power limiting linkage procedure, the battery output power is reduced to 20% of its rated value, and the vehicle's maximum speed is limited to 50 km / h. This power limiting measure effectively reduces vehicle speed and prevents further damage to the battery pack or secondary accidents caused by continued high-speed driving after a serious collision.

[0112] Furthermore, during the execution of the power limiting linkage step, an in-vehicle buzzer is simultaneously triggered with a sound pressure level of 85dB. The collision data includes collision time, peak stress, and warning level. The buzzer's audible alert ensures that the driver can promptly perceive a collision event even if they do not notice the light warning. Cloud data uploads achieve closed-loop management, prompting maintenance personnel to proactively contact the user to address the collision issue.

[0113] This embodiment collects collision stress signals in real time by setting a pressure sensor between the liquid cooling plate at the bottom of the battery pack and the bottom guard plate. The signal processing module filters the valid collision signals and extracts the stress peak and duration. The hierarchical control module determines the collision level based on the pre-stored two-level quantization thresholds. The three-level warning signal is output through the in-vehicle instrument panel and the dual-path light visualization module at the bottom of the battery pack. In the event of a severe collision, the battery management system is linked to limit the power output, realizing full-process coverage from collision detection to closed-loop control.

[0114] Example 3 This embodiment provides a vehicle, including a memory and a processor, as well as computer instructions stored in the memory and running on the processor. When the computer instructions are executed by the processor, they complete the steps of the aforementioned graded light warning method for battery bottom collision, specifically including: Step S301: Real-time acquisition of collision stress signals.

[0115] Specifically, collision stress signals are collected in real time by several pressure sensors installed between the liquid cooling plate and the bottom protective plate at the bottom of the battery pack. These include five pressure sensors that cover five stress areas at the bottom of the battery pack: front left, front right, middle, rear left, and rear right.

[0116] In this embodiment, a flexible thin-film pressure sensor is used. The flexible thin-film pressure sensor is thin and flexible, allowing it to conform to the curved surface of the bottom of the battery pack without compromising its sealing, while also possessing good stress detection sensitivity.

[0117] The flexible thin-film pressure sensor is 0.5mm thick, possesses high and low temperature resistance with a temperature range of -40℃ to 85℃, and is vibration resistant. This specification of sensor can adapt to the usage requirements of new energy vehicles under different climatic conditions and road conditions, ensuring long-term reliable operation.

[0118] Step S302: Perform multi-dimensional feature extraction on the collision stress signal, extract the stress peak value, duration and stress rise slope of each sensor, and calculate the signal arrival time difference between adjacent sensors; dynamically adjust the judgment threshold of each dimension according to the current driving conditions, and combine the trigger combination mode of each sensor to comprehensively determine it as a valid collision signal and identify the collision direction.

[0119] Step S3021: Perform signal processing on the collision stress signal and extract the stress peak value P, duration T and stress rise slope K of each signal.

[0120] The peak stress P is the maximum value of each signal within the sampling window, in MPa.

[0121] Duration T is the time span from the first time the signal exceeds the stress reference value (0.05 MPa) to the last time it falls below the reference value, in milliseconds.

[0122] The stress rise slope K is calculated using the formula:

[0123] in, The stress value at the nth sampling point. The stress value at the (n-1)th sampling point. The sampling time interval is defined as Δt = 10ms, with a sampling frequency of 100Hz. The maximum slope of all adjacent sampling points during the signal rise phase is taken as the representative slope K, in MPa / s. The stress signal generated by a collision event rises rapidly, and the K value is usually greater than 5MPa / s, while the stress signal generated by road bumps rises slowly, and the K value is usually less than 3MPa / s. The two are significantly distinguishable in terms of slope.

[0124] The extraction of the above three features (P, T, K) is performed independently for each sensor channel, and a total of 15 feature values ​​are extracted from 5 channels × 3 features, which are used for subsequent multi-dimensional comprehensive judgment.

[0125] This embodiment uses an STM32F103 microcontroller as the core chip for signal processing. It integrates a low-pass filter circuit with a cutoff frequency of 5Hz and a signal amplifier circuit with a 10x amplification factor. The STM32F103 microcontroller is characterized by low cost, low power consumption, and strong processing capabilities, meeting the needs of real-time signal processing. The microcontroller integrates a low-pass filter circuit and a signal amplifier circuit. The 5Hz cutoff frequency of the low-pass filter circuit is used to filter out road bumps and interference, while the 10x amplification factor of the signal amplifier circuit is used to capture weak collision signals. The low-pass filter circuit can filter high-frequency vibration interference, and the signal amplifier circuit can improve the detection sensitivity of minor collisions. The two work together to ensure the accuracy and reliability of collision detection.

[0126] Step S3022: Calculate the timing difference.

[0127] Specifically, the time stamps of the five sensors that first exceeded the stress reference value are compared, and the signal arrival time difference Δt between adjacent sensors is calculated.

[0128] Five sensors are continuously polled at a sampling frequency of 100Hz, and the system clock timestamp is recorded for each sampling, with a time resolution of 1ms.

[0129] For each sensor, record the timestamp corresponding to the first time its stress value exceeds the stress reference value by 0.05 MPa, denoted as t. i , where i=1,2,3,4,5, corresponding to the front left, front right, middle, rear left, and rear right sensors, respectively.

[0130] Based on the spatial layout at the bottom of the battery pack, the adjacency relationships are defined as follows: front left and front right are adjacent, front left and middle are adjacent, front right and middle are adjacent, middle and rear left are adjacent, middle and rear right are adjacent, and rear left and rear right are adjacent.

[0131] For each pair of adjacent sensors (i,j), calculate the timing difference:

[0132] in, Let be the timing difference between sensor i and sensor j.

[0133] Furthermore, among all valid trigger sensor pairs, the adjacent sensor pairs with the smallest timing difference are selected. The value is used as a representative timing difference Δt for subsequent judgment. If only a single sensor triggers, then Δt is defined as infinite, and it is considered as a single-point trigger.

[0134] It should be understood that the physical essence of a collision event is the propagation of the impact force from the point of contact to the surrounding area. The propagation speed of the stress wave in the battery pack underbody protection plate is approximately 100m / s to 500m / s, and the spacing between adjacent sensors is approximately 300mm to 600mm. Therefore, the timing difference Δt is within the range of 5ms to 50ms. The physical essence of road bumps is that the entire vehicle is subjected to a uniform vertical impact, and the five sensors are subjected to force almost simultaneously. The timing difference Δt is usually less than 5ms. The two events have significant distinguishability in the timing difference dimension. This dimension is independent of the three dimensions of stress peak value, duration, and stress rise slope, and can effectively supplement the shortcomings of single-dimensional judgment.

[0135] Step S3023: Operating condition perception and threshold adaptation.

[0136] The current vehicle speed v is obtained through the CAN bus, and triaxial acceleration data is collected through the acceleration sensor. The acceleration variance σ² is calculated within a 1-second time window.

[0137] The threshold values ​​for each dimension are dynamically adjusted based on the operating conditions: Under normal operating conditions, the peak stress threshold P th =0.1MPa, duration threshold T th =10ms, slope threshold K th=5MPa / s; Under highway operating conditions, in this embodiment, the highway operating condition is v>80km / h and σ²<0.1g², P th Adjusted to 0.15MPa; Under bumpy road conditions, in this embodiment, the bumpy road condition is σ²>0.5g², T th Adjusted to 15ms, K th Adjusted to 8MPa / s.

[0138] Step S3024: Multi-dimensional comprehensive judgment.

[0139] A collision signal is considered valid if all of the following conditions are met: ① The peak stress of at least one sensor is greater than the peak stress threshold P>P th ; ② The duration of the corresponding path sensor is greater than the duration threshold T>T th ; ③ The stress rise slope of the corresponding path sensor is greater than the slope threshold K>K th ; ④ The timing difference Δt between adjacent sensors is in the range of 5ms to 50ms. Preferably, if Δt < 5ms, it is determined to be a synchronous turbulence characteristic and the signal is discarded.

[0140] Step S3025: Trigger the combination to identify the collision direction.

[0141] The collision direction is determined based on a combination of sensors triggered by a valid collision signal. If a valid collision signal is triggered simultaneously from the front left and front right sides within 50ms, it is determined to be a frontal collision. If a valid collision signal is triggered simultaneously from the front left and rear left or the front right and rear right within 50ms, it is determined to be a left or right collision. If the central sensor is triggered alone or in conjunction with adjacent sensors, it is determined to be a bottoming collision; If a valid collision signal is triggered simultaneously from the left and right rear sides within 50ms, it is determined to be a rear collision.

[0142] This embodiment integrates multi-dimensional feature extraction, condition-adaptive thresholding, and sensor array triggering into a unified effective collision signal comprehensive judgment mechanism, achieving a systematic improvement in collision recognition capabilities: the stress rise slope dimension utilizes the physical characteristic that collision signals rise quickly while bump signals rise slowly to distinguish between collisions and bumps; the timing difference Δt dimension further filters interference by utilizing the difference between the 5ms to 50ms propagation time of a real collision between adjacent sensors and the less than 5ms timing difference of a bump signal; the condition-adaptive thresholding mechanism dynamically adjusts the judgment parameters of each dimension according to vehicle speed and road surface type, optimizing for highway and bumpy road conditions respectively; the triggering combination rule outputs collision direction information while completing the effective signal judgment, driving the zoned control of the lighting visualization module, enabling surrounding personnel to intuitively judge the collision location. Compared with a fixed single threshold scheme, this reduces the overall false alarm rate, improves the accuracy of collision direction recognition, and the system requires no additional hardware investment, achieving functional upgrades solely through algorithm fusion.

[0143] Step S303: The collision level is obtained by classifying the stress peak value.

[0144] If a valid collision signal exists, the stress peak value is classified according to the pre-stored first threshold and second threshold. When the stress peak value is less than the first threshold, it is determined to be a level three minor collision. When the stress peak value is greater than or equal to the first threshold and less than the second threshold, it is determined to be a level two collision. When the stress peak value is greater than or equal to the second threshold, it is determined to be a level one severe collision.

[0145] Preferably, the first threshold is 0.5 MPa, and the second threshold is 1.2 MPa. These two thresholds are determined through experimental calibration. The first threshold corresponds to a minor impact condition where the deformation of the bottom protective plate is less than 2 mm and the battery cell is undamaged, while the second threshold corresponds to a severe impact condition where the deformation of the bottom protective plate is greater than or equal to 2 mm and the battery cell is at risk of breakage.

[0146] Specifically, the first threshold corresponds to a bottom protective plate deformation of less than 2mm and no cell damage, while the second threshold corresponds to a bottom protective plate deformation of 2mm or more and a risk of cell breakage. By establishing a correspondence between the thresholds and the deformation of the bottom protective plate and the cell damage status, the accuracy of the graded early warning is ensured, enabling users to judge the degree of damage and the urgency of repair based on the warning level.

[0147] Furthermore, the first and second thresholds are calibrated using a servo press to simulate collisions with the battery pack. A gradual pressure from 0 to 2 MPa is applied, and the correlation between the pressure values ​​and the deformation of the bottom protective plate and the condition of the battery cells is recorded. This calibration method ensures the scientific validity and accuracy of the threshold settings, avoiding situations where excessively high thresholds lead to missed alarms in severe collisions or excessively low thresholds lead to false alarms in minor collisions.

[0148] Step S304: Based on the collision level, output the corresponding light warning signal simultaneously on the in-vehicle instrument panel and the bottom of the battery pack. For a level 3 minor collision, output a solid green light; for a level 2 collision, output a continuously flashing yellow light; for a level 1 severe collision, output a high-frequency flashing red light, and display the collision location information according to the collision direction.

[0149] Preferably, the yellow light flashing frequency for a level 2 collision is 1Hz, and the red light flashing frequency for a level 1 severe collision is 3Hz. By different flashing frequencies to distinguish collision levels, drivers and surrounding personnel can quickly identify the urgency of the collision risk.

[0150] Furthermore, the light warning signals at the bottom of the battery pack are located on the left and right sides of the bottom of the battery pack. Preferably, the bottom lights of the battery pack are high-brightness LED light groups with a diameter of 30mm, a luminous intensity of 800cd, and a waterproof rating of IP68, located on the left and right sides of the bottom of the battery pack. The high-brightness LED light groups have good visibility both day and night, and the IP68 waterproof rating ensures that the light module can work normally in rainy, snowy, and flooded road conditions. This arrangement allows people in the vicinity to observe the light warning signals from the side of the vehicle, promptly identify potential safety hazards, and avoid approaching vehicles with a risk of thermal runaway.

[0151] Preferably, the instrument panel lights are 10mm diameter tri-color LED lights. The tri-color LED lights can output green, yellow, and red colors, which correspond one-to-one with the collision level, allowing the driver to intuitively perceive the collision risk level.

[0152] In this embodiment, the collision location information is displayed according to the direction of the collision, and at the same time, a text prompt is pushed to the vehicle's central control system through the BMS to indicate the specific location of the collision and remind maintenance.

[0153] This embodiment achieves two-way visual warnings for both the driver and surrounding personnel by simultaneously installing light visualization modules on the in-vehicle instrument panel and at the bottom of the battery pack. The driver can intuitively perceive the collision risk level through the in-vehicle instrument panel lights, shortening the perception time compared to existing technologies that require specialized equipment to read fault codes. Surrounding personnel can judge whether there are any safety hazards in the vehicle from the side through the high-brightness LED lights at the bottom of the battery pack, avoiding approaching vehicles with a risk of thermal runaway. This solves the technical problems of existing technologies where warnings are not intuitive and surrounding personnel cannot perceive the risks.

[0154] Preferably, when a collision is determined to be a Level 1 severe collision, a power limiting linkage is executed. The CAN bus sends a power limiting command to the battery management system to limit the battery output power and the vehicle's maximum speed, and the collision data is uploaded to the cloud platform.

[0155] Specifically, during the power limiting linkage procedure, the battery output power is reduced to 20% of its rated value, and the vehicle's maximum speed is limited to 50 km / h. This power limiting measure effectively reduces vehicle speed and prevents further damage to the battery pack or secondary accidents caused by continued high-speed driving after a serious collision.

[0156] Furthermore, during the execution of the power limiting linkage step, an in-vehicle buzzer is simultaneously triggered with a sound pressure level of 85dB. The collision data includes collision time, peak stress, and warning level. The buzzer's audible alert ensures that the driver can promptly perceive a collision event even if they do not notice the light warning. Cloud data uploads achieve closed-loop management, prompting maintenance personnel to proactively contact the user to address the collision issue.

[0157] Example 4 This embodiment provides a computer-readable storage medium for storing computer instructions, which, when executed by a processor, complete the steps of the aforementioned graded light warning method for battery bottom collision.

[0158] Example 5 This embodiment provides a computer program product including executable instructions, which are computer instructions; the executable instructions are stored in a computer-readable storage medium. When the vehicle's processor reads the executable instructions from the computer-readable storage medium and executes the executable instructions, the steps of the aforementioned graded light warning method for battery bottom collision are completed.

[0159] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0160] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0161] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment, whereby a series of operational steps are performed to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0162] The steps and methods involved in Embodiments 2 to 5 above correspond to those in Embodiment 1. For detailed implementation methods, please refer to the relevant description section of Embodiment 1. The descriptions of each embodiment in the above embodiments have different emphases. Parts not described in detail in a certain embodiment can be referred to the relevant descriptions of other embodiments.

[0163] Those skilled in the art will understand that the modules or steps of the present invention described above can be implemented using general-purpose computer devices. Optionally, they can be implemented using computer-executable program code, thereby allowing them to be stored in a storage device for execution by a computer device, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. The present invention is not limited to any particular combination of hardware and software.

[0164] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A graded light warning method for bottom collision of a battery, characterized in that, include: Real-time acquisition of collision stress signals; Multi-dimensional feature extraction is performed on the collision stress signal to extract the stress peak value, duration and stress rise slope of each sensor, and the signal arrival time difference between adjacent sensors is calculated; the judgment threshold of each dimension is dynamically adjusted according to the current driving conditions, and combined with the trigger combination mode of each sensor, it is comprehensively judged as a valid collision signal and the collision direction is identified. The collision level is obtained by classifying the stress peak values. Based on the collision level, corresponding light warning signals are simultaneously output on the in-vehicle instrument panel and at the bottom of the battery pack, and collision location information is displayed according to the collision direction.

2. The graded light warning method for battery bottom collision as described in claim 1, characterized in that, The stress peak value is the maximum value of each signal within the sampling window; The duration is the time span from when the signal first exceeds the stress reference value to when it last falls below that reference value; The stress rise slope is the maximum value of the slopes of all adjacent sampling points during the signal rise phase.

3. The graded light warning method for battery bottom collision as described in claim 1, characterized in that, The specific steps for dynamically adjusting the judgment thresholds for each dimension based on the current driving conditions are as follows: Under normal operating conditions, the peak stress threshold P th =0.1MPa, duration threshold T th =10ms, slope threshold K th =5MPa / s; Under highway operating conditions, where the current vehicle speed v > 80 km / h and the acceleration variance σ² < 0.1g², the peak stress threshold P th Adjust to 0.15 MPa; Under bumpy road conditions, where the acceleration variance σ² > 0.5g², and the duration threshold T... th Adjusted to 15ms, slope threshold K th Adjusted to 8MPa / s.

4. The graded light warning method for battery bottom collision as described in claim 1, characterized in that, The comprehensive determination is based on the following conditions: a collision signal is considered valid if all of the following conditions are met: The stress peak value of at least one sensor is greater than the stress peak value threshold; The duration of the corresponding path sensor is greater than the duration threshold; The stress rise slope of the corresponding path sensor is greater than the slope threshold. The timing difference between adjacent sensors is within a certain time range.

5. A graded light warning method for bottom collision of a battery as described in claim 1, characterized in that, The collision direction is identified by determining the collision direction based on a combination of sensors triggered by a valid collision signal. If the front left and front right sides simultaneously trigger valid collision signals within a certain time, it is determined to be a frontal collision. If the front left and rear left or the front right and rear right simultaneously trigger valid collision signals within a certain period of time, it is determined to be a left or right collision. If the central sensor is triggered alone or in conjunction with adjacent sensors, it is determined to be a bottoming collision; If a valid collision signal is triggered simultaneously from the left and right rear sides within a certain time period, it is determined to be a rear collision.

6. The graded light warning method for battery bottom collision as described in claim 1, characterized in that, The light warning signals use different flashing frequencies to correspond to different collision levels; The light warning signals at the bottom of the battery pack are located on the left and right sides of the bottom of the battery pack.

7. A graded light warning system for bottom collisions of a battery, characterized in that, include: The collision detection module is used to acquire collision stress signals in real time. The signal processing module is used to extract multi-dimensional features from the collision stress signal, extract the stress peak value, duration and stress rise slope of each sensor, and calculate the signal arrival time difference between adjacent sensors; dynamically adjust the judgment threshold of each dimension according to the current driving conditions, and combine the trigger combination mode of each sensor to comprehensively determine it as a valid collision signal and identify the collision direction. A grading control module is used to grade and determine the collision level by classifying the stress peak value; The lighting visualization module is used to simultaneously output corresponding lighting warning signals on the in-vehicle instrument panel and the bottom of the battery pack according to the collision level, and to display the collision location information according to the collision direction.

8. A vehicle, characterized in that, It includes a memory and a processor, as well as computer instructions stored in the memory and running on the processor, which, when executed by the processor, perform the graded light warning method for battery bottom collision as described in any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, Used to store computer instructions, which, when executed by a processor, complete the graded light warning method for battery bottom collision as described in any one of claims 1-6.

10. A computer program product comprising executable instructions stored in a computer-readable storage medium; wherein, When the vehicle's processor reads executable instructions from a computer-readable storage medium and executes the executable instructions, it completes the graded light warning method for battery bottom collision as described in any one of claims 1-6.

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